CN115503664A - ESC braking system based on ABS - Google Patents

ESC braking system based on ABS Download PDF

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Publication number
CN115503664A
CN115503664A CN202211179457.4A CN202211179457A CN115503664A CN 115503664 A CN115503664 A CN 115503664A CN 202211179457 A CN202211179457 A CN 202211179457A CN 115503664 A CN115503664 A CN 115503664A
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CN
China
Prior art keywords
valve
air
abs
asr
electromagnetic valve
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
CN202211179457.4A
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Chinese (zh)
Inventor
濮彬
柳世莹
张显焕
李宏宇
苏亚峰
李天乐
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
China National Heavy Duty Truck Group Jinan Power Co Ltd
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China National Heavy Duty Truck Group Jinan Power Co Ltd
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Application filed by China National Heavy Duty Truck Group Jinan Power Co Ltd filed Critical China National Heavy Duty Truck Group Jinan Power Co Ltd
Priority to CN202211179457.4A priority Critical patent/CN115503664A/en
Publication of CN115503664A publication Critical patent/CN115503664A/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
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/002—Air treatment devices
    • B60T17/004—Draining and drying devices
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/02—Arrangements of pumps or compressors, or control devices therefor
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/04—Arrangements of piping, valves in the piping, e.g. cut-off valves, couplings or air hoses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/109—Lateral acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/112—Roll movement

Abstract

The invention provides an ESC braking system based on ABS, wherein an ECU (electronic control unit) acquires vehicle state information sent by an ESC module; one air inlet end of the two-way check valve bank is in air connection with an air outlet end of the ASR electromagnetic valve bank, and the other air inlet end of the two-way check valve bank is in air connection with an air outlet end of the brake master valve; the data communication end of the ASR electromagnetic valve bank is in electrical communication connection with the second communication end of the ECU, the air inlet end of the trailer control valve is in air connection with a trailer bi-pass one-way valve in a bi-pass one-way valve bank, the air outlet end of the trailer control valve is in air connection with a front axle bi-pass one-way valve in the bi-pass one-way valve bank, and the stability of the vehicle is improved by integrating an ABS system and an ESC system dual-control brake system; an ASR electromagnetic valve and a two-way check valve are connected in series in the auxiliary loop to realize the driving anti-skidding function, and the economy and the safety performance of the braking system are unified.

