Vehicle brake control method, system, device and vehicle

Abstract

The present disclosure provides a vehicle braking control method, system, device and vehicle, and relates to the technical field of vehicle control and civil aviation airport ground support. The vehicle braking control system comprises a sensing unit, a braking execution unit comprising a brake and a power adjusting mechanism, the power adjusting mechanism being in transmission or fluid connection with the brake, and a control unit being in electrical connection with the sensing unit and the braking execution unit respectively; the control unit is configured to receive an operating state signal sent by the sensing unit, and trigger a staged braking mode when detecting that the vehicle is in a driving state and the vehicle door is open; the staged braking mode comprises: controlling the power adjusting mechanism to adjust the braking force of the brake, so that the vehicle performs primary braking at a first acceleration, and after the primary braking lasts for a preset time length, controlling the power adjusting mechanism to linearly increase the braking force of the brake. According to the embodiment of the present disclosure, the safety hazards in the scenario of the open vehicle door can be reduced.

Description

Technical Field

[0001] This disclosure relates to the fields of vehicle control technology and civil aviation airport ground support technology, and in particular to a vehicle braking control method, system, equipment and vehicle. Background Technology

[0002] Currently, the safety management of vehicle doors is crucial in the daily operation of large passenger vehicles such as airport shuttle buses and city buses, as well as some in-plant logistics vehicles. Existing vehicle braking control systems typically rely on the driver's subjective judgment to execute braking operations. When the vehicle is traveling at low speed or preparing to stop, if a door is accidentally opened or a passenger accidentally touches the door opening device, it may directly trigger emergency braking, which could easily cause standing passengers inside the vehicle to fall due to inertia, or cause stacked goods to become unstable and tip over, thus causing secondary safety accidents.

[0003] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0004] This disclosure provides a vehicle braking control method, system, device, and vehicle, which at least to some extent reduces safety hazards in door opening scenarios.

[0005] Other features and advantages of this disclosure will become apparent from the following detailed description, or may be learned in part by practice of this disclosure.

[0006] According to one aspect of this disclosure, a vehicle braking control system is provided, comprising: The sensing unit is used to collect vehicle operating status signals; The braking actuator includes a brake and a power adjustment mechanism, the power adjustment mechanism being driven or fluidly connected to the brake and used to adjust the braking force release rate of the brake. The control unit is electrically connected to the sensing unit and the braking execution unit respectively; the control unit is configured to receive the operating status signal sent by the sensing unit, and trigger the graded braking mode when it detects that the vehicle is in motion and the door is open; The graded braking mode includes: controlling the power adjustment mechanism to adjust the braking force of the brake so that the vehicle performs primary braking with a first acceleration; after the primary braking continues for a preset duration, controlling the power adjustment mechanism to linearly increase the braking force of the brake; wherein the first acceleration is less than or equal to the load instability safety threshold.

[0007] In one embodiment of this disclosure, the braking actuation unit further includes: an emergency release component connected to the brake; the emergency release component is used to control the brake to release the braking in response to an emergency release signal.

[0008] In one embodiment of this disclosure, the brake includes a brake chamber; the power adjustment mechanism includes a proportional release valve; the brake actuation unit further includes a handbrake valve, a first solenoid valve, a second solenoid valve, a shuttle valve, a quick-release valve, and an air storage device; the control unit is electrically connected to the first solenoid valve, the second solenoid valve, and the proportional release valve respectively; the exhaust end of the brake chamber is in fluid communication with the proportional release valve; the inlet end of the brake chamber is in fluid communication with the outlet end of the shuttle valve through the quick-release valve; the first inlet end of the shuttle valve is connected to the air storage device through a first branch, and the handbrake valve and the first solenoid valve are connected in series on the first branch; the second inlet end of the shuttle valve is connected to the air storage device through a second branch, and a second solenoid valve is provided on the second branch.

[0009] In one embodiment of this disclosure, the gas storage device includes a first gas storage cylinder and a second gas storage cylinder; the first air inlet end of the shuttle valve is connected to the first gas storage cylinder through a first branch; and the second air inlet end of the shuttle valve is connected to the second gas storage cylinder through a second branch.

[0010] In one embodiment of this disclosure, the sensing unit includes: a door status sensor for acquiring door opening and closing signals; a vehicle speed sensor for acquiring real-time vehicle speed signals; and a control unit electrically connected to the door status sensor and the vehicle speed sensor, respectively.

[0011] In one embodiment of this disclosure, the sensing unit further includes: an acceleration sensor for detecting vehicle acceleration; the acceleration sensor is electrically connected to the control unit.

[0012] According to another aspect of this disclosure, a vehicle braking control method is provided, comprising: receiving a vehicle operating status signal collected by a sensing unit; and triggering a graded braking mode when the vehicle is detected to be in motion and the door is open based on the operating status signal. The graded braking mode includes: controlling the power adjustment mechanism to adjust the braking force of the brake so that the vehicle performs primary braking with a first acceleration; after the primary braking continues for a preset duration, controlling the power adjustment mechanism to linearly increase the braking force of the brake; wherein the first acceleration is less than or equal to the load instability safety threshold.

[0013] In one embodiment of this disclosure, after the primary braking continues for a preset duration, the power adjustment mechanism is controlled to linearly increase the braking force of the brake, including: if the primary braking continues for a first preset duration and the door is detected to be continuously open within the first preset duration, then the power adjustment mechanism is controlled to linearly increase the braking force of the brake within a second preset duration until the maximum braking force of the brake is reached.

[0014] In one embodiment of this disclosure, the operating status signal includes the vehicle's real-time speed; the method further includes: if the vehicle's real-time speed is detected to be less than a preset low-speed threshold before the vehicle stops, adjusting the braking force of the brakes to reduce the vehicle's acceleration.

