Brake system and vehicle

Abstract

The utility model discloses a braking system and a vehicle, the braking system comprises a braking assembly and an auxiliary braking module, and a braking gas circuit is arranged in the braking assembly; the auxiliary braking module is arranged on the braking air channel and used for adjusting the air pressure in the braking air channel so as to switch the operation mode of the braking system. According to the braking system, the auxiliary braking module can meet the requirements of the vehicle for braking deceleration under different working conditions by adjusting the operation mode of the braking system, the driving experience feeling of a driver can be improved, and the braking adaptability and safety of the whole vehicle are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a braking system and a vehicle. Background Art

[0002] With the development of modern automotive technologies such as assisted driving and autonomous driving, the active safety, stability and ride comfort of commercial vehicles have become the focus of the road transportation industry. The pneumatic brake system is the core module that determines the braking performance of commercial vehicles and is also one of the most important parts for avoiding traffic accidents.

[0003] In the prior art, when the driver controls the vehicle to brake, the gas in the brake air circuit is compressed and the brake system performs the braking function. However, the vehicle has different requirements for braking deceleration under different working conditions, that is, the braking pressure required under the same brake pedal stroke is different. Therefore, how to improve the braking adaptability and safety of the entire vehicle has become a key technical problem that needs to be solved urgently. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to provide a braking system, in which the auxiliary braking module can meet the vehicle's demand for braking deceleration under different working conditions by adjusting the operating mode of the braking system, thereby improving the braking adaptability and safety of the entire vehicle.

[0005] Another object of the present invention is to provide a vehicle.

[0006] In order to achieve the above-mentioned purpose, the braking system proposed in the first aspect of the embodiment of the utility model includes: a braking assembly, in which a braking air circuit is arranged; an auxiliary braking module, which is arranged on the braking air circuit, and the auxiliary braking module is used to adjust the air pressure in the braking air circuit to switch the operating mode of the braking system.

[0007] According to the braking system proposed in the embodiment of the utility model, an auxiliary braking module is added to the braking air circuit of the braking assembly. When the vehicle is under different operating conditions, the auxiliary braking module adjusts the air pressure in the braking air circuit to switch the operating mode of the braking system, so that the braking curve of the vehicle can meet the current operating conditions of the vehicle and the demand for braking deceleration of the vehicle under different operating conditions. By adjusting the operating mode of the braking system in time, the braking adaptability and safety of the whole vehicle can be effectively improved, and the driving experience of the driver can also be improved.

[0008] In some embodiments of the present utility model, the brake assembly includes: a brake pedal and a brake air chamber, the brake pedal and the brake air chamber are mechanically connected, and an air circuit interface is provided on the brake air chamber.

[0009] In some embodiments of the present invention, the auxiliary brake module includes: an air pressure regulating unit, the air pressure regulating unit is provided with an air outlet and an air inlet, and the air inlet of the air pressure regulating unit is connected to the air circuit interface on the brake air chamber.

[0010] In some embodiments of the utility model, a first actuator and a second actuator are arranged in the brake air chamber; a control end of the first actuator is mechanically connected to the brake pedal, and a first actuator air circuit interface is arranged on the first actuator; a control end of the second actuator is mechanically connected to the brake pedal, and a second actuator air circuit interface is arranged on the second actuator.

[0011] In some embodiments of the utility model, the air pressure regulating unit includes: a first pressure regulating solenoid valve, the air inlet end of the first pressure regulating solenoid valve is connected to the air circuit interface of the first actuator; a second pressure regulating solenoid valve, the air inlet end of the second pressure regulating solenoid valve is connected to the air circuit interface of the second actuator.

[0012] In some embodiments of the present invention, the auxiliary braking module also includes: a controller, which is electrically connected to the control end of the first pressure-regulating solenoid valve and the control end of the second pressure-regulating solenoid valve, and is used to adjust the states of the first pressure-regulating solenoid valve and the second pressure-regulating solenoid valve to switch the operating mode of the braking system.

