CN115384470A - Vehicle emergency braking device and method and vehicle - Google Patents

Vehicle emergency braking device and method and vehicle Download PDF

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Publication number
CN115384470A
CN115384470A CN202211216055.7A CN202211216055A CN115384470A CN 115384470 A CN115384470 A CN 115384470A CN 202211216055 A CN202211216055 A CN 202211216055A CN 115384470 A CN115384470 A CN 115384470A
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CN
China
Prior art keywords
brake
valve
brake valve
emergency braking
foot
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202211216055.7A
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Chinese (zh)
Inventor
胡华东
夏坚超
孙建军
吴苗苗
胡新林
熊向光
彭德阳
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Dongfeng Trucks Co ltd
Original Assignee
Dongfeng Trucks Co ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by Dongfeng Trucks Co ltd filed Critical Dongfeng Trucks Co ltd
Priority to CN202211216055.7A priority Critical patent/CN115384470A/en
Publication of CN115384470A publication Critical patent/CN115384470A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/025—Electrically controlled valves
    • B60T15/027—Electrically controlled valves in pneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
    • B60T8/3255—Systems in which the braking action is dependent on brake pedal data
    • B60T8/327—Pneumatic systems

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention relates to the technical field of automobile driving safety, in particular to a vehicle emergency braking device, a vehicle emergency braking method and a vehicle. The vehicle emergency braking device includes: a first brake line, a second brake line, and a controller. One end of a first brake pipeline is used for being communicated with the foot brake valve, the other end of the first brake pipeline is used for being connected with an ABS electromagnetic valve in front of the brake, and the first brake pipeline is provided with a first brake valve; one end of a second brake pipeline is used for being communicated with the air storage cylinder group, the other end of the second brake pipeline is used for being connected with an ABS electromagnetic valve in front of the brake, and a second brake valve is arranged on the second brake pipeline; the controller is used for judging whether the foot brake valve is in emergency braking action or not according to the action signal of the foot brake valve, if so, the first brake valve is controlled to be disconnected, the second brake valve is controlled to be connected, and if not, the first brake valve is controlled to be connected, and the second brake valve is controlled to be disconnected. The problem that the conventional braking device delays the response time and leads to long emergency braking distance during emergency braking in the prior art can be solved.

Description

Vehicle emergency braking device and method and vehicle
Technical Field
The invention relates to the technical field of automobile driving safety, in particular to a vehicle emergency braking device, a vehicle emergency braking method and a vehicle.
Background
In the driving process of the automobile, a driver is concentrated, and reasonable operation control is performed according to the road traffic condition, so that the automobile can keep normal driving on the road completely according to the intention of the driver. The driver adopts a braking scene, can generally foresee and make a prejudgment in advance, and lightly steps on a brake pedal according to actual needs until the expected deceleration or complete parking of the vehicle is achieved; for few sudden traffic scenarios, emergency braking is required to avoid traffic accident risks.
When emergency braking is needed in emergency, the emergency braking is often sudden, and if the vehicle is stopped in the shortest braking distance possible without the emergency braking, great accidents such as personal safety, property safety and the like can happen. The emergency braking means that when the automobile meets an emergency in the driving process, a driver quickly and correctly uses the brake to stop the automobile within the shortest distance. Vehicle operating method with brake anti-lock braking system (ABS): quickly lifting the accelerator pedal, immediately and violently stepping on the brake pedal (keeping forceful stepping), and simultaneously stepping on the clutch pedal to quickly stop the automobile.
However, in the case of a commercial vehicle, the conventional brake system is a pneumatic brake, and a certain time, i.e., a brake reaction time, is required from the time when the driver depresses the brake pedal to the time when the wheel end brake is applied, i.e., the wheel end generates braking force. Taking the vehicle speed of 60km/h as an example, the running distance of 1s reaches 16.7m, the running distance also reaches 10m calculated by the reaction time of 0.6s required by the standard GB12676, and the distance is generated before the brake actually does not work, so that the conventional brake system cannot be improved or reduced.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide a vehicle emergency braking device, a vehicle emergency braking method and a vehicle, which can solve the problem that the conventional braking device delays the response time to cause long emergency braking distance in the prior art during emergency braking.
