An electrically driven trailer brake control system and tractor system

Abstract

The application discloses an electric drive trailer brake control system and a tractor system. The control system comprises a first non-driving axle, a second non-driving axle, a driving axle, a double-channel brake control module, a single-channel brake control module and a motor controller. The double-channel brake control module comprises a first relay valve and a second relay valve. A first output port of the first relay valve is in communication with a left chamber of the first non-driving axle. A second output port of the first relay valve is in communication with a left chamber of the second non-driving axle. An air inlet of the first relay valve and the second relay valve receives external air pressure according to a first electric control signal. A first output port of the second relay valve is in communication with a right chamber of the first non-driving axle. A second output port of the second relay valve is in communication with a right chamber of the second non-driving axle. The single-channel brake control module comprises a third relay valve. A first output port of the third relay valve is in communication with a left chamber of the driving axle. A second output port of the third relay valve is in communication with a right chamber of the driving axle. An air inlet of the third relay valve receives external air pressure according to a second electric control signal. The motor controller is connected with a motor on the driving axle.

Description

Technical Field

[0001] The present invention relates to the field of braking technology, and in particular to an electric trailer braking control system and a tractor system. Background Technology

[0002] Currently, with the development of low-carbon and electric commercial vehicles, electric trailers achieve auxiliary drive and braking energy recovery through drive axle motors, significantly improving driving range and reducing energy consumption. Existing traditional trailer braking systems generally adopt a 4S2M (4 wheel speed sensors + 2 ABS solenoid valves) single-sided unified control architecture, with air pressure braking on one side (left or right) of the three axles, which cannot perform energy recovery; at the same time, because the brake output air pressure is completely synchronized, it only supports three-axle same-pressure braking, with the air pressure on one side (left or right) of the three axles being the same, and it is impossible to adjust the air pressure of a single axle or two axles. Summary of the Invention

[0003] This invention provides an electric trailer braking control system and a tractor system, which enables energy recovery during braking by combining motor braking with single-axle and dual-axle separate control processes.

[0004] To achieve the above objectives, in a first aspect, embodiments of the present invention provide an electric trailer braking control system, the control system comprising: a first non-drive shaft, a drive shaft, a second non-drive shaft, a dual-channel braking control module, a single-channel braking control module, and a motor controller; The dual-channel braking control module includes a first relay valve and a second relay valve. The first output port of the first relay valve is connected to the left chamber of the first non-drive shaft. The second output port of the first relay valve is connected to the left chamber of the second non-drive shaft. The air inlet of the first relay valve is used to receive external air pressure according to a first electronic control signal. The exhaust port of the first relay valve is used to exhaust air to the outside according to the first electronic control signal. The first output port of the second relay valve is connected to the right chamber of the first non-drive shaft. The second output port of the second relay valve is connected to the right chamber of the second non-drive shaft. The air inlet of the second relay valve is used to receive external air pressure according to the first electronic control signal. The exhaust port of the second relay valve is used to exhaust air to the outside according to the first electronic control signal. The single-channel braking control module includes: a third relay valve; the first output port of the third relay valve is connected to the left chamber of the drive shaft; the second output port of the third relay valve is connected to the right chamber of the drive shaft; the air inlet of the third relay valve is used to receive external air pressure according to a second electronic control signal; the exhaust port of the third relay valve is used to exhaust air to the outside according to the second electronic control signal; and the motor controller is connected to the motor on the drive shaft. The brake controller is used to output an actual motor braking command to the motor controller based on the target braking force output by the tractor and the maximum motor braking torque command obtained from the motor controller, and simultaneously adjust the first electronic control signal and the second electronic control signal.

[0005] Optionally, the dual-channel braking control module further includes a first intake solenoid valve and a first exhaust solenoid valve; the first intake solenoid valve is disposed at the intake port of the first relay valve; the first exhaust solenoid valve is disposed at the exhaust port of the first relay valve. The dual-channel braking control module also includes a second intake solenoid valve and a second exhaust solenoid valve; the second intake solenoid valve is located at the intake port of the second relay valve; the second exhaust solenoid valve is located at the exhaust port of the second relay valve. The single-channel braking control module further includes: a third intake solenoid valve and a third exhaust solenoid valve; the third intake solenoid valve is disposed at the intake port of the third relay valve; the third exhaust solenoid valve is disposed at the exhaust port of the third relay valve. The first intake solenoid valve, the first exhaust solenoid valve, the second intake solenoid valve, the second exhaust solenoid valve, the third intake solenoid valve, and the third exhaust solenoid valve are all electrically connected to the brake controller. The brake controller is used to output an actual motor braking command to the motor controller based on the target braking force output by the tractor and the maximum motor braking torque command obtained from the motor controller, and simultaneously control the first intake solenoid valve, the first exhaust solenoid valve, the second intake solenoid valve, and the second exhaust solenoid valve to adjust the first electronic control signal, and simultaneously control the third intake solenoid valve and the third exhaust solenoid valve to adjust the second electronic control signal.