[0015] According to another aspect of this disclosure, an electronic device is provided, comprising: a memory for storing program instructions; and a processor for calling the program instructions stored in the memory to implement the above-described vehicle braking control method.

[0016] According to another aspect of this disclosure, a vehicle is provided, including the aforementioned electronic equipment.

[0017] The technical solutions provided in this disclosure can include the following beneficial effects: In this embodiment, the vehicle's operating status is detected in real time by a sensing unit. When an abnormal condition of a door opening while the vehicle is in motion is detected, the control unit can intelligently trigger a graded braking mode. This mode first controls the power adjustment mechanism to perform primary braking with a first acceleration less than or equal to the load instability safety threshold. This gentle initial deceleration effectively avoids the huge inertia caused by sudden braking, thereby preventing secondary instability accidents such as standing passengers falling or stacked goods tipping over. After the primary braking continues for a preset duration, the control unit further controls the power adjustment mechanism to linearly increase the braking force until the vehicle comes to a complete stop. This linearly increasing braking strategy, from gentle to forceful, ensures that the vehicle can decelerate and stop smoothly and reliably when the door is open, and greatly improves the comfort and controllability of the braking process. Thus, while ensuring driving safety, it also maximizes the safety of the people and goods inside the vehicle.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0020] Obviously, the accompanying drawings described below are merely some embodiments of this disclosure. Those skilled in the art can obtain other drawings based on these drawings without any creative effort.

[0021] Figure 1 A schematic diagram of the architecture of a vehicle braking control system according to an embodiment of the present disclosure is shown; Figure 2 A schematic diagram of the architecture of another vehicle braking control system in an embodiment of this disclosure is shown; Figure 3 A schematic diagram of the architecture of a braking execution unit according to an embodiment of the present disclosure is shown; Figure 4 A schematic diagram of the architecture of another braking execution unit in an embodiment of this disclosure is shown; Figure 5 A schematic diagram of the architecture of another vehicle braking control system according to an embodiment of the present disclosure is shown; Figure 6 This diagram illustrates a vehicle braking control method according to an embodiment of the present disclosure. Figure 7 This diagram illustrates another vehicle braking control method according to an embodiment of the present disclosure. Figure 8 This diagram illustrates a structural block diagram of an electronic device according to an embodiment of the present disclosure. Figure 9 A structural block diagram of a vehicle according to an embodiment of the present disclosure is shown. Detailed Implementation

[0022] To facilitate understanding of the technical solutions of this disclosure, the disclosure will be further described below with reference to the accompanying drawings.

[0023] The terms "first" and "second," etc., used in this disclosure are only used to distinguish different objects and not to describe a specific order. The terms "comprising" and "having," and any variations thereof, in the embodiments of this disclosure are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may also include steps or units not listed.

[0024] Throughout this disclosure, the references to "embodiments" do not necessarily refer to the same embodiments, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Those skilled in the art will explicitly and implicitly understand that the embodiments described in this disclosure can be combined with other embodiments.

[0025] In the embodiments of this disclosure, "at least one" refers to one or more, "more" refers to two or more, "at least two" refers to two or three or more, and "and / or" is used to describe the relationship between associated objects. The character " / " generally indicates that the associated objects before and after are in an "or" relationship.

[0026] This disclosure can be applied to various large passenger or freight vehicles, such as airport shuttle buses, city buses, factory logistics vehicles, and engineering vehicles. In these application scenarios, if a vehicle door unexpectedly opens while the vehicle is in motion, passengers inside may easily fall out of the vehicle due to panic or instability, or cargo may slip out or fall, resulting in serious personal injury or property damage. The following description uses an airport shuttle bus as an example. It is understood that the technical solution provided by this disclosure is also applicable to vehicles in other scenarios described above, and their control principles and implementation effects are basically the same, which will not be repeated here.

[0027] Airport shuttle buses are special vehicles used within airports to transfer passengers between the terminal and remote gates. Due to their unique operating environment (speeds are typically below 30 km / h, and passengers mostly stand), they face two major safety challenges: Risk of doors opening unexpectedly while the vehicle is in motion: Most shuttle bus passenger doors are outward-swinging type. If they suddenly open while the vehicle is in motion due to self-locking failure or air circuit malfunction, passengers are very likely to be thrown out of the vehicle.

[0028] Difficulty in towing a disabled vehicle in an emergency: When a vehicle breaks down and cannot move, and the handbrake valve fails, it is necessary to quickly release the brake in order to tow it away. In some embodiments, the backup air circuit can be switched via an emergency switch to achieve rapid brake release, but this function is separate from the aforementioned safe braking function while driving and does not constitute a coordinated and unified intelligent safety system.

[0029] To address the aforementioned issues, the solution provided in this disclosure can implement controllable and smooth graded braking when a vehicle door is accidentally opened while in motion, ensuring the vehicle stops safely while minimizing the impact on passengers inside; when the vehicle breaks down and needs to be towed away, the brakes can be quickly released with one button, thereby achieving the triple safety goals of "preventing being thrown out of the vehicle, preventing falls inside the vehicle, and quickly escaping in emergencies".

[0030] The deficiencies of the above solutions and the proposed solutions are the result of the inventor's practice and careful research. Therefore, the discovery process of the above problems and the solutions proposed in this disclosure below should be considered as the inventor's contribution to this disclosure.

[0031] The following detailed description of this exemplary implementation method is provided in conjunction with the accompanying drawings and embodiments.

[0032] Figure 1 This disclosure illustrates a vehicle braking control system, such as... Figure 1 As shown, the vehicle braking control system includes a sensing unit 10, a control unit 20, and a braking execution unit 30.