In order to achieve the above purposes, the technical scheme adopted by the invention is as follows:
in one aspect, the present invention provides a vehicle emergency braking device comprising:
one end of the first brake pipeline is used for being communicated with the foot brake valve, the other end of the first brake pipeline is used for being connected with an ABS electromagnetic valve in front of the brake, and the first brake pipeline is provided with a first brake valve;
one end of the second brake pipeline is used for being communicated with the air reservoir group, the other end of the second brake pipeline is used for being connected with an ABS electromagnetic valve in front of the brake, and a second brake valve is arranged on the second brake pipeline;
and the controller is used for judging whether the foot brake valve is in emergency braking action or not according to the action signal of the foot brake valve, if so, controlling the first brake valve to be disconnected and controlling the second brake valve to be connected, and if not, controlling the first brake valve to be connected and controlling the second brake valve to be disconnected.
In some optional schemes, the first brake pipeline comprises two first sub brake pipelines, one end of each of the two first sub brake pipelines is used for being connected with a foot brake valve, when the foot brake valve is actuated, one first sub brake pipeline is communicated with a first air reservoir of the air reservoir set through the foot brake valve, the other first sub brake pipeline is communicated with a second air reservoir of the air reservoir set through the foot brake valve, the other end of each of the two first sub brake pipelines is respectively used for being connected with an ABS electromagnetic valve in front of a front axle brake and an ABS electromagnetic valve in front of a rear axle brake, and the two first sub brake pipelines are both provided with first brake valves;
the second brake pipeline comprises two second sub brake pipelines, one end of each of the two second sub brake pipelines is respectively communicated with the first air reservoir and the second air reservoir, the other end of each of the two second sub brake pipelines is respectively connected with an ABS electromagnetic valve in front of the front axle brake and an ABS electromagnetic valve in front of the rear axle brake, and a second brake valve is arranged on each of the two second sub brake pipelines.
In some alternatives, the first brake valve and the second brake valve are both solenoid valves.
In some alternatives, the first brake valve is a normally open on-off solenoid valve and the second brake valve is a normally open off solenoid valve.
In another aspect, the present invention provides a vehicle emergency braking method implemented by the vehicle emergency braking device, including the following steps:
and judging whether the foot brake valve is in emergency braking action or not according to the action signal of the foot brake valve, if so, controlling the first brake valve to be disconnected and controlling the second brake valve to be connected, and if not, controlling the first brake valve to be connected and controlling the second brake valve to be disconnected.
In some alternatives, the motion signal is a rate of increase of pedal force per unit time.
In some optional schemes, the determining whether the foot brake valve is in an emergency braking action according to the action signal of the foot brake valve includes:
acquiring the increasing speed of the pedal force in unit time;
and judging whether the increasing speed of the pedal force in unit time exceeds a set threshold value, if so, judging that the foot brake valve executes emergency braking action, and if not, judging that the foot brake valve does not execute the emergency braking action.
In some optional schemes, after determining that the foot brake valve is in an emergency braking action, controlling the first brake valve to be turned off and controlling the second brake valve to be turned on, the method further includes:
and adjusting the conduction state of the first brake valve and the second brake valve according to the working state of the ABS system.
In some optional schemes, the adjusting the conducting states of the first brake valve and the second brake valve according to the working state of the ABS system includes:
acquiring the working state of an ABS system;
and when the ABS system intervenes in regulation, the first brake valve is controlled to be switched on, and the second brake valve is controlled to be switched off.
In yet another aspect, the present invention also provides a vehicle including any of the vehicle emergency braking devices described above.