Description

ESC braking system based on ABS
Technical Field
The invention relates to the field of automobile braking, in particular to an ESC braking system based on ABS.
Background
With the rapid development of the automobile industry, the driving speed of automobiles is gradually improved, and the driving safety performance of automobiles is particularly emphasized in various countries in the world, particularly the requirement on the active safety performance of automobile braking systems is higher and higher. In order to improve the active safety performance of the automobile, the traffic department 1178.2-2019 requires that: from 5 months and 1 day 2021, newly produced towing vehicles should be equipped with electronic stability control systems (ESC).
At present, commercial vehicles are only provided with an ABS (anti-lock brake control) system in a standard mode and are not provided with ESCs (electronic brake control) systems, the EBS and the ESCs are arranged for dangerous chemical vehicle types, but the manufacturing cost is high, for general heavy vehicles, many users can give priority to the ABS system, the ESC system and the ABS system cannot be compatible, and the economic performance and the safety performance of the brake system cannot be unified.
Disclosure of Invention
The invention aims to solve the problems in the prior art, innovatively provides an ESC braking system based on ABS, effectively solves the problem that the ESC system and the ABS system in the prior art are incompatible, and realizes the unification of the economic performance and the safety performance of the braking system.
The invention provides an ESC braking system based on ABS in a first aspect, which comprises: the system comprises an ECU (electronic control unit), an ESC (electronic stability control) module, a master brake valve, a trailer control valve, an ASR (automatic switching regulator) electromagnetic valve bank and a two-way check valve bank, wherein a first communication end of the ECU is in communication connection with the ESC module through a CAN (controller area network) bus and is used for acquiring vehicle state information sent by the ESC module; one air inlet end of the two-way check valve bank is in air connection with an air outlet end of the ASR electromagnetic valve bank, and the other air inlet end of the two-way check valve bank is in air connection with an air outlet end of the brake master valve; the data communication end of the ASR electromagnetic valve group is in electrical communication connection with the second communication end of the ECU, the air inlet end of the trailer control valve is in air connection with a trailer bi-pass one-way valve in a bi-pass one-way valve group, and the air outlet end of the trailer control valve is in air connection with a front axle bi-pass one-way valve in the bi-pass one-way valve group; wherein, ASR electromagnetism valves, bi-pass check valve group all set up in the auxiliary circuit.
Optionally, the bi-pass one-way valve group comprises a trailer bi-pass one-way valve, a front axle bi-pass one-way valve and a rear axle bi-pass one-way valve, an air inlet end of the trailer bi-pass one-way valve is in air connection with an air outlet end of the ASR electromagnetic valve group, another air inlet end of the trailer bi-pass one-way valve is in air connection with a first air outlet end of the brake master valve, and an air outlet end of the trailer bi-pass one-way valve is in air connection with an air inlet end of a trailer control valve; one air inlet end of the front axle two-way one-way valve is in air connection with an air outlet end of the ASR electromagnetic valve group, and the other air inlet end of the front axle two-way one-way valve is in air connection with a second air outlet end of the brake master valve; an inlet end of the rear axle two-way check valve is in air connection with an air outlet end of the ASR electromagnetic valve bank, and another inlet end of the rear axle two-way check valve is in air connection with an air outlet end of the brake master valve.
Further, ASR solenoid valve group includes trailer ASR solenoid valve, front axle ASR solenoid valve, rear axle ASR solenoid valve, the end of giving vent to anger of trailer ASR solenoid valve is connected with the inlet end gas of trailer bi-pass check valve, the end of giving vent to anger of front axle ASR solenoid valve is connected with the inlet end gas of front axle bi-pass check valve, the end of giving vent to anger of rear axle ASR solenoid valve is connected with the inlet end gas of rear axle bi-pass check valve.
And the air outlet end of the air storage cylinder is respectively in air connection with the air inlet ends of the trailer ASR electromagnetic valve, the front axle ASR electromagnetic valve and the rear axle ASR electromagnetic valve.
The air compressor is used for compressing and filtering gas in the atmosphere, conveying the filtered gas to the dryer for drying, storing clean and dry gas in the air cylinder through the four-loop protection valve after the gas is dried by the dryer, and providing an air source for the ASR solenoid valve group.
Optionally, the system further comprises a relay valve group, wherein the relay valve group comprises a front axle relay valve and a rear axle relay valve, the control end of the front axle relay valve is in pneumatic connection with the air outlet end of the front axle two-way one-way valve, and the control end of the rear axle relay valve is in pneumatic connection with the air outlet end of the rear axle two-way one-way valve.
