Anti-rollover apparatus and control method for heavy-duty vehicles with pneumatic brake system

Abstract

An anti-rollover apparatus and control method for heavy-duty vehicles with a pneumatic brake system includes an anti-yaw module, an anti-roll module, an electronic control unit (ECU) (10), a yaw velocity sensor (12), and a vehicle roll angle sensor (18). The ECU (10) controls solenoid valves (4, 9, 11, 19, and 24) to achieve braking of part of wheels to obtain anti-yaw torques and improve the yaw stability of the heavy-duty vehicles. The ECU (10) controls gas switch valves (21 and 22) to spray high-pressure gases recovered in brake chambers (1, 13, 16, and 26) out, anti-roll torques are obtained through the jet reactive force, and the roll stability of the heavy-duty vehicles is improved.

Claims

1. An anti-rollover apparatus for heavy-duty vehicles with a pneumatic brake system, comprising an anti-yaw module, an anti-roll module, an electronic control unit (ECU), a yaw velocity sensor, and a vehicle roll angle sensor, wherein the anti-yaw module comprises a primary air reservoir, a brake valve, a linear actuator, a relay valve, an air compressor, and first to fourth brake units; the first to fourth brake units are arranged at front left, front right, rear left, and rear right wheels of the heavy-duty vehicle, respectively, and each comprises a switch solenoid valve and a brake chamber, wherein the brake chamber is configured to brake a wheel at a location of the brake chamber; the brake chambers of the first and second brake units are connected to an output end of a lower cavity of the brake valve via pipes; and the switch solenoid valves of the first and second brake units are arranged in pipes between the brake chambers of the first and second brake units and the output end of the lower cavity of the brake valve, respectively, and are configured to control connection and disconnection of the pipes between the brake chambers of the first and second brake units and the lower cavity of the brake valve; input ends of an upper cavity and the lower cavity of the brake valve are both connected to an output end of the primary air reservoir via pipes, and an output end of the upper cavity of the brake valve is connected to an input end of the relay valve via a pipe; an output end of the relay valve is connected to the brake chambers of the third and fourth brake units via pipes, respectively; and the switch solenoid valves of the third and fourth brake units are arranged in pipes between the brake chambers of the third and fourth brake units and the output end of the relay valve, respectively, and are configured to control connection and disconnection of the pipes between the brake chambers of the third and fourth brake units and the relay valve, respectively; an output shaft of the linear actuator abuts against a stem seat of the brake valve, and is configured to push the stem seat of the brake valve so as to open the brake valve when extended, and when the output shaft of the linear actuator is retracted, the stem seat of the brake valve is reset and automatically closed under the effect of a return spring of the stem seat; an output end of the air compressor is connected to an input end of the primary air reservoir via a pipe, and is configured to compress air and then feed the compressed air to the primary air reservoir, so as to enable a pressure of the primary air reservoir to be equal to a preset working pressure threshold; the anti-roll module comprises first to fifth pressure sensors, a secondary air reservoir, a three-position two-way solenoid valve, a bleed nipple, first to second switch valves, and first to second air nozzles; the first to fifth pressure sensors are arranged in the brake chambers of the first to fourth brake units and the secondary air reservoir, respectively, and are configured to sense pressure values at locations of the pressure sensors and transmit the pressure values to the electronic control unit (ECU); an input end of the secondary air reservoir is connected to one output end of the three-position two-way solenoid valve via a pipe, and an output end of the secondary air reservoir is connected to the first and second air nozzles via pipes, respectively; and the first and second switch valves are arranged in pipes between the secondary air reservoir and the first and second air nozzles, respectively, and are configured to control connection and disconnection of the pipes between the secondary air reservoir and the first and second air nozzles, respectively; an input end of the three-position two-way solenoid valve is connected to the brake chambers of the first to fourth brake units via pipes, respectively, and the other output end of the three-position two-way solenoid valve is connected to the bleed nipple via a pipe; the first and second air nozzles are arranged in the middle of a frame on a located side of the first and second brake units of the heavy-duty vehicle, respectively, and are configured to spray air to the outer side of the heavy-duty vehicle; and the bleed nipple is configured to discharge gases entering the bleed nipple into the air; the yaw velocity sensor is configured to detect a yaw velocity of a body of the heavy-duty vehicle and transmit the yaw velocity to the electronic control unit (ECU); the vehicle roll angle sensor is configured to detect the magnitude of a roll angle of the heavy-duty vehicle, and transmit the magnitude of the roll angle to the electronic control unit (ECU); and the electronic control unit (ECU) is electrically connected to the first to fifth pressure sensors, the switch solenoid valves of the first to fourth brake units, the linear actuator, the three-position two-way solenoid valve, and the first to second switch valves, respectively, and is configured to control the switch solenoid valves of the first to fourth brake units, the linear actuator, the three-position two-way solenoid valve, and the first to second switch valves to operate according to sensing values of the first to fifth pressure sensors.

