CN110588609A

CN110588609A - Unmanned vehicle braking system and unmanned vehicle

Info

Publication number: CN110588609A
Application number: CN201910897731.3A
Authority: CN
Inventors: 朱早贝; 张磊; 吕金桐
Original assignee: Beijing Yikong Zhijia Technology Co Ltd
Current assignee: Beijing Yikong Zhijia Technology Co Ltd
Priority date: 2019-09-20
Filing date: 2019-09-20
Publication date: 2019-12-20
Anticipated expiration: 2039-09-20
Also published as: CN110588609B

Abstract

The embodiment of the invention discloses a brake system of an unmanned vehicle and the unmanned vehicle, comprising: the brake system comprises a first electromagnetic valve, a main controller, an EBS controller, an ADCU controller, a relay valve, an air cylinder and a first brake air chamber; the first electromagnetic valve is connected with the air cylinder through an air path, the first electromagnetic valve is electrically coupled with the ADCU controller and the relay valve respectively, and the relay valve is connected with the first brake air chamber through the air path; the ADCU controller is configured to control the first electromagnetic valve after receiving an EBS controller failure instruction sent by the main controller, so that the first electromagnetic valve communicates an air path between the air cylinder and the first brake air chamber through controlling the relay valve to supply air to the first brake air chamber, and the EBS controller failure instruction is generated when the main controller detects that the EBS controller is in an abnormal working state and/or the main controller receives the first failure instruction sent by the EBS controller. The embodiment of the invention improves the safety and stability of the brake system of the unmanned vehicle.

Description

Unmanned vehicle braking system and unmanned vehicle

Technical Field

The embodiment of the invention relates to the field of unmanned driving, in particular to a braking system of an unmanned vehicle and the unmanned vehicle.

Background

One of the core concerns of driverless vehicle driving technology is the safety performance of driverless vehicle braking systems. The current brake system of the unmanned vehicle generally adopts a pneumatic Control mode, and is based on an Electronic Brake System (EBS) controller, and forms a complete brake system integrating electric Control and pneumatic Control through an Automatic Driving Control Unit (ADCU) controller, an air pump, a brake signal sensor, a relay valve, an anti-lock brake system (ABS) electromagnetic valve, an air reservoir and the like. The safety of the brake system is improved by the unmanned vehicle brake system based on the EBS controller, and the brake system is a scheme commonly adopted by the existing unmanned vehicle brake system. On the basis, the cooperation mode of a spring energy storage device, an electronic parking brake device, a bistable valve unit and the like which can be operated pneumatically can be adopted, so that the current position of the brake device is also kept under the condition of power failure of the brake system of the unmanned vehicle, and the safety of the brake system of the unmanned vehicle is improved.

However, it has been found that at least the following problems exist in the prior art: although the safety allowance of the brake system of the unmanned vehicle can be increased to a certain extent by adding the protective valve devices such as the steady-state valve, the realization premise is that the EBS controller is in a normal working state, and if the EBS controller fails, the brake system of the unmanned vehicle cannot provide braking force for the brake system of the unmanned vehicle due to the fact that the brake system of the unmanned vehicle cannot normally run, so that the safety and the stability of the brake system of the unmanned vehicle are influenced. The above shows that the safety and stability of the brake system of the driverless vehicle need to be improved.

Disclosure of Invention

The embodiment of the invention provides a brake system of an unmanned vehicle and the unmanned vehicle, which are used for improving the safety and stability of the brake system of the unmanned vehicle.

In a first aspect, an embodiment of the present invention provides a brake system for an unmanned vehicle, including a first electromagnetic valve, a main controller, an EBS controller, an ADCU controller, a relay valve, an air reservoir, and a first brake chamber; the first electromagnetic valve is connected with the air cylinder through an air passage, the first electromagnetic valve is electrically coupled with the ADCU controller and the relay valve respectively, the main controller is in communication connection with the EBS controller and the ADCU controller respectively, and the relay valve is connected with the first brake air chamber through an air passage;

the ADCU controller is configured to control the first electromagnetic valve after receiving an EBS controller failure instruction sent by the main controller, so that the first electromagnetic valve communicates an air passage between the air cylinder and the first brake air chamber by controlling the relay valve to supply air to the first brake air chamber, and the EBS controller failure instruction is generated when the main controller detects that the EBS controller is in an abnormal working state and/or when the main controller receives a first fault instruction sent by the EBS controller.

Furthermore, the brake system of the unmanned vehicle also comprises an electric air supply device, an engine air supply device and an engine detection device; the electric air supply device is connected with the air storage cylinder through an air path, the electric air supply device is in communication connection with the ADCU controller, and the ADCU controller, the engine air supply device and the engine detection device are in two-two communication connection respectively;

the ADCU controller is configured as after receiving air feeder inefficacy instruction, generates main air feed instruction, and to electric air feeder sends main air feed instruction, so that electric air feeder is unmanned vehicle braking system air feed, air feeder inefficacy instruction include by first air feed abnormal order that engine detection device sent and/or by the second air feed abnormal order that engine air feeder sent, first air feed abnormal order does engine detection device detects engine air feeder is in abnormal working condition and generates, second air feed abnormal order does engine air feeder detects engine air feeder is in abnormal working condition and generates.

Further, the brake system of the unmanned vehicle also comprises an air pressure sensor; the air pressure sensor is in communication connection with the ADCU controller;

the ADCU controller is configured as after receiving the air feeder inefficacy instruction, generates main air feed instruction, and to the electric air feeder sends main air feed instruction, so that the electric air feeder supplies air for unmanned vehicle braking system, the air feeder inefficacy instruction include by first air pressure abnormal instruction that air pressure sensor sent, and, by first air feed abnormal instruction that engine detection device sent and/or by second air feed abnormal instruction that engine air feeder sent, first air pressure abnormal instruction does air pressure sensor detects unmanned vehicle braking system's atmospheric pressure value less than or equal to first air pressure threshold value generates, first air feed abnormal instruction does engine detection device detects engine air feeder is in abnormal working state and generates, second air feed abnormal instruction does engine working device detects engine air feeder is in abnormal working state And (4) generating.

Further, the ADCU controller is configured to generate an auxiliary air supply instruction after receiving a second air pressure abnormal instruction sent by the air pressure sensor, and to the electric air supply device sends the auxiliary air supply instruction, so that the electric air supply device assists the engine air supply device to supply air to the unmanned vehicle braking system, the second air pressure abnormal instruction is that the air pressure sensor detects the engine air supply device to after the unmanned vehicle braking system supplies air the air pressure value of the unmanned vehicle braking system is less than or equal to a second air pressure threshold value generated, and the second air pressure threshold value is greater than or equal to the first air pressure threshold value.

Further, the ADCU controller is configured to generate a main air supply instruction after receiving an air supply device failure instruction sent by the main controller, and to the electric air supply device sends the main air supply instruction, so that the electric air supply device supplies air for the unmanned vehicle brake system, the air supply device failure instruction is that the main controller generates according to the received first air supply abnormal instruction sent by the engine detection device and/or the second air supply abnormal instruction sent by the engine air supply device, the first air supply abnormal instruction is that the engine detection device detects that the engine air supply device is in an abnormal working state, and the second air supply abnormal instruction is that the engine air supply device detects that the engine air supply device is in an abnormal working state.

Further, the brake system of the unmanned vehicle also comprises a parking brake device, wherein the parking brake device comprises a second electromagnetic valve and a second brake air chamber; the second electromagnetic valve is respectively connected with the air cylinder and the second brake air chamber through air passages and is electrically coupled with the ADCU controller;

the ADCU controller is configured to communicate an air path between the air cylinder and the second brake air chamber by controlling the second electromagnetic valve after receiving a relay valve failure instruction sent by the main controller, so that the second brake air chamber exhausts air to control the unmanned parking brake mode, wherein the relay valve failure instruction is generated when the main controller detects that the relay valve is in an abnormal working state and/or the main controller receives a second fault instruction sent by the relay valve.

Furthermore, the number of the second electromagnetic valves is at least two;

the ADCU controller is configured to adjust the braking force of the unmanned vehicle entering a parking braking mode by controlling the working state of each second electromagnetic valve after receiving a relay valve failure instruction sent by the main controller, wherein the braking force is formed by communicating an air passage between the air cylinder and the second brake air chamber through each second electromagnetic valve so that the second brake air chamber is exhausted, and the relay valve failure instruction is generated when the main controller detects that the relay valve is in an abnormal working state and/or receives a second fault instruction sent by the relay valve.

Further, the brake system of the unmanned vehicle also comprises a first one-way valve and a second one-way valve; the electric air supply device comprises a motor and a first air pump; the engine air supply device comprises an engine and a second air pump; the motor is connected with the first air pump, and the first air pump is connected with the air cylinder through the first one-way valve; the engine is connected with the second air pump, the engine detection device is respectively in communication connection with the engine and the second air pump, and the second air pump is connected with the air reservoir through the second one-way valve.

Further, the abnormal working state of the air supply device of the engine comprises at least one of the flameout state of the engine, the fault state of the engine and the fault state of the second air pump;

the EBS controller is in an abnormal working state and comprises that the EBS controller is in a fault state and/or the EBS controller is in a CAN network disconnection state.

In a second aspect, embodiments of the present invention further provide an unmanned vehicle including an unmanned vehicle braking system according to the first aspect of embodiments of the present invention.

According to the embodiment of the invention, the first electromagnetic valve is additionally arranged, so that when the EBS controller fails and cannot meet the deceleration requirement of the unmanned vehicle, the air pressure supply of the first brake air chamber is ensured through the first electromagnetic valve, the deceleration requirement of the unmanned vehicle is met, and the safety and the stability of the brake system of the unmanned vehicle are further improved.