Compared with the prior art, the invention has the advantages that: when the emergency brake device of the vehicle is used, the controller acquires an action signal of the foot brake valve, and controls the disconnection of the first brake valve and the conduction of the second brake valve according to the action signal of the foot brake valve when the foot brake valve is judged to be in emergency brake action. By adopting the scheme, the air storage cylinder group can directly execute the braking program when judging that the air storage cylinder group is in emergency braking action. The problem of brake delay caused by the fact that a brake program is executed after compressed gas in the gas storage cylinder group passes through the foot brake valve is solved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic diagram of a prior art emergency braking device for a vehicle according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a vehicle emergency braking device in the scheme in the embodiment of the invention.
In the figure: 1. a foot brake valve; 2. a brake; 21. a front axle brake; 22. a rear axle brake; 3. an ABS solenoid valve; 4. a first brake valve; 5. a second brake valve; 6. a controller; 7. a gas storage cylinder group; 71. a first gas cartridge; 72. a second gas cartridge.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.
Fig. 1 is a schematic structural diagram of a vehicle emergency braking device in the prior art according to an embodiment of the invention, and a conventional service braking system is shown in fig. 1. The front axle brake circuit consists of a first air reservoir 71, a foot brake valve 1, an ABS electromagnetic valve 3, an air chamber and a front axle brake 21. The rear axle brake loop is composed of a second air reservoir 72, a foot brake valve 1, an ABS electromagnetic valve 3, a spring air chamber and a rear axle brake 22. When the vehicle is braked, a driver steps on a brake pedal, compressed air in the first air reservoir 71 and the second air reservoir 72 is respectively filled into a spring air chamber of the rear axle brake 22 and an air chamber of the front axle brake 21 through the foot brake valve 1 and the ABS electromagnetic valve 3, and the air chambers actuate the front axle brake and the rear axle brake to generate brake torque, so that the aim of deceleration or parking is fulfilled.
Fig. 2 is a schematic structural diagram of a vehicle emergency braking device in the scheme in the embodiment of the invention. As shown in fig. 2 in conjunction with fig. 1, in one aspect, the present invention provides a vehicle emergency braking device, comprising: a first brake line, a second brake line, and a controller.
One end of a first brake pipeline is used for being communicated with the foot brake valve 1, the other end of the first brake pipeline is used for being connected with an ABS electromagnetic valve 3 in front of the brake 2, and a first brake valve 4 is arranged on the first brake pipeline; one end of a second brake pipeline is used for being communicated with the air reservoir group 7, the other end of the second brake pipeline is used for being connected with an ABS electromagnetic valve 3 in front of the brake 2, and a second brake valve 5 is arranged on the first brake pipeline; the controller 6 is configured to determine whether the foot brake valve 1 is in an emergency braking operation according to an operation signal of the foot brake valve 1, if so, control the first brake valve 4 to be turned off, and control the second brake valve 5 to be turned on, and if not, control the first brake valve 4 to be turned on, and control the second brake valve 5 to be turned off.
When the emergency brake device for the vehicle is used, the controller 6 acquires an action signal of the foot brake valve 1, and according to the action signal of the foot brake valve 1, when the foot brake valve 1 is judged to be in emergency brake action, the first brake valve 4 is controlled to be disconnected, and the second brake valve 5 is controlled to be connected, because one end of a first brake pipeline is communicated with the foot brake valve 1, the other end of the first brake pipeline is connected with the ABS electromagnetic valve 3 in front of the brake 2, one end of the second brake pipeline is communicated with the air storage cylinder group 7, the other end of the second brake pipeline is connected with the ABS electromagnetic valve 3 in front of the brake 2, the air storage cylinder group 7 can directly supply air to the ABS electromagnetic valve 3 after the second brake valve 5 is connected, so that the brake 2 directly executes a brake program, in addition, the first brake valve 4 is disconnected, and compressed air in the air storage cylinder group 7 can be prevented from flowing back to the foot brake valve. With this configuration, the air reservoir group 7 can directly execute the braking process when it is determined that the emergency braking operation is performed. The problem of brake delay caused by the fact that the air reservoir group 7 executes a brake program through the first brake valve 4 after passing through the foot brake valve 1 is solved.
