CN117774927A

CN117774927A - Driving control system of vehicle and vehicle

Info

Publication number: CN117774927A
Application number: CN202311847922.1A
Authority: CN
Inventors: 刘明洁; 王伟儒; 吴家炜
Original assignee: China National Heavy Duty Truck Group Jinan Power Co Ltd
Current assignee: China National Heavy Duty Truck Group Jinan Power Co Ltd
Priority date: 2023-12-29
Filing date: 2023-12-29
Publication date: 2024-03-29

Abstract

The application provides a driving control system of a vehicle and the vehicle, and relates to the technical field of vehicle braking. The driving control system comprises: the device comprises a gas storage device, an air charging and pressurizing device and two air charging and pressurizing devices, wherein the two air charging and pressurizing devices are connected with the air charging and pressurizing device through pipelines, and the gas storage device is respectively connected with the two air charging and pressurizing devices; the air storage device is used for storing compressed air and providing compressed air for each inflation brake device; the inflation pressurization device is used for controlling the pressure of a pipeline connected between the inflation braking device and the inflation pressurization device so as to control a valve of a pipeline port, so that compressed air is injected into each inflation braking device; the air brake device is used for converting the air pressure of the injected compressed air into mechanical force to realize left side or right side braking of the vehicle. According to the vehicle braking system, the technical effects of improving the vehicle braking efficiency and the response speed are achieved through the cooperative work of the gas storage device, the gas charging and pressurizing device and the gas charging and braking device.

Description

Driving control system of vehicle and vehicle

Technical Field

The application relates to the technical field of vehicle braking, in particular to a driving control system of a vehicle and the vehicle.

Background

The service brake system of a vehicle is a critical safety component of any vehicle, responsible for decelerating and stopping the vehicle. An effective braking system is critical for preventing traffic accidents, especially in emergency situations. Pneumatic braking systems are commonly employed in commercial vehicles. Such systems utilize compressed air to drive a brake chamber to apply the brakes. The good braking system not only can ensure that the vehicle stops safely in time during emergency braking, but also can help a driver to better control the vehicle, especially under complex road conditions or severe weather conditions. Among these, in commercial vehicles, such as heavy trucks, the performance of the braking system is particularly critical due to the weight of the vehicle itself and the cargo carried.

Currently, in heavy truck designs, a four-axis arrangement is a common structural option. This design includes two front axles and two rear axles, each equipped with two brakes, each with a respective brake chamber for brake control. In heavy load situations, it is often necessary to match each brake with a relatively large volume of brake chamber in order to ensure sufficient braking force. The larger volume of the brake chamber increases the brake response time. In emergency braking situations, longer response times may result in reduced braking efficiency, increasing the risk of accidents. In addition, the conventional four-axle arrangement braking system usually adopts a front-back braking mode, and cannot effectively meet the braking requirements of left and right tires under different road conditions. This is because standard front and rear braking systems typically do not support independently adjusting the braking forces of the left and right tires. In such a system, if the tires on the left and right sides encounter different road conditions, such as a dry road on one side and a wet road on the other side, the braking force distribution may be uneven, affecting the handling and stability of the vehicle. In complex or varying driving environments, this may not only fail to provide the desired braking performance, but may also affect the driving safety.

Based on this, how to improve the response speed of the service brake and ensure the safety of the vehicle under various driving conditions on the premise of maintaining good braking efficiency during the driving of the vehicle is a problem to be solved.

Disclosure of Invention

The application provides a driving control system of a vehicle and the vehicle, which are used for solving the problem of improving the response speed of driving braking on the premise of keeping good braking efficiency.

In a first aspect, the present application provides a driving control system of a vehicle, including: the device comprises a gas storage device, an air charging and pressurizing device and two air charging and pressurizing devices, wherein the two air charging and pressurizing devices are connected with the air charging and pressurizing devices through pipelines, and the gas storage device is respectively connected with the two air charging and pressurizing devices;

the air storage device is used for storing compressed air and providing compressed air for each air charging braking device;

the inflation and pressurization device is used for controlling the pressure of a pipeline connected between the inflation and pressurization device so as to control a valve of a pipeline port, so that compressed air is injected into each inflation and pressurization device; wherein the valve is arranged at a control port of the air charging braking device;

the pneumatic brake device is used for converting the air pressure of the injected compressed air into mechanical force so as to realize left side or right side braking of the vehicle.