Drawings

FIG. 1 is a schematic diagram of a brake system for an unmanned vehicle of the prior art;

FIG. 2 is a schematic structural diagram of a brake system of an unmanned vehicle according to an embodiment of the present invention;

FIG. 3 is a flow chart of a method of braking an unmanned vehicle in an embodiment of the present invention;

FIG. 4 is a schematic illustration of another brake system for an unmanned vehicle according to an embodiment of the present invention;

FIG. 5 is a flow chart of another drone vehicle braking method in an embodiment of the present invention;

FIG. 6 is a flow chart of yet another method of braking an unmanned vehicle in an embodiment of the present invention;

FIG. 7 is a flow chart of yet another drone vehicle braking method in an embodiment of the present invention;

FIG. 8 is a flow chart of yet another method of braking an unmanned vehicle in an embodiment of the present invention;

FIG. 9 is a flow chart of yet another method of braking an unmanned vehicle in an embodiment of the present invention;

FIG. 10 is a flow chart of yet another method of braking an unmanned vehicle in an embodiment of the present invention;

FIG. 11 is a flow chart of yet another method of braking an unmanned vehicle in an embodiment of the present invention;

FIG. 12 is a schematic structural view of a brake system of yet another drone vehicle in an embodiment of the present invention;

FIG. 13 is a schematic illustration of a further drone vehicle braking system in an embodiment of the present invention;

FIG. 14 is a flow chart of yet another method of braking an unmanned vehicle in an embodiment of the present invention;

FIG. 15 is a flow chart of yet another method of braking an unmanned vehicle in an embodiment of the present invention;

FIG. 16 is a schematic structural diagram of yet another drone vehicle braking system in an embodiment of this invention;

FIG. 17 is a schematic structural diagram of yet another drone vehicle braking system in an embodiment of this invention;

fig. 18 is a schematic structural diagram of a brake system of a driverless vehicle according to still another embodiment of the invention.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and not restrictive thereof, and that various features described in the embodiments may be combined to form multiple alternatives. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

The brake system of the unmanned vehicle can specifically comprise an air path and a control path. The air circuit is used for providing air pressure required by execution, and the control circuit is used for controlling the brake actuator. The air path and the control path may be formed by specific components. Fig. 1 is a schematic structural diagram of a brake system of an unmanned vehicle in the prior art. As shown in fig. 1, the brake system of the conventional driverless vehicle may specifically include a main controller 1, an EBS controller 2, an ADCU controller 3, an engine air supply device 4, an air tank 5, a first brake chamber 6, a relay valve 7, an ABS solenoid valve 8, an air pressure sensor (not shown in fig. 1), and an engine detection device (not shown in fig. 1). The ADCU controller 3 may be communicatively connected to the main controller 1, the EBS controller 2, and the engine detection device, respectively. The relay valve 7 may be electrically coupled to the main controller 1 and the ADCU controller 3, respectively. The engine detection device may also be in communication with the main controller 1 and the engine air supply device 4, respectively. The ADCU controller 3 may not be communicatively connected to the engine detection device. The control path of the brake system of the unmanned vehicle can be formed by the communication connection and the electrical coupling among the parts. Furthermore, the engine air supply 4 may be connected to an air reservoir 5, the air reservoir 5 may also be connected to a relay valve 7, the first brake chamber 6 may be connected to an ABS solenoid valve 8, and the relay valve 7 may also be connected to an ABS solenoid valve. The connection among the above components can form the air path of the brake system of the unmanned vehicle. The above air reservoir 5, first brake chamber 6, relay valve 7 and ABS solenoid valve 8 may be understood to form a brake circuit. The main controller 1 may be a VCU (Vehicle Control Unit). The EBS controller 2 implements control of the brake system of the drone vehicle. When a driver steps on the pedal, the brake signal sensor can send collected pedal travel signals to the electronic control unit to identify vehicle braking requirements, meanwhile, wheel speed signals and friction plate abrasion state signals are obtained from the speed sensor and the abrasion sensor, the electronic control unit processes the received signals, calculates according to a corresponding control strategy, outputs a certain index pressure value, and realizes braking by controlling the relay valve, the ABS electromagnetic valve, the backup pressure valve, the bridge control regulator and the like. The ADCU controller 3 is a central processor and may comprise a plurality of heterogeneous processing units. The ADCU controller 3 may be used to evaluate and analyze data from different sensors.

The main controller 1 described above can be used to detect the operating state of the EBS controller 2 and the operating state of the relay valve 7. The ADCU controller 3 may send the deceleration command to the EBS controller 2, so that the EBS controller 2 may determine a braking force corresponding to the first brake chamber 6 according to the deceleration command, and may provide the corresponding braking force to the first brake chamber 6 by directly controlling the relay valve 7 and the ABS solenoid valve 8, so as to meet the deceleration requirement of the unmanned vehicle, that is, the EBS controller 2 may provide the braking force to the first brake chamber 6 by directly controlling the relay valve 7 and the ABS control valve 8, so as to meet the deceleration requirement of the unmanned vehicle. It will be appreciated that the EBS controller 2 may act as a brake-implementing controller. The engine air supply device 4 can supply air for the brake system of the unmanned vehicle and can also detect whether the unmanned vehicle is in a fault state. The air cylinder 5 can be used as an air storage device of the brake system of the unmanned vehicle, and particularly, the air cylinder 5 can be used for storing air compressed by the air pump. The first brake chamber 6, or first sub-pump 6, converts the pressure of the compressed air into mechanical force that rotates the brake cam shaft, thereby realizing the braking action. That is, the first brake air chamber 6 can convert the pressure of the compressed air into mechanical thrust to perform a braking function, which is an actuating element in the brake system of the unmanned vehicle. The first brake chamber 6 may be a band clamp diaphragm type brake chamber 6. If the first brake chamber 6 is a clamping diaphragm type brake chamber 6, when the unmanned vehicle brakes, air can enter the first brake chamber 6 from an air inlet of the first brake chamber 6, the diaphragm is deformed under the action of air pressure, the push rod is pushed, the brake adjusting arm is driven, the brake cam is rotated, and the brake shoe friction plate is pressed to the brake drum to brake. The relay valve 7 can be used as a key component for connecting the ABS solenoid valve 8 and the first brake chamber 6, and can also detect whether itself is in a failure state. The air pressure sensor can detect the air pressure value of the brake system of the unmanned vehicle in real time. The engine detection device can detect the working state of the engine air supply device in real time. The working state may include a normal working state and an abnormal working state.

During the running process of the unmanned vehicle, if the EBS controller 2 is in a normal working state, the EBS controller 2 may receive a deceleration command sent by the ADCU controller 3, determine a braking force corresponding to the first brake chamber 6 according to the deceleration command, and may directly control the relay valve 7 and the ABS solenoid valve 8 to provide the corresponding braking force for the first brake chamber 6, so as to meet the deceleration requirement of the unmanned vehicle. Since the EBS controller 2 can be used as a brake controller, if the EBS controller 2 is in an abnormal operating state, the deceleration requirement of the unmanned vehicle cannot be met, and a serious accident may be caused, which may result in an immeasurable loss. This will affect the safety and stability of the brake system of the drone vehicle. Similarly, the above-mentioned EBS controller 2 being in an abnormal operating state may be understood as the EBS controller 2 failing. It is also understood that failure of the EBS controller 2 will affect the safety and stability of the brake system of the drone vehicle. Note that the main controller 1 may detect the operating state of the EBS controller 2. Furthermore, the EBS controller 2 may also send a first failure instruction to the main controller 1, where the first failure instruction may be generated when the EBS controller 2 detects that the EBS controller 2 is in an abnormal operating state, and may be used to indicate that the EBS controller 2 is in a failure state.

Based on the above, it can be understood that if there is a failure of the EBS controller 2, the safety and stability of the brake system of the driverless vehicle will be affected. Accordingly, in order to improve the safety and stability of the brake system of the unmanned vehicle, how to deal with the failure of the EBS controller 2 described above may be considered, and the following description will be made by way of example, specifically:

fig. 2 is a schematic structural diagram of a braking system of an unmanned vehicle according to an embodiment of the present invention, and this embodiment is applicable to a situation of improving safety and stability of the braking system of the unmanned vehicle. As shown in fig. 2, the brake system of the unmanned vehicle may specifically be as shown in fig. 1, wherein the brake system of the unmanned vehicle in the prior art comprises a main controller 1, an EBS controller 2, an ADCU controller 3, an engine air supply device 4, an air reservoir 5, a first brake air chamber 6, a relay valve 7, an ABS solenoid valve 8, an air pressure sensor (not shown in fig. 2) and an engine detection device (not shown in fig. 2). The method specifically can also comprise the following steps: the electric air feeder 10 and the first solenoid valve 9 will be explained below in terms of their structures and functions.

The first solenoid valve 9 can be connected with the air cylinder 5 through an air path, the first solenoid valve 9 can be electrically coupled with the ADCU controller 3 and the relay valve 7 respectively, the main controller 1 can be in communication connection with the EBS controller 2 and the ADCU controller 3 respectively, and the relay valve 7 can be connected with the first brake air chamber 6 through an air path.

The ADCU controller 3 may be configured to control the first solenoid valve 9 after receiving the EBS controller failure instruction sent by the main controller 1, so that the first solenoid valve 9 communicates the air path between the air reservoir 5 and the first brake air chamber 6 by controlling the relay valve 7 to provide the air pressure to the first brake air chamber 6, and the EBS controller failure instruction is generated when the main controller 1 detects that the EBS controller 2 is in an abnormal operating state and/or when the main controller 1 receives the first failure instruction sent by the EBS controller 2.