The air inlet ends of the right front ABS electromagnetic valve and the left front ABS electromagnetic valve are both in air connection with the air outlet end of the front axle relay valve; the air inlet ends of the right rear ABS electromagnetic valve and the left rear ABS electromagnetic valve are both in air connection with the air outlet end of the rear axle relay valve, the data output ends of the right front ABS electromagnetic valve, the left front ABS electromagnetic valve, the right rear ABS electromagnetic valve and the left rear ABS electromagnetic valve are in electric communication connection with a third communication end of the ECU electronic control unit, and the ECU electronic control unit is used for judging whether to activate the anti-lock function or not through the fed back data information of the right front ABS electromagnetic valve, the left front ABS electromagnetic valve, the right rear ABS electromagnetic valve and the left rear ABS electromagnetic valve.
Optionally, the air pressure monitoring system further comprises an air pressure monitoring module, a monitoring end of the air pressure monitoring module is in air connection with a first air inlet end of the master brake valve, and a fourth communication end of an output end ECU electric control unit of the air pressure monitoring module is in electric communication connection and used for monitoring air pressure information of a driving loop in real time.
Optionally, the vehicle speed detection device further comprises a wheel speed acquisition module, wherein the wheel speed acquisition module comprises a right front wheel speed sensor, a left front wheel speed sensor and a left rear wheel speed sensor, and data output ends of the right front wheel speed sensor, the left front wheel speed sensor and the left rear wheel speed sensor are respectively in electric communication connection with a fifth communication end of the ECU for real-time monitoring of vehicle speed information and feedback to the ECU.
Optionally, the ESC module comprises a lateral acceleration sensor and a yaw angle sensor for monitoring the actual vehicle driving posture and sending the monitored actual vehicle driving posture to the ECU electronic control unit.
The technical scheme adopted by the invention comprises the following technical effects:
1. according to the technical scheme, the ABS system and the ESC system are integrated to control the braking system, so that the stability of the vehicle is improved; an ASR electromagnetic valve bank and a two-way check valve bank are connected in series in the auxiliary loop to realize the driving anti-skid function, so that the driving safety is further improved; the ECU is in communication connection with the ESC module, so that high-efficiency transmission of information can be realized, and the vehicle can be controlled according to the acquired information, thereby further improving the stability and reliability of the system; the problem that an ESC system and an ABS system cannot be compatible in the prior art is effectively solved, and the economy and safety performance of the braking system are unified.
2. The ESC braking system in the technical scheme of the invention also comprises an air compressor, a dryer and a four-loop protection valve, and can provide a clean and dry air source for the ASR electromagnetic valve bank.
3. In the technical scheme of the invention, an ECU (electronic control unit) monitors the air pressure information of a driving loop in real time through an air pressure monitoring module; the ECU judges whether to activate an anti-lock function or not according to the feedback information of the data of the ABS electromagnetic valve bank, so that the anti-lock performance is effectively improved; and the ABS solenoid valve group is arranged in the driving loop and is relatively independent from the ASR solenoid valve group and the double-way check valve group arranged in the auxiliary loop, and even under the condition that the ASR solenoid valve group and the double-way check valve group both have faults, the ABS solenoid valve group can still realize the control of the driving loop, so that the driving safety is further improved.
4. In the technical scheme of the invention, an ECU (electronic control unit) monitors vehicle speed information in real time through a wheel speed acquisition module; the ESC module comprises a transverse acceleration sensor and a yaw angle sensor and is used for an ECU (electronic control unit) to monitor the actual vehicle running posture, namely the actual vehicle running state and the turning display condition, so that the stability of the vehicle body of the vehicle is effectively improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
Drawings
In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present invention, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained based on these drawings without any creative effort.
FIG. 1 is a schematic diagram of a system according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of an ASR solenoid valve in a system according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a relay valve in a system according to an embodiment of the present invention.