In one possible design, the plenum means comprises a control valve and an ABS solenoid valve; the control valve and the ABS electromagnetic valve are respectively provided with an air inlet and an air outlet; the air inlet of the control valve is connected with the air storage device, the air outlet of the control valve is connected with the air inlet of the ABS electromagnetic valve, and the air outlet of the ABS electromagnetic valve is connected with the control port of the inflation brake device through a pipeline;

the air charging device is specifically configured to:

and controlling compressed air in the air storage device to flow to the ABS electromagnetic valve through a control valve, and controlling the pressure of a pipeline connected between the ABS electromagnetic valve and the inflating and pressurizing device through the ABS electromagnetic valve.

In one possible design, the pneumatic braking device comprises a relay valve and a gas making chamber, wherein the relay valve comprises an air inlet, an air outlet and a control port, the air inlet of the relay valve is connected with the air outlet of the gas storage device, the air outlet of the relay valve is connected with the air inlet of the gas making chamber, and the control port of the relay valve is provided with a valve and is connected with the air outlet of the ABS electromagnetic valve through a pipeline;

the pneumatic brake device is specifically used for:

controlling the flow of the compressed air injected into the air making chamber through the relay valve so as to control the pressure of the compressed air in the air making chamber, and converting the compressed air with different pressure into mechanical force with different magnitude through the air making chamber;

the inflatable braking device is also specifically used for:

and discharging the compressed air in the air making chamber through the relay valve to stop left or right braking of the vehicle.

In one possible design, the control valve comprises a brake master valve and a quick release valve, wherein the brake master valve and the quick release valve are respectively provided with an air inlet and an air outlet, the air inlet of the brake master valve is connected with the air outlet of the air storage device, the air outlet of the brake master valve is connected with the air inlet of the quick release valve, and the air outlet of the quick release valve is connected with the air inlet of the ABS electromagnetic valve;

the air charging device is further specifically configured to:

and discharging the compressed air in the air making chamber through the quick release valve to stop left or right braking of the vehicle.

In one possible design, the ABS solenoid valves include a left ABS solenoid valve and a right ABS solenoid valve, and the brake master valve is connected to the air inlets of the left ABS solenoid valve and the right ABS solenoid valve through the air outlets of the quick release valve, respectively.

In one possible design, the relay valve includes a left relay valve and a right relay valve, the air chambers include a first air chamber, a second air chamber, a third air chamber and a fourth air chamber, an air outlet of the left relay valve is connected with air inlets of the first air chamber and the second air chamber respectively, and an air outlet of the right relay valve is connected with air inlets of the third air chamber and the fourth air chamber respectively.

In one possible design, the ABS solenoid valves include a left ABS solenoid valve and a right ABS solenoid valve, the air outlet of the left ABS solenoid valve is connected to the air inlet of the left relay valve, and the air outlet of the right ABS solenoid valve is connected to the air inlet of the right relay valve.

In one possible design, the pneumatic braking device further comprises a brake, wherein the input end of the brake is connected with the output end of the air making chamber, and the output end of the brake is in direct contact with the wheel of the vehicle, so that the air pressure of the compressed air in the air making chamber is converted into mechanical force, and the left side or the right side braking of the vehicle is completed.

In a second aspect, the present application provides a vehicle comprising a brake air path; wherein the brake air path comprises the service control system of any one of claims 1 to 8.

In one possible design, the vehicle further comprises a brake triggering device; wherein, in response to the triggering of the braking triggering device, the braking gas circuit realizes or stops the braking of the vehicle.