In the embodiment of the invention, on the basis of the brake system of the unmanned vehicle provided by the traditional technology, in order to improve the safety and the reliability of the brake system of the unmanned vehicle, the first electromagnetic valve 9 can be additionally arranged. The first solenoid valve 9 may be connected to the air reservoir 5 through an air path, the first solenoid valve 9 may be electrically coupled to the ADCU controller 3 and the relay valve 7, respectively, and the main controller 1 is in communication connection with the EBS controller 2 and the ADCU controller 3, respectively. I.e. in terms of pneumatic connections, the first solenoid valve 9 may be connected to the air reservoir 5. From the control circuit, a first solenoid valve 9 may be electrically coupled to the ADCU controller 3 and the relay valve 7, respectively. The main controller 1 is communicatively connected to the EBS controller 2 and the ADCU controller 3, respectively. The first electromagnetic valve 9 can increase an air path for the brake system of the unmanned vehicle, and meanwhile, a control strategy is arranged on a control path to increase the safety allowance of the brake system of the unmanned vehicle, so that the safety and the reliability of the brake system of the unmanned vehicle are improved. The concrete implementation is as follows:

the ADCU controller 3 may be configured to control the first solenoid valve 9 upon receiving an EBS controller failure instruction sent by the main controller 1, so that the first solenoid valve 9 communicates the air passage between the air reservoir 5 and the first brake chamber 6 by controlling the relay valve 7 to supply air pressure to the first brake chamber 6. The EBS controller failure instruction may be generated when the main controller 1 detects that the EBS controller 2 is in an abnormal operating state, and/or when the main controller 1 receives a first failure instruction sent by the EBS controller 2. Wherein, the first failure instruction sent by the EBS controller 2 to the main controller 1 may be used to indicate that the EBS controller 2 is in a failure state. That is, if the EBS controller 2 fails, the EBS controller 2 itself may send a first failure instruction to the main controller 1. The above-mentioned EBS controller 2 being in the abnormal operating state may include the EBS controller 2 being in a fault state, and based on this, it can be stated that if the EBS controller 2 is in the fault state, the fault state may be detected by the EBS controller 2 itself or the main controller 1. Accordingly, if the fault condition is detected by the EBS controller 2 itself, a first fault instruction may be generated by the EBS controller 2 and sent to the main controller 1. If this first failure instruction is detected by the main controller 1, it may be generated by the main controller 1. The EBS controller failure instruction may be used as an instruction to determine that the EBS controller 2 is failed.

As shown in fig. 3, a flow chart of an unmanned vehicle braking method that may be performed by an unmanned vehicle braking system is presented. The method specifically comprises the following steps: and step 110, if the main controller detects that the EBS controller is in an abnormal working state and/or the main controller receives a first fault instruction sent by the EBS controller, generating an EBS controller failure instruction, where the first fault instruction is generated when the EBS controller detects that the EBS controller is in the abnormal working state. Step 120, the master controller sends an EBS controller failure command to the ADCU controller. And step 130, the ADCU controller controls the first electromagnetic valve according to the failure instruction of the EBS controller, so that the first electromagnetic valve communicates the air passage between the air cylinder and the first brake air chamber by controlling the relay valve, and air pressure is provided for the first brake air chamber.

The generation process of the EBS controller failure instruction can be understood as follows: if the main controller 1 detects that the EBS controller 2 is in an abnormal operating state, an EBS controller failure instruction may be generated. Alternatively, if the EBS controller 2 itself detects that it is in a failure state, a first failure instruction may be generated and sent to the main controller 1, and the main controller 1 generates an EBS controller failure instruction according to the first failure instruction sent by the EBS controller 2. Alternatively, if the main controller 1 detects that the EBS controller 2 is in an abnormal operating state and receives a first failure instruction generated when the EBS controller 2 itself detects that it is in a failure state, an EBS controller failure instruction is generated.

Based on the above, the main controller 1 may send the EBS controller failure instruction to the ADCU controller 3, so that the ADCU controller 3 may control the first solenoid valve 9 according to the EBS controller failure instruction, so that the first solenoid valve 9 may communicate the air path between the air reservoir 5 and the first brake air chamber 6 by controlling the relay valve 7, and provide the air pressure to the first brake air chamber 6.

Note that the EBS controller 2 may transmit the first failure command generated by detecting that it is in a failure state to the main controller 1, or may transmit the first failure command to the ADCU controller 3. If the EBS controller 2 sends a first failure command generated by detecting that the EBS controller is in a failure state to the ADCU controller 3 and the main controller 1 does not detect that the EBS controller 2 is in an abnormal operating state, the ADCU controller 3 may generate an EBS controller failure command according to the received first failure command sent by the EBS controller 2. If the EBS controller 2 sends a first failure command generated by detecting that it is in a failure state to the ADCU controller 3 and the master controller 1 is not used to detect the operating state of the EBS controller 2, the ADCU controller 3 may generate an EBS controller failure command according to the received first failure command sent by the EBS controller 2. If the EBS controller 2 sends a first failure instruction generated by detecting that the EBS controller is in a failure state to the ADCU controller 3 and the main controller 1 detects that the EBS controller 2 is in an abnormal operating state, the main controller 1 may generate an EBS controller failure instruction and send the EBS controller 3, and the ADCU controller 3 may generate an EBS controller failure instruction according to the received first failure instruction sent by the EBS controller 2, that is, the EBS controller failure instruction received by the ADCU controller 3 may include an EBS controller failure instruction generated by itself and an EBS controller failure instruction generated by the main controller 1.

The aforesaid is through the first solenoid valve 9 that sets up between gas receiver 5 and relay valve 7, can be when EBS controller 2 became invalid and can't satisfy unmanned vehicle's speed reduction demand, realize providing atmospheric pressure for first brake chamber 6 by the first solenoid valve 9 of ADCU controller 3 direct control, the atmospheric pressure supply of first brake chamber 6 has been guaranteed, and then the validity of unmanned vehicle's braking system has been guaranteed, unmanned vehicle's speed reduction demand has been satisfied, thereby unmanned vehicle braking system's security and stability have been improved.

According to the technical scheme, the first electromagnetic valve is additionally arranged, so that when the EBS controller fails and cannot meet the deceleration requirement of the unmanned vehicle, air pressure supply of the first brake air chamber is guaranteed through the first electromagnetic valve, the deceleration requirement of the unmanned vehicle is met, and the safety and the stability of the braking system of the unmanned vehicle are improved.

Optionally, as shown in fig. 4, on the basis of the above technical solution, the braking system of the unmanned vehicle may further specifically include an electric air supply device 10, an engine air supply device 4, and an engine detection device (not shown in fig. 4). The electric air supply device 10 can be connected with the air storage cylinder 5 through an air path, the electric air supply device 10 is in communication connection with the ADCU controller 3, and the ADCU controller 3, the engine air supply device 4 and the engine detection device are in two-two communication connection respectively.

The ADCU controller 3 may be configured to generate a main air supply instruction after receiving the air supply device failure instruction, and send the main air supply instruction to the electric air supply device 10 so that the electric air supply device 10 supplies air to the brake system of the unmanned vehicle, the air supply device failure instruction may include a first air supply abnormality instruction sent by the engine detection device and/or a second air supply abnormality instruction sent by the engine air supply device 4, the first air supply abnormality instruction may be generated when the engine detection device detects that the engine air supply device 4 is in an abnormal operation state, and the second air supply abnormality instruction may be generated when the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal operation state.

In the embodiment of the invention, if the engine detection device detects that the engine air supply device 4 is in a normal working state during the running process of the unmanned vehicle, the engine air supply device 4 can supply air for the brake system of the unmanned vehicle. If the engine detection device detects that the engine air supply device 4 is in an abnormal working state, and/or the engine air supply device 4 itself detects that the engine air supply device 4 is in an abnormal working state, it can be said that the engine air supply device 4 cannot supply air to the brake system of the unmanned vehicle. When the brake system of the pilotless vehicle needs the air supply device 4 of the engine to supply air for the brake system, but the air supply device 4 of the engine cannot supply air for the brake system of the pilotless vehicle, the safety and the stability of the brake system of the pilotless vehicle are affected. The above-described abnormal operation state of the engine air supply device 4 may be understood as a failure of the engine air supply device 4. It will also be appreciated that failure of the engine air supply 4 will affect the safety and stability of the brake system of the drone vehicle. The determination of whether the engine air supply 4 needs to supply air to the brake system of the driverless vehicle may be made by: the air pressure sensor can detect the air pressure of the brake system of the unmanned vehicle in real time. If the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than the first air pressure threshold value, it can be shown that the air pressure of the brake system of the unmanned vehicle does not meet the requirement, and the air supply device 4 of the transmitter is required to supply air for the brake system of the unmanned vehicle.

Based on the above, it can be appreciated that if there is a failure of the engine air supply 4, the safety and stability of the brake system of the driverless vehicle will be affected. Accordingly, in order to improve the safety and stability of the brake system of the unmanned vehicle, how to deal with the failure of the engine air supply device 4 described above can be considered, and the following description will be made by way of example, specifically:

as shown in fig. 4, a schematic diagram of another brake system of the unmanned vehicle is provided. In order to further improve the safety and stability of the brake system of the unmanned vehicle, an electric air supply device 10 may be additionally provided. The electric air supply device 10 can be connected with the air reservoir 5 through an air path, and the electric air supply device 10 can be in communication connection with the ADCU controller 3, that is, the electric air supply device 10 can be connected with the air reservoir 5 from the air path. From the control road, the electric gas supply 10 may be in communication with the ADCU controller 3. Furthermore, the ADCU controller 3 may be in two-to-two communication connection with the engine air supply device 4 and the engine detection device, respectively. That is, the ADCU controller 3 may be communicatively coupled to the engine air supply 4, the ADCU controller 3 may be communicatively coupled to the engine detection device, and the engine air supply 4 may be communicatively coupled to the engine detection device. The electric air supply device 10 can add an air source to the brake system of the unmanned vehicle, and meanwhile, a control strategy is arranged on the control path to increase the safety allowance of the brake system of the unmanned vehicle, so that the safety and the reliability of the brake system of the unmanned vehicle are improved. The concrete implementation is as follows:

the ADCU controller 3 may be configured to generate a main air supply instruction and send the main air supply instruction to the electric air supply device 10 after receiving the air supply device failure instruction, so that the electric air supply device 10 supplies air to the brake system of the unmanned vehicle, and the air supply device failure instruction may include a first air supply abnormality instruction sent by the engine detection device and/or a second air supply abnormality instruction sent by the engine air supply device 4, and the first air supply abnormality instruction may be generated when the engine detection device detects that the engine air supply device 4 is in an abnormal operation state, and the second air supply abnormality instruction may be generated when the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal operation state. The first air supply abnormality instruction sent from the engine detection means to the ADCU controller 3 may be used as an instruction that the engine air supply means 4 is in an abnormal operation state. The second air supply abnormality instruction sent from the engine air supply device 4 to the ADCU controller 3 may also be used as an instruction that the engine air supply device 4 is in an abnormal operating state. That is, if the engine air supply device 4 malfunctions, the engine air supply device 4 itself may send a second air supply abnormality instruction to the ADCU controller 3. The above-described abnormal operation state of the engine air supply device 4 may include a failure state of the engine air supply device 4, and based on this, it can be stated that if the engine air supply device 4 is in the failure state, the failure state may be detected by the engine air supply device 4 itself or by the engine detection device. Accordingly, if the fault condition is detected by the engine air supply device 4 itself, a second air supply abnormality instruction may be generated by the engine air supply device 4 and sent to the ADCU controller 3. If the fault condition is detected by the engine detection means, a first air supply abnormality command may be generated by the engine detection means and sent to the ADCU controller 3. The main air supply command may be used as a command to determine that air needs to be supplied by the electric air-supply device 10 to the brake system of the unmanned vehicle.