[0006] Optionally, the dual-channel braking control module further includes a first backup pressure solenoid valve and a second backup pressure solenoid valve; the electric drive trailer braking control system further includes an emergency relay valve; The inlet of the emergency relay valve is connected to the air supply connector; the air pressure control port of the emergency relay valve receives the air pressure control signal from the tractor; the first outlet of the emergency relay valve is connected to the other inlet of the first relay valve and the other inlet of the second relay valve; the second outlet of the emergency relay valve is connected to an external air storage tank; the exhaust port of the emergency relay valve is used for exhaust. The first backup pressure solenoid valve is located at the other air inlet of the first relay valve; the second backup pressure solenoid valve is located at the other air inlet of the second relay valve.

[0007] Optionally, the single-channel braking control module further includes a third backup pressure solenoid valve; The electric trailer braking control system also includes: an emergency relay valve; The inlet of the emergency relay valve is connected to the air supply connector; the air pressure control port of the emergency relay valve receives the air pressure control signal from the tractor; the first air outlet of the emergency relay valve is connected to the other air inlet of the third relay valve; the second air outlet of the emergency relay valve is connected to an external air storage tank; the exhaust port of the emergency relay valve is used for venting air. The third standby pressure solenoid valve is located at the other air inlet of the third relay valve.

[0008] Optionally, the first non-drive shaft further includes: a first set of wheel speed sensors; The second non-drive shaft also includes: a second set of wheel speed sensors; The drive shaft also includes: a third set of wheel speed sensors; The brake controller is used to perform closed-loop control based on the first set of wheel speed sensors, or the second set of wheel speed sensors, or the third set of wheel speed sensors.

[0009] Optionally, the electric trailer braking control system further includes: a first CAN bus; the brake controller receives the target braking force output by the tractor through the first CAN bus.

[0010] Optionally, the electric trailer braking control system further includes a second CAN bus; the brake controller is communicatively connected to the motor controller via the second CAN bus.

[0011] Optionally, the brake controller is configured to output an actual motor braking command to the motor controller when the target braking force output by the tractor is at the first braking level; wherein the maximum motor braking torque command is greater than the target braking force. The brake controller is configured to output an actual motor braking command to the motor controller when the target braking force output by the tractor is at the second braking level, and simultaneously adjust the first electronic control signal and the second electronic control signal; wherein the maximum motor braking torque command is less than the target braking force. The brake controller is used to adjust the first electronic control signal and the second electronic control signal when the rate of change of the target braking force output by the tractor is greater than the first rate of change.

[0012] Optionally, the first non-driving shaft, the second driving shaft, and each chamber of the driving shaft are air chambers or composite spring chambers.

[0013] Secondly, embodiments of the present invention also provide a tractor system, which includes the electric trailer braking control system described in the first aspect above, and also includes a tractor unit.

[0014] In this embodiment of the invention, synchronous pneumatic braking of the left chambers of the first and second non-drive shafts is achieved through a first relay valve in the dual-channel braking control module; synchronous pneumatic braking of the right chambers of the first and second non-drive shafts is achieved through a second relay valve. Since the pressure in the left and right chambers of any shaft must be consistent, synchronous pneumatic braking of the first and second non-drive shafts is achieved. Individual braking control of the drive shaft can be achieved through a third relay valve in the single-channel braking control module. Since the motor controller is connected to the motor on the drive shaft, the braking controller outputs an actual motor braking command to the motor controller based on the target braking force output by the tractor and the maximum motor braking torque command obtained from the motor controller, and simultaneously adjusts the first and second electronic control signals. This avoids simultaneous synchronous pneumatic control of all three shafts, and achieves energy recovery during the separate control process of the drive shaft and the two non-drive shafts by combining the motor braking on the drive shaft.