[0013] In some embodiments of the present invention, when the first pressure-regulating solenoid valve and the second pressure-regulating solenoid valve are in a first state, the braking system operates in a no-load mode, and when the first pressure-regulating solenoid valve and the second pressure-regulating solenoid valve are in a second state, the braking system operates in a heavy-load mode.

[0014] In some embodiments of the present invention, the first state is a normally closed state, and the second state is a normally open state.

[0015] In some embodiments of the present invention, the brake assembly also includes: a brake, wherein the brake is located on the chassis, and the first air circuit interface of the brake is suitable for connecting to the air outlet end of the first pressure regulating solenoid valve, and the second air circuit interface of the brake is suitable for connecting to the air outlet end of the second pressure regulating solenoid valve.

[0016] In order to achieve the above-mentioned object, a second aspect of the present utility model provides a vehicle, comprising a vehicle body and a braking system as described in any one of the above items, wherein the braking system is arranged on the vehicle body.

[0017] According to the vehicle proposed in the embodiment of the utility model, by setting the braking system of any of the above embodiments in the vehicle body, when the vehicle is under different operating conditions, the auxiliary braking module adjusts the air pressure in the brake air circuit to switch the operating mode of the braking system, so that the braking curve of the vehicle can conform to the current operating conditions of the vehicle, and can meet the vehicle's requirements for braking deceleration under different operating conditions, thereby improving the braking adaptability and safety of the entire vehicle and improving the driving experience of the driver.

[0018] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0020] Figure 1 is a block diagram of a braking system according to an embodiment of the utility model;

[0021] Figure 2 is a schematic diagram of a braking system according to an embodiment of the utility model;

[0022] Figure 3 A front view of a braking system according to an embodiment of the utility model;

[0023] Figure 4 A side view of a braking system according to an embodiment of the present utility model;

[0024] Figure 5 is a schematic diagram of a braking curve according to an embodiment of the utility model;

[0025] Figure 6 It is a flow chart of a braking mode switching control strategy according to an embodiment of the utility model;

[0026] Figure 7 is a block diagram of a braking system according to another embodiment of the utility model;

[0027] Figure 8 The block diagram of a vehicle according to an embodiment of the present utility model.

[0028] Reference numerals:

[0029] Braking system 100;

[0030] Braking assembly 10, auxiliary braking module 20;

[0031] Brake pedal 11, brake air chamber 12, first actuator 13, second actuator 14, brake 15, air pressure regulating unit 21, controller 22;

[0032] A first pressure regulating solenoid valve 211 and a second pressure regulating solenoid valve 212;

[0033] The first actuator gas circuit air inlet interface a1, the first actuator gas circuit air outlet interface a2, the second actuator gas circuit air inlet interface b1, the second actuator gas circuit air outlet interface b2, the first pressure regulating solenoid valve outlet end m1, the second pressure regulating solenoid valve outlet end n1, the wiring harness interface Q1, the wiring harness interface Q2. DETAILED DESCRIPTION

[0034] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0035] Reference below Figure 1-Figure 7 A braking system according to an embodiment of the present invention is described.

[0036] In one embodiment of the present invention, Figure 1 , which is a block diagram of a braking system according to an embodiment of the present utility model, wherein the braking system 100 includes a braking assembly 10 and an auxiliary braking module 20 .

[0037] Among them, the brake assembly 10 is provided with a brake air circuit. It can be understood that the brake system 100 of the embodiment of the utility model is an air brake system, which realizes the braking function of the whole vehicle by adopting air pressure braking. Air pressure braking is mainly used in large and medium-sized commercial vehicles. Its structure is relatively complex, but the braking is more sensitive and fast. Specifically, it can be combined with Figure 2 Understand the air brake system, such as Figure 2 , which is a schematic diagram of a braking system according to an embodiment of the utility model.

[0038] In some embodiments, the brake assembly 10 includes a brake pedal 11 and a brake air chamber 12, the brake pedal 11 and the brake air chamber 12 are mechanically connected, and an air circuit interface is provided on the brake air chamber 12, wherein the brake pedal 11 of this embodiment is a mechanically controlled air valve.