[0033] The sensing unit 10 is used to collect the vehicle's operating status signal in real time; the braking execution unit 30 includes a brake 32 and a power adjustment mechanism 31, which is connected to the brake 32 by transmission or fluid connection and is used to adjust the braking force release rate of the brake 32; the control unit 20 is electrically connected to the sensing unit 10 and the braking execution unit 30 respectively.

[0034] Brake 32 is a component used to generate a torque that resists the movement of the vehicle. Depending on the vehicle's power system and structure, brake 32 may include, but is not limited to, disc brakes, drum brakes, electric motor brakes (such as regenerative braking systems), or combinations thereof.

[0035] The power adjustment mechanism 31 is the actuator connected between the control unit 20 and the brake 32. Its core function is to precisely adjust the energy or physical quantity transmitted to the brake 32 according to the instructions of the control unit 20 (such as PWM signal, current signal, etc.), thereby controlling the rate and magnitude of the braking force.

[0036] This disclosure does not limit the specific implementation of the power adjustment mechanism 31. Several possible implementation methods are listed below: In air pressure braking systems (common in large buses or trucks), the power adjustment mechanism 31 can be a proportional air release valve or an electronically controlled air pressure regulating valve. The control unit controls the rate of air pressure rise in the brake chamber by adjusting the valve opening or duty cycle, thereby achieving a linear increase in braking force.

[0037] In a hydraulic braking system, the power adjustment mechanism 31 can be an inlet valve or a linear solenoid valve in an electro-hydraulic unit. By controlling the opening of the valve port, the flow rate and pressure of brake fluid flowing to the wheel cylinder are adjusted.

[0038] In the electric drive system, the power adjustment mechanism 31 can be a motor controller. The control unit sends torque commands to the motor controller, and the aforementioned graded braking mode is achieved by adjusting the reverse torque (regenerative braking force) of the motor.

[0039] Through the cooperation of the aforementioned power adjustment mechanism 31 and brake 32, this disclosure can achieve a smooth transition from "low-acceleration primary braking" to "linearly increasing braking secondary braking", solving the problem of personnel or cargo instability caused by emergency braking triggered by the opening of the vehicle door in the prior art.

[0040] The control unit 20 is configured to receive an operating status signal sent by the sensing unit 10, and to trigger a graded braking mode when it detects that the vehicle is in motion and the door is open. In some embodiments, the vehicle may be equipped with a vehicle speed sensor and a door status sensor, which can detect whether the vehicle is in motion by using the signal from the vehicle speed sensor, and detect whether the vehicle door is open by using the signal from the door status sensor.

[0041] In some embodiments, the control unit 20 may also trigger a graded braking mode when it detects that the vehicle is in motion and a door is about to open. Whether a door is about to open can be detected by a door control signal. For example, the presence of a door opening signal can be detected by detecting the signal of an electric device that controls the opening of the door, wherein the door opening signal is used to control the opening of the door.

[0042] The graded braking mode includes: controlling the power adjustment mechanism to adjust the braking force of the brake so that the vehicle performs primary braking with a first acceleration; after the primary braking continues for a preset duration, controlling the power adjustment mechanism to linearly increase the braking force of the brake; wherein the first acceleration is less than or equal to the load instability safety threshold.

[0043] The first acceleration refers to the acceleration value maintained by the vehicle during the initial braking phase. During travel, a vehicle possesses forward momentum. During braking, the braking force counteracts this forward momentum, creating a net force opposite to the direction of travel, thus causing the vehicle to begin decelerating. This deceleration process is physically represented by the first acceleration. Since the vehicle's speed gradually decreases during braking, this first acceleration has a negative value in the coordinate system, and therefore can also be called "braking deceleration." Setting the absolute value of this first acceleration (i.e., braking intensity) to be less than or equal to the load instability safety threshold ensures that in an emergency situation such as an unexpectedly opened door, the vehicle can initially decelerate at a level of smoothness that passengers or cargo can withstand, avoiding secondary injuries caused by excessive braking intensity.

[0044] After a preset duration of initial braking, the control power adjustment mechanism linearly increases the braking force of the brakes. When the vehicle is carrying passengers, the preset duration of initial braking provides sufficient reaction time for passengers, reducing the likelihood of falls due to sudden braking. The linear increase in braking force after the preset duration ensures the vehicle comes to a complete stop within a limited safe distance, preventing the vehicle from sliding a long distance with the doors open due to insufficient braking force.

[0045] The load refers to the object carried by a vehicle. Depending on the type of vehicle, the load mainly includes standing or sitting passengers (e.g., airport shuttle buses, bus scenarios) or stacked goods (e.g., logistics vehicle scenarios).

[0046] Load instability refers to the loss of stability of a vehicle's load due to excessive inertial force during braking. For example, for passengers, load instability manifests as passengers falling or colliding due to inertia; for cargo, load instability manifests as cargo tilting, slipping, or falling out of the vehicle.

[0047] The load instability safety threshold is a safety value pre-calibrated based on ergonomic data or the coefficient of friction of the cargo.

[0048] In one implementation, when the load is a passenger, the threshold can be set to the maximum braking deceleration that allows the human body to maintain balance without violent swaying or falling while standing (e.g., set to 0.1g to 0.15g, where g is the acceleration due to gravity).

[0049] In another implementation, when the load is cargo, the threshold can be calculated based on the static friction coefficient between the cargo and the bearing surface or the critical angle for preventing tipping.

[0050] By limiting the acceleration of the initial braking to this threshold range, a "gentle" braking response can be provided immediately after the door opens, maximizing the safety of passengers or cargo inside the vehicle.

[0051] In some embodiments, such as Figure 2 As shown, the braking actuator 30 also includes an emergency release component 33.

[0052] Emergency release assembly 33 is connected to brake 32. Emergency release assembly 33 is used to control brake 32 to release the brake in response to an emergency release signal (e.g., the driver presses the emergency reset button, or the system determines that the danger has been eliminated).