[0015] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the structure of an electric trailer braking control system provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of another electric trailer braking control system provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of another electric-drive trailer braking control system provided in an embodiment of the present invention. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0019] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0020] Figure 1 This is a schematic diagram of the structure of an electric trailer braking control system provided in an embodiment of the present invention; as shown below. Figure 1 As shown, the control system includes: a first non-drive shaft 10, a drive shaft 20, a second non-drive shaft 30, a dual-channel braking control module 40, a single-channel braking control module 50, and a motor controller 60. The dual-channel braking control module 40 includes a first relay valve 41, a second relay valve 42, and a brake controller 43. The first output port A1 of the first relay valve 41 is connected to the left chamber of the first non-drive shaft 10; the second output port A2 of the first relay valve is connected to the left chamber of the second non-drive shaft 30; the air inlet C of the first relay valve 41 is used to receive external air pressure according to a first electronic control signal; the exhaust port D of the first relay valve is used to exhaust air to the outside according to the first electronic control signal; the first output port B1 of the second relay valve 42 is connected to the right chamber of the first non-drive shaft 10; the second output port B2 of the second relay valve 42 is connected to the right chamber of the second non-drive shaft 30; the air inlet E of the second relay valve 42 is used to receive external air pressure according to the first electronic control signal; and the exhaust port F of the second relay valve 42 is used to exhaust air to the outside according to the first electronic control signal. The single-channel braking control module 50 includes: a third relay valve 51; the first output port of the third relay valve 51 is connected to the left chamber of the drive shaft 20; the second output port of the third relay valve is connected to the right chamber of the drive shaft 20; the air inlet G of the third relay valve 51 is used to receive external air pressure according to the second electronic control signal; the exhaust port H of the third relay valve 51 is used to exhaust air to the outside according to the second electronic control signal; and the motor controller 60 is connected to the motor on the drive shaft 20. The brake controller 43 is used to output an actual motor braking command to the motor controller 60 based on the target braking force output by the tractor and the maximum motor braking torque command obtained from the motor controller 60, and simultaneously adjust the first electronic control signal and the second electronic control signal.

[0021] Specifically, in this embodiment, the first output port of the first relay valve 41 in the dual-channel braking control module is connected to the left chamber of the first non-drive shaft; the second output port of the first relay valve is connected to the left chamber of the second non-drive shaft; the air inlet of the first relay valve is used to receive external air pressure according to the first electronic control signal; the exhaust port of the first relay valve is used to exhaust air to the outside according to the first electronic control signal; when the target pressure needs to be reached in the left chamber of the first non-drive shaft and the left chamber of the second non-drive shaft, the air inlet of the first relay valve receives external air pressure under the first electronic control signal; the left chambers of the first non-drive shaft and the left chamber of the second non-drive shaft simultaneously reach a certain pressure; the pressure sensor can detect the pressure of the left chamber of each shaft in real time; when the pressure is less than the target pressure, it can continue to receive external air pressure under the first electronic control signal; when the pressure is greater than the target pressure, it can exhaust air to the outside under the first electronic control signal, so that the pressure of the left chamber of each shaft simultaneously reaches the target pressure; thus, synchronous air pressure braking of the left chambers of the first non-drive shaft and the second non-drive shaft is achieved through the first relay valve 41. Similarly, the first output port of the second relay valve is connected to the right chamber of the first non-drive shaft; the second output port of the second relay valve is connected to the right chamber of the second non-drive shaft; the air inlet of the second relay valve is used to receive external air pressure according to the first electronic control signal; the exhaust port of the second relay valve is used to exhaust air to the outside according to the first electronic control signal; since the pressure in the left and right chambers of each shaft needs to be consistent, when the right chambers of the first non-drive shaft and the second non-drive shaft also need to reach the target pressure, the air inlet of the second relay valve also receives external air pressure under the first electronic control signal; the right chambers of the first non-drive shaft and the second non-drive shaft simultaneously reach a certain pressure; the pressure sensor can detect each... The pressure in the right chamber of the shaft is controlled by the first electronic control signal. When the pressure is less than the target pressure, it can continue to receive external air pressure. When the pressure is greater than the target pressure, it can exhaust air to the outside under the first electronic control signal, so that the pressure in the right chamber of each shaft reaches the target pressure simultaneously. Thus, the first non-drive shaft and the second non-drive shaft achieve synchronous air pressure braking in their left chambers through the second relay valve 42. That is, the first non-drive shaft and the second non-drive shaft achieve synchronous air pressure braking. It can be understood that when it is necessary to synchronously change the air pressure braking capability of the first non-drive shaft and the second non-drive shaft, the first electronic control signal can be adjusted, thereby changing the target pressure of the first non-drive shaft and the second non-drive shaft. In the single-channel braking control module 50, the first output port of the third relay valve 51 is connected to the left chamber of the drive shaft 20; the second output port of the third relay valve 51 is connected to the right chamber of the drive shaft 20; the air inlet of the third relay valve is used to receive external air pressure according to the second electronic control signal; the exhaust port of the third relay valve 51 is used to exhaust air to the outside according to the second electronic control signal; when the actual non-drive shaft needs to reach the target pressure, the air inlet of the third relay valve receives external air pressure under the second electronic control signal; the left and right chambers of the drive valve simultaneously reach a certain pressure; the pressure sensor can detect the pressure of the left and right chambers in real time; when the pressure is less than the target pressure, it can continue to receive external air pressure under the second electronic control signal; when the pressure is greater than the target pressure, it can exhaust air to the outside under the second electronic control signal, so that the pressure of the left and right chambers simultaneously reaches the target pressure; thus, the independent air pressure braking control of the drive shaft can be realized through the third relay valve 51; it can be understood that when it is necessary to change the air pressure braking capability of the drive shaft, the second electronic control signal can be adjusted; In this embodiment, a motor is also installed on the drive shaft, so that the drive shaft can also achieve motor braking during braking; that is, motor reverse braking can be achieved, and this reverse braking can recover energy. Specifically, the brake controller 43 outputs an actual motor braking command to the motor controller based on the target braking force output by the tractor and the maximum motor braking torque command obtained from the motor controller, and simultaneously adjusts the first electronic control signal and the second electronic control signal; this allows the motor controller to control the motor braking according to the actual motor braking command, thereby enabling a certain amount of energy recovery during braking; thus avoiding simultaneous synchronous air pressure control of the three non-drive shafts, and realizing separate control of the drive shaft and the two non-drive shafts; during the separate control of the drive shaft and the two non-drive shafts, combined with the motor braking on the drive shaft, energy recovery can be achieved during the separate braking process.