[0039] A brake air circuit is provided in the brake assembly 10, and the brake air circuit is used to connect the brake air chamber and the vehicle chassis. The vehicle chassis is provided with a brake. When the brake pedal 11 is stepped on, the air in the brake air chamber 12 is compressed, and the compressed air acts on the brake through the brake air circuit. The brake 15 converts the energy of the compressed air into mechanical energy, driving the movement of the mechanical components, thereby achieving the purpose of braking.

[0040] Furthermore, in some other embodiments, the brake chamber 12 is provided with a first actuator 13 and a second actuator 14. It is understood that the commercial vehicle has a dual brake circuit, and the first actuator 13 and the second actuator 14 can both be mechanical valve bodies, wherein the first actuator 13 can be used for front axle braking, and the second actuator 14 can be used for rear axle braking. The control end of the first actuator 13 is mechanically connected to the brake pedal 11, and the control end of the second actuator 14 is mechanically connected to the brake pedal 11. When the driver steps on the brake pedal 11, the brake pedal 11 controls the first actuator 13 and the second actuator 14 to work at the same time.

[0041] Further, the first actuator 13 is provided with a first actuator gas circuit interface, and the second actuator 14 is provided with a second actuator gas circuit interface. Specifically, Figure 2 As shown, the first actuator air circuit interface may include a first actuator air circuit air inlet interface a1 and a first actuator air circuit outlet interface a2, wherein the first actuator air circuit inlet interface a1 is the air inlet of the front axle, and the first actuator air circuit outlet interface a2 is the first air outlet of the brake pedal 11 for connecting the front axle. The second actuator air circuit interface may include a second actuator air circuit inlet interface b1 and a second actuator air circuit outlet interface b2, wherein the second actuator air circuit inlet interface b1 is the air inlet of the rear axle, and the second actuator air circuit outlet interface b2 is the second air outlet of the brake pedal 11 for connecting the rear axle. Further, when the braking is completed, the driver releases the brake pedal 11, the air pressure inside the brake air chamber 12 is released, the gas is discharged from the p port, and the braking is released.

[0042] The auxiliary brake module 20 is disposed on the brake air circuit, and the auxiliary brake module 20 is used to adjust the air pressure in the brake air circuit to switch the operation mode of the brake system 100 .

[0043] It is understandable that during the vehicle braking process, when the brake pedal 11 is stepped on, the first actuator 13 and the second actuator 14 work, the air in the brake air chamber 12 is compressed, and the gas pressure in the brake air circuit changes with the change of the stroke of the brake pedal 11. The greater the stroke of the brake pedal 11, the greater the gas pressure in the brake air circuit. For example, if the slope of the braking curve is relatively large at this time, but the vehicle is in an empty vehicle and high-speed state, it is easy to cause braking nodding and braking tail swinging problems, so a smoother braking curve with a small slope is required in this state; or, if the slope of the braking curve is relatively small at this time, but the vehicle is in a heavy vehicle and low-speed state, under the same pedal stroke, a steeper braking curve with a large slope is required to output a higher air pressure to increase the braking force and deceleration of the vehicle.

[0044] Based on the above, when the driver steps on the brake pedal 11 under different working conditions, the vehicle requires different braking pressures under the same pedal stroke. Therefore, the auxiliary brake module 20 is arranged on the brake air circuit, and the auxiliary brake module 20 adjusts the air pressure in the brake air circuit under different working conditions, so that the braking curve of the vehicle can meet the current operating conditions of the vehicle.

[0045] According to the braking system 100 proposed in the embodiment of the utility model, an auxiliary braking module 20 is added to the braking air circuit of the braking assembly 10. When the vehicle is under different working conditions, the auxiliary braking module 20 adjusts the air pressure in the braking air circuit to switch the operating mode of the braking system 100, so that the braking curve of the vehicle can meet the current operating conditions of the vehicle and the demand for braking deceleration of the vehicle under different working conditions. By timely adjusting the operating mode of the braking system 100, the braking adaptability and safety of the whole vehicle can be effectively improved, and the driving experience of the driver can also be improved.