[0053] This embodiment of the disclosure significantly improves the flexibility of the vehicle braking system and its safety under extreme conditions by adding an emergency release component 33. When the vehicle automatically brakes due to the opening of a door, if it faces improper parking due to misjudgment (such as parking on a track or in the middle of an intersection) or encounters a sudden secondary danger requiring immediate relocation, this component can quickly release the brake lock, allowing the vehicle to regain power. This effectively avoids the vehicle being "locked" in a dangerous area due to automatic protection logic, giving the driver or control system the final decision-making power in emergency situations, and greatly enhancing the vehicle's ability to avoid risks and improve operational efficiency in complex and sudden environments.

[0054] In some embodiments, the braking actuation unit 30 may be as follows: Figure 3 As shown, the brake 32 includes a brake chamber; the power adjustment mechanism 31 includes a proportional release valve; the brake actuation unit 30 also includes a hand brake valve, a first solenoid valve, a second solenoid valve, a shuttle valve, a quick release valve, and an air storage device; the control unit is electrically connected to the first solenoid valve, the second solenoid valve, and the proportional release valve respectively.

[0055] The exhaust end of the brake chamber is in fluid communication with the proportional release valve; the inlet end of the brake chamber is in fluid communication with the outlet end of the shuttle valve through the quick release valve; the first inlet end of the shuttle valve is connected to the air storage device through the first branch, and the first branch is connected in series with the hand brake valve and the first solenoid valve; the second inlet end of the shuttle valve is connected to the air storage device through the second branch, and the second branch is equipped with the second solenoid valve.

[0056] This embodiment employs a full pneumatic control architecture, utilizing a proportional release valve and dual solenoid valves to achieve precise closed-loop control of brake air pressure. Through a shuttle valve design, the system integrates the mechanical control of the handbrake valve with the automatic control of the solenoid valve, preserving the driver's manual intervention capability while implementing automated, graded braking logic. By introducing a proportional release valve, the braking deceleration during the initial braking phase can be precisely limited by adjusting the exhaust rate, ensuring it does not exceed the load instability safety threshold and effectively preventing passenger falls or cargo overturning due to sudden braking when the door is accidentally opened. Furthermore, this pneumatic structure features fast response, reliable control logic, and an emergency release function, significantly improving vehicle maneuverability and system robustness under sudden operating conditions while ensuring driving safety.

[0057] In some embodiments, such as Figure 4 As shown, the gas storage device includes a first gas storage cylinder and a second gas storage cylinder; the first air inlet of the shuttle valve is connected to the first gas storage cylinder through a first branch; the second air inlet of the shuttle valve is connected to the second gas storage cylinder through a second branch.

[0058] This embodiment of the disclosure achieves dual redundancy and functional isolation of the air source by configuring the air storage device as a first air storage tank and a second air storage tank, each connected to the shuttle valve via an independent branch. This design effectively avoids braking failure due to a single air source failure, significantly improving the reliability of the system.

[0059] In some embodiments, such as Figure 5 As shown, the sensing unit 10 includes a door status sensor and a vehicle speed sensor. The door status sensor is used to collect door opening and closing signals; the vehicle speed sensor is used to collect real-time vehicle speed signals; the control unit is electrically connected to the door status sensor and the vehicle speed sensor respectively.

[0060] This embodiment of the disclosure establishes a precise and real-time vehicle status perception foundation by incorporating a door status sensor and a vehicle speed sensor. The door status sensor can capture unexpected door opening signals immediately, while the vehicle speed sensor provides accurate real-time speed feedback. The coordinated signals from both enable the control unit to accurately determine the specific dangerous condition of "the vehicle is in motion and the door is open," effectively preventing false system triggering due to misjudgment of a single signal. This targeted perception architecture provides reliable data support for the timely and accurate activation of subsequent graded braking modes, significantly improving system response accuracy and driving safety.

[0061] In some embodiments, such as Figure 5 As shown, the sensing unit 10 also includes an acceleration sensor. The acceleration sensor is used to detect vehicle acceleration; the acceleration sensor is electrically connected to the control unit.

[0062] This embodiment of the invention adds an acceleration sensor, enabling the control unit to monitor the vehicle's actual braking deceleration in real time. This not only achieves closed-loop precise control of the acceleration during the initial braking phase, ensuring it remains strictly within the load instability safety threshold, but also dynamically corrects the braking force by feeding back the actual deceleration, effectively offsetting interference from changes in road slope or load, further improving the smoothness and safety of the braking process.

[0063] The following is in conjunction with the appendix Figure 5 This disclosure provides a detailed description of the vehicle braking control system and its working principle according to embodiments of the present invention.

[0064] like Figure 5 As shown, the vehicle braking control system includes a sensing unit 10, a control unit 20, and a braking execution unit 30.

[0065] The braking actuator 30 is a pneumatic actuator, and its specific design is as follows: Dual air supply system: This includes a first air reservoir for normal driving and brake release, and a second air reservoir specifically for emergency brake release. The two are independent, increasing system redundancy.

[0066] The composite air circuit consists of a main line, a first branch line (connecting the first air reservoir and the handbrake valve), a second branch line (connecting the second air reservoir and the second solenoid valve), and an exhaust branch line.

[0067] Core control valve assembly: Handbrake valve: Standard manual brake control.

[0068] First solenoid valve: Located on the main gas supply line of the first gas storage tank, and controlled by the intelligent control unit.

[0069] Second solenoid valve: Located on the emergency gas supply line of the second gas storage tank.

[0070] Proportional bleed valve: Replaces the ordinary bleed valve and is installed on the exhaust passage of the brake chamber. The opening of this valve can be precisely controlled by a PWM (pulse width modulation) signal sent by the control unit 20, thereby achieving linear control of the exhaust flow rate and speed of the brake chamber.