In this example, the controller 6 is a VECU (Vehicle Electronic Control Unit), and the foot brake valve 1 is a foot brake valve with a pedal. When determining the operation of the foot brake valve 1, it is possible to determine whether or not the operation is an emergency braking operation by obtaining the displacement speed, or the displacement acceleration, or the increase speed of the pedal force, and both the values are compared with the corresponding set values. When the emergency braking action is judged, the compressed air in the air storage cylinder group 7 passes through the second brake pipeline, the second brake valve 5 is switched from off to on, the compressed air continues to pass through the ABS electromagnetic valve and the air chamber, and finally the brake is acted. At the same time, the VECU controls the first brake valve 4 to be switched from the on state to the off state, and compressed air is prevented from flowing back to the foot brake valve 1.
In some embodiments, the air reservoir group 7 includes an air reservoir connected to the foot brake valve 1 at one end and connected to the ABS solenoid valves 3 in front of all the brakes 2 at the other end through a first brake line connected to the air reservoir at one end and connected to the ABS solenoid valves 3 in front of all the brakes 2 at the other end.
In other embodiments, when the gas cartridge group 7 comprises two gas cartridges, a first gas cartridge 71 and a second gas cartridge 72:
the first brake pipeline comprises two first sub brake pipelines, one end of each of the two first sub brake pipelines is used for being connected with the foot brake valve 1, when the foot brake valve 1 acts, one first sub brake pipeline is communicated with a first air reservoir 71 of the air reservoir group 7 through the foot brake valve 1, the other first sub brake pipeline is communicated with a second air reservoir 72 of the air reservoir group 7 through the foot brake valve 1, the other end of each of the two first sub brake pipelines is respectively used for being connected with an ABS electromagnetic valve 3 in front of the front axle brake 21 and an ABS electromagnetic valve 3 in front of the rear axle brake 22, and the two first sub brake pipelines are respectively provided with a first brake valve 4.
The second brake pipeline comprises two second sub brake pipelines, one end of each of the two second sub brake pipelines is respectively used for being communicated with the first air reservoir 71 and the second air reservoir 72, the other end of each of the two second sub brake pipelines is respectively used for being connected with the ABS electromagnetic valve 3 in front of the front axle brake 21 and the ABS electromagnetic valve 3 in front of the rear axle brake 22, and the two second sub brake pipelines are respectively provided with a second brake valve 5.
In this embodiment, the controller 6 acquires the operation signal of the foot brake valve 1, and controls all the first brake valves 4 to be turned off and all the second brake valves 5 to be turned on when it is determined that the foot brake valve 1 is in the emergency braking operation based on the operation signal of the foot brake valve 1. The compressed air in the first air cylinder 71 and the second air cylinder 72 respectively passes through the two second sub brake pipes, and the compressed air continues to pass through the ABS solenoid valve and the air chamber to make the brakes function because the second brake valve 5 is switched from off to on. At the same time, the VECU controls the first brake valve 4 to be switched from the on state to the off state, and compressed air is prevented from flowing back to the foot brake valve 1.
In this example, the first air reservoir 71 and the second air reservoir 72 which are independent of each other are respectively and directly connected with the two second sub brake pipelines, the first air reservoir 71 and the second air reservoir 72 respectively and independently supply air for the two second sub brake pipelines, and the first air reservoir 71 and the second air reservoir 72 which are independent of each other are also connected with the two first sub brake pipelines through the foot brake valve 1. The first air reservoir 71 and the second air reservoir 72 supply air to the two first sub-brake lines through the foot brake valve 1, respectively. The two second sub-brake pipelines are respectively connected with the ABS electromagnetic valve 3 in front of the front axle brake 21 and the ABS electromagnetic valve 3 in front of the rear axle brake 22, and the two first sub-brake pipelines are respectively connected with the ABS electromagnetic valve 3 in front of the front axle brake 21 and the ABS electromagnetic valve 3 in front of the rear axle brake 22.
In some alternative embodiments, the first brake valve 4 and the second brake valve 5 are both solenoid valves. In this example, the first brake valve 4 and the second brake valve 5 are both solenoid valves, which can realize faster action switching and improve response speed.