As shown in fig. 5, a flow chart of another drone vehicle braking method that may be performed by a drone vehicle braking system is presented. The method specifically comprises the following steps: and step 210, when the engine detection device detects that the air supply device of the engine is in an abnormal working state, generating a first air supply abnormal instruction, and sending the first air supply abnormal instruction to the main controller as an air supply device failure instruction, and/or when the engine air supply device detects that the air supply device of the engine is in an abnormal working state, generating a second air supply abnormal instruction, and sending the second air supply abnormal instruction to the ADCU controller as an air supply device failure instruction. And step 220, the ADCU controller generates a main air supply instruction according to the air supply device failure instruction, and sends the main air supply instruction to the electric air supply device, so that the electric air supply device supplies air for the brake system of the unmanned vehicle.

The generation process of the main air supply command can be understood as follows: if the engine detection device detects that the engine air supply device 4 is in an abnormal working state, a first air supply abnormal instruction can be generated, the first air supply abnormal instruction can be used as an air supply device failure instruction, the air supply device failure instruction can be sent to the ADCU controller 3, and the ADCU controller 3 can generate a main air supply instruction according to the air supply device failure instruction. Alternatively, if the engine air supply device 4 itself detects that it is in an abnormal operating state, a second air supply abnormality instruction may be generated, the second air supply abnormality instruction may be used as an air supply device failure instruction, and the air supply device failure instruction may be sent to the ADCU controller 3, and the ADCU controller 3 may generate a main air supply instruction according to the air supply device failure instruction. Alternatively, if the engine detection means detects that the engine air supply device 4 is in an abnormal operating state, a first air supply abnormality command may be generated and sent to the ADCU controller 3 as an air supply device failure command, and if the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal operating state, a second air supply abnormality command may be generated and sent to the ADCU controller 3 as an air supply device failure command. The ADCU controller 3 may generate a main air supply instruction according to the air supply failure instruction. It is to be understood that the air supply device failure instruction described herein includes a first air supply abnormality instruction and a second air supply abnormality instruction.

Based on the above, the main air supply command generated by the ADCU controller 3 may be sent to the electric air supply device 10 to control the opening of the electric air supply device 10, so that the electric air supply device 10 may supply air to the brake system of the unmanned vehicle.

The electric air supply device 10 is added on the basis of the engine air supply device 4, so that air can be supplied to the brake system of the unmanned vehicle through the electric air supply device 10 when the engine air supply device 4 cannot supply air to the brake system of the unmanned vehicle, the safety allowance of the brake system of the unmanned vehicle is increased, and the safety and the stability of the brake system of the unmanned vehicle are further improved. It will be appreciated that since the engine air supply 4 cannot supply air to the drone vehicle brake system, in this case the drone vehicle brake system will be supplied air entirely from the electric air supply 10. In other words, in this case, it may be understood that electric air supply device 10 supplies air for the drone vehicle brake system instead of engine air supply device 4 supplying air for the drone vehicle brake system.

Alternatively, as shown in fig. 6, based on the above technical solution, the ADCU controller 3 may be configured to generate a main air supply instruction after receiving the air supply device failure instruction 0 sent by the main controller 1, and send the main air supply instruction to the electric air supply device 10 to make the electric air supply device 10 supply air to the brake system of the unmanned vehicle, the air supply device failure instruction may be generated by the main controller 1 according to a received first air supply abnormal instruction sent by the engine detection device and/or a second air supply abnormal instruction sent by the engine air supply device 4, the first air supply abnormal instruction may be generated by the engine detection device detecting that the engine air supply device 4 is in an abnormal operating state, and the second air supply abnormal instruction may be generated by the engine air supply device 4 detecting that the engine air supply device 4 is in an abnormal operating state.

In an embodiment of the present invention, the air feeder failure instruction may also be generated by the main controller 1. That is, if the engine detection means detects that the engine air supply device 4 is in an abnormal operation state, a first air supply abnormality instruction may be generated and sent to the main controller 1. The main controller 1 may generate an air supply device failure instruction according to the first air supply abnormality instruction. Alternatively, if the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal operating state, a second air supply abnormality instruction may be generated and sent to the main controller 1. The main controller 1 may generate an air supply device failure instruction according to the second air supply abnormality instruction. Alternatively, if the engine detection means detects that the engine air supply device 4 is in an abnormal operation state, a first air supply abnormality instruction may be generated and sent to the main controller 1. If the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal operation state, a second air supply abnormal instruction may be generated and sent to the main controller 1. The main controller 1 may generate an air supply device failure instruction according to the first air supply abnormality instruction and the second air supply abnormality instruction. Based on this, as shown in fig. 6, a flow chart of yet another brake method of the unmanned vehicle is given. The drone vehicle braking method may be performed by a drone vehicle braking system. The method specifically comprises the following steps: and 310, generating a first air supply abnormal instruction and sending the first air supply abnormal instruction to the main controller when the engine detection device detects that the engine air supply device is in an abnormal working state, and/or generating a second air supply abnormal instruction and sending the second air supply abnormal instruction to the main controller when the engine air supply device detects that the engine air supply device is in an abnormal working state. And step 330, the main controller generates a gas supply device failure instruction according to the first gas supply abnormal instruction and/or the second gas supply abnormal instruction, and sends the gas supply device failure instruction to the ADCU controller. And 340, generating a main air supply instruction by the ADCU controller according to the failure instruction of the air supply device, and sending the main air supply instruction to the electric air supply device so that the electric air supply device supplies air for the brake system of the unmanned vehicle.

Optionally, on the basis of the above technical solution, the brake system of the unmanned vehicle may further include an air pressure sensor. The barometric pressure sensor may be communicatively connected to the ADCU controller 3.

The ADCU controller 3 may be configured to generate a main air supply command upon receiving the air supply device failure command, and send the main air supply command to the electric air supply device 10, so that the electric air supply device 10 supplies air to the brake system of the unmanned vehicle, the air supply device failure instruction may include a first air pressure abnormality instruction sent by the air pressure sensor, and a first air supply abnormal instruction sent by the engine detection device and/or a second air supply abnormal instruction sent by the engine air supply device 4, wherein the first air supply abnormal instruction can be generated when the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to a first air pressure threshold value, the first air supply abnormal instruction can be generated when the engine detection device detects that the engine air supply device 4 is in an abnormal working state, and the second air supply abnormal instruction can be generated when the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal working state.

In an embodiment of the invention, the air pressure sensor may be communicatively connected to the ADCU controller 3. The air pressure sensor can detect the air pressure value of the brake system of the unmanned vehicle in real time. The ADCU controller 3 may be configured to generate a main air supply command upon receiving the air supply device failure command, and send the main air supply command to the electric air supply device 10, so that the electric air supply device 10 supplies air to the brake system of the unmanned vehicle, the air supply device failure instruction may include a first air pressure abnormality instruction sent by the air pressure sensor, and a first air supply abnormal instruction sent by the engine detection device and/or a second air supply abnormal instruction sent by the engine air supply device 4, wherein the first air supply abnormal instruction can be generated when the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to a first air pressure threshold value, the first air supply abnormal instruction can be generated when the engine detection device detects that the engine air supply device 4 is in an abnormal working state, and the second air supply abnormal instruction can be generated when the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal working state. Wherein the first air pressure threshold may be used as a basis for determining whether air needs to be supplied to the brake system of the drone vehicle. The specific value of the first air pressure threshold may be set according to actual conditions, and is not limited specifically herein. The first barometric pressure anomaly command may be used as a command to supply air to a brake system of the drone vehicle. The first air supply abnormality instruction sent from the engine detection means to the ADCU controller 3 may be used as an instruction that the engine air supply means 4 is in an abnormal operation state. The second air supply abnormality instruction sent from the engine air supply device 4 to the ADCU controller 3 may also be used as an instruction that the engine air supply device 4 is in an abnormal state. That is, if the engine air supply device 4 malfunctions, the engine air supply device 4 itself may send a second air supply abnormality instruction to the ADCU controller 3. The above-described abnormal operation state of the engine air supply device 4 may include a failure state of the engine air supply device 4, and based on this, it can be stated that if the engine air supply device 4 is in the failure state, the failure state may be detected by the engine air supply device 4 itself or by the engine detection device. Accordingly, if the fault condition is detected by the engine air supply device 4 itself, a second air supply abnormality instruction may be generated by the engine air supply device 4 and sent to the ADCU controller 3. If the fault condition is detected by the engine detection means, a second air supply abnormality command may be generated by the engine detection means and sent to the ADCU controller 3. The main air supply command may be used as a command to determine that air needs to be supplied by the electric air-supply device 10 to the brake system of the unmanned vehicle.