Detailed Description
In order to clearly explain the technical features of the present invention, the present invention will be explained in detail by the following embodiments and the accompanying drawings. The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. To simplify the disclosure of the present invention, specific example components and arrangements are described below. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples. This repetition is for the purpose of simplicity and clarity and does not in itself dictate a relationship between the various embodiments and/or configurations discussed. It should be noted that the components illustrated in the figures are not necessarily drawn to scale. Descriptions of well-known components and processing techniques and processes are omitted so as to not unnecessarily limit the invention.
Example one
As shown in fig. 1, the present invention provides an ESC braking system based on ABS, comprising: the system comprises an ECU (electronic control unit) A, an ESC (electronic stability control) module M, a master brake valve C, a trailer control valve G, an ASR (electromagnetic switching) valve bank and a two-way check valve bank, wherein a first communication end of the ECU A is in communication connection with the ESC module M through a CAN (controller area network) bus and is used for acquiring vehicle state information sent by the ESC module M; one air inlet end of the two-way check valve bank is in air connection with an air outlet end of the ASR electromagnetic valve bank, and the other air inlet end of the two-way check valve bank is in air connection with an air outlet end of the brake master valve C; the data communication end of the ASR electromagnetic valve group is in electrical communication connection (through circuit communication connection) with the second communication end of the ECU electric control unit A, the air inlet end of the trailer control valve G is in air connection with a trailer bi-pass one-way valve L1 in the bi-pass one-way valve group, and the air outlet end of the trailer control valve G is in air connection with a front axle bi-pass one-way valve L2 in the bi-pass one-way valve group.
The two-way check valve set comprises a trailer two-way check valve L1, a front axle two-way check valve L2 and a rear axle two-way check valve L3, one air inlet end of the trailer two-way check valve L1 is in air connection with an air outlet end of the ASR electromagnetic valve set, the other air inlet end of the trailer two-way check valve L1 is in air connection with a first air outlet end (21 ports of a brake master valve) of the brake master valve C, and the air outlet end of the trailer two-way check valve L1 is in air connection with an air inlet end of a trailer control valve G; one air inlet end of the front axle two-way one-way valve L2 is in air connection with an air outlet end of the ASR electromagnetic valve group, and the other air inlet end of the front axle two-way one-way valve L2 is in air connection with a second air outlet end (22 ports of the brake master valve) of the brake master valve C; one air inlet end of the rear axle two-way one-way valve L3 is in air connection with an air outlet end of the ASR electromagnetic valve bank, and the other air inlet end of the rear axle two-way one-way valve L3 is in air connection with a first air outlet end (21 ports of the brake master valve) of the brake master valve C.
Further, the ASR solenoid valve group comprises a trailer ASR solenoid valve H1, a front axle ASR solenoid valve H2 and a rear axle ASR solenoid valve H3, the air outlet end of the trailer ASR solenoid valve H1 is connected with the air inlet end of a trailer bi-pass one-way valve L1, the air outlet end of the front axle ASR solenoid valve H2 is connected with the air inlet end of a front axle bi-pass one-way valve L2, and the air outlet end of the rear axle ASR solenoid valve H3 is connected with the air inlet end of a rear axle bi-pass one-way valve L3. The electromagnetic valve H1 of the ASR of the trailer, the electromagnetic valve H2 of the front axle and the electromagnetic valve H3 of the rear axle are connected in series to share one air inlet, three electromagnetic valves are assembled side by side to share one air inlet, the internal gas is intercommunicated, and therefore the air inlets 1 of the other two ASR electromagnetic valves are blocked by blocking. Front axle ASR solenoid valve H1, rear axle ASR solenoid valve H2 and trailer ASR solenoid valve H3 delivery outlet respectively with front axle bi-pass check valve L1, rear axle bi-pass check valve L2 and trailer bi-pass check valve L3's one end air inlet pass through the gas circuit and link to each other, furtherly, ASR solenoid valve structure is as shown in figure 2, ASR solenoid valve has an air inlet 1 (ASR solenoid valve), an air outlet 2 (ASR solenoid valve), an gas vent 3 (ASR solenoid valve) and an electric terminal 6 (ASR solenoid valve). According to the technical scheme, the ASR electromagnetic valve bank and the two-way check valve bank are connected in series in the auxiliary loop and are relatively independent from the ABS electromagnetic valve bank arranged in the driving loop, even if the ASR electromagnetic valve bank and the two-way check valve bank are failed, the ABS electromagnetic valve bank can still realize control over the driving loop, the integrity of conventional braking of the driving loop is guaranteed, and the reliability of the whole braking system is improved.
