Vehicle brake system and vehicle having the same

Abstract

The utility model provides a kind of vehicle brake system and vehicle with it. Vehicle brake system includes: gas storage device;Electric control valve, the air inlet of electric control valve connects gas storage device, the air outlet of electric control valve connects brake chamber, and pressure regulating valve core is arranged in electric control valve, and pressure regulating valve core is used to adjust the brake air pressure output by the air outlet of electric control valve, and pressure regulating valve core includes at least one of pressure increasing valve core and pressure reducing valve core;Controller, controller is electrically connected with electric control valve. Vehicle brake system in the embodiment can adapt to unmanned and artificial driving double mode, improve the practicability of vehicle brake system, improve the safety and reliability of vehicle under complex working condition, solve the problem of safety deficiency caused by vehicle brake system only applicable to artificial driving in prior art.

Description

Technical Field

[0001] This utility model relates to the fields of smart mining, autonomous driving, and vehicle technology. Specifically, it relates to a vehicle braking system and a vehicle having the same. Background Technology

[0002] In traditional mining trucks, the service braking system is mainly designed for manual driving mode, relying on the driver to trigger the braking signal by pressing the brake pedal. The braking system in manual driving mode has certain limitations, such as the braking response time being affected by the driver's reaction speed, and the lack of automatic intervention capability in emergency situations. Especially in complex or dangerous mining environments, the uncertainty of manual braking may pose a threat to driving safety. Utility Model Content

[0003] The main objective of this invention is to provide a vehicle braking system and a vehicle having the same, in order to solve the problem of insufficient safety caused by the fact that existing vehicle braking systems are only applicable to manual driving.

[0004] To achieve the above objectives, according to one aspect of the present invention, a vehicle braking system is provided, comprising: an air storage device; an electronically controlled valve, the air inlet of which is connected to the air storage device, the air outlet of which is connected to the brake air chamber, the electronically controlled valve having an air pressure regulating valve core disposed therein, the air pressure regulating valve core being used to regulate the brake air pressure output from the air outlet of the electronically controlled valve, the air pressure regulating valve core including at least one of a pressure boosting valve core and a pressure reducing valve core; and a controller electrically connected to the electronically controlled valve.

[0005] Furthermore, the service braking system also includes a brake pedal, which is electrically connected to the controller.

[0006] Furthermore, the electronically controlled valve has a control air port and a backup pressure valve core. The control air port of the electronically controlled valve is connected to the air outlet of the electronically controlled valve. When the backup pressure valve core of the electronically controlled valve is de-energized, the control air port of the electronically controlled valve is in the open state. When the backup pressure valve core of the electronically controlled valve is energized, the control air port of the electronically controlled valve is in the closed state. The service braking system also includes a brake pedal valve. The air inlet of the brake pedal valve is connected to an air storage device, and the air outlet of the brake pedal valve is connected to the control air port of the electronically controlled valve. The brake pedal valve is electrically connected to the brake pedal.

[0007] Furthermore, the service braking system also includes: an emergency valve, the air inlet of which is connected to an air storage device, the air outlet of which is connected to the control air port of an electronically controlled valve, and the emergency valve being electrically connected to the controller.

[0008] Furthermore, the air outlets of the emergency valve and the brake pedal valve are connected to the control air port of the electronically controlled valve through a double-way check valve. The double-way check valve is used to output the greater of the air pressure at the outlet of the emergency valve and the air pressure at the outlet of the brake pedal valve to the control air port of the electronically controlled valve.

[0009] Furthermore, the brake chamber includes a left front axle chamber and a right front axle chamber, and there are at least two electronically controlled valves, one of which is a first electronically controlled valve. The first electronically controlled valve has at least two air outlets. One air outlet of the first electronically controlled valve is used to communicate with the left front axle chamber through a first air passage, and the other air outlet of the electronically controlled valve is used to communicate with the right front axle chamber through a second air passage. A first ABS valve is provided on the first air passage, and a second ABS valve is provided on the second air passage.

[0010] Furthermore, the brake chamber includes a left rear axle chamber, a left middle axle chamber, a right middle axle chamber, and a right rear axle chamber. One of the electronically controlled valves is a second electronically controlled valve, which has multiple air outlets. One air outlet of the second electronically controlled valve is connected to the left rear axle chamber, one air outlet of the second electronically controlled valve is connected to the left middle axle chamber, one air outlet of the second electronically controlled valve is connected to the right middle axle chamber, and one air outlet of the second electronically controlled valve is connected to the right rear axle chamber.