As shown in fig. 7, a flow chart of yet another drone vehicle braking method that may be performed by a drone vehicle braking system is presented. The method specifically comprises the following steps: and step 410, if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to a first air pressure threshold value, generating a first air pressure abnormal instruction, and sending the first air pressure abnormal instruction to the ADCU controller. And step 420, when the engine detection device detects that the air supply device of the engine is in an abnormal working state, generating a first air supply abnormal instruction and sending the first air supply abnormal instruction to the ADCU controller, and/or when the air supply device of the engine detects that the air supply device of the engine is in an abnormal working state, generating a second air supply abnormal instruction and sending the second air supply abnormal instruction to the ADCU controller. And 430, generating a main air supply instruction by the ADCU controller according to the air supply device failure instruction, and sending the main air supply instruction to the electric air supply device so that the electric air supply device supplies air for the unmanned vehicle brake system, wherein the air supply device failure instruction comprises a first air pressure abnormal instruction and an air supply abnormal instruction, and the air supply abnormal instruction comprises a first air supply abnormal instruction and/or a second air supply abnormal instruction.

The generation process of the main air supply command can be understood as follows: if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to a first air pressure threshold value, a first air pressure abnormal instruction can be sent to the ADCU controller 3, and if the engine detection device detects that the engine air supply device 4 is in an abnormal working state, a first air supply abnormal instruction can be sent to the ADCU controller 3, the ADCU controller 3 can generate a main air supply instruction according to an air supply device failure instruction, and the air supply device failure instruction comprises the first air pressure abnormal instruction and the first air supply abnormal instruction. Alternatively, if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is less than or equal to the first air pressure threshold value, a first air pressure abnormal instruction may be sent to the ADCU controller 3, and if the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal operating state, a second air supply abnormal instruction may be sent to the ADCU controller 3, and the ADCU controller 3 may generate a main air supply instruction according to the air supply device failure instruction, where the main air supply instruction includes the first air pressure abnormal instruction and the second air supply abnormal instruction. Or, if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is less than or equal to a first air pressure threshold value, a first air pressure abnormal instruction can be sent to the ADCU controller 3, if the engine detection device detects that the engine air supply device 4 is in an abnormal working state, the first air supply abnormal instruction can be sent to the ADCU controller 3, if the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal working state, a second air supply instruction can be sent to the ADCU controller 3, the ADCU controller 3 can generate a main air supply instruction according to the air supply device failure instruction, the air supply device failure instruction comprises the first air pressure abnormal instruction and the air supply abnormal instruction, and the air supply abnormal instruction comprises the first air supply abnormal instruction and the second air supply abnormal instruction.

Further, the air feeder failure instruction may also be generated by the main controller 1. That is, if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is less than or equal to the first air pressure threshold value, the first air pressure abnormal instruction can be generated and sent to the main controller 1, and if the engine detection device detects that the engine air supply device 4 is in an abnormal working state, the first air supply abnormal instruction can be generated and sent to the main controller 1. The main controller 1 may generate an air supply device failure instruction according to the first air pressure abnormality instruction and the first air supply abnormality instruction. Or, namely, if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is less than or equal to the first air pressure threshold value, the first air pressure abnormal instruction can be generated and sent to the main controller 1, and if the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal working state, the second air supply abnormal instruction can be generated and sent to the main controller 1. The main controller 1 may generate an air supply device failure instruction according to the first air pressure abnormality instruction and the second air supply abnormality instruction. Or, if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is less than or equal to the first air pressure threshold value, a first air pressure abnormal instruction can be generated and sent to the main controller 1, and if the engine detection device detects that the engine air supply device 4 is in an abnormal working state, a first air supply abnormal instruction can be generated and sent to the main controller 1. If the engine air supply device 4 detects that the engine air supply device 4 is in an abnormal operation state, a second air supply abnormal instruction may be generated and sent to the main controller 1. The main controller 1 may generate a gas supply device failure instruction according to the first gas pressure abnormality instruction and the gas supply abnormality instruction, and the gas supply device failure instruction may include the first gas supply abnormality instruction and the second gas supply abnormality instruction. Based on this, as shown in fig. 8, a flowchart of yet another brake method for the unmanned vehicle is given. The drone vehicle braking method may be performed by a drone vehicle braking system. The method specifically comprises the following steps: and step 510, when the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to a first air pressure threshold value, generating a first air pressure abnormal instruction, and sending the first air pressure abnormal instruction to the main controller. And 520, generating a first air supply abnormal instruction and sending the first air supply abnormal instruction to the main controller when the engine detection device detects that the engine air supply device is in an abnormal working state, and/or generating a second air supply abnormal instruction and sending the second air supply abnormal instruction to the main controller when the engine air supply device detects that the engine air supply device is in an abnormal working state. And step 530, the main controller generates a gas supply device failure instruction according to the first gas pressure abnormal instruction and the gas supply abnormal instruction, and sends the gas supply device failure instruction to the ADCU controller, wherein the gas supply abnormal instruction comprises the first gas supply abnormal instruction and/or the second gas supply abnormal instruction. And 540, generating a main air supply instruction by the ADCU controller according to the air supply device failure instruction, and sending the main air supply instruction to the electric air supply device so that the electric air supply device supplies air for the brake system of the unmanned vehicle.

Optionally, on the basis of the foregoing technical solution, the ADCU controller 3 may be configured to generate an auxiliary air supply instruction after receiving a second air pressure abnormal instruction sent by the air pressure sensor, and send the auxiliary air supply instruction to the electric air supply device 10, so that the electric air supply device 10 assists the engine air supply working device 4 to supply air to the unmanned vehicle brake system, where the second air pressure abnormal instruction is generated when the air pressure sensor detects that an air pressure value of the unmanned vehicle brake system after the engine air supply device 4 supplies air to the unmanned vehicle brake system is equal to or less than a second air pressure threshold, and the second air pressure threshold may be equal to or greater than the first air pressure threshold.

In the embodiment of the present invention, the electric air supply device 10 may supply air to the brake system of the unmanned vehicle instead of the engine air supply device 4 in the case where the engine air supply device 4 fails, and may assist the engine air supply device 4 to supply air to the brake system of the unmanned vehicle in the case where the engine air supply device 4 does not fail, that is, in the normal operating state of the engine air supply device 4, specifically:

the ADCU controller 3 may be configured to generate an auxiliary air supply instruction and send the auxiliary air supply instruction to the electric air supply device 10 after receiving the second air pressure abnormality instruction sent by the air pressure sensor, so that the electric air supply device 10 assists the engine air supply working device 4 to supply air to the unmanned vehicle brake system, and the second air pressure abnormality instruction may be generated such that an air pressure value of the unmanned vehicle brake system after the air pressure sensor detects that the engine air supply device 4 supplies air to the unmanned vehicle brake system is equal to or less than a second air pressure threshold value, and the second air pressure threshold value may be equal to or greater than the first air pressure threshold value. Wherein the second air pressure threshold may be used as a basis for determining whether the electric air supply 10 is needed to assist the engine air supply 4 in supplying air to the brake system of the drone vehicle. The second air pressure threshold may be greater than or equal to the first air pressure threshold. The specific value of the second air pressure threshold may be set according to actual conditions, and is not limited specifically herein. Illustratively, the second air pressure threshold is 10KPa and the first air pressure threshold is 8 KPa. The assist gas supply command may be used as a command to determine that the electric gas supply 10 is needed to assist the engine gas supply 4 in supplying gas to the brake system of the drone vehicle.

As shown in fig. 9, a flow chart of yet another drone vehicle braking method that may be performed by a drone vehicle braking system is presented. The method specifically comprises the following steps: and step 610, when the air pressure sensor detects that the air pressure value of the unmanned vehicle brake system after the air supply device of the engine supplies air to the unmanned vehicle brake system is smaller than or equal to a second air pressure threshold value, generating a second air pressure abnormity instruction, and sending the second air pressure abnormity instruction to the ADCU controller. And step 620, the ADCU controller generates an auxiliary air supply instruction according to the second air pressure abnormal instruction, and sends the auxiliary air supply instruction to the electric air supply device, so that the electric air supply device assists the engine air supply device to supply air for the brake system of the unmanned vehicle.

The generation process of the auxiliary air supply command can be understood as follows: if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to a first air pressure threshold value, a first air pressure abnormal instruction and a detection instruction can be generated, and the first air pressure abnormal instruction and the detection instruction are sent to the ADCU controller 3 and sent to the engine detection device, if the engine detection device detects that the engine air supply device 4 is in a normal working state, a first air supply normal instruction can be sent to the ADCU controller 3, and if the engine air supply device does not detect that the engine air supply device is in an abnormal working state, a second air supply normal instruction can be sent to the ADCU controller 3. The ADCU controller 3 may generate an engine air supply instruction according to the air supply device normal instruction, and may send the engine air supply instruction to the engine air supply device 4, so that the engine air supply device 4 may supply air to the brake system of the unmanned vehicle, and the air supply device normal instruction includes a first air supply normal instruction and a second air supply normal instruction. If the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to the second air pressure threshold value, a second air pressure abnormal instruction can be generated and sent to the ADCU controller 3, the ADCU controller 3 can generate an auxiliary air supply instruction according to the second air pressure abnormal instruction and send the auxiliary air supply instruction to the electric air supply device 10, and therefore the electric air supply device 10 can assist the engine air supply device 4 in supplying air for the brake system of the unmanned vehicle. The ADCU controller 3 may generate an engine air supply instruction according to the air pressure instruction and the normal instruction, and send the engine air supply instruction to the engine air supply device 4, and the engine air supply device 4 may supply air to the brake system of the unmanned vehicle. The air pressure sensor can detect the air pressure value of the brake system of the unmanned vehicle in real time, and if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle after the air supply device 4 supplies air to the brake system of the unmanned vehicle is smaller than or equal to a second air pressure threshold value, an auxiliary air supply instruction can be generated.