2. An anti-yaw method based on the anti-rollover apparatus for heavy-duty vehicles with a pneumatic brake system according to claim 1, comprising the following steps: step A.1), enabling ω.sub.1, ω.sub.2, ω.sub.3, and ω.sub.4 to be preset first, second, third, and fourth yaw velocity thresholds, respectively, and ω.sub.1 and ω.sub.2 to be negative values, wherein ω.sub.3=−ω.sub.2, ω.sub.4=−ω.sub.1, and ω.sub.4>ω.sub.3; and collecting, by the electronic control unit (ECU), a signal ω of the yaw velocity sensor, and comparing the signal with ω.sub.1, ω.sub.2, ω.sub.3, and ω.sub.4, respectively; step A.2.1), if ω is positive and has a value greater than 613 and less than ω.sub.4, step A.2.1.1), controlling, by the electronic control unit (ECU), the linear actuator to push the brake valve; and step A.2.1.2), controlling, by the electronic control unit (ECU), the switch solenoid valve of the second brake unit to open, and the switch solenoid valves of the first, third, and fourth brake units to close, wherein a high-pressure gas enters the brake chamber of the second brake unit, the front right wheel is subject to a braking force to generate an anti-yaw torque, and the yaw stability of the heavy-duty vehicle is improved; step A.2.2), if ω is positive and has a value greater than ω.sub.4, step A.2.2.1), controlling, by the electronic control unit (ECU), the linear actuator to push the brake valve; and step A.2.2.2), controlling, by the electronic control unit (ECU), the switch solenoid valves of the second and fourth brake units to open, and the switch solenoid valves of the first and third brake units to close, wherein a high-pressure gas enters the brake chambers of the second and fourth brake units, the front right wheel and the rear right wheel are subject to braking forces to generate anti-yaw torques, and the yaw stability of the heavy-duty vehicle is improved; step A.2.3), if ω is negative and has a value less than ω.sub.2 and greater than ω.sub.1, step A.2.3.1), controlling, by the electronic control unit (ECU), the linear actuator to push the brake valve; and step A.2.3.2), controlling, by the electronic control unit (ECU), the switch solenoid valve of the first brake unit to open, and the switch solenoid valves of the second, third, and fourth brake units to close, wherein a high-pressure gas enters the brake chamber of the first brake unit, the front left wheel is subject to a braking force to generate an anti-yaw torque, and the yaw stability of the heavy-duty vehicle is improved; and step A.2.4), if ω is negative and has a value less than ω.sub.1, step A.2.4.1), controlling, by the electronic control unit (ECU), the linear actuator to push the brake valve; and step A.2.4.2), controlling, by the electronic control unit (ECU), the switch solenoid valves of the first and third brake units to open, and the switch solenoid valves of the second and fourth brake units to close, wherein a high-pressure gas enters the brake chambers of the first and third brake units, the front left wheel and the rear left wheel are subject to braking forces to generate anti-yaw torques, and the yaw stability of the heavy-duty vehicle is improved.