In some alternative embodiments, the first brake valve 4 is a normally open on-off solenoid valve and the second brake valve 5 is a normally open off-off solenoid valve.
In this embodiment, the first brake valve 4 is an on-off electromagnetic valve in a normally-on state, when the vehicle normally travels, one end of the first brake pipeline is communicated with the foot brake valve 1, the other end of the first brake pipeline is connected with the ABS electromagnetic valve 3 in front of the brake 2, the first brake valve 4 is arranged in the first brake pipeline, and is in a normally-on state, and conventional braking in a non-emergency traveling state can be achieved. The second brake valve 5 adopts an on-off type electromagnetic valve in a normally-off state, and is in the normally-off state, so that the second brake pipeline cannot be involved in a normal driving state. The VECU controller directly controls the circuits of the first brake valve 4 and the second brake valve 5 to control the on and off of the first brake valve 4 and the second brake valve 5.
In another aspect, the present invention further provides a vehicle emergency braking method implemented by any one of the vehicle emergency braking apparatuses, including the steps of:
and judging whether the foot brake valve 1 is in emergency braking action or not according to the action signal of the foot brake valve 1, if so, controlling the first brake valve 4 to be disconnected and controlling the second brake valve 5 to be connected, and if not, controlling the first brake valve 4 to be connected and controlling the second brake valve 5 to be disconnected.
In this example, since one end of the first brake pipe is connected to the foot brake valve 1 and the other end is connected to the ABS solenoid valve 3 in front of the brake 2, one end of the second brake pipe is connected to the air reservoir group 7 and the other end is connected to the ABS solenoid valve 3 in front of the brake 2, the air reservoir group 7 can directly supply air to the ABS solenoid valve 3 after the second brake valve 5 is turned on, so that the brake 2 directly executes a braking process, and the compressed air in the air reservoir group 7 can be prevented from flowing back to the foot brake valve by turning off the first brake valve 4. With this configuration, the air reservoir group 7 can directly execute the braking process when it is determined that the emergency braking operation is performed. The problem of brake delay caused by the fact that the brake program is executed after compressed air in the air storage cylinder group 7 passes through the foot brake valve 1 is solved.
In some embodiments, the air reservoir set 7 includes an air reservoir connected to the foot brake valve 1 at one end and connected to the ABS solenoid valves 3 in front of all the brakes 2 at the other end through a first brake line connected to the air reservoir at one end and connected to the ABS solenoid valves 3 in front of all the brakes 2 at the other end.
In other embodiments, when the gas cartridge group 7 comprises two gas cartridges, a first gas cartridge 71 and a second gas cartridge 72:
the first brake pipeline comprises two first sub brake pipelines, one end of each of the two first sub brake pipelines is used for being connected with the foot brake valve 1, when the foot brake valve 1 acts, one first sub brake pipeline is communicated with a first air reservoir 71 of the air reservoir group 7 through the foot brake valve 1, the other first sub brake pipeline is communicated with a second air reservoir 72 of the air reservoir group 7 through the foot brake valve 1, the other end of each of the two first sub brake pipelines is respectively used for being connected with an ABS electromagnetic valve 3 in front of the front axle brake 21 and an ABS electromagnetic valve 3 in front of the rear axle brake 22, and the two first sub brake pipelines are respectively provided with a first brake valve 4.
The second brake pipeline comprises two second sub brake pipelines, one end of each of the two second sub brake pipelines is respectively used for being communicated with the first air reservoir 71 and the second air reservoir 72, the other end of each of the two second sub brake pipelines is respectively used for being connected with the ABS electromagnetic valve 3 in front of the front axle brake 21 and the ABS electromagnetic valve 3 in front of the rear axle brake 22, and the two second sub brake pipelines are respectively provided with a second brake valve 5.