Based on the above, the ADCU controller 3 may send an auxiliary air supply command to the electric air supply device 10 so that the electric air supply device 10 may assist the engine air supply device 4 in supplying air to the brake system of the unmanned vehicle.

Illustratively, if the first air pressure threshold is 5KPa and the second air pressure threshold is 10KPa, the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is 3KPa before the engine air supply device 4 does not supply air to the brake system of the unmanned vehicle. Since the air pressure value of the brake system of the unmanned vehicle detected by the air pressure sensor is smaller than the first air pressure threshold value, the air pressure sensor may send a first air pressure abnormality instruction to the ADCU controller 3. The engine detection means detects that the engine air supply means 4 is in a normal operating state, a first air supply normal command may be sent to the ADCU controller 3 and if the engine air supply means 4 itself does not detect that it is in an abnormal operating state, a second air supply normal command may be sent to the ADCU controller 3. The ADCU controller 3 may generate an engine air supply instruction according to the first air pressure abnormality instruction and the air supply device normal instruction, and send the engine air supply instruction to the engine air supply device 4, and the engine air supply device 4 may supply air to the brake system of the unmanned vehicle. The air pressure sensor can detect the air pressure value of the brake system of the unmanned vehicle in real time, if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle after the air supply device 4 supplies air to the brake system of the unmanned vehicle is 8KPa and is smaller than a second air pressure threshold value, a second air pressure abnormal instruction can be generated, the second air pressure abnormal instruction can be sent to the ADCU controller 3, the ADCU controller 3 can generate an auxiliary air supply instruction according to the second air pressure abnormal instruction, and the ADCU controller 3 can send the auxiliary air supply instruction to the electric air supply device 10 so as to control the electric air supply device 10 to supply air to the brake system of the unmanned vehicle.

It will be appreciated that since the engine air supply means 4 is in a normal operating condition, it can supply air to the brake system of the drone vehicle, and therefore, in this case, the electric air supply means 10 can be used as an auxiliary means to assist the engine air supply means 9 to supply air to the brake system of the drone vehicle, thereby meeting the stability requirements of the drone vehicle for the brake system.

Further, the auxiliary air supply command may also be generated by the main controller 1. That is, if the air pressure sensor detects that the air pressure value of the unmanned vehicle brake system after the engine air supply device 4 supplies air to the unmanned vehicle brake system is less than or equal to the second air pressure threshold value, a second air pressure abnormal instruction can be generated, and the second air pressure abnormal instruction can be sent to the main controller 1, and the main controller 1 can generate an auxiliary air supply instruction according to the second air pressure abnormal instruction. Based on this, as shown in fig. 10, a flowchart of yet another brake method for the unmanned vehicle is given. The drone vehicle braking method may be performed by a drone vehicle braking system. The method specifically comprises the following steps: and step 710, when the air pressure sensor detects that the air pressure value of the unmanned vehicle brake system after the air supply device of the engine supplies air to the unmanned vehicle brake system is smaller than or equal to a second air pressure threshold value, generating a second air pressure abnormal instruction, and sending the second air pressure abnormal instruction to the main controller. And step 720, generating an auxiliary air supply instruction by the main controller according to the second air pressure abnormal instruction, and sending the auxiliary air supply instruction to the ADCU controller. And step 730, the ADCU controller sends an auxiliary air supply instruction to the electric air supply device so that the electric air supply device assists the engine air supply device to supply air for the brake system of the unmanned vehicle.

To better understand the auxiliary air supply function of the electric air supply apparatus according to the embodiment of the present invention, the method provided in fig. 11 can be further explained. As shown in fig. 11, a flow chart of yet another method of braking an unmanned vehicle is presented. The drone vehicle braking method may be performed by a drone vehicle braking system. The method specifically comprises the following steps:

step 801, if the air pressure sensor detects that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to a first air pressure threshold value, a first air pressure abnormal instruction and a detection instruction are generated, and the first air pressure abnormal instruction is sent to the ADCU controller and the detection instruction is sent to an engine detection device.

Step 802, the engine detection device detects an engine air supply device according to the detection instruction to determine whether the engine air supply device is in a normal working state, and the engine air supply device determines whether the engine air supply device is in the normal working state; if yes, go to step 803; if not, go to step 804.

Step 803, the engine detection device generates a first normal air supply command and sends the first normal air supply command to the ADCU controller, and the engine air supply device generates a second normal air supply command and sends the second normal air supply command to the ADCU controller, and the process goes to step 805.

And step 804, the engine detection device generates a first air supply abnormal instruction and sends the first air supply abnormal instruction to the ADCU controller, and/or the engine air supply device generates a second air supply abnormal instruction and sends the second air supply abnormal instruction to the ADCU controller, and the step 810 is executed.

And step 805, the ADCU controller generates an engine air supply instruction according to the normal instruction of the air supply device, and sends the engine air supply instruction to the engine air supply device so that the engine air supply device supplies air for the unmanned vehicle brake system, wherein the normal instruction of the air supply device comprises a first air supply normal instruction and a second air supply normal instruction.

Step 806, detecting that the air pressure value of the brake system of the unmanned vehicle is smaller than or equal to a second air pressure threshold value by an air pressure sensor; if yes, go to step 807; if not, go to step 808.

In step 807, the air pressure sensor generates a second air pressure abnormal instruction, and sends the second air pressure abnormal instruction to the ADCU controller, and the process goes to step 809.

And 808, supplying gas to the brake system of the unmanned vehicle by the gas supply device of the engine.

And step 809, the ADCU controller generates an auxiliary air supply instruction according to the second air pressure abnormal instruction, and sends the auxiliary air supply instruction to the electric air supply device, so that the electric air supply device assists the engine air supply device to supply air for the brake system of the unmanned vehicle.

And 810, generating a main air supply instruction by the ADCU controller according to the air supply device failure instruction, and sending the main air supply instruction to the electric air supply device so that the electric air supply device supplies air for the unmanned vehicle brake system, wherein the air supply device failure instruction comprises a first air pressure abnormal instruction and an air supply abnormal instruction, and the air supply abnormal instruction comprises a first air supply abnormal instruction and/or a second air supply abnormal instruction.

In order to improve the safety and stability of the brake system of the unmanned vehicle, the electric air supply device 10 may be additionally provided. Namely, the electric air supply device 10 can be separately and additionally arranged on the basis of the traditional technology, and particularly, refer to fig. 12. As shown in fig. 12, a schematic diagram of a brake system of another unmanned vehicle is provided. Fig. 12 is compared with fig. 1, and it can be understood that fig. 12 is added with an electric air supply device 10 on the basis of fig. 1. Further, fig. 12 is compared with fig. 1, and fig. 4 is compared with fig. 1, it can be understood that fig. 4 is added with the first electromagnetic valve 9 and the electric air supply device 10 on the basis of fig. 1, and fig. 12 is added with the electric air supply device 10 on the basis of fig. 1. The above shows that, in order to improve the safety and stability of the brake system of the unmanned vehicle, it may be considered to separately provide the first electromagnetic valve 9, or separately provide the electric air supply device 10, or simultaneously provide the first electromagnetic valve 9 and the electric air supply device 10, which may be specifically set according to actual situations, and is not particularly limited herein.

Optionally, as shown in fig. 13, on the basis of the above technical solution, the brake system of the unmanned vehicle may further specifically include a parking brake device (not shown in fig. 13), and the parking brake device may specifically include a second electromagnetic valve 11 and a second brake air chamber 12. The second solenoid valve 11 may be connected to the air reservoir 5 and the second brake chamber 12 through air paths, respectively, and the second solenoid valve 11 may be electrically coupled to the ADCU controller 3.

The ADCU controller 3 may be configured to communicate the air path between the air reservoir 5 and the second brake air chamber 12 by controlling the second solenoid valve 11 after receiving the relay valve failure instruction sent by the main controller 1, so that the second brake air chamber 12 is exhausted to control the unmanned vehicle to enter the parking brake mode, and the relay valve failure instruction may be generated by the main controller 1 detecting that the relay valve 7 is in an abnormal operating state and/or the main controller 1 receiving a second failure instruction sent by the relay valve 7.

In the embodiment of the invention, during the driving process of the unmanned vehicle, the braking of the unmanned vehicle can be realized by the following modes: the air pressure output by the ABS electromagnetic valve 8 can directly act on the relay valve 7 to open the air inlet of the relay valve 7, so that the compressed air of the air cylinder 5 enters the first brake air chamber 6, and the brake of the unmanned vehicle is realized. The above shows that the relay valve 7 can be a key component connecting the ABS solenoid valve 8 and the first brake chamber 6. If the relay valve 7 is in an abnormal working state, the compressed gas of the gas cylinder 5 cannot enter the first brake chamber 6, and the brake of the unmanned vehicle cannot be realized. This will affect the safety and stability of the brake system of the drone vehicle. Similarly, the relay valve 7 being in an abnormal operating state may be interpreted as the relay valve 7 failing. It will also be appreciated that failure of the relay valve 7 will affect the safety and stability of the brake system of the drone vehicle. Note that the main controller 1 may detect the operation state of the relay valve 7.