[0011] Furthermore, the air storage device includes a front axle air reservoir and a middle and rear axle air reservoir. One air inlet of the brake pedal valve and the air inlet of the first electronically controlled valve are connected to the front axle air reservoir, while the other air inlet of the brake pedal valve, the air inlet of the second electronically controlled valve, and the air inlet of the emergency valve are connected to the middle and rear axle air reservoirs.

[0012] Furthermore, the first electronically controlled valve has at least two air inlets, each of which is connected to the front axle air reservoir, and / or the second electronically controlled valve has at least two air inlets, each of which is connected to the middle and rear axle air reservoirs.

[0013] According to another aspect of the present invention, a vehicle is provided, the vehicle including a service braking system, the service braking system being the aforementioned service braking system.

[0014] By applying the technical solution of this utility model, the air storage device can provide sufficient air pressure for the power control valve, ensuring the timeliness and reliability of braking response. The power control valve, through its internal air pressure regulating valve core, can precisely adjust the air pressure output to the brake chamber to achieve the required braking effect under different working conditions. By electrically connecting the controller and the power control valve, the air pressure regulating valve core of the power control valve can adjust the braking air pressure output from the outlet of the power control valve based on the controller's control signal. In this embodiment, the service braking system, through the combination of the power control valve and the controller, allows the controller to automatically determine whether service braking is needed based on the current vehicle condition and adjust the output air pressure of the power control valve by outputting a control signal to it, thus achieving automatic service braking control in unmanned driving. The driver can also quickly adjust the output air pressure by sending a control signal to the controller to achieve service braking control in manual driving mode, improving the service braking response speed. The service braking system in this embodiment can adapt to both unmanned and manual driving modes, improving the practicality of the service braking system, enhancing the safety and reliability of the vehicle under complex working conditions, and solving the problem of insufficient safety caused by the fact that the service braking system in the prior art is only applicable to manual driving. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0016] Figure 1 A schematic diagram of an embodiment of the vehicle braking system according to the present invention is shown.

[0017] The above figures include the following reference numerals:

[0018] 50. Gas storage device; 501. Front axle gas reservoir; 502. Middle and rear axle gas reservoirs;

[0019] 60. Electrically controlled valve;

[0020] 601, First electronically controlled valve; 611, Left front axle air chamber; 612, Right front axle air chamber; 613, First ABS valve; 614, Second ABS valve;

[0021] 602. Second electrically controlled valve; 621. Rear axle left air chamber; 622. Middle axle left air chamber; 623. Middle axle right air chamber; 624. Rear axle right air chamber;

[0022] 71. Brake foot valve;

[0023] 72. Emergency valve;

[0024] 73. Two-way check valve; 731. First two-way check valve; 732. Second two-way check valve;

[0025] 74. Pressure sensor;

[0026] 75. Gas source. Detailed Implementation

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0028] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, 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.

[0030] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0031] Combination Figure 1 As shown, according to a specific embodiment of this application, a service braking system is provided.

[0032] Specifically, the service braking system includes an air storage device 50, an electronically controlled valve 60, and a controller. The air inlet of the electronically controlled valve 60 is connected to the air storage device 50, and the air outlet of the electronically controlled valve 60 is connected to the brake air chamber. The electronically controlled valve 60 is equipped with a pressure regulating valve core, which is used to regulate the brake air pressure output from the air outlet of the electronically controlled valve 60. The pressure regulating valve core includes at least one of a pressure boosting valve core and a pressure reducing valve core. The controller is electrically connected to the electronically controlled valve 60.

[0033] Using the technical solution of this embodiment, the air storage device 50 can provide sufficient air pressure for the electric control valve 60 to ensure the timeliness and reliability of the braking response; the electric control valve 60 can precisely adjust the air pressure output to the brake chamber through its internal air pressure regulating valve core to achieve the braking effect required under different working conditions; by electrically connecting the controller to the electric control valve 60, the air pressure regulating valve core of the electric control valve 60 can adjust the braking air pressure output from the outlet of the electric control valve 60 based on the control signal of the controller. In this embodiment, the service braking system combines an electronically controlled valve 60 with a controller. The controller can automatically determine whether service braking is needed based on the current vehicle condition and adjust the output air pressure of the electronically controlled valve 60 by outputting a control signal to it, thereby achieving automatic service braking control during unmanned driving. The driver can also quickly adjust the output air pressure by sending a control signal to the controller to achieve service braking control in manual driving mode, thus improving the service braking response speed. The service braking system in this embodiment can adapt to both unmanned and manual driving modes, improving the practicality of the service braking system, enhancing the safety and reliability of the vehicle under complex working conditions, and solving the problem of insufficient safety caused by the fact that the service braking system in the prior art is only applicable to manual driving.