In this embodiment, the controller 6 acquires the operation signal of the foot brake valve 1, and controls all the first brake valves 4 to be turned off and all the second brake valves 5 to be turned on when it is determined that the foot brake valve 1 is in the emergency braking operation based on the operation signal of the foot brake valve 1. The compressed air in the first air reservoir 71 and the second air reservoir 72 passes through the two second sub-brake lines, respectively, and the compressed air continues to pass through the air chambers of the ABS solenoid valve and the brake to activate the brake because the second brake valve 5 is switched from off to on. At the same time, the VECU controls the first brake valve 4 to be switched from the on state to the off state, and compressed air is prevented from flowing back to the foot brake valve 1.
In some alternative embodiments, the actuation signal is a rate of increase of pedal force per unit time.
In the present embodiment, it is determined whether the driver intends to perform the sudden braking action by acquiring the increasing speed of the pedal force per unit time in real time. In other embodiments, the displacement speed or the displacement acceleration of the pedal per unit time is obtained to determine whether the driver intends to perform the emergency braking action. And comparing the data with the corresponding set value in the judgment. In some embodiments, whether the driver wants to perform the emergency braking action may also be determined by comprehensively considering detection parameters of various pedals.
In some optional embodiments, the determining whether the foot brake valve 1 is in the emergency braking action according to the action signal of the foot brake valve 1 includes:
a: acceleration of increase of the pedal force per unit time is obtained.
In this example, the acceleration of the pedal force per unit time is obtained in real time by the controller.
B: and judging whether the increasing speed of the pedal force in the unit time exceeds a set threshold value, if so, judging that the foot brake valve 1 executes the emergency braking action, and if not, judging that the foot brake valve 1 does not execute the emergency braking action.
In this example, if the driver finds that there is a dangerous situation and needs to perform emergency braking, the force of stepping on the pedal is greater than that in normal times, and the increasing speed of the pedal force in unit time is greater than that in normal braking adopted in normal driving at ordinary times.
In some optional embodiments, after determining that the foot brake valve 1 is in an emergency braking action, controlling the first brake valve 4 to be turned off and controlling the second brake valve 5 to be turned on, the method further includes:
the conduction states of the first brake valve 4 and the second brake valve 5 are adjusted according to the operating state of the ABS system.
After the ABS system starts to work, the opening of the foot brake valve 1 will reach the opening capable of playing the braking function, so it is no longer necessary to directly pass the compressed air in the first air reservoir 71 and the second air reservoir 72 through the two second sub-brake pipelines, respectively, and then to the ABS electromagnetic valve and the air chamber, so as to make the brake function. The brake system can be directly communicated with the foot brake valve 1 through a first brake pipeline, so that compressed air in the first air cylinder 71 and the second air cylinder 72 passes through the foot brake valve 1 and then passes through the first brake valve 4 to an ABS electromagnetic valve 3 in front of the brake 2 to act on an air chamber of the brake to execute braking.
In some optional embodiments, adjusting the conduction state of the first brake valve 4 and the second brake valve 5 according to the operation state of the ABS system includes:
acquiring the working state of an ABS system; when the ABS system is involved in adjustment, the first brake valve 4 is controlled to be connected, and the second brake valve 5 is controlled to be disconnected.
In the present embodiment, when the ABS system intervenes in the regulation, the first brake valve 4 is controlled to be switched from off at the time of emergency braking to on, and the second brake valve 5 is controlled to be switched from on at the time of emergency braking to off. The compressed air in the first air reservoir 71 and the second air reservoir 72 passes through the foot brake valve 1 and then passes through the first brake valve 4 to the ABS electromagnetic valve 3 in front of the brake 2, and acts on the brake. The design can enable the driver to take over the vehicle again as soon as possible, and unnecessary danger caused by continuous execution of emergency braking is avoided.
In addition, when the emergency braking is completed and the vehicle is running normally, the first brake valve 4 is in the on state and the second brake valve 5 is in the off state. The brake is communicated with the foot brake valve 1 through a first brake pipeline, so that compressed air in the first air reservoir 71 and the second air reservoir 72 passes through the foot brake valve 1 and then passes through the first brake valve 4 to an ABS electromagnetic valve 3 in front of the brake 2 to act on the brake. During normal running, the inside of the brake is controlled by the opening degree of the foot brake valve 1.