Further, the ESC braking system based on ABS in the technical scheme of the invention further comprises an air storage cylinder T, wherein an air outlet end of the air storage cylinder T is respectively in air connection with air inlet ends of the trailer ASR solenoid valve H1, the front axle ASR solenoid valve H2 and the rear axle ASR solenoid valve H3.
Preferably, the system further comprises an air compressor K, a dryer R and a four-circuit protection valve S which are connected in sequence, wherein the air compressor K is used for compressing and filtering gas in the atmosphere, then conveying the filtered gas to the dryer R for drying, and storing clean and dry gas in the gas storage cylinder T through the four-circuit protection valve S after the gas is dried by the dryer R so as to provide a gas source for the ASR solenoid valve group.
Furthermore, the ESC braking system based on the ABS in the technical scheme of the invention further comprises a relay valve group, wherein the relay valve group comprises a front axle relay valve F1 and a rear axle relay valve F2, the control end of the front axle relay valve F1 is in pneumatic connection with the air outlet end of the front axle two-way one-way valve L1, and the control end of the rear axle relay valve F2 is in pneumatic connection with the air outlet end of the rear axle two-way one-way valve L2. As shown in fig. 3, the relay valve includes one inlet port 1 (relay valve), two outlet ports 21/22 (relay valve), one outlet port 3 (relay valve), and one control port 4 (relay valve).
The air outlet of the front axle relay valve F1 is connected with the air outlet of a front axle two-way one-way valve L2 through a double-end through connector body, the air outlet of the rear axle relay valve F2 is connected with the air outlet of a rear axle two-way one-way valve L3, the air outlet of a trailer control valve G41 (a first control port) is connected with the air outlet of the trailer two-way one-way valve L1, the air outlet of the front axle relay valve F1 is respectively connected with a left front ABS electromagnetic valve E2 and a right front ABS electromagnetic valve E1 through an air passage, and the air outlet of the rear axle relay valve F2 is respectively connected with a left rear ABS electromagnetic valve E4 and a right rear ABS electromagnetic valve E3 through an air passage.
Furthermore, the ESC braking system based on the ABS in the technical scheme of the invention also comprises an ABS electromagnetic valve group, wherein the ABS electromagnetic valve group comprises a right front ABS electromagnetic valve E1, a left front ABS electromagnetic valve E2, a right rear ABS electromagnetic valve E3 and a left rear ABS electromagnetic valve E4, and the air inlet ends of the right front ABS electromagnetic valve E1 and the left front ABS electromagnetic valve E2 are in air connection with the air outlet end of the front axle relay valve F1; and the air inlet ends of the right rear ABS electromagnetic valve E3 and the left rear ABS electromagnetic valve E4 are in air connection with the air outlet end of the rear axle relay valve F2, and are used for quickly inflating or exhausting the air chamber and shortening the braking response time. Further, data output ends of the right front ABS solenoid valve E1, the left front ABS solenoid valve E2, the right rear ABS solenoid valve E3, and the left rear ABS solenoid valve E4 are in electrical communication with a third communication end of the ECU electrical control unit, and are used for the ECU electrical control unit a to determine whether to activate the anti-lock function through the feedback information of the data of the right front ABS solenoid valve E1, the left front ABS solenoid valve E2, the right rear ABS solenoid valve E3, and the left rear ABS solenoid valve E4.
Specifically, an air outlet 2 (ASR solenoid valve) of a front axle ASR solenoid valve H2 is connected to an air inlet 11 of a front axle two-way check valve L2 through a pipeline, an air inlet 12 on the other side of the front axle two-way check valve L2 is connected to a port 22 (a second air outlet end or a second air outlet) of a master brake valve C and a port 42 (a second control port) of a trailer control valve G through a pipeline, the air outlet 2 of the front axle two-way check valve L2 is fixed to a control port 4 (a relay valve) of a front axle relay valve F1 through a through body, and the air outlet 2 (the relay valve) of the front axle relay valve F1 is respectively connected to a right front ABS solenoid valve E1 and a left front ABS solenoid valve E2 through pipelines.
An air outlet 2 (ASR electromagnetic valve) of the trailer ASR electromagnetic valve H1 is connected to an air inlet 11 of a trailer two-way one-way valve L1 through a pipeline, an air inlet 12 on the other side of the two-way one-way valve L1 is connected to 21 ports (a first air outlet end or a first air outlet) of a brake master valve C and an air inlet 12 of a rear axle two-way one-way valve L3 through a pipeline, and an air outlet 2 (ASR electromagnetic valve) of the trailer ASR electromagnetic valve H1 is fixed on 41 ports (a first control port) of a trailer control valve G through a through body.