[0046] In some embodiments of the present invention, Figure 3 As shown, it is a front view of a braking system according to an embodiment of the utility model, wherein the auxiliary braking module 20 includes an air pressure regulating unit 21, and the air pressure regulating unit 21 is provided with an air outlet end and an air inlet end, and the air inlet end of the air pressure regulating unit 21 is connected to the air circuit interface on the brake air chamber 12.

[0047] Specifically, the air pressure regulating unit 21 includes a first pressure regulating solenoid valve 211 and a second pressure regulating solenoid valve 212. The air inlet end of the first pressure regulating solenoid valve 211 is connected to the air circuit interface of the first actuator, and the air inlet end of the second pressure regulating solenoid valve 212 is connected to the air circuit interface of the second actuator. More specifically, the air inlet end of the first pressure regulating solenoid valve 211 is connected to the air outlet interface a2 of the first actuator air circuit, and the air inlet end of the second pressure regulating solenoid valve 212 is connected to the air outlet interface b2 of the second actuator air circuit. Figure 4 The end of the first pressure-regulating solenoid valve 211 connected to the first actuator gas circuit outlet interface a2 is its air inlet end, and the end of the second pressure-regulating solenoid valve 212 connected to the second actuator gas circuit outlet interface b2 is its air inlet end, which are not shown in this figure. Only the first actuator gas circuit outlet interface a2 and the second actuator gas circuit outlet interface b2 are shown in the figure.

[0048] In some embodiments of the present invention, the auxiliary brake module 20 further includes a controller 22. Figure 2 and Figure 4 Understand the controller 22 of the embodiment of the utility model. Figure 4 FIG. 1 is a side view of a braking system according to an embodiment of the present utility model, wherein Figure 4Only the wiring harness interface for connecting the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212 to the controller 22 is shown, and the controller 22 is not shown, as well as the first actuator air circuit outlet interface a2, the second actuator air circuit outlet interface b2, the air inlet end of the first pressure regulating solenoid valve and the air inlet end of the second pressure regulating solenoid valve are not shown.

[0049] The controller 22 is a vehicle electronic control unit (VECU) in the vehicle. The controller 22 has the functions of setting brake mode parameters, reading vehicle operation data in real time, determining empty and full load logic, and triggering mode switching parameters. The controller 22 is electrically connected to the control end of the first pressure regulating solenoid valve 211 and the control end of the second pressure regulating solenoid valve 212. Figure 4 As shown, the harness interface Q1 and the harness interface Q2 are respectively the harness interfaces for the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212 to be connected to the controller 22. When the controller 22 executes the above functions and confirms that the vehicle needs to be controlled to switch the braking curve, the braking mode switching control instruction can be directly sent to the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212 to adjust the state of the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212. When the brake pedal 11 is stepped on, the braking system 100 operates in the corresponding braking mode, thereby achieving the purpose of switching the operating mode of the braking system 100.

[0050] Further, in some other embodiments, when the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212 are in the first state, the brake system 100 operates in the no-load mode, and when the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212 are in the second state, the brake system 100 operates in the heavy-load mode. Specifically, the first state is a normally closed state, and the second state is a normally open state.

[0051] Among them, when the first pressure-regulating solenoid valve 211 and the second pressure-regulating solenoid valve 212 are in the normally closed state, the air pressure in the brake air circuit is limited. At this time, the brake system 100 operates in the no-load mode. When the first pressure-regulating solenoid valve 211 and the second pressure-regulating solenoid valve 212 are in the normally open state, the air pressure in the brake air circuit is automatic air pressure. For example, the air pressure in the brake air circuit in this state is 13 bar. At this time, the brake system 100 operates in the heavy-load mode.

[0052] Based on the above, the auxiliary braking module 20 of this embodiment adopts the method of using the controller 22 to adjust the states of the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212, and can adjust the braking curve of the brake pedal 11 by adjusting the brake air pressure, thereby ultimately achieving the purpose of switching the operating mode of the braking system 100 and realizing the braking requirements of different vehicle working conditions.