Based on the above, it can be understood that if there is a failure of the relay valve 7, the safety and stability of the brake system of the drone vehicle will be affected. Accordingly, in order to improve the safety and stability of the brake system of the unmanned vehicle, how to deal with the failure of the relay valve 7 described above can be considered, and the following description will be made by way of example, specifically:

as shown in fig. 13, a schematic structural diagram of a brake system of another unmanned vehicle is provided. In order to further improve the safety and stability of the brake system of the unmanned vehicle, a parking brake device can be additionally arranged. The parking brake device may specifically include a second solenoid valve 11 and a second brake chamber 12. The second solenoid valve 11 may be connected to the air reservoir 5 and the second brake chamber 12 through air paths, respectively, and the second solenoid valve 11 may be electrically coupled to the ADCU controller 3, that is, the second solenoid valve 11 may be connected to the air reservoir 5 and the second brake chamber 12, respectively, from the air paths. From the control circuit, the second solenoid valve 11 may be electrically coupled with the ADCU controller 3. It is to be understood that the air cylinder 5, the second solenoid valve 11, and the second brake chamber 12 form a parking brake circuit. The second electromagnetic valve 11 can add an air path to the brake system of the unmanned vehicle, and meanwhile, a control strategy is arranged on the control path to increase the safety allowance of the brake system of the unmanned vehicle, so that the safety and the reliability of the brake system of the unmanned vehicle are improved. The concrete implementation is as follows:

the ADCU controller 3 may be configured to communicate the air path between the air reservoir 5 and the second brake air chamber 12 by controlling the second solenoid valve 11 after receiving the relay valve failure instruction sent by the main controller 1, so that the second brake air chamber 12 is exhausted to control the unmanned vehicle to enter the parking brake mode, and the relay valve failure instruction may be generated by the main controller 1 detecting that the relay valve 7 is in an abnormal operating state and/or the main controller 1 receiving a second failure instruction sent by the relay valve 7. The second failure instruction sent by the relay valve 7 to the main controller 1 can be used as an instruction that the relay valve 7 is in an abnormal operating state. That is, if the relay valve 7 is in an abnormal operation state, the relay valve 7 itself may send a second failure instruction to the main controller 1. The relay valve 7 in the abnormal operation state described above may include the relay valve 7 being in a failure state, and based on this, it can be stated that if the relay valve 7 is in the failure state, the failure state may be detected by the relay valve 7 itself or by the main controller 1. Accordingly, if the fault condition is detected by the relay valve 7 itself, a second fault instruction may be generated by the relay valve 7 and sent to the main controller 1. If the fault condition is detected by the master controller 1, it may be generated by the master controller 1. The relay valve failure command may be used as a command to determine that the relay valve 7 has failed.

As shown in fig. 14, a flow chart of yet another drone vehicle braking method that may be performed by a drone vehicle braking system is presented. The method specifically comprises the following steps: and 910, generating a relay valve failure instruction and sending the relay valve failure instruction to the ADCU controller if the main controller detects that the relay valve is in an abnormal working state and/or the main controller receives a second fault instruction sent by the relay valve, wherein the second fault instruction is generated when the relay valve detects that the relay valve is in an abnormal working state. And 920, the ADCU controller controls the second electromagnetic valve to communicate the air path between the air cylinder and the second brake air chamber according to the failure instruction of the relay valve, so that the second brake air chamber exhausts air to control the unmanned vehicle to enter a parking brake mode.

The generation process of the relay valve failure command can be understood as follows: if the main controller 1 detects that the relay valve 7 is in an abnormal operating state, a relay valve failure command may be generated. Alternatively, if the relay valve 7 itself detects that it is in an abnormal operating state, a second failure instruction may be generated and sent to the main controller 1, and the main controller 1 generates a relay valve failure instruction according to the second failure instruction sent by the relay valve 7. Alternatively, if the main controller 1 detects that the relay valve 7 is in an abnormal operating state and receives a second failure instruction generated when the relay valve 7 itself detects that it is in an abnormal operating state, a relay valve failure instruction is generated.

Based on the above, the main controller 1 may send the relay valve failure instruction to the ADCU controller 3, so that the ADCU controller 3 may communicate the air path between the air cylinder 5 and the second brake air chamber 12 by controlling the second electromagnetic valve 11 according to the relay valve failure instruction, so that the second brake air chamber 12 is exhausted to control the unmanned vehicle to enter the parking brake mode.

The relay valve 7 may transmit a failure command generated by detecting that it is in an abnormal operation state to the main controller 1, or may transmit the failure command to the ADCU controller 3. If the relay valve 7 sends a second failure instruction generated by detecting that the relay valve 7 is in an abnormal operating state to the ADCU controller 3 and the main controller 1 does not detect that the relay valve 7 is in an abnormal operating state, the ADCU controller 3 may generate a relay valve failure instruction according to the received second failure instruction sent by the relay valve 7. If the relay valve 7 sends a second failure instruction generated by detecting that it is in an abnormal operating state to the ADCU controller 3 and the main controller 1 is not used to detect the operating state of the relay valve 7, the ADCU controller 3 may generate a relay valve failure instruction according to the received second failure instruction sent by the relay valve 7. If the main controller 1 detects that the relay valve 7 is in an abnormal working state, the main controller 1 may generate a relay valve failure instruction and send the relay valve failure instruction to the ADCU controller 3, and the ADCU controller 3 may generate the relay valve failure instruction according to the received second fault instruction sent by the relay valve 7, that is, the relay valve failure instruction received by the ADCU controller 3 may include the relay valve failure instruction generated by itself and the relay valve failure instruction generated by the main controller 1.

Through the second electromagnetic valve 11 arranged between the air reservoir 5 and the second brake air chamber 12, when the relay valve 7 fails and the brake of the unmanned vehicle cannot be realized, the ADCU controller 3 directly controls the second electromagnetic valve 11 to realize the exhaust of the second brake air chamber 12, so that the parking brake mode is started. Based on the above, the brake loop formed by the air cylinder 5, the first brake air chamber 6, the relay valve 7 and the ABS electromagnetic valve 8 can be bypassed, and the brake of the unmanned vehicle can be realized directly through the parking brake loop formed by the air cylinder 5, the second electromagnetic valve 11 and the second brake air chamber 12, so that the brake capability of the unmanned vehicle can be ensured, and the safety and the stability of the brake system of the unmanned vehicle can be further improved.

Alternatively, as shown in fig. 13, 16, 17 and 18, on the basis of the above technical solution, the number of the second electromagnetic valves 11 may be at least two.

The ADCU controller 3 may be configured to adjust a braking force of the unmanned vehicle to enter the parking brake mode by controlling an operating state of each second electromagnetic valve 12 after receiving a relay valve failure instruction sent by the main controller 1, the braking force may be formed by communicating an air passage between the air cylinder 5 and the second brake air chamber 12 through each second electromagnetic valve 12 so that the second brake air chamber 12 is exhausted, the relay valve failure instruction may be generated by the main controller 1 detecting that the relay valve 7 is in an abnormal operating state and/or the main controller 1 receiving a second failure instruction sent by the relay valve 7.

In the embodiment of the present invention, in order to avoid that the safety of the braking system of the unmanned vehicle is affected by the instability of the entire vehicle caused by sudden parking braking, at least two second electromagnetic valves 11 may be provided, that is, the number of the second electromagnetic valves 11 is at least two, specifically: the ADCU controller 3 may be configured to adjust the braking force of the unmanned vehicle entering the parking brake mode by controlling the operating state of each second solenoid valve 11 to achieve the distribution of the braking force in the parking brake circuit upon receiving the relay valve failure instruction sent by the main controller 1. Wherein, the braking force can be formed by communicating the air path between the air cylinder 5 and the second brake air chamber 12 through each second electromagnetic valve 11, so that the second brake air chamber 12 is exhausted.

As shown in fig. 15, a flow chart of yet another drone vehicle braking method that may be performed by a drone vehicle braking system is presented. The method specifically comprises the following steps: and step 1010, if the main controller detects that the relay valve is in an abnormal working state and/or the main controller receives a second fault instruction sent by the relay valve, generating a relay valve failure instruction, and sending the relay valve failure instruction to the ADCU controller, wherein the second fault instruction is generated when the relay valve detects that the relay valve is in the abnormal working state. And step 1020, the ADCU controller adjusts the braking force of the unmanned vehicle entering a parking braking mode through the working state of each second electromagnetic valve according to the failure instruction of the relay valve, wherein the braking force is formed by communicating the air passage between the air cylinder and the second brake air chamber through each second electromagnetic valve, and exhausting of the second brake air chamber is achieved.

It should be noted that, in order to improve the safety and stability of the brake system of the unmanned vehicle, in addition to fig. 16, on the basis of fig. 1, a first electromagnetic valve 9 and a parking brake device are additionally provided, and the first electromagnetic valve 9, an electric air supply device 10 and a parking brake device including a second electromagnetic valve 11 and a second brake air chamber 12 may also be additionally provided, as shown in fig. 16. A parking brake device may be additionally provided, as shown in fig. 17. It is also possible to add both the electric air supply device 10 and the parking brake device, see in particular fig. 18. As shown in fig. 16, a schematic structural diagram of a brake system of a still another unmanned vehicle is provided. As shown in fig. 17, a schematic structural diagram of a brake system of a still another unmanned vehicle is provided. As shown in fig. 18, a schematic structural diagram of a brake system of a still another unmanned vehicle is provided. Fig. 16 is compared with fig. 1, and it can be understood that fig. 16 is based on fig. 1, and the first electromagnetic valve 9, the electric air supply device 10 and the parking brake device are additionally arranged. Fig. 17 is compared with fig. 1, and it can be understood that fig. 17 is a view that a parking brake device is additionally provided on the basis of fig. 1. Fig. 18 is compared with fig. 1, and it can be understood that fig. 18 is added to fig. 1, and the electric air supply device 10 and the parking brake device are provided.

In connection with the above, it can be understood that, in order to improve the safety and stability of the brake system of the unmanned vehicle, it is considered to separately provide the first solenoid valve 9, or, the electric air supply device 10 is added independently, or the parking brake device is added independently, or the first electromagnetic valve 9 and the electric air supply device 10 are added simultaneously, or, the first electromagnetic valve 9 and the parking brake device are added at the same time, or the electric air supply device 10 and the parking brake device are added at the same time, or, the first electromagnetic valve 9, the electric air supply device 10 and the parking brake device are added and arranged at the same time, in order to improve the safety and stability of the brake system of the unmanned vehicle, at least one of the first solenoid valve 9, the electric air supply device 10 and the parking brake device may be additionally provided, which may be specifically set according to actual conditions, and is not specifically limited herein.