According to the driving control system of the vehicle and the vehicle, the technical effects of improving the braking efficiency and the response speed of the vehicle are achieved through the cooperative work of the gas storage device, the gas charging device and the gas charging braking device. The stable compressed air supply of the air reservoir ensures the continuity and reliability of the braking system. The inflatable supercharging device controls the pressure intensity, so that quick response to braking force is realized, and the inflatable supercharging device is suitable for different driving conditions. The pneumatic braking device converts air pressure into mechanical force, and accurate and effective braking is provided, so that the safety of the vehicle under various road conditions is ensured.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural diagram of a driving control system of a vehicle according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a specific driving control system according to an embodiment of the present application.

Reference numerals illustrate:

11-a gas storage device; 12-an air charging and pressurizing device; 13-an inflatable brake device; 21-a master brake valve; 22-left relay valve; 23-right relay valve; 24-quick release valve; 25-left ABS electromagnetic valve; 26-right ABS solenoid valve; 27-a first gas making chamber; 28-a second air-making chamber; 29-a third air-making chamber; 210-fourth plenum.

Specific embodiments thereof have been shown by way of example in the drawings and will herein be described in more detail. These drawings and the written description are not intended to limit the scope of the inventive concepts in any way, but to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application, as detailed in the accompanying claims, rather than all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In the prior art, a brake master valve air outlet is connected to a relay valve control port so as to adjust the pressure of the relay valve air outlet, the relay valve air outlet is respectively connected with air inlets of two ABS electromagnetic valves, and the air outlet of each ABS electromagnetic valve is connected to two brake air chambers. The braking system is connected with two ABS electromagnetic valves through a relay valve and conveys compressed air, and each ABS electromagnetic valve conveys the compressed air to two braking air chambers. Because compressed air needs to enter four brake chambers through a single relay valve, the distribution quantity of air flow is increased, and the response time of a service brake system is prolonged; secondly, the compression control is carried to the air making chamber through the ABS electromagnetic valve, and the throttle phenomenon exists in the internal air flow channel due to the structural characteristic of the ABS electromagnetic valve, so that the pressure building time of the air making chamber is further longer, and the response speed of the system is reduced. These problems affect the efficiency of the braking system and the overall safety performance of the vehicle.

Based on the above problems and needs, the inventive concept of the present application is: in the running process of the vehicle, on the premise of keeping good braking efficiency, the response speed of the running brake is improved, and the safety of the vehicle under various running conditions is ensured. I.e. by improving the braking system to shorten the response time and to increase the efficiency. This includes redesigning the air flow path to reduce the air flow path from the relay valve to the brake chamber. The layout of the relay valve and ABS solenoid valve is reconfigured. The flow distance of the air flow in the system is reduced, so that the pressure establishment of the brake chamber is accelerated, and the response speed and the efficiency of the whole brake system are improved.

The application provides a driving control system of vehicle aims at solving prior art's above technical problem.

The following describes the technical solutions of the present application and how the technical solutions of the present application solve the above technical problems in detail with specific embodiments. The following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.

Fig. 1 is a schematic structural diagram of a driving control system of a vehicle according to an embodiment of the present application. As shown in fig. 1, the control system includes:

the device comprises a gas storage device 11, an air charging and pressurizing device 12 and two air charging and pressurizing devices 13, wherein the two air charging and pressurizing devices 13 are connected with the air charging and pressurizing device 12 through pipelines, and the gas storage device 11 is respectively connected with the two air charging and pressurizing devices 13 and the air charging and pressurizing device 12.

In this embodiment, the gas storage device 11, the gas charging device 12 and the two gas charging brake devices 13 work cooperatively, ensuring efficient operation of the brake system. The main purpose of the air reservoir 11 is to store enough compressed air to cope with the braking demand. This compressed air is supplied via a line to the charging device 12, which charging device 12 distributes the compressed air to the two charging brake devices 13. The layout ensures that the braking system can flexibly respond to different braking demands, provides continuous and balanced braking force, and ensures the safety of the vehicle under different road conditions and driving conditions. By controlling the air pressure and flow, a quick response can be achieved, thereby improving overall braking efficiency.

The air storage device 11 is used for storing compressed air and supplying compressed air to each of the air brake devices 13.