[0071] Shuttle valve (third solenoid valve): Located at the junction of the main pipeline, it automatically selects the first or second air source to supply air to the brake chamber according to the intake pressure, realizing intelligent switching of the air path.

[0072] Quick-release valve: Used to quickly build up or release the pressure in the brake chamber.

[0073] Brake chambers: Multiple composite spring brake chambers serve as the final actuation component.

[0074] The specific design of the sensing unit 10 is as follows: Door status sensor: Real-time detection of the opening and closing status of passenger doors.

[0075] Vehicle speed sensor: detects vehicle speed in real time.

[0076] Accelerometer sensor: Monitors vehicle acceleration (negative acceleration) for closed-loop feedback in braking control.

[0077] The specific design of the control unit 20 is as follows: Central Controller (ECU): Receives all sensor signals mentioned above.

[0078] Multi-level braking management module: Built into the central controller (ECU), its logic is as follows: a) Status determination: The door status sensor and vehicle speed sensor continuously monitor whether the conditions of "vehicle speed > 0" and "door status = open" are met.

[0079] b) Graded braking decision: Phase 1 (Warning and Initial Braking): Once the trigger condition (i.e., the condition for the above state judgment is met) is met, the audible and visual alarm will be activated immediately, and the proportional vent valve will be opened to a small degree (e.g., 30%). The quick-release valve will begin to slowly release air, and the vehicle will decelerate slightly (target value: ≤ 0.15g), giving passengers approximately 1-2 seconds to react and stabilize the vehicle.

[0080] The second stage (linear enhanced braking): If the door remains open, the controller linearly increases the proportional valve opening to 100% within the following 2-3 seconds according to a preset curve. This process smoothly increases the braking force, allowing the vehicle to decelerate smoothly to a stop.

[0081] The third stage (vehicle speed adaptive adjustment): Throughout the braking process, the multi-level braking management module dynamically fine-tunes the proportional valve opening curve in real time based on feedback from the vehicle speed sensor. For example, at low speeds (<10km / h), the braking intensity is further reduced to avoid "nodding" when the vehicle comes to a stop.

[0082] Emergency brake release logic: When the vehicle stops, the doors are closed, and the driver activates the "emergency brake release switch", the controller ignores the handbrake valve status and directly controls the second solenoid valve to open. The shuttle valve automatically switches to the second air source, and the gas in the second air tank is quickly filled into the brake chamber, realizing brake release within a few seconds.

[0083] The following example, using an airport shuttle bus equipped with the vehicle braking control system disclosed herein, illustrates its operation: Scenario 1: Normal driving and starting.

[0084] The driver closes the car door, shifts gears, and prepares to start. Sensor signals: Vehicle speed = 0, door = closed.

[0085] When the controller detects that the condition is met, it outputs a signal to keep the first solenoid valve normally open and the proportional vent valve normally closed.

[0086] With the handbrake valve in the released position, the first solenoid valve is open, and the second solenoid valve is closed. Compressed air enters the brake chamber from the first air reservoir via the handbrake valve, the first solenoid valve, the shuttle valve, and the quick-release valve, releasing the brake and allowing the vehicle to drive normally. The proportional bleed valve is closed and does not participate in bleed air.

[0087] Scenario 2: The car door opens unexpectedly while the car is in motion.

[0088] When the vehicle was traveling at 15 km / h, the door suddenly opened due to a malfunction. Sensor signal: Vehicle speed = 15 km / h > 0, door = open.

[0089] Step 1 (Instantaneous Response): The "Multi-level Braking Management Module" in the controller is immediately triggered.

[0090] The output command illuminates the alarm light and sounds a warning sound.

[0091] A PWM signal 1 is output to the proportional bleed valve, corresponding to a 30% opening. The brake chamber begins to slowly bleed air, and the vehicle begins to decelerate smoothly, as if "lightly applying the brakes".

[0092] Step 2 (Linear Braking): The module starts a 3-second timing program and continuously reads the vehicle speed.

[0093] Within 3 seconds, the PWM signal linearly transitions from "Signal 1" to "Signal 2" (corresponding to 100% opening). The proportional valve opening gradually increases, and the braking force increases synchronously and linearly.

[0094] When the vehicle speed drops to 5km / h, the module automatically reduces the target deceleration, and the PWM signal growth curve slows down.

[0095] Step 3 (Smooth Stop): After approximately 4-5 seconds, the vehicle comes to a smooth stop, with deceleration maintained within a comfortable range throughout. This process avoids the risk of passengers falling due to sudden braking.

[0096] In the above scenario, when an unexpected opening of a door is detected while the vehicle is in motion, the system executes a graded and gradual braking process, controlling the airflow and signal status. The first solenoid valve remains open, while the second solenoid valve remains closed. The proportional release valve gradually opens according to the PWM signal from the ECU, controlling the exhaust rate from the brake chamber. Gas is slowly discharged from the brake chamber through the proportional release valve, achieving smooth braking.

[0097] Scenario 3: Emergency towing.

[0098] The vehicle broke down and stopped on the skid track, with the handbrake valve stuck and unable to release the brake.

[0099] After confirming that the doors are closed, the driver presses the red "emergency release brake" switch in the driver's cab.

[0100] Upon receiving the switch signal, the controller outputs the command: close the first solenoid valve and open the second solenoid valve.

[0101] The first solenoid valve closes, cutting off the first air source. The second solenoid valve opens, connecting the second air reservoir. Compressed air from the second air reservoir quickly enters the brake chamber through the second solenoid valve, shuttle valve (automatically switching air sources), and quick-release valve, opening the spring brake mechanism and releasing the brakes, facilitating towing away by the trailer.