[0034] The controller can be the vehicle's VCU (Vehicle Control Unit), the vehicle's autonomous driving domain controller, or a separate brake controller. The air pressure regulating valve core can include various components such as a booster valve and a pressure reducing valve, as well as combinations of various components.

[0035] It should be noted that in driverless vehicles, the system is usually equipped with an autonomous driving controller. The autonomous driving controller can be used as the controller in this embodiment to perform vehicle braking control. That is, the controller's control signal can be automatically generated. When driving manually, the operator can send signals to the controller through terminals such as mobile phones, computers, tablets, and vehicle consoles, thereby causing the controller to generate control signals. Alternatively, the controller can be electrically connected to the hardware structure on the vehicle, and the hardware structure can be operated to trigger the controller's control signals.

[0036] Furthermore, the service braking system also includes a brake pedal, which is electrically connected to the controller. By electrically connecting the brake pedal to the controller, the controller can generate a control signal based on the brake pedal signal. In manual driving mode, the driver can trigger the pedal signal through foot movement, which is transmitted to the controller, thereby controlling the action of the electronic control valve 60. This ensures that in manual driving mode, the driver's operation can be quickly and accurately converted into changes in brake air pressure, improving braking response speed and accuracy.

[0037] Specifically, the brake pedal contains a displacement sensor or angle sensor that accurately detects the driver's pedal force and angle, converting them into electrical signals that are sent to the controller. In other embodiments, a pedal force feedback component can also be included, allowing the driver to feel pedal feedback during pedaling, thus improving the driving experience and safety.

[0038] Furthermore, the electronically controlled valve 60 has a control air port and a backup pressure valve core. The control air port of the electronically controlled valve 60 is connected to the air outlet of the electronically controlled valve 60. When the backup pressure valve core of the electronically controlled valve 60 is de-energized, the control air port of the electronically controlled valve 60 is in the open state. When the backup pressure valve core of the electronically controlled valve 60 is energized, the control air port of the electronically controlled valve 60 is in the closed state. The service braking system also includes a brake pedal valve 71. The air inlet of the brake pedal valve 71 is connected to the air storage device 50, and the air outlet of the brake pedal valve 71 is connected to the control air port of the electronically controlled valve 60. The brake pedal valve 71 is electrically connected to the brake pedal.

[0039] In this embodiment, when the backup pressure valve core is energized, the signal from the control air port does not enter the interior of the solenoid valve 60. At this time, the air pressure at the outlet of the solenoid valve 60 is regulated by the air pressure regulating valve core for normal braking control. When the backup pressure valve core is de-energized, the air pressure entering through the control air port can enter the interior of the solenoid valve 60, and the air pressure at the outlet of the solenoid valve 60 is controlled by the air pressure of the control air port. That is to say, at this time, the control air port pipe controls the air pressure at the outlet. The brake pedal valve 71 is electrically connected to the brake pedal. Based on the pedal signal, the brake pedal valve 71 outputs corresponding brake air pressure to the control port of the electronically controlled valve 60. When the vehicle is powered normally and the air pressure regulating valve core inside the electronically controlled valve 60 is working properly, the backup pressure valve core is energized. Even if the brake pedal valve 71 is pressed, air pressure will not enter the electronically controlled valve 60 from the control port, preventing accidental pressing of the brake pedal valve 71 from interfering with the driving brake control. When the vehicle is powered off, the backup pressure valve core is de-energized. At this time, pressing the brake pedal valve 71 will... Air pressure enters the electronically controlled valve 60 through the control air port to achieve vehicle braking control. When the air pressure regulating valve core inside the electronically controlled valve 60 fails, the vehicle's controllable backup valve core loses power. At this time, the air pressure output of the electronically controlled valve 60 can be achieved by pressing the brake pedal valve 71 to achieve braking control. The connection between the electronically controlled valve 60 and the brake pedal valve 71 in this embodiment ensures that braking control can be achieved manually by operating the brake pedal in the event of a power outage of the vehicle or a failure of the air pressure regulating valve core inside the electronically controlled valve 60, thus ensuring effective vehicle braking and vehicle driving safety.