In this embodiment, compressed air is the power source for the braking system. The air storage device 11 is generally made of a strong metal, such as a high-pressure container, capable of safely containing a large amount of compressed air and withstanding high pressure, ensuring safe and reliable storage of a large amount of compressed air. This stored compressed air is supplied via a line to the charging brake device 13 of the vehicle for effecting an effective brake control. When the brake system is activated, the compressed air in the air reservoir 11 is released, flows through a specific pipe, and finally reaches the air-filled brake device 13. In this process, the air storage device 11 not only ensures a sufficient air supply, but also ensures the response speed and efficiency of the brake system by a stable and controllable pressure output. The system can provide balanced and reliable braking force under various driving conditions, so that the safety of the vehicle is ensured. In addition, the air storage device 11 also ensures that the system maintains efficient and stable performance even during long-term operation or extreme weather conditions, taking into account the stability of the air pressure and the overall durability of the system.

The inflation pressurization device 12 is used for controlling the pressure of a pipeline connected between the inflation brake device 13 and the inflation pressurization device 12 so as to control a valve of a pipeline port, so that compressed air is injected into each inflation brake device 13; wherein the valve is arranged at the control port of the pneumatic brake device 13.

In the present embodiment, the air charge booster 12 mainly performs pressure control on a pipe line connecting the air charge brake 13 and itself. By controlling the pipeline pressure, the opening and closing of the valve of the pipeline port is controlled, and the flow and the pressure of the injected compressed air are regulated, so that each pneumatic brake device 13 is ensured to receive proper air pressure, and braking is effectively realized. The arrangement of the air charging device 12 can be adapted to different driving conditions and vehicle conditions. For example, during high speed travel or emergency braking, the pressure can be increased rapidly to open the valve to the maximum, so that compressed air can be injected more rapidly to provide a faster and stronger braking force. In addition, the placement of the plenum 12 also focuses on durability and reliability, ensuring proper operation in a variety of weather and road conditions.

And an air-filled brake device 13 for converting the air pressure of the injected compressed air into mechanical force to achieve left or right side braking of the vehicle.

In the present embodiment, the air brake device 13 converts the air pressure of the injected compressed air into a mechanical force for achieving left or right side braking of the vehicle. This conversion is accomplished by a pre-set mechanical assembly, such as a piston. When compressed air is introduced, the pressure it generates pushes the piston to move, which in turn translates this linear movement into a force able to push the brake into contact with the wheel through a series of mechanical links or gears. This design enables the vehicle to achieve rapid and efficient braking according to different braking demands, both in normal driving and in emergency situations. The same side of the left and right brakes used by the air brake device 13, i.e., one air brake device 13 controls the left or right side of the brakes. Left and right braking can improve vehicle handling and stability. In particular, left and right braking may provide asymmetric braking forces when cornering or handling uneven roadways, so that the vehicle better adapts to road conditions, reducing the risk of sideslip. In addition, the left and right braking is more effective in emergency avoidance or accurate control, and is beneficial to maintaining the directional stability of the vehicle. The braking mode is particularly suitable for high-speed running and complex road conditions, can more effectively cope with sudden conditions, and improves driving safety.

The driving control system provided by the embodiment achieves the technical effects of improving the braking efficiency and the response speed of the vehicle through the cooperative work of the air storage device 11, the air charging and pressurizing device 12 and the air charging and braking device 13. The stable supply of compressed air to the air reservoir 11 ensures the continuity and reliability of the braking system. The plenum 12 achieves a quick response to braking force by controlling pressure, accommodating different driving conditions. The pneumatic brake device 13 converts air pressure into mechanical force, and provides accurate and effective braking, thereby ensuring the safety of the vehicle under various road conditions.

FIG. 2 is a schematic structural diagram of a specific driving control system according to an embodiment of the present application, and as shown in FIG. 2, the air charging and pressurizing device 12 includes a control valve and an ABS electromagnetic valve; the control valve and the ABS electromagnetic valve are both provided with an air inlet and an air outlet; the air inlet of the control valve is connected with the air storage device 11, the air outlet of the control valve is connected with the air inlet of the ABS electromagnetic valve, and the air outlet of the ABS electromagnetic valve is connected with the control port of the inflation brake device 13 through a pipeline.