[0022] Optionally, based on the above embodiments, the braking force distribution can be further refined, and reference can be continued. Figure 1 Brake controller 43 is used to output an actual motor braking command to motor controller 60 when the target braking force output by the tractor is at the first braking level; wherein, the maximum motor braking torque command is greater than the target braking force. The brake controller 43 is used to output an actual motor braking command to the motor controller when the target braking force output by the tractor is at the second braking level, and simultaneously adjust the first electronic control signal and the second electronic control signal; wherein, the maximum motor braking torque command is less than the target braking force. Brake controller 43 is used to adjust the first electronic control signal and the second electronic control signal when the rate of change of the target braking force output by the tractor is greater than the first rate of change.

[0023] When the target braking force output by the tractor is at the first braking level, that is, the target braking force is less than the maximum braking torque command of the motor; the maximum braking torque command of the motor can be determined by the external characteristics of the motor, the SOC and the vehicle speed; in this way, the brake controller 43 outputs the actual motor braking command to the motor controller 60, and the actual motor braking force in the actual motor braking command is the target braking force; at this time, the braking of the electric drive trailer braking control system is completed by the motor braking of the drive shaft, and the braking energy is completely recovered; there is no need to rely on the air pressure braking on the first non-drive shaft, the second non-drive shaft and the drive shaft.

[0024] Specifically, when the target braking force output by the tractor is at the second braking level, that is, the target braking force is greater than the maximum braking torque command of the motor, the brake controller 43 outputs the actual motor braking command to the motor controller. The actual braking force in the actual motor braking command is the maximum braking torque of the motor. Since the target braking force is greater than the maximum braking torque command of the motor, the remaining braking force is completed by the pneumatic braking on the first non-drive shaft and the second non-drive shaft. That is, the first electronic control signal and the second electronic control signal can be adjusted at the same time. Specifically, the distribution of pneumatic braking on the first non-drive shaft and the second non-drive shaft is not limited here.

[0025] When the rate of change of the target braking force output by the tractor is greater than the first rate of change, i.e., when an emergency is in effect, air pressure braking can be prioritized. At this time, the first electronic control signal and the second electronic control signal can be adjusted so that the air pressure braking on the first non-drive shaft and the second non-drive shaft can complete the braking process.