[0040] Furthermore, the service braking system also includes an emergency valve 72, the air inlet of which is connected to the air storage device 50, the air outlet of which is connected to the control air port of the electronically controlled valve 60, and the emergency valve 72 is electrically connected to the controller.

[0041] In this embodiment, by electrically connecting the emergency valve 72 to the controller, the emergency valve 72 can output corresponding braking air pressure to the control port of the electronically controlled valve 60 based on the controller's control signal. When the internal air pressure regulating valve core of the electronically controlled valve 60 fails, the controller can de-energize the backup valve core and control the emergency valve 72 to output air pressure to the control port of the electronically controlled valve 60, thereby realizing the air pressure output of the electronically controlled valve 60 and achieving braking control. The setting of the emergency valve 72 in this embodiment ensures that in the event of a failure of the internal air pressure regulating valve core of the electronically controlled valve 60, the controller can immediately activate the emergency valve 72 to take over the service braking control, causing it to output braking air pressure to achieve emergency service braking. The setting of the emergency valve 72 provides a backup braking scheme when the main brake valve (i.e., the electronically controlled valve 60) fails, ensuring that the vehicle can still brake in emergency situations.

[0042] Preferably, when the controller activates the emergency valve 72, it outputs the preset maximum braking air pressure to achieve vehicle braking in the shortest possible time and ensure vehicle safety.

[0043] Furthermore, the air outlet of the emergency valve 72 and the air outlet of the brake pedal valve 71 are connected to the control air port of the electronic control valve 60 through a double-way check valve 73. The double-way check valve 73 is used to output the greater air pressure between the air outlet of the emergency valve 72 and the air outlet of the brake pedal valve 71 to the control air port of the electronic control valve 60.

[0044] In this embodiment, the dual-way check valve 73 can automatically identify and select the end with higher air pressure among the two input terminals, and transmit its air pressure signal to the control port of the electronically controlled valve 60. The input terminal of the dual-way check valve 73 is connected to the emergency valve 72 and the brake pedal valve 71, ensuring that the control port of the electronically controlled valve 60 can obtain sufficient air pressure in the case of power failure of the vehicle and normal or abnormal operation of the electronically controlled valve 60, thereby ensuring the braking effect. In addition, the use of the dual-way check valve 73 to integrate the air outlet of the emergency valve 72 and the air outlet of the brake pedal valve 71 also reduces the number of internal pipelines and interfaces, simplifies the system structure, and reduces system costs. Even if the vehicle loses power, normal air pressure output can still be maintained.

[0045] It should be understood that, depending on actual needs, the dual-way check valve can also be replaced by a combination of other valves. For example, two separate check valves can be used to control the air outlet of the emergency valve 72, the air outlet of the brake pedal valve 71, and the control air outlet of the electronically controlled valve 60, respectively.

[0046] Furthermore, the brake chamber includes a front axle left chamber 611 and a front axle right chamber 612. There are at least two electronically controlled valves 60, one of which is a first electronically controlled valve 601. The first electronically controlled valve 601 has at least two air outlets. One air outlet of the first electronically controlled valve 601 is used to communicate with the front axle left chamber 611 through a first air passage, and the other air outlet of the electronically controlled valve 60 is used to communicate with the front axle right chamber 612 through a second air passage. A first ABS valve 613 is provided on the first air passage, and a second ABS valve 614 is provided on the second air passage.

[0047] It should be noted that the first solenoid valve 601 can be a single-channel valve with two air outlets connected and having the same air pressure. The first solenoid valve 601 can also be a valve with three, four, or more air outlets. When in use, the other unused valves can be blocked.

[0048] In this embodiment, the left front axle air chamber 611 and the right front axle air chamber 612 are respectively connected to the air outlet of the first electronically controlled valve 601, which can ensure sufficient air pressure in the left front axle air chamber 611 and the right front axle air chamber 612, avoiding the problem of insufficient air pressure that may be caused by the left front axle air chamber 611 and the right front axle air chamber 612 being connected to the same air outlet, thereby improving the balance and safety of braking; the first ABS valve 613 and the second ABS valve 614 can monitor the wheel speed in real time during vehicle braking to prevent wheel lock-up, ensuring that the vehicle can still maintain good handling during braking, so that the vehicle can effectively avoid tire slippage under complex road conditions, such as wet or uneven road surfaces, thereby improving braking efficiency.