Further, the air charging device 12 is specifically configured to: compressed air in the air storage device 11 is controlled to flow to the ABS electromagnetic valve through the control valve, and pressure control is carried out on a pipeline connected between the ABS electromagnetic valve and the inflating and pressurizing device 12 through the ABS electromagnetic valve.

In this embodiment, the key components of the plenum 12 are control valves and ABS solenoid valves, which are commonly responsible for managing and regulating the air flow in the brake system. The control valve is provided with an air inlet and an air outlet which are respectively connected with the air storage device 11 and the ABS electromagnetic valve. The function of which is to receive compressed air from the air reservoir 11 and to direct it to the ABS solenoid valve. The ABS solenoid valve further regulates the flow of these gases, delivering compressed air through its outlet port to the control port of the pneumatic brake device 13. The ABS solenoid valve not only regulates the flow direction of the gas, but also pressure controls the connected pipeline, ensuring that the pneumatic brake device 13 receives air of appropriate pressure to achieve effective braking. The driving control system flexibly adjusts the braking force of each tire according to different driving conditions and braking requirements. By such a design, varying road conditions can be better accommodated while maintaining the stability and effectiveness of the braking process.

In one embodiment, as shown in fig. 2, the pneumatic brake device 13 comprises a relay valve and a gas making chamber, the relay valve comprises an air inlet, an air outlet and a control port, the air inlet of the relay valve is connected with the air outlet of the gas storage device 11, the air outlet of the relay valve is connected with the air inlet of the gas making chamber, and the control port of the relay valve is provided with a valve and is connected with the air outlet of the ABS electromagnetic valve through a pipeline.

Further, the air brake device 13 is specifically configured to: the flow rate of the compressed air injected into the air making chamber is controlled through the relay valve so as to control the pressure of the compressed air in the air making chamber, and the compressed air with different pressure is converted into mechanical force with different magnitude through the air making chamber.

In the present embodiment, the air brake device 13 is composed of a relay valve and a gas making chamber. The relay valve is provided with an air inlet, an air outlet and a control port, wherein the air inlet is directly connected with the air outlet of the air storage device 11 and is responsible for receiving compressed air from the air storage device 11. The air outlet is connected to the air inlet of the air making chamber, and the regulated compressed air is transmitted to the air making chamber. The control port of the relay valve is provided with a valve and is controlled through a pipeline connected with the air outlet of the ABS electromagnetic valve. The relay valve controls the air flow and pressure entering the air making chamber according to the adjustment of the ABS electromagnetic valve so as to adapt to different braking demands. The air-producing chamber then converts this air at different pressures into mechanical forces to achieve effective braking. In the whole process, the adjusting capability of the relay valve and the gas injection speed in the gas making chamber ensure the suitability of braking force and the response speed. The vehicle brake can be kept stable and reliable even under complex driving conditions, and the driving safety is improved.

The air brake device 13 is also specifically configured to: compressed air in the air making chamber is discharged through the relay valve to stop left or right braking of the vehicle.

In the present embodiment, another function of the air charge brake device 13 is to discharge the compressed air in the air making chamber through the relay valve to stop the left or right side braking of the vehicle. At the end of the braking process or in the event of a need for deceleration, the relay valve will open, allowing the compressed air in the air chamber to escape. This deflation process reduces the air pressure in the air-producing chamber, causing mechanical components (e.g., pistons) within the air-producing chamber to return to their original position, thereby disengaging the brakes from the wheels and releasing the brakes. In this way, the air-filled brake device 13 can flexibly apply or release the brakes according to actual demands, and enables the brake system to respond promptly to the operation of the driver, improving the efficiency and safety of the vehicle braking.

The relay valve is controlled by the ABS electromagnetic valve, and then the brake air chamber is inflated and deflated by the relay valve, so that the load of the ABS electromagnetic valve is reduced. The control precision and response time of the ABS electromagnetic valve are improved, particularly under the limit working condition, the control failure of a brake system is effectively prevented, and the anti-lock function is ensured. In addition, the same-side control technology enables the vehicle to realize more accurate braking control and reasonable braking force distribution when the wheels on the left side and the right side are braked on the road surfaces with different attachment coefficients, so that the braking stability of the vehicle is ensured.