[0026] Optional, Figure 2 This is a schematic diagram of another electric trailer braking control system provided in an embodiment of the present invention; as shown. Figure 2 As shown, the dual-channel braking control module 40 also includes a first intake solenoid valve 44 and a first exhaust solenoid valve 45; the first intake solenoid valve 44 is located at the intake port of the first relay valve 41; the first exhaust solenoid valve 45 is located at the exhaust port of the first relay valve 41. The dual-channel braking control module 40 also includes a second intake solenoid valve 46 and a second exhaust solenoid valve 47; the second intake solenoid valve 46 is located at the intake port of the second relay valve 42; the second exhaust solenoid valve 47 is located at the exhaust port of the second relay valve 42. The single-channel braking control module 50 also includes: a third intake solenoid valve 52 and a third exhaust solenoid valve 53; the third intake solenoid valve 52 is located at the intake port of the third relay valve 51; the third exhaust solenoid valve 53 is located at the exhaust port of the third relay valve 51. The first intake solenoid valve 44, the first exhaust solenoid valve 45, the second intake solenoid valve 46, the second exhaust solenoid valve 47, the third intake solenoid valve 52, and the third exhaust solenoid valve 53 are all electrically connected to the brake controller 43. The brake controller also simultaneously outputs a first electrical signal to the first intake solenoid valve 44, the first exhaust solenoid valve 45, the second intake solenoid valve 46, and the second exhaust solenoid valve 47; and outputs a second electrical signal to the third intake solenoid valve 52 and the third exhaust solenoid valve 53 to adjust the second electronic control signal.

[0027] Specifically, when the target pressure needs to be reached in the left chamber of the first non-drive shaft and the left chamber of the second non-drive shaft, the brake controller outputs a first electrical signal to the first intake solenoid valve 44, which closes, and the intake port of the first relay valve receives external air pressure (it can be understood that the intake port of the first relay valve can be connected to an air storage tank); the left chambers of the first non-drive shaft and the left chamber of the second non-drive shaft simultaneously reach a certain pressure; the pressure sensor can detect the pressure of the left chamber of each shaft in real time; when the pressure is less than the target pressure, the brake controller outputs a first electrical signal to the first intake solenoid valve 44, which closes, and the intake port of the first relay valve continues to receive external air pressure; when the pressure is greater than the target pressure, the brake controller outputs a first electrical signal to the first exhaust solenoid valve 45, which closes, and the first relay valve exhausts air to the outside, thus enabling the pressure of the left chamber of each shaft to simultaneously reach the target pressure; thus, synchronous air pressure braking of the left chambers of the first non-drive shaft and the second non-drive shaft is achieved through the first relay valve 41; Similarly, when the target pressure needs to be reached in the right chamber of the first non-drive shaft and the right chamber of the second non-drive shaft, the brake controller outputs a first electrical signal to the second intake solenoid valve 46, which closes, and the intake port of the second relay valve receives external air pressure; the right chambers of the first and second non-drive shafts simultaneously reach a certain pressure; the pressure sensor can detect the pressure of the right chamber of each shaft in real time; when the pressure is less than the target pressure, the brake controller outputs a first electrical signal to the second intake solenoid valve 46, which closes, and the intake port of the second relay valve continues to receive external air pressure; when the pressure is greater than the target pressure, the brake controller outputs a first electrical signal to the second exhaust solenoid valve 47, which closes, and the second relay valve exhausts air to the outside, thus enabling the pressure in the left chamber of each shaft to simultaneously reach the target pressure; thus, synchronous air pressure braking of the right chambers of the first and second non-drive shafts is achieved through the second relay valve; When the non-drive shaft needs to reach the target pressure, the brake controller outputs a second electrical signal to the third intake solenoid valve 52, which closes, and the intake port of the third relay valve receives external air pressure; the left and right chambers of the drive valve simultaneously reach a certain pressure; the pressure sensor can detect the pressure of the left and right chambers in real time; when the pressure is less than the target pressure, the brake controller outputs a second electrical signal to the third intake solenoid valve 52, which closes, and the intake port of the third relay valve can continue to receive external air pressure; when the pressure is greater than the target pressure, the brake controller outputs a second electrical signal to the third exhaust solenoid valve 53, which closes, and the third relay valve exhausts air to the outside, thus making the pressure of the left and right chambers simultaneously reach the target pressure; in this way, the independent air pressure braking control of the drive shaft can be realized through the third relay valve 51.