[0049] It should be understood that the ABS valves (Anti-lock Braking System valves) referred to in the first ABS valve 613 and the second ABS valve 614 can control the braking force applied to the wheels during braking, preventing the wheels from locking up completely during vehicle braking, thereby maintaining vehicle handling and stability. In emergency braking or on slippery surfaces, they can effectively shorten braking distance and improve driving safety. ABS valves typically contain a series of solenoid valves that can quickly open and close to regulate the braking force applied to each wheel. This process is usually managed by the ABS controller (usually an electronic control unit, ECU). The ABS controller monitors the speed of each wheel and, when it detects that a wheel is about to lock up, commands the ABS valve to reduce the braking pressure on that wheel to prevent lockup. When the wheel begins to rotate again, the ABS valve increases the braking pressure again until it approaches lockup again. This process can typically occur multiple times per second to ensure that the wheels do not completely stop rolling during braking, but rather maintain a rolling slip state, thereby shortening the braking distance and improving the vehicle's steering ability during emergency braking.

[0050] Furthermore, the brake chambers include a rear axle left chamber 621, a middle axle left chamber 622, a middle axle right chamber 623, and a rear axle right chamber 624. One of the electronically controlled valves 60 is a second electronically controlled valve 602. The second electronically controlled valve 602 has multiple air outlets. One air outlet of the second electronically controlled valve 602 is connected to the rear axle left chamber 621, one air outlet of the second electronically controlled valve 602 is connected to the middle axle left chamber 622, one air outlet of the second electronically controlled valve 602 is connected to the middle axle right chamber 623, and one air outlet of the second electronically controlled valve 602 is connected to the rear axle right chamber 624.

[0051] In this embodiment, the multiple air outlets of the second electronically controlled valve 602 are respectively connected to the brake chambers on both sides of the middle and rear axle of the vehicle, so that the brake chambers on both sides of the middle and rear axle can obtain greater air pressure. This avoids the problem of insufficient air pressure that may be caused by all chambers being connected to a single air outlet, enhances the reliability of the braking system, makes the braking of the middle and rear axle more stable and controllable, reduces the risk of sideslip, and improves overall driving safety.

[0052] The second solenoid valve 602 can be a dual-channel valve with four air outlets. The two air outlets of the dual-channel valve are a group, and the air outlets in the same group are connected and have the same air pressure. The air pressure of the air outlets in different groups may be different. The second solenoid valve 602 can also be a valve with five, six or more air outlets. When in use, the remaining unused air outlets can be blocked.

[0053] It should be noted that in this embodiment, the second electronic control valve 602 can integrate ABS function. That is, the air pressure regulating valve core of the second electronic control valve 602 can quickly increase or decrease the air pressure output to the brake chamber according to the controller's instructions. If the rotation speed of the middle and rear axle wheels suddenly decreases, it indicates that the wheel may be about to lock up. At this time, the controller commands the air pressure regulating valve core of the second electronic control valve 602 to reduce the braking pressure of the middle and rear axle wheels to prevent lock-up. After the wheels resume rolling, the air pressure regulating valve core of the second electronic control valve 602 increases the braking pressure again. The above process continues to cycle until the vehicle stops completely or the braking force demand is reduced.

[0054] In one exemplary embodiment of this application, one of the air outlets of the brake pedal valve 71 and one of the air outlets of the emergency valve 72 are connected to the control air port of the first solenoid valve 601 through the first double-way check valve 731, and the other air outlet of the brake pedal valve 71 and the other air outlet of the emergency valve 72 are connected to the control air port of the second solenoid valve 602 through the second double-way check valve 732.

[0055] Furthermore, the air storage device 50 includes a front axle air storage tank 501 and a middle and rear axle air storage tank 502. One air inlet of the brake pedal valve 71 and the air inlet of the first electronic control valve 601 are connected to the front axle air storage tank 501. The other air inlet of the brake pedal valve 71, the air inlet of the second electronic control valve 602, and the air inlet of the emergency valve 72 are all connected to the middle and rear axle air storage tank 502.