[0053] In some embodiments of the present invention, the braking system 100 operates in a no-load mode or a heavy-load mode, which is achieved by the controller 22 controlling the states of the first pressure-regulating solenoid valve 211 and the second pressure-regulating solenoid valve 212. Before adjusting the states of the two, the controller 22 needs to first determine the target braking mode to be operated by the braking system 100. After determining the target braking mode to be operated, the controller 22 sends a control signal to the first pressure-regulating solenoid valve 211 and the second pressure-regulating solenoid valve 212 to control the state switching of the two, and finally the braking system 100 operates in the target braking mode, and the target braking mode includes the no-load mode and the heavy-load mode.

[0054] Specifically, the braking mode parameters can be pre-determined, the controller 22 reads the vehicle operation data in real time, and performs full-load logic judgment based on the pre-determined braking mode parameters, that is, determines the target braking mode to be operated by the braking system 100. After determining the target braking mode to be operated, the mode switching parameters are triggered. The controller 22 can output a control signal to the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212 according to the braking curve of the brake pedal 11 to control the state switching of the two. When the driver steps on the brake pedal 11, the pressure in the brake line changes according to the switched braking curve, and finally the braking system 100 operates in the target braking mode.

[0055] The following is a selection and control strategy for a target braking mode of a braking system 100 according to an embodiment of the present utility model.

[0056] It is understandable that commercial vehicles are mainly used for cargo transportation, and there are two vehicle states: empty and loaded. When the vehicle is in a heavy and low-speed state, a steeper braking curve, that is, a braking curve with a large slope, is required. Under the same pedal stroke, the output air pressure is higher, and the braking force and deceleration are greater. When the vehicle is in an empty and high-speed state, a braking curve with a large slope is prone to cause braking nodding and braking tail swinging problems. Therefore, a smoother braking curve, that is, a braking curve with a small slope, is required in this state. It can be seen that commercial vehicles have different braking requirements for the braking system 100 under different working conditions. By optimizing the braking control strategy, the braking requirements of vehicles under different working conditions can be met.

[0057] Based on the above, a braking mode switching control strategy can be provided. According to the actual operating conditions of the engineering vehicle and the user's usage habits, the braking system 100 is controlled to automatically switch to the heavy load mode or the no-load mode, that is, the braking curve is switched. The heavy load mode corresponds to a braking curve with a large slope, and the no-load mode corresponds to a braking curve with a small slope.

[0058] Specifically, Figure 5 is a schematic diagram of a braking curve according to an embodiment of the utility model, which can be combined with Figure 5Understand the braking curve of this embodiment. Among them, the braking curve of type x in the figure has a relatively large slope, which is the braking curve of the vehicle in the heavy-load mode, and the braking curve of type y in the figure has a relatively small slope, which is the braking curve of the vehicle in the no-load mode.

[0059] The auxiliary brake module 20 of the above embodiment can detect that the vehicle is in a heavy load mode or an unloaded mode according to the above Figure 5 The braking curve shown in the figure is used to intelligently adjust the air pressure in the brake air circuit of the brake assembly 10 to achieve the purpose of switching the operation mode of the brake system 100, so as to optimize the braking performance of the vehicle. For example, logical calculations can be performed based on vehicle driving data such as vehicle speed, rotation speed, throttle opening, etc. to realize the identification of the vehicle working condition. Based on the analysis of real-time vehicle data, a logical model is established to form a segmentation of the vehicle operating conditions, and different braking strategies can be formulated. The controller 22 issues instructions to the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212 to switch the states of the first pressure regulating solenoid valve 211 and the second pressure regulating solenoid valve 212, and then adjusts the braking curve of the brake pedal 11 by adjusting the brake air pressure, and finally achieves the purpose of switching the operation mode of the brake system 100 to realize the braking needs of different vehicle working conditions.