[0028] Optional, Figure 3 This is a schematic diagram of another electric trailer braking control system provided in an embodiment of the present invention; as shown. Figure 3 As shown, the dual-channel braking control module 40 also includes a first backup pressure solenoid valve and a second backup pressure solenoid valve (not shown in the figure); the electric drive trailer braking control system also includes: an emergency relay valve 70. The inlet of the emergency relay valve 70 is connected to the air supply connector; the air pressure control port of the emergency relay valve 70 receives the air pressure control signal from the tractor; the first air outlet of the emergency relay valve 70 is connected to the other air inlet of the first relay valve 41 and the other air inlet of the second relay valve 42; the second air outlet of the emergency relay valve 70 is connected to an external air storage tank; the exhaust port of the emergency relay valve 70 is used for exhaust. The first backup pressure solenoid valve is located at the other air inlet of the first relay valve 41; the second backup pressure solenoid valve is located at the other air inlet of the second relay valve 42.

[0029] In the above embodiments, both the first non-drive shaft and the second non-drive shaft are braked by air pressure through electronic control signals. In this embodiment, both the first non-drive shaft and the second non-drive shaft can also be braked by air pressure control. Specifically, the emergency relay valve 70 receives the air pressure control signal from the tractor vehicle and outputs the air pressure received at its inlet to another air inlet of the first relay valve 41. In this way, the first relay valve 41 makes the left chamber of the first non-drive shaft and the left chamber of the second non-drive shaft reach a certain pressure at the same time, thereby realizing synchronous air pressure braking of the left chambers of the first non-drive shaft and the second non-drive shaft. The emergency relay valve 70 receives the air pressure control signal from the tractor vehicle; and the air pressure received at its inlet is output to the other air inlet of the second relay valve 42. In this way, the second relay valve 42 makes the right chamber of the first non-drive shaft and the right chamber of the second non-drive shaft reach a certain pressure at the same time, thereby realizing synchronous air pressure braking of the right chamber of the first non-drive shaft and the second non-drive shaft. This achieves dual-mode redundancy of electronic / pneumatic braking: when the electronic braking fails, it automatically switches to pure pneumatic mode, and the emergency relay valve directly drives the braking of the first non-drive shaft and the second non-drive shaft.

[0030] It should be noted that the first backup pressure solenoid valve is located at the other air inlet of the first relay valve 41; the first backup pressure solenoid valve can control the control pressure from the emergency relay valve 70 to cut off, thereby achieving the cut-off control of the first non-drive shaft pneumatic brake; the second backup pressure solenoid valve is located at the other air inlet of the second relay valve 42. The second backup pressure solenoid valve can control the control pressure from the emergency relay valve 70 to cut off, thereby achieving the cut-off control of the second non-drive shaft pneumatic brake.

[0031] In addition, during this process, the second outlet of the emergency relay valve 70 is also connected to the external air storage tank, so that the external air storage tank can also output gas to the air inlet of the first relay valve and the air inlet of the second relay valve. Optional, continue to refer to Figure 3 The single-channel braking control module 50 also includes a third backup solenoid valve (not shown in the figure). The electric trailer braking control system also includes: an emergency relay valve 70; the inlet of the emergency relay valve 70 is connected to an air supply connector; the air pressure control port of the emergency relay valve 70 receives the air pressure control signal from the tractor; the first air outlet of the emergency relay valve 70 is connected to the other air inlet of the third relay valve; the second air outlet of the emergency relay valve 70 is connected to an external air reservoir; and the exhaust port of the emergency relay valve 70 is used for exhaust. The third standby solenoid valve is located at another air inlet of the third relay valve 51.

[0032] In the above embodiment, the drive shaft is braked by air pressure through an electronic control signal; in this embodiment, the drive shaft can be braked by air pressure control. Specifically, the emergency relay valve 70 receives the air pressure control signal from the tractor and outputs the air pressure received at its inlet to another air inlet of the third relay valve. In this way, the third relay valve makes the left and right chambers of the non-drive shaft reach a certain pressure at the same time, thereby realizing air pressure braking of the drive shaft. This also realizes dual-mode redundancy of electronic / air control braking: when electronic braking fails, it automatically switches to pure air control mode, and the emergency relay valve directly drives the drive shaft to brake.

[0033] It should be noted that the third backup pressure solenoid valve is located at another air inlet of the third relay valve 51. The third backup pressure solenoid valve can control the control pressure from the emergency relay valve 70 to cut off, thereby realizing the cut-off control of the pneumatic braking of the drive shaft.

[0034] Optional, continue to refer to Figure 1-3 The first non-drive shaft 10 further includes: a first set of wheel speed sensors; the second non-drive shaft 30 further includes: a second set of wheel speed sensors; the drive shaft 20 further includes: a third set of wheel speed sensors; The brake controller 43 is used for closed-loop control based on the first set of wheel speed sensors, or the second set of wheel speed sensors, or the third set of wheel speed sensors.