[0056] In this embodiment, the air storage device 50 is divided into a front axle air storage tank 501 and a middle and rear axle air storage tank 502. This ensures that the front and rear axle braking systems each have sufficient air pressure supply, avoiding braking failure due to insufficient air pressure. Furthermore, the air inlet of each valve is independently connected to the air storage device 50, allowing each valve to independently draw air from the air storage device 50. This ensures sufficient input air pressure for each valve, reduces interference between air paths, improves the efficiency and reliability of air pressure transmission, and ensures rapid and stable braking response.

[0057] Preferably, the first electrically controlled valve 601 has at least two air inlets, and each air inlet of the first electrically controlled valve 601 is connected to the front axle air reservoir 501.

[0058] In this embodiment, the multiple air inlets of the first electronically controlled valve 601 can ensure sufficient air pressure input. Furthermore, the multiple air inlets also increase the redundancy of the braking system. If one air inlet fails, the other air inlets continue to supply air, ensuring that the braking process is not affected.

[0059] Preferably, the second solenoid valve 602 has at least two air inlets, and each air inlet of the second solenoid valve 602 is connected to the middle and rear axle air storage tank 502.

[0060] In this embodiment, the design of multiple air inlets of the second electronically controlled valve 602 can ensure sufficient air pressure input. Furthermore, the multiple air inlets also increase the redundancy of the braking system. If one air inlet fails, the other air inlets continue to supply air, ensuring that the braking process is not affected.

[0061] According to another specific embodiment of this application, a vehicle is provided, the vehicle including a service braking system, the service braking system being the service braking system described above.

[0062] Applying the aforementioned service braking system to vehicles can significantly improve the overall braking performance and safety of the vehicle, ensuring that the vehicle can achieve stable and efficient braking effects under various operating conditions, whether manually driven or unmanned, thereby reducing driving risks.

[0063] This application also provides a preferred embodiment of a service braking system that can be applied to unmanned drive-by-wire new energy vehicles in mining trucks.

[0064] Specifically, the service braking system includes the following components:

[0065] Air source 75 is used to provide high-pressure air to the air braking system; air reservoir (including front axle air reservoir 501 and middle and rear axle air reservoir 502) is used to store high-pressure air, front axle air reservoir 501 supplies air to the front axle brake chamber, and middle and rear axle air reservoir 502 supplies air to the middle and rear axle brake chamber.

[0066] The single-channel valve (i.e., the aforementioned first electrically controlled valve 601) contains a set of electrically controlled booster valves, electrically controlled pressure reducing valves, and electrically controlled backup pressure valves, which can supply air to a set of brake chambers. A pressure sensor is built into its outlet 21 and outlet 22, and outlet 21 and outlet 22 are connected. Its electrically controlled backup pressure valve controls the on / off state of the four air passages.

[0067] The dual-channel valve (i.e., the aforementioned second electrically controlled valve 602) contains two independent electrically controlled booster valves, electrically controlled pressure reducing valves, and electrically controlled backup pressure valves, essentially functioning as two single-channel valves that can supply air to the two brake chambers respectively. Each of its outlet ports 21 and 22 has a built-in air pressure sensor. Outlets 21A and 21B are connected, as are outlet ports 22A and 22B; outlet ports 21 and 22 are not connected.

[0068] The temporary stop relay valve (i.e., the aforementioned emergency valve 72) is an electrically controlled proportional valve that can output air pressure proportionally; the dual-way check valve 73 is used to compare the air pressures at the two inlets and output the air with the higher pressure; the left ABS valve (i.e., the aforementioned first ABS valve 613) / right ABS valve (i.e., the aforementioned second ABS valve 614) can realize the ABS function.

[0069] Pressure sensors 74 are used to measure the pressure in the air circuit. One pressure sensor 74 detects the air pressure in the front axle air reservoir 501, and the other pressure sensor 74 detects the air pressure in the middle and rear axle air reservoirs 502. Pressure sensors (not shown in the figure) installed at the outlet 21 and outlet 22 of the single-channel valve can detect the air pressure in the left front axle air chamber 611 and the right front axle air chamber 612. Two pressure sensors of the dual-channel valve (installed at outlet 21A / outlet 21B and outlet 22A / outlet 22B of the dual-channel valve respectively) are used to detect the air pressure in the left middle axle air chamber 622 and the left rear axle air chamber 621, and the right middle axle air chamber 623 and the right rear axle air chamber 624 respectively.