[0102] This disclosed embodiment perfectly balances the seemingly contradictory safety requirements of "preventing passengers from being thrown out of the vehicle" and "preventing passengers inside the vehicle from falling due to sudden braking," achieving comprehensive occupant protection. The braking process is no longer a simple mechanical reaction, but a "human-like" operation that intelligently adjusts according to the actual situation, significantly improving the riding experience and safety confidence. The dual air tank design provides backup air source; the use of key valves (such as shuttle valves) simplifies the air circuit and reduces the failure rate; the electronic control system has self-diagnostic functions. The preparation time for towing a disabled vehicle away from the scene is shortened from tens of minutes in traditional manual operation to a few seconds, greatly reducing the impact on airport operations. This disclosed embodiment can be upgraded based on the existing shuttle bus air braking system by adding modules such as proportional valves, a second air source, and a controller, with relatively low promotion costs.

[0103] It should be noted that although several modules or units for action execution have been mentioned in the detailed description above, this division is not mandatory. In fact, according to embodiments of this disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0104] Furthermore, some of the block diagrams shown in the attached figures are functional entities and do not necessarily correspond to physically or logically independent entities.

[0105] Based on the same inventive concept, this disclosure also provides a vehicle braking control method, which can be executed by the control unit described above, such as... Figure 6 As shown, the vehicle braking control method includes S601-S602.

[0106] In S601, the vehicle's operating status signal is received by the sensing unit; In S602, when the vehicle is detected to be in motion and the door is open based on the operating status signal, the graded braking mode is triggered. The graded braking mode includes: controlling the power adjustment mechanism to adjust the braking force of the brake so that the vehicle performs primary braking with a first acceleration; after the primary braking continues for a preset duration, controlling the power adjustment mechanism to linearly increase the braking force of the brake; wherein the first acceleration is less than or equal to the load instability safety threshold.

[0107] In some embodiments, after the primary braking continues for a preset duration, controlling the power adjustment mechanism to linearly increase the braking force of the brake includes: if the primary braking continues for a first preset duration and the door is detected to be continuously open within the first preset duration, then controlling the power adjustment mechanism to linearly increase the braking force of the brake within a second preset duration until the maximum braking force of the brake is reached.

[0108] First, in the initial stage of detecting a door opening, the vehicle often still has a relatively high speed. If maximum braking force is applied directly at this time, the enormous inertial force could easily cause standing passengers inside the vehicle to fall or cargo to tip over. Therefore, primary braking with initial acceleration is prioritized to limit deceleration within the load instability safety threshold, providing a smooth buffer period for people or objects inside the vehicle.

[0109] Secondly, the condition of "detecting a continuously open door within a first preset time period" is introduced to eliminate interference from situations where the door opens and closes momentarily due to bumps or accidental contact. If the door closes within a short time, it indicates that the danger has been eliminated and the vehicle can resume normal driving; if the door remains open, it indicates that the vehicle faces a continuous risk of driving with the door open, and the second stage of strong braking must be initiated.

[0110] Finally, the braking force is linearly increased to the maximum within the second preset time period to ensure that the vehicle can come to a complete stop within a limited safe distance, avoiding the vehicle from sliding a long distance with the door open due to insufficient braking force, which could lead to more serious external collisions or people being thrown out of the vehicle.

[0111] This disclosed embodiment significantly improves the intelligence and safety of vehicles responding to sudden door opening situations through its conditional, graded braking logic. On one hand, the "soft deceleration" during the initial braking phase minimizes the impact of emergency braking on the stability of the load inside the vehicle, effectively preventing secondary injuries and reflecting a human-centered safety design philosophy. On the other hand, the judgment based on the continuous opening of the door and the subsequent linear pressure-boosting braking avoids frequent emergency braking caused by false signals and ensures that the vehicle can quickly and decisively switch from "steady-state control" to "extreme stopping" mode when a real danger occurs. This control strategy of stabilizing first and then stopping balances the smoothness of the braking process with the reliability of the braking result, greatly optimizing the vehicle's emergency response capabilities in complex traffic environments.

[0112] In some embodiments, the operating status signal includes the vehicle's real-time speed; the method further includes: if the vehicle's real-time speed is detected to be less than a preset low-speed threshold before the vehicle stops, adjusting the braking force of the brakes to reduce the vehicle's acceleration.

[0113] When a vehicle undergoes a linear braking process with increasing braking force, maintaining a large braking force until the vehicle speed drops to zero often results in a noticeable longitudinal impact (i.e., a "nodding" phenomenon) at the moment of stopping. This impact not only severely affects the comfort of passengers but can also adversely affect the transport of delicate or fragile goods. Therefore, when the real-time vehicle speed is detected to be lower than a preset low-speed threshold (i.e., the vehicle is about to come to a complete stop), actively adjusting (usually appropriately reducing or gently releasing) the braking force of the brakes to reduce the vehicle's deceleration (i.e., reducing the absolute value of acceleration) allows the vehicle to smoothly transition to a stationary state with extremely low impact.

[0114] The following is in conjunction with the appendix Figure 7 This disclosure provides a detailed description of the vehicle braking control method provided in the embodiments.

[0115] Start-up and monitoring: Upon power-on, continuously monitors signals from the vehicle speed sensor (V) and door status sensor (D) in real time.

[0116] Triggering condition judgment: The core judgment condition is V > 0 (vehicle is in motion) and D == "open" (door is unexpectedly opened). Only when both of these conditions are met will the subsequent multi-level braking logic be triggered; otherwise, the module returns to the continuous monitoring state.

[0117] Phase 1: Warning and Initial Braking (Instantaneous Response): Immediate Action: Once triggered, the module immediately performs two operations: It will issue an audible and visual alarm to warn the driver and passengers.