[0060] Based on the braking curve of the above embodiment, a braking mode switching control strategy is also proposed. First, the driver and his driving habits can be identified according to the throttle, vehicle speed, engine speed and face recognition system; then the actual working conditions of the vehicle such as road conditions or construction site conditions are identified; the vehicle load level is determined according to the throttle load, vehicle speed, and gearbox output shaft speed, wherein the vehicle load level can be divided into an unloaded level and a heavy-loaded level; finally, the vehicle control end unit, that is, the controller 22, selects the operating mode of the braking system 100 according to the vehicle's operating conditions and the driver's behavior habits.

[0061] Specifically, it can be combined Figure 6 To understand the braking mode switching control strategy of this embodiment, Figure 6 This is a flow chart of a braking mode switching control strategy according to an embodiment of the present utility model, wherein the braking mode switching control strategy may include steps S1-S4, which are specifically as follows.

[0062] S1, identify the driver and his driving behavior level.

[0063] The driver's identity can be confirmed through the face recognition system, and the driver's driving behavior level can be judged based on the vehicle speed, rotation speed, and throttle load. The driving behavior level can be divided into two levels: incentive and stability.

[0064] Specifically, when the driver drives for the first time, the switching logic is not activated, and the driver can first obtain the driving history data stored in the cloud platform or the vehicle computer for several days, for example, 3 days, 4 days, or 5 days, which is not specifically limited here. Furthermore, based on the acquired driving history data, combined with the vehicle speed, rotation speed, and throttle load, it is determined whether the driving behavior level is intense or stable, and the driving behavior level is sent to the vehicle-side controller for storage, and different driving behavior levels are counted. For example, when the same driver drives next time, the previous driving behavior level is used; if the same driver's driving behavior level is different twice in a row, the current driving behavior level is used.

[0065] S2, identifying the operating condition of the vehicle.

[0066] Among them, the vehicle's operating conditions include road conditions and construction site conditions.

[0067] Specifically, the lane line can be identified based on a visual system such as AEB (Autonomous Emergency Braking) or LDWS (Lane Departure Warning), and when the lane line is identified for the first time, it is considered to have entered the highway condition. If the lane line cannot be identified for more than N seconds, and the vehicle speed is lower than N1Km / h during this time period, and the average throttle load is less than N2%, it is considered to have entered the construction site condition. If any of the above three items is not met, it is considered to have entered the highway condition. Among them, the specific values ​​of N, N1 and N2 can be set as needed, and are not specifically limited here. For example, N can be 3 or 4 or 5 or 10, etc., N1 can be 20 or 25 or 30 or 40, etc., and N2 can be 40 or 45 or 50 or 55, etc. The following description can be taken as an example of N taking a value of 5, N1 taking a value of 25, and N2 taking a value of 50.

[0068] S3, confirm the load rating of the vehicle.

[0069] Among them, the vehicle's load level includes empty level and heavy load level.

[0070] Specifically, the vehicle's load grade is an estimate of the vehicle's gross weight based on the engine output torque, the gearbox output shaft speed, etc. According to the above step S2, the vehicle's current operating condition before operation can be obtained. Within 10 seconds of entering the current operating condition, such as road conditions or construction site conditions, the average estimated gross weight within the operating time period is calculated. When the average estimated gross weight is greater than the design gross weight m%, the vehicle's load grade is considered to be a heavy-load grade. When the average estimated gross weight is less than or equal to the design gross weight m%, the vehicle's load grade is considered to be an unloaded grade.

[0071] S4, selecting a target braking mode of the vehicle according to the driver and his driving behavior level, the operating condition of the vehicle and the load level of the vehicle.

[0072] The target braking mode of the vehicle includes an unloaded mode and a heavy-loaded mode. The selection of the braking mode of the vehicle in this step can be understood in conjunction with Table 1, which is a relationship table of a driving behavior level, a vehicle operating condition, a vehicle load level, and a vehicle braking mode according to this embodiment.