[0070] The brake signal transmitter, namely the brake pedal valve 71, is used for manual braking. It has a built-in displacement sensor or angle sensor to collect the degree to which the pedal is pressed.

[0071] The air port markings on the valves are described below:

[0072] 1 refers to the component's air inlet, and 11 and 12 represent the first and second air inlets, respectively.

[0073] 2 refers to the component's air outlet. 21 and 22 represent the first and second air outlets, respectively. 21A and 21B represent two air outlets in one group of air outlets, and 22A and 22B represent two air outlets in another group of air outlets.

[0074] 3 refers to the component exhaust port, which is not separately labeled in the attached drawing.

[0075] 4 refers to the control port of the element. When pressurized air is introduced into the control port, the element's port 2 can output air at a certain pressure. The pressure is determined by the characteristics of the valve itself.

[0076] It should be noted that in this embodiment, each valve's port 1 draws air directly from the air reservoir. Compared to the scheme of using three-way valves or multi-way valves to draw air from the air reservoir and then distribute it to each valve's port 1, the vehicle braking system in this embodiment can facilitate the passage of high-pressure gas, avoid local air shortages, and ensure vehicle safety.

[0077] The working principle of the service braking system in this embodiment is as follows:

[0078] Inflation working principle: When the pressure of the front axle air tank 501 / middle and rear axle air tank 502 is lower than the set value, the air source 75 (usually an air pump, and the air tank is usually equipped with components such as an air pump, spiral steel pipe, dryer and four-circuit valve) inflates the air tank. The air pressure in the air tank continuously increases, and after it exceeds the set value, inflation stops.

[0079] When the vehicle is powered, the manual driving mode braking is as follows: When the driver presses the brake pedal, the built-in displacement sensor or angle sensor sends a feedback signal to the VCU depending on the angle at which the pedal is pressed. The air output from the outlet 21 and outlet 22 of the brake pedal valve 71 passes through two double-way one-way valves 73 (i.e., the first double-way one-way valve 731 and the second double-way one-way valve 732 mentioned above) to the four ports of the double-channel valve and the single-channel valve. The single-channel valve / double-channel valve is blocked by the electronically controlled backup pressure valve controlled by the VCU and cannot function. The VCU controls the boost solenoid valve and the depressurization solenoid valve of the single-channel valve to output the corresponding brake air pressure, which passes through outlets 21 and 22 and the ABS valve to the left / right brake chambers of the front axle, respectively. The outlets 21A / 21B and 22A / 22B of the double-channel valve go to the left brake chamber of the middle rear axle and the right brake chamber of the middle rear axle, respectively, to achieve service braking.

[0080] When the vehicle is not powered, the driving mode of the service brake is activated by the driver pressing the brake pedal. Depending on the angle of the pedal, the air outlets 21 and 22 output different air pressures, which are respectively delivered to the four ports of the dual-channel valve and the single-channel valve through two double-way one-way valves. The air outlets 21 and 22 of the single-channel valve are delivered to the left and right brake chambers of the front axle through the ABS valve, respectively. The air outlets 21A / B and 22A / B of the dual-channel valve are delivered to the left brake chamber and the right brake chamber of the middle and rear axle, respectively, thus realizing the service brake.

[0081] Service braking in autonomous driving mode: The VCU calculates the required brake air pressure based on the braking force demand, and controls the booster solenoid valve and depressurizer solenoid valve of the single / dual channel valve to output the corresponding brake air pressure to the brake chamber to achieve service braking.

[0082] Emergency service braking: The VCU calculates the required braking air pressure based on the braking force demand. If the outlet pressure of the single / dual-channel valve does not reach the corresponding value within a certain time, it is considered that the booster solenoid valve has malfunctioned. The VCU then immediately controls the booster solenoid valve of the temporary stop relay valve to output the maximum air pressure. This maximum braking air pressure is then supplied to the brake chamber through two double-way check valves to the four ports of the single / dual-channel valve, achieving emergency service braking. In other embodiments, the temporary stop relay valve can also output a certain proportional air pressure. During emergency service braking, the temporary stop relay valve directly outputs the maximum air pressure, which can stop the vehicle in the shortest possible time, ensuring vehicle safety.

[0083] Compared to the manual braking systems used in most domestic mining trucks, the braking system in this embodiment combines the braking capabilities of manual driving with the brake-by-wire system for autonomous driving. In this embodiment, the front axle, the left side of the middle and rear axles, and the right side of the middle and rear axles are all equipped with ABS. Furthermore, the braking system in autonomous driving mode features redundancy, making the autonomous mining truck safer.