[0118] Output a PWM signal to control the proportional bleed valve to open to a preset small opening degree K1 (e.g., 30%). The goal is to generate a slight initial deceleration (e.g., ≤ 0.15g) so that the vehicle begins to slow down smoothly, giving passengers about 1-2 seconds to react and regain their footing.

[0119] Continuous judgment: Start a timer (T1, for example, 2 seconds) to determine whether the car door remains open within this time.

[0120] Phase Two: Linear Gradual Braking (Smooth Enhancement): If the car door remains open during time T1, the module enters the second stage.

[0121] Linear control: Within a set time period T2 (e.g., 3 seconds), the PWM signal output is controlled to smoothly and linearly increase the opening of the proportional bleed valve from the first stage K1 to the maximum opening of 100%. This process aims to increase the braking force smoothly, achieving a gentle and deterministic deceleration of the vehicle.

[0122] Phase 3: Adaptive Speed ​​Adjustment (Closed-Loop Optimization): During and after the second phase of linear enhancement, the vehicle speed V is read in real time.

[0123] Dynamic fine-tuning: The module dynamically fine-tunes the target curve based on the real-time vehicle speed. For example, when the vehicle speed drops to a lower range (such as <10km / h), the target deceleration is automatically reduced to prevent the "nodding" phenomenon during parking and ensure a smoother stop.

[0124] Loop judgment: forming a fast closed loop of "reading vehicle speed, fine-tuning control, and reading again" until the vehicle speed V drops to 0.

[0125] Process exit: Successful parking: When V <= 0, the vehicle comes to a smooth stop, the braking process ends, and the system can switch to the parking brake holding state.

[0126] Abnormal Interruption: If the door is closed again at any point during the braking process (such as within the first stage timing T1), the module immediately exits the multi-stage braking process, the control valves return to normal driving status, and the module returns to the initial monitoring stage. This avoids unnecessary braking intervention.

[0127] The embodiments disclosed herein are clearly divided into three stages: warning, linear enhancement, and adaptive adjustment.

[0128] Time and intensity control: Precise management of braking process in terms of time and intensity is achieved through parameters such as T1, T2 timing and opening degree K1.

[0129] Closed-loop feedback: Real-time vehicle speed is introduced as a feedback signal to achieve dynamic optimization of the braking process.

[0130] Exception handling: The reasonable scenario of "the car door closing midway" has been considered, making the logic more rigorous and practical.

[0131] This disclosure, for the first time, explicitly proposes and implements graded, linear, and adjustable braking control in a shuttle bus door opening safety system. By introducing a proportional air release valve and a multi-level braking management algorithm, it fundamentally resolves the contradiction between safe braking and passenger experience. It creatively integrates vehicle speed and door status signals, dynamically outputting braking control curves through a preset algorithm, transforming the braking process from a "switching quantity" to an "analog quantity," achieving humanized and intelligent braking. It perfectly integrates two independent functions—"intelligent and smooth braking for abnormal door opening during driving" and "emergency rapid release braking for vehicles with malfunctions while parked"—into a compact system by sharing sensors, controllers, and an optimized air circuit (dual air reservoirs + shuttle valve), achieving a safety performance of "1+1>2." An adaptive adjustment mechanism based on vehicle speed feedback links braking intensity with real-time vehicle speed, ensuring that the braking deceleration curve is optimized at any initial speed, improving the system's adaptability and safety.

[0132] Based on the same inventive concept, this disclosure also provides an electronic device. For example... Figure 8 As shown, the electronic device provided in this embodiment includes a processor 801 and a memory 802; the memory 802 is used to store program instructions; the processor 801 is used to call the program instructions stored in the memory 802 to implement the vehicle braking control method described in the above method embodiment.

[0133] In some embodiments, processor 801 is a device with data processing capabilities, including but not limited to a central processing unit (CPU), a field-programmable gate array (FPGA), and other programmable logic devices. Processor 801 may include one or more processing cores.

[0134] In some embodiments, the memory 802 is a device with data storage capability, including but not limited to random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), and flash memory.

[0135] In some embodiments, the processor 801 and memory 802 can be configured separately or integrated together. As an example, the processor 801 and memory 802 can be integrated on a single board or a system on a chip (SOC).

[0136] like Figure 8As shown, the electronic device provided in this embodiment may further include an interface 803. The interface 803 is connected between the processor 801 and the memory 802, enabling information exchange between the processor 801 and the memory 802. In some embodiments, the processor 801, the memory 802, and the interface 803 are interconnected via a bus 804.

[0137] In some embodiments, there may be one or more processors 801.

[0138] In some embodiments, there may be one or more memories 802.

[0139] In some embodiments, there may be one or more interfaces 803.

[0140] In some embodiments, the memory 802 stores one or more program instructions. When the one or more program instructions are executed by the one or more processors 801, the one or more processors 801 implement the vehicle braking control method described in the above method embodiments and achieve the corresponding technical effects.

[0141] In some embodiments, the electronic device may also communicate with one or more external devices, such as a keyboard, pointing device, Bluetooth device, etc. In some embodiments, the electronic device may also communicate with one or more devices that enable a user to interact with the electronic device. In some embodiments, the electronic device may also communicate with devices that enable the electronic device to communicate with one or more other computing devices. In some embodiments, the above communication may be performed through interface 803.

[0142] Understandable Figure 8 The illustrated structure does not constitute a specific limitation on the electronic device. In some embodiments, the electronic device may include... Figure 8 The number of components shown may be more or fewer. In some embodiments, the electronic device has... Figure 8 Based on the diagram, some components can be combined, some components can be separated, or different component arrangements can be made.

[0143] In some embodiments, Figure 8 The components shown can be implemented in hardware, software, or a combination of both.