[0073] Table 1

[0074] Highway empty Heavy load on highway No load on construction site Heavy load on construction site smooth No-load mode Reload Mode Reload Mode Reload Mode fierce No-load mode No-load mode No-load mode Reload Mode

[0075] As shown in Table 1, when it is confirmed that the driver's driving behavior level is stable, the vehicle's operating condition and the vehicle's load level are highway unloaded, the vehicle's target braking mode is the unloaded mode; when it is confirmed that the driver's driving behavior level is stable, the vehicle's operating condition and the vehicle's load level are highway heavy load, the vehicle's target braking mode is the heavy load mode; when it is confirmed that the driver's driving behavior level is stable, the vehicle's operating condition and the vehicle's load level are construction site unloaded, the vehicle's target braking mode is the heavy load mode; when it is confirmed that the driver's driving behavior level is stable, the vehicle's operating condition and the vehicle's load level are construction site heavy load, the vehicle's target braking mode is the heavy load mode; when it is confirmed that the driver's driving behavior level is fierce, the vehicle's operating condition and the vehicle's load level are highway unloaded, the vehicle's target braking mode is unloaded mode; when it is confirmed that the driver's driving behavior level is fierce, the vehicle's operating condition and the vehicle's load level are highway heavy load, the vehicle's target braking mode is unloaded mode; when it is confirmed that the driver's driving behavior level is fierce, the vehicle's operating condition and the vehicle's load level are construction site unloaded, the vehicle's target braking mode is unloaded mode; when it is confirmed that the driver's driving behavior level is fierce, the vehicle's operating condition and the vehicle's load level are construction site heavy load, the vehicle's target braking mode is heavy load mode.

[0076] Based on the above, according to the braking mode switching control strategy of this embodiment, based on the operating conditions of the dump truck and the user's usage habits, the heavy-load and no-load conditions are taken into consideration, thereby optimizing the vehicle's braking control strategy. Among them, by identifying different vehicle conditions, adopting differentiated braking control strategies, and automatically switching the braking heavy-load mode and no-load mode, the vehicle's braking performance can be improved, the vehicle's braking performance can be optimized, and the commercial vehicle's demand for braking deceleration under different conditions can be met, thereby improving the vehicle's braking adaptability.

[0077] In some embodiments of the present invention, Figure 7 , which is a block diagram of a braking system according to another embodiment of the present utility model, wherein: Figure 7The gas outlet end m1 of the first pressure regulating solenoid valve and the gas outlet end n1 of the second pressure regulating solenoid valve are not shown. Figure 4 To understand.

[0078] Among them, Figure 2 As shown, the brake assembly 10 also includes a brake 15, which is located on the chassis, and the brake air circuit is a connecting pipeline for connecting the brake air chamber 12 and the brake 15. When the brake pedal 11 is stepped on, the air in the brake air chamber 12 is compressed, and the compressed air acts on the brake 15 through the brake air circuit. The brake 15 converts the energy of the compressed air into mechanical energy, pushing the mechanical components to move, thereby achieving the purpose of braking. When the braking is completed, the driver releases the brake pedal 11, the air pressure inside the brake air chamber 12 is released, the gas is discharged from the p port, and the brake is released.

[0079] The brake assembly 10 also includes a brake 15, which is located on the chassis. The first air circuit interface of the brake 15 is suitable for connecting to the air outlet m1 of the first pressure regulating solenoid valve, and the second air circuit interface of the brake 15 is suitable for connecting to the air outlet n1 of the second pressure regulating solenoid valve.

[0080] The commercial vehicle has dual brake lines. The first actuator 13 is connected to the first air circuit interface of the brake 15 through the first pressure regulating solenoid valve 211 for front axle braking. The second actuator 1 is connected to the second air circuit interface of the brake 15 through the second pressure regulating solenoid valve 212 for rear axle braking. When the driver steps on the brake pedal 11, the brake pedal 11 controls the first actuator 13 and the second actuator 14 to work at the same time. The air in the brake air chamber 12 is compressed, and the compressed air acts on the brake 15 through the brake air circuit. The brake 15 converts the energy of the compressed air into mechanical energy to drive the mechanism to move, thereby realizing dual-line braking.