[0084] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0085] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this utility model.

[0086] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0087] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A vehicle braking system, characterized in that, include: Gas storage device (50); An electric control valve (60) is provided, the air inlet of which is connected to the air storage device (50), and the air outlet of which is connected to the brake air chamber. A pressure regulating valve core is provided inside the electric control valve (60), and the pressure regulating valve core is used to regulate the brake air pressure output from the air outlet of the electric control valve (60). The pressure regulating valve core includes at least one of a pressure boosting valve core and a pressure reducing valve core. The controller is electrically connected to the electrically controlled valve (60).

2. The service braking system according to claim 1, characterized in that, The vehicle braking system also includes a brake pedal, which is electrically connected to the controller.

3. The service braking system according to claim 2, characterized in that, The electronically controlled valve (60) has a control port and a backup valve core. The control port of the electronically controlled valve (60) is connected to the outlet port of the electronically controlled valve (60). When the backup valve core of the electronically controlled valve (60) is de-energized, the control port of the electronically controlled valve (60) is open. When the backup valve core of the electronically controlled valve (60) is energized, the control port of the electronically controlled valve (60) is closed. The service braking system further includes: Brake foot valve (71), the air inlet of the brake foot valve (71) is connected to the air storage device (50), the air outlet of the brake foot valve (71) is connected to the control air port of the electric control valve (60), and the brake foot valve (71) is electrically connected to the brake pedal.

4. The service braking system according to claim 3, characterized in that, The service braking system also includes: An emergency valve (72) is provided, with its inlet connected to the gas storage device (50) and its outlet connected to the control port of the electric control valve (60). The emergency valve (72) is also electrically connected to the controller.

5. The service braking system according to claim 4, characterized in that, The air outlet of the emergency valve (72) and the air outlet of the brake pedal valve (71) are connected to the control air port of the electric control valve (60) through a double-way check valve (73). The double-way check valve (73) is used to output the greater of the air pressure at the air outlet of the emergency valve (72) and the air pressure at the air outlet of the brake pedal valve (71) to the control air port of the electric control valve (60).

6. The service braking system according to claim 4, characterized in that, The brake chambers include a front axle left chamber (611) and a front axle right chamber (612). There are at least two electronic control valves (60), one of which is a first electronic control valve (601). The first electronic control valve (601) has at least two outlets. One outlet of the first electronic control valve (601) is used to communicate with the front axle left chamber (611) through a first air passage, and one outlet of the electronic control valve (60) is used to communicate with the front axle right chamber (612) through a second air passage. A first ABS valve (613) is provided on the first air passage, and a second ABS valve (614) is provided on the second air passage.

7. The service braking system according to claim 6, characterized in that, The brake chambers include a rear axle left chamber (621), a middle axle left chamber (622), a middle axle right chamber (623), and a rear axle right chamber (624). One of the electronically controlled valves (60) is a second electronically controlled valve (602). The second electronically controlled valve (602) has multiple outlets. One outlet of the second electronically controlled valve (602) is connected to the rear axle left chamber (621), one outlet of the second electronically controlled valve (602) is connected to the middle axle left chamber (622), one outlet of the second electronically controlled valve (602) is connected to the middle axle right chamber (623), and one outlet of the second electronically controlled valve (602) is connected to the rear axle right chamber (624).

8. The service braking system according to claim 7, characterized in that, The air storage device (50) includes a front axle air storage tank (501) and a middle and rear axle air storage tank (502). One of the air inlets of the brake pedal valve (71) and the air inlet of the first electronically controlled valve (601) are connected to the front axle air storage tank (501). The other air inlet of the brake pedal valve (71), the air inlet of the second electronically controlled valve (602), and the air inlet of the emergency valve (72) are all connected to the middle and rear axle air storage tank (502).

9. The service braking system according to claim 8, characterized in that, The first solenoid valve (601) has at least two air inlets, each air inlet of the first solenoid valve (601) being connected to the front axle air reservoir (501), and / or the second solenoid valve (602) has at least two air inlets, each air inlet of the second solenoid valve (602) being connected to the middle and rear axle air reservoir (502).

10. A vehicle, characterized in that, The vehicle includes a service braking system, which is the service braking system according to any one of claims 1-9.

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