In one embodiment, as shown in fig. 2, the control valve comprises a brake master valve 21 and a quick release valve 24, wherein the brake master valve 21 and the quick release valve 24 are respectively provided with an air inlet and an air outlet, the air inlet of the brake master valve 21 is connected with the air outlet of the air storage device 11, the air outlet of the brake master valve is connected with the air inlet of the quick release valve 24, and the air outlet of the quick release valve 24 is connected with the air inlet of the ABS electromagnetic valve;

further, the air charging device 12 is specifically configured to: the compressed air in the air making chamber is discharged through the quick release valve 24 to stop the left or right side braking of the vehicle.

In the present embodiment, the control valves include a master valve 21 and a quick release valve 24. The air inlet of the brake master valve 21 is connected with the air outlet of the air storage device 11, and controls the flow direction of compressed air from the air storage device 11. The air outlet is connected to the air inlet of the quick release valve 24 as an intermediate link for compressed air delivery. The air outlet of the quick release valve 24 is connected to the air inlet of the ABS solenoid valve to provide a quick response path for the brake system to ensure rapid pressure reduction of the brake chamber in an emergency situation, thereby rapidly braking the left or right side of the vehicle. This configuration optimizes the response time and safety performance of the braking system, especially in emergency braking scenarios. At the same time, the quick release valve 24 rapidly discharges the compressed air in the service control system when a quick stop of braking is required. The key point of the process is that the pressure in the air making chamber can be quickly reduced, so that the brake is quickly separated from contact with the wheels, and the brake release is realized.

Specifically, the ABS solenoid valves include a left ABS solenoid valve 25 and a right ABS solenoid valve 26, and the brake master valve 21 is connected to air inlets of the left ABS solenoid valve 25 and the right ABS solenoid valve 26 through air outlets of the quick release valve 24, respectively. The relay valve comprises a left relay valve 22 and a right relay valve 23, an air outlet of a left ABS electromagnetic valve 25 is connected with an air inlet of the left relay valve 22, an air outlet of a right ABS electromagnetic valve 26 is connected with an air inlet of the right relay valve 23, the air making chamber comprises a first air making chamber 27, a second air making chamber 28, a third air making chamber 29 and a fourth air making chamber 210, an air outlet of the left relay valve 22 is respectively connected with air inlets of the first air making chamber 27 and the second air making chamber 28, and an air outlet of the right relay valve 23 is respectively connected with air inlets of the third air making chamber 29 and the fourth air making chamber 210.

In the present embodiment, the ABS solenoid valves include a left ABS solenoid valve 25 and a right ABS solenoid valve 26. Such separately configured solenoid valves are capable of independently controlling left and right side braking of the vehicle, providing a more flexible braking response. The master valve 21 is connected to the two ABS solenoid valves via a quick release valve 24, which forms a complete control. The left ABS solenoid valve 25 and the right ABS solenoid valve 26 achieve independent adjustment of the braking force of each side wheel, especially when asymmetric braking of the vehicle is required, such as in cornering or when the road conditions on the left and right sides of the road surface are different (dry side, wet side). The independent control can provide more proper braking force distribution, reduce the occurrence of skidding and enhance the control stability and safety of the vehicle.

Next, left and right ABS solenoid valves 25 and 26 control left and right braking of the vehicle, respectively. The air outlet of the left ABS electromagnetic valve 25 is connected with the air inlet of the left relay valve 22, and the air outlet of the right ABS electromagnetic valve 26 is connected with the air inlet of the right relay valve 23. This arrangement enables independent brake control of the brake system on each side of the vehicle, thereby optimizing brake response and braking effectiveness, especially when asymmetric braking of the vehicle is required. The relay valve includes a left relay valve 22 and a right relay valve 23, and the air making chamber is divided into four parts: the first plenum 27, the second plenum 28, the third plenum 29, and the fourth plenum 210. The left relay valve 22 controls the first and second plenums 28 and the right relay valve 23 controls the third plenum 29 and the fourth plenum 210. A more suitable braking force distribution can be provided when turning or coping with different road conditions. For example, when the valve opening of the left relay valve 22 is larger, the pressure of the left air making chamber can be increased independently, so that stronger braking of the left wheel is realized, and more optimal braking control is realized when the vehicle turns or runs on uneven road surfaces, thereby improving the operability and safety of the vehicle.