In another aspect, the invention also provides a vehicle comprising the vehicle emergency braking device of any one of the above.
The vehicle emergency braking device installed on the vehicle can realize that the controller 6 is used for obtaining the action signal of the foot brake valve 1, and according to the action signal of the foot brake valve 1, when the foot brake valve 1 is judged to be in emergency braking action, the first brake valve 4 is controlled to be disconnected, and the second brake valve 5 is controlled to be connected, because one end of the first brake pipeline is communicated with the foot brake valve 1, the other end of the first brake pipeline is connected with the ABS electromagnetic valve 3 in front of the brake 2, one end of the second brake pipeline is communicated with the air storage cylinder group 7, the other end of the second brake pipeline is connected with the ABS electromagnetic valve 3 in front of the brake 2, the air storage cylinder group 7 can directly supply air to the ABS electromagnetic valve 3 after the second brake valve 5 is connected, so that the brake 2 directly executes a braking program, in addition, the first brake valve 4 is disconnected, and the compressed air in the air storage cylinder group 7 can be prevented from flowing back to the foot brake valve. With this configuration, the air reservoir group 7 can directly execute the braking process when it is determined that the emergency braking operation is performed. The problem that the brake process is executed only after the air cylinder group 7 passes through the foot brake valve 1 and then passes through the first brake valve 4, so that brake delay is caused is solved.
In the description of the present application, it should be noted that the terms "upper", "lower", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, which are only for convenience in describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and operate, and thus, should not be construed as limiting the present application. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art as appropriate.
It is noted that, in the present application, relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.
The above description is merely exemplary of the present application and is presented to enable those skilled in the art to understand and practice the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A vehicle emergency braking device, comprising:
one end of the first brake pipeline is used for being communicated with the foot brake valve (1), the other end of the first brake pipeline is used for being connected with an ABS electromagnetic valve (3) in front of the brake (2), and a first brake valve (4) is arranged on the first brake pipeline;
one end of the second brake pipeline is communicated with the air reservoir group (7), the other end of the second brake pipeline is connected with an ABS electromagnetic valve (3) in front of the brake (2), and a second brake valve (5) is arranged on the second brake pipeline;
and the controller (6) is used for judging whether the foot brake valve (1) is in emergency braking action or not according to the action signal of the foot brake valve (1), if so, the first brake valve (4) is controlled to be switched off, and the second brake valve (5) is controlled to be switched on, and if not, the first brake valve (4) is controlled to be switched on, and the second brake valve (5) is controlled to be switched off.
2. The vehicle emergency braking apparatus according to claim 1, wherein:
the first brake pipeline comprises two first sub brake pipelines, one end of each of the two first sub brake pipelines is used for being connected with the foot brake valve (1), when the foot brake valve (1) acts, one first sub brake pipeline is communicated with a first air reservoir (71) of the air reservoir group (7) through the foot brake valve (1), the other first sub brake pipeline is communicated with a second air reservoir (72) of the air reservoir group (7) through the foot brake valve (1), the other ends of the two first sub brake pipelines are respectively used for being connected with an ABS electromagnetic valve (3) in front of the front axle brake (21) and an ABS electromagnetic valve (3) in front of the rear axle brake (22), and the two first sub brake pipelines are provided with first brake valves (4);
the second brake pipeline comprises two second sub brake pipelines, one end of each of the two second sub brake pipelines is respectively communicated with the first air reservoir (71) and the second air reservoir (72), the other end of each of the two second sub brake pipelines is respectively connected with an ABS electromagnetic valve (3) in front of the front axle brake (21) and an ABS electromagnetic valve (3) in front of the rear axle brake (22), and a second brake valve (5) is arranged on each of the two second sub brake pipelines.
3. The vehicle emergency braking apparatus according to claim 1, wherein: the first brake valve (4) and the second brake valve (5) are both electromagnetic valves.