An air outlet 2 (ASR solenoid valve) of the rear axle ASR solenoid valve H3 is connected to an air inlet 11 of a rear axle two-way one-way valve L3 through a pipeline, the air outlet 2 of the rear axle two-way one-way valve L3 is directly fixed to a control port 4 (relay valve) of a rear axle relay valve F2 through a through body, and the air outlet 2 (relay valve) of the rear axle relay valve F2 is respectively connected to a right rear ABS solenoid valve E3 and a left rear ABS solenoid valve E4 through pipelines.
Further, the ESC braking system based on the ABS in the technical scheme of the invention further comprises an air pressure monitoring module (air pressure sensor D), wherein a monitoring end of the air pressure monitoring module is in air connection with a first air inlet end (21 port) of the master brake valve C, and a fourth communication end of an ECU (electronic control unit) of an output end of the air pressure monitoring module is in electric communication connection for monitoring air pressure information of a driving loop in real time.
Further, in the technical scheme of the invention, the ESC braking system based on ABS further comprises a wheel speed acquisition module, wherein the wheel speed acquisition module comprises a right front wheel speed sensor W1, a right front wheel speed sensor W2, a left front wheel speed sensor W3 and a left rear wheel speed sensor W4, and data output ends of the right front wheel speed sensor W1, the right front wheel speed sensor W2, the left front wheel speed sensor W3 and the left rear wheel speed sensor W4 are respectively in electrical communication connection with a fifth communication end of the ECU electronic control unit a, and are used for monitoring vehicle speed information in real time and feeding back the vehicle speed information to the ECU electronic control unit a.
Further, in the ESC braking system based on the ABS in the technical scheme of the invention, the ESC module M (the ESC module M is assembled near the mass center of the whole vehicle) is internally integrated with a transverse acceleration sensor and a yaw angle sensor and is used for monitoring the actual vehicle running posture and sending the monitored actual vehicle running posture to the ECU (electronic control unit) A, so that the rollover prevention function of the vehicle can be realized. Preferably, the ESC braking system further comprises a corner sensor B, and a data output end of the corner sensor B is in communication connection with a fifth communication end of the ECU electronic control unit a through a CAN bus, and is used for sending the monitored vehicle rotation angle to the ECU electronic control unit a, so that the ECU electronic control unit a CAN adjust and control the vehicle according to the monitored vehicle rotation angle.
According to the technical scheme, the ABS system and the ESC system are integrated to control the braking system, so that the stability of the vehicle is improved; an ASR electromagnetic valve and a two-way check valve are connected in series in the auxiliary loop to realize the driving anti-skid function, so that the driving safety is further improved; the ECU is in communication connection with the ESC module, so that high-efficiency transmission of information can be realized, and the vehicle can be controlled according to the acquired information, thereby further improving the stability and reliability of the system; the problem that an ESC system and an ABS system cannot be compatible in the prior art is effectively solved, and the economy and safety performance of a braking system are unified.
The ESC braking system in the technical scheme of the invention also comprises an air compressor, a dryer and a four-loop protection valve, and can provide a clean and dry air source for the ASR electromagnetic valve bank.
In the technical scheme of the invention, an ECU (electronic control unit) monitors the air pressure information of a driving loop in real time through an air pressure monitoring module; the ECU judges whether to activate an anti-lock function or not according to the feedback information of the data of the ABS electromagnetic valve bank, so that the anti-lock performance is effectively improved; and the ABS solenoid valve group is arranged in the driving loop and is relatively independent from the ASR solenoid valve group and the double-way check valve group arranged in the auxiliary loop, and even under the condition that the ASR solenoid valve group and the double-way check valve group both have faults, the ABS solenoid valve group can still realize the control of the driving loop, so that the driving safety is further improved.
In the technical scheme of the invention, an ECU (electronic control unit) monitors vehicle speed information in real time through a wheel speed acquisition module; the ESC module comprises a transverse acceleration sensor and a yaw angle sensor, and is used for monitoring the actual vehicle running posture, namely the actual vehicle running state and the display turning condition by the ECU, thereby effectively improving the vehicle body stability of the vehicle.
Although the embodiments of the present invention have been described with reference to the accompanying drawings, it is not intended to limit the scope of the invention, and it should be understood by those skilled in the art that various modifications and variations can be made without inventive changes in the technical solutions of the present invention.