Here, in order to further embody the control strategy for the compressed air, a description will be made again from the overall flow. First, pre-stored compressed air is supplied through the air storage device 11. Then, the master valve 21 controls the flow direction of these compressed air, and transmits it to the left ABS solenoid valve 25 and the right ABS solenoid valve 26 through the quick release valve 24. The left and right ABS solenoid valves 25 and 26 again direct the compressed air to the left and right relay valves 22 and 23 as needed. Each relay valve is responsible for directing air to a corresponding air-making chamber. Specifically, the air outlet of the left ABS solenoid valve 25 is connected to the air inlet of the left relay valve 22, thereby controlling the compressed air to the first air making chamber 27 and the second air making chamber 28. Similarly, the air outlet of the right ABS solenoid valve 26 is connected to the air inlet of the right relay valve 23, and is responsible for controlling the flow of compressed air to the third air-making chamber 29 and the fourth air-making chamber 210.

In a specific embodiment, the inflatable brake device further comprises a brake, wherein the input end of the brake is connected with the output end of the air making chamber, and the output end of the brake is in direct contact with wheels of the vehicle, so that the air pressure of compressed air in the air making chamber is converted into mechanical force, and left side or right side braking of the vehicle is completed.

In this embodiment, the input of the brake is connected to the output of the air chamber, and the brake is able to convert the air pressure of these compressed air into mechanical force. This mechanical force is directly transferred to the brake output, which is in contact with the wheel, and the pneumatic pressure from the air-producing chamber is used to apply the mechanical force to the wheel, thereby achieving effective braking. This switching mechanism ensures a timely and efficient transfer of braking force, providing a stable braking effect, both in normal driving and in emergency situations. With this configuration, the vehicle can flexibly perform left-side or right-side braking, enhancing drivability and safety.

The driving control system provided by the embodiment improves the flexibility and response efficiency of vehicle braking. By controlling the air flow and the pressure in the brake system, such as the cooperation of the air storage device 11, the air charging and pressurizing device 12 and the air charging and braking device 13, more accurate braking force distribution is realized. Particularly, in the configuration of the ABS electromagnetic valve and the relay valve, independent control of braking on the left side and the right side of the vehicle is allowed, and braking performance under different road conditions and driving conditions is optimized. In addition, the design of the brake ensures efficient energy conversion, and the instantaneity and the effectiveness of the brake are improved.

The application also provides a vehicle comprising a brake air path; the braking air path comprises the driving control system provided by any embodiment.

In a vehicle configuration, the brake air circuit system is incorporated into the previously mentioned drive control system. The brake gas circuit system is responsible for controlling the flow of gas from the gas storage device 11 to the brake. By means of the pipeline network, it is ensured that the compressed air can be guided and utilized effectively when required. The vehicle can realize more efficient and rapid response braking under various driving conditions, and the driving safety is enhanced.

In one embodiment, the vehicle further comprises a brake triggering device; wherein, in response to the triggering of the braking triggering device, the braking gas circuit realizes or stops the braking of the vehicle.

In this vehicle design, a brake triggering device is included that directly affects the activation and deactivation of the brake air path. When the driver operates the brake triggering device, such as depressing a brake pedal, a braking process is triggered. This process involves compressed air passing from the reservoir 11 through the plenum 12 and eventually to the pneumatic brake 13 to apply the brakes. When stopping the braking, the brake triggering device can likewise send a signal, which is rapidly depressurized by means of, for example, a rapid deflation of the quick release valve 24, so that the braking is released. The driver can realize instant and effective control of the vehicle braking, and safety and reliability in the driving process are enhanced.

In the embodiments of the present application, the words "first", "second", etc. are used to distinguish identical items or similar items having substantially the same function and action, and the order of them is not limited. It will be appreciated by those of skill in the art that the words "first," "second," and the like do not limit the amount and order of execution, and that the words "first," "second," and the like do not necessarily differ.