4. A vehicle emergency braking apparatus according to claim 3, wherein: the first brake valve (4) is an on-off electromagnetic valve in a normally-on state, and the second brake valve (5) is an off-on electromagnetic valve in a normally-off state.
5. A vehicle emergency braking method, which is implemented by the vehicle emergency braking apparatus according to claim 1, comprising the steps of:
and judging whether the foot brake valve (1) is in emergency braking action or not according to an action signal of the foot brake valve (1), if so, controlling the first brake valve (4) to be disconnected and controlling the second brake valve (5) to be connected, and if not, controlling the first brake valve (4) to be connected and controlling the second brake valve (5) to be disconnected.
6. The vehicle emergency braking method according to claim 5, wherein the action signal is a rate of increase of the pedal force per unit time.
7. A vehicle emergency braking method according to claim 6, wherein: the step of judging whether the foot brake valve (1) is in emergency braking action or not according to the action signal of the foot brake valve (1) comprises the following steps:
acquiring the increasing speed of the pedal force in unit time;
and judging whether the increasing speed of the pedal force in unit time exceeds a set threshold value, if so, judging that the foot brake valve (1) executes the emergency braking action, and if not, judging that the foot brake valve (1) does not execute the emergency braking action.
8. A vehicle emergency braking method according to claim 5, wherein: when the foot brake valve (1) is judged to be an emergency braking action, the method further comprises the following steps of controlling the first brake valve (4) to be disconnected and controlling the second brake valve (5) to be connected:
and adjusting the conduction state of the first brake valve (4) and the second brake valve (5) according to the working state of the ABS system.
9. The vehicle emergency braking method according to claim 8, wherein the adjusting the conduction states of the first brake valve (4) and the second brake valve (5) according to the operating state of the ABS system comprises:
acquiring the working state of an ABS system;
when the ABS system is adjusted, the first brake valve (4) is controlled to be connected, and the second brake valve (5) is controlled to be disconnected.
10. A vehicle comprising a vehicle emergency braking device according to any one of claims 1 to 3.
CN202211216055.7A 2022-09-30 2022-09-30 Vehicle emergency braking device and method and vehicle Pending CN115384470A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202211216055.7A CN115384470A (en) 2022-09-30 2022-09-30 Vehicle emergency braking device and method and vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202211216055.7A CN115384470A (en) 2022-09-30 2022-09-30 Vehicle emergency braking device and method and vehicle

Publications (1)

Publication Number Publication Date
CN115384470A true CN115384470A (en) 2022-11-25

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202211216055.7A Pending CN115384470A (en) 2022-09-30 2022-09-30 Vehicle emergency braking device and method and vehicle

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Country Link
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001253329A (en) * 2000-03-09 2001-09-18 Tcm Corp Brake device
CN102632882A (en) * 2012-05-03 2012-08-15 清华大学 Electronic air pressure parking braking system of automated mechanical type gear box vehicle and braking method
CN105329229A (en) * 2015-11-25 2016-02-17 北汽福田汽车股份有限公司 Car and braking system of car
CN207670393U (en) * 2017-12-21 2018-07-31 内蒙古青杉汽车有限公司 A kind of automobile automatic anticollision execution system
CN216833610U (en) * 2021-12-24 2022-06-28 北汽重型汽车有限公司 Auxiliary parking braking device for engineering vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2001253329A (en) * 2000-03-09 2001-09-18 Tcm Corp Brake device
CN102632882A (en) * 2012-05-03 2012-08-15 清华大学 Electronic air pressure parking braking system of automated mechanical type gear box vehicle and braking method
CN105329229A (en) * 2015-11-25 2016-02-17 北汽福田汽车股份有限公司 Car and braking system of car
CN207670393U (en) * 2017-12-21 2018-07-31 内蒙古青杉汽车有限公司 A kind of automobile automatic anticollision execution system
CN216833610U (en) * 2021-12-24 2022-06-28 北汽重型汽车有限公司 Auxiliary parking braking device for engineering vehicle

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