Claims (10)

1. An ABS-based ESC braking system, comprising: the intelligent trailer control system comprises an ECU (electronic control unit), an ESC (electronic stability control) module, a master brake valve, a trailer control valve, an ASR (automatic switching regulator) electromagnetic valve bank and a two-way check valve bank, wherein a first communication end of the ECU is in communication connection with the ESC module through a CAN (controller area network) bus and is used for acquiring vehicle state information sent by the ESC module; one air inlet end of the two-way check valve bank is in air connection with an air outlet end of the ASR electromagnetic valve bank, and the other air inlet end of the two-way check valve bank is in air connection with an air outlet end of the brake master valve; the data communication end of the ASR electromagnetic valve bank is in electrical communication connection with the second communication end of the ECU, the air inlet end of the trailer control valve is in air connection with a trailer bi-pass one-way valve in a bi-pass one-way valve bank, and the air outlet end of the trailer control valve is in air connection with a front axle bi-pass one-way valve in the bi-pass one-way valve bank; wherein, ASR electromagnetism valves, bi-pass check valve group all set up in the auxiliary circuit.
2. The ESC braking system based on ABS as claimed in claim 1, wherein the two-way check valve set comprises a trailer two-way check valve, a front axle two-way check valve and a rear axle two-way check valve, one air inlet end of the trailer two-way check valve is in air connection with the air outlet end of the ASR solenoid valve set, the other air inlet end of the trailer two-way check valve is in air connection with the first air outlet end of the brake master valve, and the air outlet end of the trailer two-way check valve is in air connection with the air inlet end of the trailer control valve; one air inlet end of the front axle two-way one-way valve is in air connection with an air outlet end of the ASR electromagnetic valve group, and the other air inlet end of the front axle two-way one-way valve is in air connection with a second air outlet end of the brake master valve; an inlet end of the rear axle two-way check valve is in air connection with an air outlet end of the ASR electromagnetic valve bank, and another inlet end of the rear axle two-way check valve is in air connection with an air outlet end of the brake master valve.
3. The ESC braking system based on ABS as claimed in claim 2, characterized in that the ASR solenoid valve group includes trailer ASR solenoid valve, front axle ASR solenoid valve, rear axle ASR solenoid valve, the end of giving vent to anger of trailer ASR solenoid valve is connected with the air inlet of trailer two-way check valve, the end of giving vent to anger of front axle ASR solenoid valve is connected with the air inlet of front axle two-way check valve, the end of giving vent to anger of rear axle ASR solenoid valve is connected with the air inlet of rear axle two-way check valve.
4. The ESC braking system based on ABS as claimed in claim 3, further comprising an air reservoir, the air outlet of which is connected with the air inlet of the trailer ASR solenoid valve, the front axle ASR solenoid valve and the rear axle ASR solenoid valve respectively.
5. The ESC brake system based on ABS of claim 4, further comprising an air compressor, a dryer and a four-circuit protection valve, wherein the air compressor is used for compressing and filtering the air in the atmosphere, then conveying the filtered air to the dryer for drying, and after the air is dried by the dryer, the air passes through the four-circuit protection valve, and then stores clean dry air in the air storage cylinder to provide an air source for the ASR solenoid valve group.
6. The ABS-based ESC brake system as recited in claim 2, further comprising a relay valve group, wherein the relay valve group comprises a front axle relay valve and a rear axle relay valve, a control end of the front axle relay valve is in pneumatic connection with an air outlet end of the front axle two-way check valve, and a control end of the rear axle relay valve is in pneumatic connection with an air outlet end of the rear axle two-way check valve.
7. The ESC braking system based on ABS as claimed in claim 6, further comprising an ABS electromagnetic valve set arranged in the traveling crane loop, wherein the ABS electromagnetic valve set comprises a right front ABS electromagnetic valve, a left front ABS electromagnetic valve, a right rear ABS electromagnetic valve and a left rear ABS electromagnetic valve, and the air inlet ends of the right front ABS electromagnetic valve and the left front ABS electromagnetic valve are all in air connection with the air outlet end of the front axle relay valve; the air inlet ends of the right rear ABS electromagnetic valve and the left rear ABS electromagnetic valve are both in air connection with the air outlet end of the rear axle relay valve, the data output ends of the right front ABS electromagnetic valve, the left front ABS electromagnetic valve, the right rear ABS electromagnetic valve and the left rear ABS electromagnetic valve are in electric communication connection with the third communication end of the ECU, and the ECU is used for judging whether to activate the anti-lock function or not through the fed back data information of the right front ABS electromagnetic valve, the left front ABS electromagnetic valve, the right rear ABS electromagnetic valve and the left rear ABS electromagnetic valve.
8. The ESC braking system based on the ABS as claimed in any one of claims 1-7, further comprising an air pressure monitoring module, wherein a monitoring end of the air pressure monitoring module is in air connection with a first air inlet end of the master brake valve, and a fourth communication end of an ECU (electronic control Unit) at an output end of the air pressure monitoring module is in electrical communication connection for monitoring air pressure information of a driving loop in real time.
9. The ESC braking system based on the ABS as claimed in any one of claims 1 to 7, further comprising a wheel speed acquisition module, wherein the wheel speed acquisition module comprises a right front wheel speed sensor, a left front wheel speed sensor and a left rear wheel speed sensor, and the data output ends of the right front wheel speed sensor, the left front wheel speed sensor and the left rear wheel speed sensor are respectively connected with the fifth communication end of the ECU through electrical communication for monitoring the vehicle speed information in real time and feeding back the vehicle speed information to the ECU.
10. The ESC braking system based on the ABS as claimed in one of claims 1 to 7, wherein the ESC module comprises a lateral acceleration sensor and a yaw angle sensor for monitoring the actual vehicle running posture and transmitting the monitored actual vehicle running posture to the ECU.
CN202211179457.4A 2022-09-27 2022-09-27 ESC braking system based on ABS Pending CN115503664A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202211179457.4A CN115503664A (en) 2022-09-27 2022-09-27 ESC braking system based on ABS

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202211179457.4A CN115503664A (en) 2022-09-27 2022-09-27 ESC braking system based on ABS

Publications (1)

Publication Number Publication Date
CN115503664A true CN115503664A (en) 2022-12-23

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN202211179457.4A Pending CN115503664A (en) 2022-09-27 2022-09-27 ESC braking system based on ABS

Country Status (1)

Country Link
CN (1) CN115503664A (en)

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