It should be noted that, in the embodiments of the present application, words such as "exemplary" or "such as" are used to denote examples, illustrations, or descriptions. Any embodiment or design described herein as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "such as" is intended to present related concepts in a concrete fashion.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.

Other embodiments of the present application will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the application following, in general, the principles of the application and including such departures from the present disclosure as come within known or customary practice within the art to which the application pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the application being indicated by the following claims.

It is to be understood that the present application is not limited to the precise arrangements and instrumentalities shown in the drawings, which have been described above, and that various modifications and changes may be effected without departing from the scope thereof. The scope of the application is limited only by the appended claims.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.

Claims

1. A running control system of a vehicle, characterized by comprising: the device comprises a gas storage device, an air charging and pressurizing device and two air charging and pressurizing devices, wherein the two air charging and pressurizing devices are connected with the air charging and pressurizing devices through pipelines, and the gas storage device is respectively connected with the two air charging and pressurizing devices;

2. The drive control system according to claim 1, wherein the air charge boosting device includes a control valve and an ABS solenoid valve; the control valve and the ABS electromagnetic valve are respectively provided with an air inlet and an air outlet; the air inlet of the control valve is connected with the air storage device, the air outlet of the control valve is connected with the air inlet of the ABS electromagnetic valve, and the air outlet of the ABS electromagnetic valve is connected with the control port of the inflation brake device through a pipeline;

the air charging device is specifically configured to:

3. The driving control system according to claim 2, wherein the air-filled braking device comprises a relay valve and an air-making chamber, the relay valve comprises an air inlet, an air outlet and a control port, the air inlet of the relay valve is connected with the air outlet of the air storage device, the air outlet of the relay valve is connected with the air inlet of the air-making chamber, the control port of the relay valve is provided with a valve, and the control port of the relay valve is connected with the air outlet of the ABS electromagnetic valve through a pipeline;

the pneumatic brake device is specifically used for:

the inflatable braking device is also specifically used for:

4. The driving control system according to claim 2, wherein the control valve comprises a brake master valve and a quick release valve, both of which are provided with an air inlet and an air outlet, the air inlet of the brake master valve is connected with the air outlet of the air storage device, the air outlet thereof is connected with the air inlet of the quick release valve, and the air outlet of the quick release valve is connected with the air inlet of the ABS electromagnetic valve;

the air charging device is further specifically configured to:

and discharging the compressed air in the air making chamber through the quick release valve to stop the left side or the right side braking of the vehicle.

5. The drive control system according to claim 4, wherein the ABS solenoid valves include a left ABS solenoid valve and a right ABS solenoid valve, and the brake master valve is connected to air inlets of the left ABS solenoid valve and the right ABS solenoid valve through air outlets of the quick release valve, respectively.

6. The drive control system of claim 3, wherein the relay valve comprises a left relay valve and a right relay valve, the air chambers comprise a first air chamber, a second air chamber, a third air chamber and a fourth air chamber, the air outlets of the left relay valve are respectively connected with the air inlets of the first air chamber and the second air chamber, and the air outlets of the right relay valve are respectively connected with the air inlets of the third air chamber and the fourth air chamber.

7. The drive control system of claim 6, wherein the ABS solenoid valve includes a left ABS solenoid valve and a right ABS solenoid valve, an air outlet of the left ABS solenoid valve is connected to an air inlet of the left relay valve, and an air outlet of the right ABS solenoid valve is connected to an air inlet of the right relay valve.

8. A service control system according to claim 3, wherein the pneumatic brake device further comprises a brake, the brake input being connected to the air-producing chamber output, the brake output being arranged in direct contact with the wheels of the vehicle to effect conversion of the air pressure of the compressed air in the air-producing chamber into mechanical force to effect left or right side braking of the vehicle.

9. A vehicle comprising a brake air path; wherein the brake air path comprises the service control system of any one of claims 1 to 8.

10. The vehicle of claim 9, further comprising a brake triggering device;

wherein, in response to the triggering of the braking triggering device, the braking gas circuit realizes or stops the braking of the vehicle.