3. An anti-roll method based on the anti-rollover apparatus for heavy-duty vehicles with a pneumatic brake system according to claim 1, comprising the following steps: step B.1), when a brake is released while the heavy-duty vehicle is running, collecting, by the electronic control unit (ECU), pressure values p.sub.1, p.sub.2, p.sub.3, p.sub.4, and p.sub.5 of the first to fifth pressure sensors, and comparing p.sub.5 with p.sub.1, p.sub.2, p.sub.3, and p.sub.4, respectively; step B.1.1), if p.sub.5 is less than any one of p.sub.1, p.sub.2, p.sub.3, and p.sub.4, controlling, by the electronic control unit (ECU), the three-position two-way solenoid valve to operate, so as to enable the brake chambers of the first to fourth brake units to be communicated with the secondary air reservoir, and enable high-pressure gases in the brake chambers of the first to fourth brake units to enter the secondary air reservoir via the three-position two-way solenoid valve; and step B.1.2), if p.sub.1, p.sub.2, p.sub.3, and p.sub.4 are all greater than or equal tops, controlling, by the electronic control unit (ECU), the three-position two-way solenoid valve to operate, so as to enable the brake chambers of the first to fourth brake units to be communicated with the bleed nipple, and enable the high-pressure gases in the brake chambers of the first to fourth brake units to be discharged via the bleed nipple; step B.2), enabling θ.sub.1 and θ.sub.2 to be preset first and second roll angle thresholds, respectively, wherein θ.sub.1 is a negative value, and θ.sub.2=−θ.sub.1; and collecting, by the electronic control unit (ECU), a signal θ of the roll angle sensor, and comparing the signal with θ.sub.1 and θ.sub.2, respectively; step B.3.1), if θ is positive and has a value greater than θ.sub.2, step B.3.1.1), controlling, by the electronic control unit (ECU), the second switch valve to open and the first switch valve to close, wherein a high-pressure gas in the secondary air reservoir is sprayed out from the second air nozzle, and a vehicle roll angle is reduced; and step B.3.1.2), when θ is less than θ.sub.2, controlling, by the electronic control unit (ECU), the second switch valve to close to stop the air spraying; and step B.3.2), if θ is negative and has a value less than θ.sub.1, step B.3.2.1), controlling, by the electronic control unit (ECU), the first switch valve to open and the second switch valve to close, wherein the high-pressure gas in the secondary air reservoir is sprayed out from the first air nozzle, and the vehicle roll angle is reduced; and step B.3.2.2), when θ is greater than θ.sub.1, controlling, by the electronic control unit (ECU), the second switch valve to close to stop the air spraying.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a schematic principle diagram of an anti-rollover apparatus for heavy-duty vehicles with a pneumatic brake system of the present invention;

(2) FIG. 2 is a working principle diagram of an anti-yaw module of the present invention; and

(3) FIG. 3 is a working principle diagram of an anti-roll module of the present invention.

(4) In the drawings, 1 donates a brake chamber of a first brake unit; 2 denotes a first pressure sensor; 3 denotes a primary air reservoir; 4 denotes a switch solenoid valve of the first brake unit; 5 denotes a brake valve; 6 denotes a linear actuator; 7 denotes a secondary air reservoir; 8 denotes a bleed nipple; 9 denotes a three-position two-way solenoid valve; 10 denotes an electronic control unit (ECU); 11 denotes a switch solenoid valve of a second brake unit; 12 denotes a yaw velocity sensor; 13 donates a brake chamber of the second brake unit; 14 denotes a second pressure sensor; 15 denotes a second air nozzle; 16 donates a brake chamber of a fourth brake unit; 17 denotes a fourth pressure sensor; 18 denotes a vehicle roll angle sensor; 19 denotes a switch solenoid valve of the fourth brake unit; 20 denotes a fifth pressure sensor; 21 denotes a second switch valve; 22 denotes a first switch valve; 23 denotes a relay valve; 24 denotes a switch solenoid valve of a third brake unit; 25 denotes an air compressor; 26 donates a brake chamber of the third brake unit; 27 denotes a third pressure sensor; and 28 denotes a first air nozzle.

DETAILED DESCRIPTION OF THE INVENTION

(5) The technical solutions of the present invention will be further described in detail below with reference to the accompanying drawings.

(6) The present invention may be implemented in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the present invention to those skilled in the art. In the accompanying drawings, components are amplified for clarity.

(7) As shown in FIG. 1, the present invention discloses an anti-rollover apparatus for heavy-duty vehicles with a pneumatic brake system, including an anti-yaw module, an anti-roll module, an electronic control unit (ECU), a yaw velocity sensor, and a vehicle roll angle sensor.

(8) The anti-yaw module includes a primary air reservoir, a brake valve, a linear actuator, a relay valve, an air compressor, and first to fourth brake units.

(9) The first to fourth brake units are arranged at front left, front right, rear left, and rear right wheels of the heavy-duty vehicle, respectively, and each includes a switch solenoid valve and a brake chamber. The brake chamber is configured to brake a wheel at a location of the brake chamber.

(10) The brake chambers of the first and second brake units are connected to an output end of a lower cavity of the brake valve via pipes. The switch solenoid valves of the first and second brake units are arranged in pipes between the brake chambers of the first and second brake units and the output end of the lower cavity of the brake valve, respectively, and are configured to control connection and disconnection of the pipes between the brake chambers of the first and second brake units and the lower cavity of the brake valve.

(11) Input ends of an upper cavity and the lower cavity of the brake valve are both connected to an output end of the primary air reservoir via pipes, and an output end of the upper cavity of the brake valve is connected to an input end of the relay valve via a pipe.

(12) An output end of the relay valve is connected to the brake chambers of the third and fourth brake units via pipes, respectively. The switch solenoid valves of the third and fourth brake units are arranged in pipes between the brake chambers of the third and fourth brake units and the output end of the relay valve, respectively, and are configured to control connection and disconnection of the pipes between the brake chambers of the third and fourth brake units and the relay valve, respectively.