[0035] The first set of wheel speed sensors can detect the slip ratio of the left and right wheels of the first non-drive shaft in real time; the brake controller 43 can perform real-time closed-loop control based on the slip ratio of the left and right wheels of the first non-drive shaft detected by the first set of wheel speed sensors, thereby preventing the left and right wheels of the first non-drive shaft from locking up. The second set of wheel speed sensors can detect the slip ratio of the left and right wheels of the second non-drive shaft in real time; the brake controller 43 can perform real-time closed-loop control based on the slip ratio of the left and right wheels of the second non-drive shaft detected by the second set of wheel speed sensors, thereby preventing the left and right wheels of the second non-drive shaft from locking up. The third set of wheel speed sensors detects the slip ratio of the left and right wheels of the drive shaft in real time; the brake controller 43 can perform real-time closed-loop control based on the slip ratio of the left and right wheels of the drive shaft detected by the third set of wheel speed sensors, thereby preventing the left and right wheels of the drive shaft from locking up.

[0036] Optional, refer to Figure 1-3 The electric trailer braking control system also includes: a first CAN bus; the brake controller receives the target braking force output by the tractor through the first CAN bus.

[0037] The first CAN bus is based on the ISO 1992 standard for communication. The brake controller receives the target braking force output by the tractor through the first CAN bus and then performs brake distribution. In this way, there is no need to modify the tractor during the brake distribution process, and it can be adapted to various vehicle models, supporting trailer swapping and transportation. Various vehicle models include fuel, hybrid and electric tractors.

[0038] Optional, continue to refer to Figure 1-3 The electric trailer braking control system also includes: a second CAN bus; the brake controller communicates with the motor controller via the second CAN bus.

[0039] In this embodiment, the newly added brake controller communicates with the motor controller via the second CAN bus, and the data is not transmitted to the tractor. In this way, there is no need to modify the tractor during the braking distribution process, and it can be adapted to various vehicle models, supporting trailer swapping transportation. Various vehicle models include fuel, hybrid and electric tractors.

[0040] Optional, continue to refer to Figure 1-3 The first non-drive shaft, the second drive shaft, and each chamber of the drive shaft are either air chambers or composite spring chambers. Air chambers can provide driving braking force to the wheels; composite spring chambers can provide both driving and parking braking force to the wheels. This embodiment does not limit the type of chambers in the first non-drive shaft, the second drive shaft, and the drive shaft.

[0041] Based on the same inventive concept, this embodiment of the invention also provides a tractor system, which includes the electric trailer braking control system described in the above embodiments, and also includes a tractor unit. Since this embodiment includes the electric trailer braking control system described in the above embodiments, it also possesses the beneficial effects of the above embodiments, and will not be repeated here.

[0042] Based on the same inventive concept, this invention also provides an autonomous vehicle, which includes the multi-physical domain electrical decoupling device of the above-described embodiments and further includes multiple external load modules. Since this embodiment includes the multi-physical domain electrical decoupling device of the above-described embodiments and possesses the beneficial effects of the above-described embodiments, it will not be elaborated further here.

[0043] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A braking control system for an electric trailer, characterized in that, include: First non-drive shaft, drive shaft, second non-drive shaft, dual-channel brake control module, single-channel brake control module and motor controller; The dual-channel braking control module includes a first relay valve and a second relay valve; the first output port of the first relay valve is connected to the left chamber of the first non-drive shaft; the second output port of the first relay valve is connected to the left chamber of the second non-drive shaft; the air inlet of the first relay valve is used to receive external air pressure according to the first electronic control signal. The exhaust port of the first relay valve is used to exhaust air to the outside according to the first electronic control signal; the first output port of the second relay valve is connected to the right chamber of the first non-drive shaft; the second output port of the second relay valve is connected to the right chamber of the second non-drive shaft; the air inlet of the second relay valve is used to receive external air pressure according to the first electronic control signal. The exhaust port of the two relay valve is used to exhaust air to the outside according to the first electronic control signal; The single-channel braking control module includes: a third relay valve; The first output port of the third relay valve is connected to the left chamber of the drive shaft; the second output port of the third relay valve is connected to the right chamber of the drive shaft; the air inlet of the third relay valve is used to receive external air pressure according to the second electronic control signal; the exhaust port of the third relay valve is used to exhaust air to the outside according to the second electronic control signal; the motor controller is connected to the motor on the drive shaft. The brake controller is used to output an actual motor braking command to the motor controller based on the target braking force output by the tractor and the maximum motor braking torque command obtained from the motor controller, and simultaneously adjust the first electronic control signal and the second electronic control signal.