[0144] Based on the same inventive concept, this disclosure also provides a vehicle, such as... Figure 9 As shown, the vehicle includes an electronic device 901. The electronic device can be the electronic device described in the previous embodiments, and will not be repeated here.

[0145] Based on the same inventive concept, this disclosure also provides a computer-readable storage medium storing program instructions. When the program instructions are executed by a computer, they implement the vehicle braking control method described in the above method embodiments, achieving the corresponding technical effects.

[0146] In some embodiments, the computer-readable storage medium can be any available medium capable of storing program instructions or a data storage device such as a data center containing one or more available media. In some embodiments, the available medium can be a magnetic medium, an optical medium, or a semiconductor medium, etc. As an example, a magnetic medium can be a floppy disk, a hard disk, a magnetic tape, etc. As an example, an optical medium can be a high-density digital video optical disc. As an example, a semiconductor medium can be a solid-state drive.

[0147] Based on the same inventive concept, this disclosure also provides a computer program product, which includes program instructions for implementing the vehicle braking control method described in the above method embodiments. When executed by a computer, the program instructions cause the computer to implement the vehicle braking control method described in the above method embodiments, achieving the corresponding technical effects. In specific implementations, the program instructions can be written using any combination of one or more programming languages. The program instructions can be executed entirely on the user device, partially on the user device, as a standalone software package, partially on the user device and partially on a remote device, or entirely on a remote device or server.

[0148] Those skilled in the art will understand that all or part of the steps of the above embodiments can be specifically implemented in the following forms: a completely hardware implementation, a completely software implementation, or an implementation combining hardware and software aspects.

[0149] The above description is merely a specific embodiment of this disclosure, but the scope of protection of this disclosure 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 this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle braking control system, characterized in that, include: The sensing unit is used to collect vehicle operating status signals; A braking actuator includes a brake and a power adjustment mechanism, wherein the power adjustment mechanism is connected to the brake via transmission or fluid connection and is used to adjust the braking force release rate of the brake. The control unit is electrically connected to the sensing unit and the braking execution unit respectively; the control unit is configured to receive the operating status signal sent by the sensing unit, and trigger the graded braking mode when it detects that the vehicle is in motion and the door is open; The graded braking mode includes: controlling the power adjustment mechanism to adjust the braking force of the brake so that the vehicle performs primary braking with a first acceleration; after the primary braking continues for a preset duration, controlling the power adjustment mechanism to linearly increase the braking force of the brake; wherein the first acceleration is less than or equal to the load instability safety threshold.

2. The vehicle braking control system according to claim 1, characterized in that, The braking actuation unit further includes: An emergency release assembly is connected to the brake; the emergency release assembly is used to control the brake to release the brake in response to an emergency release signal.

3. The vehicle braking control system according to claim 1, characterized in that, The brake includes a brake chamber; the power adjustment mechanism includes a proportional release valve; the brake actuation unit further includes a hand brake valve, a first solenoid valve, a second solenoid valve, a shuttle valve, a quick release valve, and an air storage device; the control unit is electrically connected to the first solenoid valve, the second solenoid valve, and the proportional release valve respectively. The exhaust end of the brake chamber is in fluid communication with the proportional vent valve. The air inlet of the brake chamber is in fluid communication with the air outlet of the shuttle valve through the quick-release valve. The first air inlet of the shuttle valve is connected to the gas storage device through a first branch, and the hand brake valve and the first solenoid valve are connected in series on the first branch. The second air inlet of the shuttle valve is connected to the gas storage device through a second branch, and the second solenoid valve is provided on the second branch.

4. The vehicle braking control system according to claim 3, characterized in that, The gas storage device includes a first gas storage cylinder and a second gas storage cylinder; The first air inlet of the shuttle valve is connected to the first air storage cylinder through a first branch; the second air inlet of the shuttle valve is connected to the second air storage cylinder through a second branch.

5. The vehicle braking control system according to claim 1, characterized in that, The sensing unit includes: Door status sensor, used to collect door opening and closing signals; Vehicle speed sensor, used to collect real-time speed signals of vehicles; The control unit is electrically connected to the door status sensor and the vehicle speed sensor, respectively.

6. The vehicle braking control system according to claim 4, characterized in that, The sensing unit further includes: Accelerometer sensor, used to detect vehicle acceleration; The acceleration sensor is electrically connected to the control unit.

7. A vehicle braking control method, characterized in that, include: Receive vehicle operating status signals collected by the sensing unit; When the vehicle is detected to be in motion and the door is open based on the operating status signal, the graded braking mode is triggered. The graded braking mode includes: controlling the power adjustment mechanism to adjust the braking force of the brake so that the vehicle performs primary braking with a first acceleration; after the primary braking continues for a preset duration, controlling the power adjustment mechanism to linearly increase the braking force of the brake; wherein the first acceleration is less than or equal to the load instability safety threshold.

8. The method according to claim 7, characterized in that, The step of controlling the power adjustment mechanism to linearly increase the braking force of the brake after the initial braking has been sustained for a preset duration includes: If the primary braking continues for a first preset duration, and the door is continuously opened during the first preset duration, the power adjustment mechanism is controlled to linearly increase the braking force of the brake during a second preset duration until the maximum braking force of the brake is reached.

9. The method according to claim 8, characterized in that, The operating status signal includes the vehicle's real-time speed; the method further includes: If the real-time speed of the vehicle is detected to be less than a preset low-speed threshold before the vehicle stops, the braking force of the brake is adjusted to reduce the acceleration of the vehicle.

10. An electronic device, characterized in that, include: Memory, used to store program instructions; A processor is configured to invoke the program instructions stored in the memory to implement the vehicle braking control method as described in any one of claims 7 to 9.

11. A vehicle, characterized in that, Including the electronic device as described in claim 10.

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