(13) An output shaft of the linear actuator abuts against a stem seat of the brake valve, and is configured to push the stem seat of the brake valve so as to open the brake valve when extended. When the output shaft of the linear actuator is retracted, the stem seat of the brake valve is reset and automatically closed under the effect of a return spring of the stem seat.

(14) An output end of the air compressor is connected to an input end of the primary air reservoir via a pipe, and is configured to compress air and then feed the compressed air to the primary air reservoir, so as to enable a pressure of the primary air reservoir to be equal to a preset working pressure threshold.

(15) The anti-roll module includes first to fifth pressure sensors, a secondary air reservoir, a three-position two-way solenoid valve, a bleed nipple, first to second switch valves, and first to second air nozzles.

(16) The first to fifth pressure sensors are arranged in the brake chambers of the first to fourth brake units and the secondary air reservoir, respectively, and are configured to sense pressure values at locations of the pressure sensors and transmit the pressure values to the electronic control unit (ECU).

(17) An input end of the secondary air reservoir is connected to one output end of the three-position two-way solenoid valve via a pipe, and an output end of the secondary air reservoir is connected to the first and second air nozzles via pipes, respectively. The first and second switch valves are arranged in pipes between the secondary air reservoir and the first and second air nozzles, respectively, and are configured to control connection and disconnection of the pipes between the secondary air reservoir and the first and second air nozzles, respectively.

(18) An input end of the three-position two-way solenoid valve is connected to the brake chambers of the first to fourth brake units via pipes, respectively, and the other output end of the three-position two-way solenoid valve is connected to the bleed nipple via a pipe.

(19) The first and second air nozzles are arranged in the middle of a frame on a located side of the first and second brake units of the heavy-duty vehicle, respectively, and are configured to spray air to the outer side of the heavy-duty vehicle. The bleed nipple is configured to discharge gases entering the bleed nipple into the air.

(20) The yaw velocity sensor is configured to detect a yaw velocity of a body of the heavy-duty vehicle and transmit the yaw velocity to the electronic control unit (ECU).

(21) The vehicle roll angle sensor is configured to detect the magnitude of a roll angle of the heavy-duty vehicle, and transmit the magnitude of the roll angle to the electronic control unit (ECU).

(22) The electronic control unit (ECU) is electrically connected to the first to fifth pressure sensors, the switch solenoid valves of the first to fourth brake units, the linear actuator, the three-position two-way solenoid valve, and the first to second switch valves, respectively, and is configured to control the switch solenoid valves of the first to fourth brake units, the linear actuator, the three-position two-way solenoid valve, and the first to second switch valves to operate according to sensing values of the first to fifth pressure sensors.

(23) As shown in FIG. 2, the present invention further discloses an anti-yaw method of the anti-rollover apparatus for heavy-duty vehicles with a pneumatic brake system, including the following steps:

(24) Step A.1), ω.sub.1, ω.sub.2, ω.sub.3, and ω.sub.4 are enabled to be preset first, second, third, and fourth yaw velocity thresholds, respectively, and ω.sub.1 and ω.sub.2 are enabled to be negative values. ω.sub.3=−ω.sub.2, ω.sub.4=−ω.sub.1, and ω.sub.4>ω.sub.3. A signal ω of the yaw velocity sensor is collected by the electronic control unit (ECU), and compared with ω.sub.1, cot, ω.sub.3, and ω.sub.4, respectively.

(25) Step A.2.1), if ω is positive and has a value greater than ω.sub.3 and less than ω.sub.4,

(26) Step A.2.1.1), the linear actuator is controlled by the electronic control unit (ECU) to push the brake valve; and

(27) Step A.2.1.2), the switch solenoid valve of the second brake unit is controlled by the electronic control unit (ECU) to open, and the switch solenoid valves of the first, third, and fourth brake units are controlled by the electronic control unit (ECU) to close. A high-pressure gas enters the brake chamber of the second brake unit, the front right wheel is subject to a braking force to generate an anti-yaw torque, and the yaw stability of the heavy-duty vehicle is improved.

(28) Step A.2.2), if ω is positive and has a value greater than ω.sub.4,

(29) Step A.2.2.1), the linear actuator is controlled by the electronic control unit (ECU) to push the brake valve; and

(30) Step A.2.2.2), the switch solenoid valves of the second and fourth brake units are controlled by the electronic control unit (ECU) to open, and the switch solenoid valves of the first and third brake units are controlled by the electronic control unit (ECU) to close. A high-pressure gas enters the brake chambers of the second and fourth brake units, the front right wheel and the rear right wheel are subject to braking forces to generate anti-yaw torques, and the yaw stability of the heavy-duty vehicle is improved.