2. The electric trailer braking control system according to claim 1, characterized in that, The dual-channel braking control module further includes a first intake solenoid valve and a first exhaust solenoid valve; the first intake solenoid valve is located at the intake port of the first relay valve; the first exhaust solenoid valve is located at the exhaust port of the first relay valve. The dual-channel braking control module also includes a second intake solenoid valve and a second exhaust solenoid valve; the second intake solenoid valve is located at the intake port of the second relay valve; the second exhaust solenoid valve is located at the exhaust port of the second relay valve. The single-channel braking control module further includes: a third intake solenoid valve and a third exhaust solenoid valve; the third intake solenoid valve is disposed at the intake port of the third relay valve; the third exhaust solenoid valve is disposed at the exhaust port of the third relay valve. The first intake solenoid valve, the first exhaust solenoid valve, the second intake solenoid valve, the second exhaust solenoid valve, the third intake solenoid valve, and the third exhaust solenoid valve are all electrically connected to the brake controller. The brake controller is used to output an actual motor braking command to the motor controller based on the target braking force output by the tractor and the maximum motor braking torque command obtained from the motor controller, and simultaneously control the first intake solenoid valve, the first exhaust solenoid valve, the second intake solenoid valve, and the second exhaust solenoid valve to adjust the first electronic control signal, and simultaneously control the third intake solenoid valve and the third exhaust solenoid valve to adjust the second electronic control signal.

3. The electric trailer braking control system according to claim 2, characterized in that, The dual-channel braking control module also includes a first backup pressure solenoid valve and a second backup pressure solenoid valve. The electric trailer braking control system also includes: an emergency relay valve; The inlet of the emergency relay valve is connected to the air supply connector; the air pressure control port of the emergency relay valve receives the air pressure control signal from the tractor; the first outlet of the emergency relay valve is connected to the other inlet of the first relay valve and the other inlet of the second relay valve; the second outlet of the emergency relay valve is connected to an external air storage tank; the exhaust port of the emergency relay valve is used for exhaust. The first backup pressure solenoid valve is located at the other air inlet of the first relay valve; the second backup pressure solenoid valve is located at the other air inlet of the second relay valve.

4. The electric trailer braking control system according to claim 2, characterized in that... The single-channel braking control module also includes a third backup pressure solenoid valve. The electric trailer braking control system also includes: an emergency relay valve; The inlet of the emergency relay valve is connected to the air supply connector; the air pressure control port of the emergency relay valve receives the air pressure control signal from the tractor; the first air outlet of the emergency relay valve is connected to the other air inlet of the third relay valve; the second air outlet of the emergency relay valve is connected to an external air storage tank; the exhaust port of the emergency relay valve is used for venting air. The third standby pressure solenoid valve is located at the other air inlet of the third relay valve.

5. The electric trailer braking control system according to claim 2, characterized in that, The first non-drive shaft also includes: a first set of wheel speed sensors; The second non-drive shaft also includes: a second set of wheel speed sensors; The drive shaft also includes: a third set of wheel speed sensors; The brake controller is used to perform closed-loop control based on the first set of wheel speed sensors, or the second set of wheel speed sensors, or the third set of wheel speed sensors.

6. The electric trailer braking control system according to claim 2, characterized in that, Also includes: The first CAN bus; the brake controller receives the target braking force output by the tractor through the first CAN bus.

7. The electric trailer braking control system according to claim 2, characterized in that, Also includes: Second CAN bus; The brake controller is connected to the motor controller via the second CAN bus.

8. The electric trailer braking control system according to claim 2, characterized in that, The brake controller is configured to output an actual motor braking command to the motor controller when the target braking force output by the tractor is at the first braking level; wherein the maximum motor braking torque command is greater than the target braking force. The brake controller is configured to output an actual motor braking command to the motor controller when the target braking force output by the tractor is at the second braking level, and simultaneously adjust the first electronic control signal and the second electronic control signal; wherein the maximum motor braking torque command is less than the target braking force. The brake controller is used to adjust the first electronic control signal and the second electronic control signal when the rate of change of the target braking force output by the tractor is greater than the first rate of change.

9. The electric trailer braking control system according to claim 2, characterized in that, The first non-driving shaft, the second non-driving shaft, and each chamber of the driving shaft are either air chambers or composite spring chambers.

10. A tractor system, characterized in that, The electric trailer braking control system, as described in any one of claims 1-9, further includes a tractor unit.

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