[0081] The embodiment of the utility model also provides a vehicle, such as Figure 8 , which is a block diagram of a vehicle according to an embodiment of the present utility model, wherein the vehicle 1000 includes a vehicle body 200 and a braking system 100 according to any one of the above embodiments, and the braking system 100 is arranged on the vehicle body 200 .

[0082] Among them, the vehicle 1000 of the embodiment of the utility model is a commercial vehicle, and the braking system 100 of the commercial vehicle is usually a dual-circuit brake. With the large-scale application of driving assistance to commercial vehicles, the active safety performance of the vehicle has been greatly improved. According to the vehicle 1000 of the embodiment of the utility model, by setting the braking system 100 of any of the above embodiments on the vehicle body 200, when the vehicle 1000 is under different working conditions, the auxiliary braking module 20 adjusts the air pressure in the braking air circuit to switch the operating mode of the braking system 100, so that the braking curve of the vehicle 1000 can meet the current operating conditions of the vehicle 1000, and can meet the requirements of the vehicle 1000 for braking deceleration under different working conditions, improve the braking adaptability and safety of the whole vehicle, and improve the driving experience of the driver.

[0083] Other structures and operations of the vehicle 1000 according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here.

[0084] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0085] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A braking system, characterized in that: include: A brake assembly, wherein a brake air circuit is provided in the brake assembly; An auxiliary brake module is disposed on the brake air circuit, and is used to adjust the air pressure in the brake air circuit to switch the operating mode of the brake system.

2. The braking system according to claim 1, characterized in that: The brake assembly comprises: A brake pedal and a brake air chamber, wherein the brake pedal and the brake air chamber are mechanically connected, and an air circuit interface is provided on the brake air chamber.

3. The braking system according to claim 2, characterized in that: The auxiliary brake module comprises: An air pressure regulating unit is provided with an air outlet and an air inlet, and the air inlet of the air pressure regulating unit is connected to the air path interface on the brake air chamber.

4. The braking system according to claim 3, characterized in that: The brake air chamber is provided with a first actuator and a second actuator; The control end of the first actuator is mechanically connected to the brake pedal, and the first actuator is provided with a first actuator air circuit interface; The control end of the second actuator is mechanically connected to the brake pedal, and a second actuator air circuit interface is provided on the second actuator.

5. The braking system according to claim 4, characterized in that: The air pressure regulating unit comprises: A first pressure regulating solenoid valve, wherein an air inlet end of the first pressure regulating solenoid valve is connected to an air circuit interface of the first actuator; A second pressure regulating solenoid valve, wherein an air inlet end of the second pressure regulating solenoid valve is connected to an air circuit interface of the second actuator.

6. The braking system according to claim 5, characterized in that: The auxiliary brake module also includes: A controller is electrically connected to a control end of the first pressure-regulating solenoid valve and a control end of the second pressure-regulating solenoid valve, and is used to adjust states of the first pressure-regulating solenoid valve and the second pressure-regulating solenoid valve to switch the operating mode of the braking system.

7. The braking system according to claim 6, characterized in that: When the first pressure regulating solenoid valve and the second pressure regulating solenoid valve are in the first state, the brake system operates in a no-load mode, and when the first pressure regulating solenoid valve and the second pressure regulating solenoid valve are in the second state, the brake system operates in a heavy-load mode.

8. The braking system according to claim 7, characterized in that: The first state is a normally closed state, and the second state is a normally open state.

9. The braking system according to claim 5, characterized in that: The brake assembly also includes: The brake is located on the chassis, the first air circuit interface of the brake is suitable for connecting with the air outlet end of the first pressure regulating solenoid valve, and the second air circuit interface of the brake is suitable for connecting with the air outlet end of the second pressure regulating solenoid valve.

10. A vehicle, characterized in that: It comprises a vehicle body and the braking system according to any one of claims 1 to 9, wherein the braking system is arranged on the vehicle body.

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