(31) Step A.2.3), if ω is negative and has a value less than ω.sub.2 and greater than ω.sub.1,

(32) Step A.2.3.1), the linear actuator is controlled by the electronic control unit (ECU) to push the brake valve; and

(33) Step A.2.3.2), the switch solenoid valve of the first brake unit is controlled by the electronic control unit (ECU) to open, and the switch solenoid valves of the second, third, and fourth brake units are controlled by the electronic control unit (ECU) to close. A high-pressure gas enters the brake chamber of the first brake unit, the front left wheel is subject to a braking force to generate an anti-yaw torque, and the yaw stability of the heavy-duty vehicle is improved.

(34) Step A.2.4), if ω is negative and has a value less than ω.sub.1,

(35) Step A.2.4.1), the linear actuator is controlled by the electronic control unit (ECU) to push the brake valve; and

(36) Step A.2.4.2), the switch solenoid valves of the first and third brake units are controlled by the electronic control unit (ECU) to open, and the switch solenoid valves of the second and fourth brake units are controlled by the electronic control unit (ECU) to close. A high-pressure gas enters the brake chambers of the first and third brake units, the front left wheel and the rear left wheel are subject to braking forces to generate anti-yaw torques, and the yaw stability of the heavy-duty vehicle is improved.

(37) As shown in FIG. 3, the present invention further discloses an anti-roll method of the anti-rollover apparatus for heavy-duty vehicles with a pneumatic brake system, including the following steps:

(38) Step B.1), when a brake is released while the heavy-duty vehicle is running, pressure values p.sub.1, p.sub.2, p.sub.3, p.sub.4, and p.sub.5 of the first to fifth pressure sensors are collected by the electronic control unit (ECU), and p.sub.5 is compared with p.sub.1, p.sub.2, p.sub.3, and p.sub.4, respectively.

(39) Step B.1.1), if p.sub.5 is less than any one of p.sub.1, p.sub.2, p.sub.3, and p.sub.4, the three-position two-way solenoid valve is controlled by the electronic control unit (ECU) to operate, so as to enable the brake chambers of the first to fourth brake units to be communicated with the secondary air reservoir, and enable high-pressure gases in the brake chambers of the first to fourth brake units to enter the secondary air reservoir via the three-position two-way solenoid valve.

(40) Step B.1.2), if p.sub.1, p.sub.2, p.sub.3, and p.sub.4 are all greater than or equal tops, the three-position two-way solenoid valve is controlled by the electronic control unit (ECU) to operate, so as to enable the brake chambers of the first to fourth brake units to be communicated with the bleed nipple, and enable the high-pressure gases in the brake chambers of the first to fourth brake units to be discharged via the bleed nipple.

(41) Step B.2), θ.sub.1 and θ.sub.2 are enabled to be preset first and second roll angle thresholds, respectively. θ.sub.1 is a negative value, and θ.sub.2=−θ.sub.1. A signal θ of the roll angle sensor is collected by the electronic control unit (ECU) and compared with θ.sub.1 and θ.sub.2, respectively.

(42) Step B.3.1), if θ is positive and has a value greater than θ.sub.2,

(43) Step B.3.1.1), the second switch valve is controlled by the electronic control unit (ECU) to open and the first switch valve is controlled by the electronic control unit (ECU) to close. A high-pressure gas in the secondary air reservoir is sprayed out from the second air nozzle, and a vehicle roll angle is reduced.

(44) Step B.3.1.2), when θ is less than θ.sub.2, the second switch valve is controlled by the electronic control unit (ECU) to close to stop the air spraying.

(45) Step B.3.2), if θ is negative and has a value less than θ.sub.1,

(46) Step B.3.2.1), the first switch valve is controlled by the electronic control unit (ECU) to open and the second switch valve is controlled by the electronic control unit (ECU) to close. The high-pressure gas in the secondary air reservoir is sprayed out from the first air nozzle, and the vehicle roll angle is reduced.

(47) Step B.3.2.2), when θ is greater than θ.sub.1, the second switch valve is controlled by the electronic control unit (ECU) to close to stop the air spraying.

(48) Those skilled in the art can understand that, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those of ordinary skill in the art to which the present invention belongs, unless otherwise defined. It should also be understood that terms, such as those defined in general-purpose dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art, and will not be interpreted in an idealized or overly formal sense unless defined as herein.

(49) The specific implementations described above further describe the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only specific implementations of the present invention, and is not intended to limit the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.