It should be noted that, it can be understood that, by providing the first electromagnetic valve 9 between the air cylinder 5 and the relay valve 7, the problem of the influence on the safety and stability of the brake system of the unmanned vehicle due to the failure of the EBS controller 2 is solved, by providing the electric air supply device, the problem of the influence on the safety and stability of the brake system of the unmanned vehicle due to the failure of the engine air supply device 4 is solved, and by providing the second electromagnetic valve 11 between the air cylinder 5 and the second brake air chamber 12, the problem of the influence on the safety and stability of the brake system of the unmanned vehicle due to the failure of the relay valve 7 is solved, and the improvement of the safety and stability of the brake system of the unmanned vehicle can be achieved by at least one of the above solutions. That is, as described above, by adding at least one of the electric air supply device 10, the first electromagnetic valve 9 and the parking brake device to the brake system of the unmanned vehicle provided by the conventional technology, it is possible to improve the safety and stability of the brake system of the unmanned vehicle, and specifically, which one or more of the electric air supply device, the first electromagnetic valve and the parking brake device is added may be set according to actual situations, and is not limited specifically herein.

It should be noted that the number of the air cylinders 5 in the brake system of the unmanned vehicle provided in the embodiment of the present invention may be set according to actual situations, and is not limited specifically herein. Optionally, the number of the air cylinders 5 is four. As shown in fig. 1 and 2, when the number of the air cylinders 5 is at least two, protection valves 13 may be provided corresponding thereto, and the number of the protection valves 13 may be the same as the number of the air cylinders 5. The number of the first brake chambers 6 may be set according to actual conditions, and is not particularly limited. Optionally, the number of the first brake chambers 6 is three. The number of the second brake chambers 12 may be set according to actual conditions, and is not particularly limited. The number of the second brake chambers 12 is three. The number of the relay valves 7 may be set according to actual conditions, and is not particularly limited. Optionally, the number of the relay valves 7 is two. The number of ABS solenoid valves 8 may be set according to actual conditions, and is not particularly limited. Optionally, the number of the ABS solenoid valves 8 is three.

It should be noted that, as shown in fig. 1, 2, 4, 12, 13, 16, 17, and 18, the relay valve 7 described above may include a differential relay valve 70 and a proportional relay valve 71. Further, as shown in fig. 1, 2, 4, 12, 13, 16, 17, and 18, the brake system of the unmanned vehicle may further include wheels 14.

Optionally, as shown in fig. 2, 4, 12, 13, 16, 17 and 18, on the basis of the above technical solution, the brake system of the unmanned vehicle may further include a first check valve 15 and a second check valve 16. The electric gas supply apparatus 10 may specifically include a motor 100 and a first gas pump 101. The engine air supply device 4 may specifically include an engine 40 and a second air pump 41. The motor 100 may be connected to the first air pump 101, and the first air pump 101 may be connected to the air reservoir 5 through the first check valve 15. The engine 40 may be connected to a second air pump 41, the engine detection device may be in communication with the engine 40 and the second air pump 41, respectively, and the second air pump 41 may be connected to the air reservoir 5 through a second one-way valve 16.

In an embodiment of the invention, the brake system of the unmanned vehicle may further comprise in particular a first one-way valve 15 and a second one-way valve 16. The electric gas supply apparatus 10 may specifically include a motor 101 and a first gas pump 101. The engine air supply device 4 may specifically include an engine 40 and a second air pump 41. Accordingly, the motor 100 may be connected to the first air pump 101, and the first air pump 101 may be connected to the air reservoir 5 through the first check valve 15. The engine 40 may be connected to a second air pump 41, the engine detection device may be in communication with the engine 40 and the second air pump 41, respectively, and the second air pump 41 may be connected to the air reservoir 5 through a second one-way valve 16.

It should be noted that the engine air-supply device 4 and the electric air-supply device 10 are two completely independent parallel air-supply devices due to the presence of the second check valve 16 and the first check valve.

Alternatively, as shown in fig. 2, 4, 12, 13, 16, 17 and 18, based on the above technical solution, the first solenoid valve 9 may be a two-position three-way solenoid valve, and/or the second solenoid valve 11 may be a two-position three-way solenoid valve.

In an embodiment of the present invention, the first solenoid valve 9 may be a two-position three-way solenoid valve. Alternatively, the second solenoid valve 11 may be a two-position three-way valve. Alternatively, the first solenoid valve 9 may be a two-position three-way valve and the second solenoid valve 11 may be a two-position three-way valve. Wherein, two-position three way solenoid valve shows that the case has two operating position and solenoid valve has three interfaces, and wherein, one can be the gas outlet, and two can be the air inlet in addition. If the first electromagnetic valve 9 is a two-position three-way electromagnetic valve, when the first electromagnetic valve 9 is connected into the brake system of the unmanned vehicle, two air paths can be formed by matching the air cylinder 5, the first electromagnetic valve 9 and the relay valve 7. Similarly, if the second electromagnetic valve 11 is a two-position three-way electromagnetic valve, when the second electromagnetic valve 11 is connected to the brake system of the driverless vehicle, two air paths can be formed by matching the air reservoir 5, the second electromagnetic valve 11 and the second brake air chamber 12.

Optionally, on the basis of the above technical solution, the condition that the engine air supply device 4 is in the abnormal operation state may specifically include at least one of a condition that the engine 40 is in a flameout state, a condition that the engine 40 is in a failure state, and a condition that the second air pump 41 is in a failure state.

The EBS Controller 2 may be in an abnormal operating state, which specifically includes that the EBS Controller 2 is in a fault state and/or that the EBS Controller 2 is in a CAN (Controller Area Network) Network disconnection state.

In an embodiment of the present invention, the abnormal operation state of the engine air supply device 4 may include the engine 40 being in a key-off state. Alternatively, the engine air supply device 4 being in the abnormal operation state may include the engine 40 being in the failure state. Alternatively, the engine air supply device 4 being in the abnormal operation state may include the second air pump 41 being in the failure state. Alternatively, the abnormal operation state of the engine air supply device 4 may include the engine 40 being in a key-off state and the engine 40 being in a failure state. Alternatively, the abnormal operation state of the engine air supply device 4 may include the engine 40 being in a key-off state and the second air pump 41 being in a failure state. Alternatively, the abnormal operation state of the engine air supply device 4 may include the engine 40 being in a key-off state, the engine 40 being in a failure state, and the second air pump 41 being in a failure state.

The EBS controller 2 is in an abnormal operating state and the EBS controller 2 may be in a failure state. Or, the EBS controller 2 is in a CAN network drop state. Alternatively, the EBS controller 2 is in a fault state and the EBS controller 2 is in a CAN network drop state. Among them, CAN is a field bus for communication between controllers. The EBS controller 2 may receive the deceleration command sent by the ADCU controller 3 through the CAN network, and the EBS controller 2 may determine the braking force corresponding to the first brake chamber 6 according to the deceleration command, and may directly control the relay valve 7 and the ABS solenoid valve 8 to provide the corresponding braking force to the first brake chamber 6, so as to meet the deceleration requirement of the unmanned vehicle. It will be appreciated that if the EBS controller 2 is in a CAN network drop state, the EBS controller 2 will not be able to receive the deceleration command sent by the ADCU controller 3. Based on this, the EBS controller 2 cannot determine the braking force corresponding to the first brake chamber 6 according to the deceleration command, and further cannot directly control the relay valve 7 and the ABS solenoid valve 8 to provide the corresponding braking force to the first brake chamber 6, so as to meet the deceleration requirement of the unmanned vehicle.

In fig. 1, 2, 4, 12, 13, 16, 17, and 18, the dashed line may represent a control path, and the implementation may represent an air path. The communication link between the EBS controller 2 and the relay valve 7 in fig. 1 is not shown in fig. 2, 4, 12, 13, 16, 17, and 18, but a communication link between the EBS controller 2 and the relay valve 7 similarly exists in fig. 2, 4, 12, 13, 16, 17, and 18.

It should be further noted that the connection and the electrical coupling described in the embodiments of the present invention may be a direct connection between two components, or may be an indirect connection through other components.

Unmanned vehicle the present invention provides an unmanned vehicle, which is applicable to a situation where safety and stability of a brake system of the unmanned vehicle are improved, and the structure and function of the unmanned vehicle will be described below. The unmanned vehicle may include an unmanned vehicle braking system according to embodiments of the present invention.

According to the technical scheme of the unmanned vehicle, at least one of the first electromagnetic valve, the electric air supply device and the parking brake device is additionally arranged, the parking brake device comprises the second electromagnetic valve and the second brake air chamber, when the EBS controller fails and cannot meet the deceleration requirement of the unmanned vehicle, air pressure supply of the first brake air chamber is guaranteed through the first electromagnetic valve, and the deceleration requirement of the unmanned vehicle is met. When the air supply device of the engine cannot supply air for the brake system of the unmanned vehicle, the electric air supply device supplies air for the brake system of the unmanned vehicle, so that the safety allowance of the brake system of the unmanned vehicle is increased. When the relay valve fails and the unmanned vehicle cannot brake, the unmanned vehicle brake is realized through a parking brake loop formed by the air cylinder, the second electromagnetic valve and the second brake air chamber, and the safety and the stability of the unmanned vehicle brake system are improved.

The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are only exemplary embodiments of the present invention and are not intended to limit the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A brake system of an unmanned vehicle is characterized by comprising a first electromagnetic valve, a main controller, an EBS controller, an ADCU controller, a relay valve, an air cylinder and a first brake air chamber;

the first electromagnetic valve is connected with the air cylinder through an air passage, the first electromagnetic valve is electrically coupled with the ADCU controller and the relay valve respectively, the main controller is in communication connection with the EBS controller and the ADCU controller respectively, and the relay valve is connected with the first brake air chamber through an air passage;

the ADCU controller is configured to control the first electromagnetic valve after receiving an EBS controller failure instruction sent by the main controller, so that the first electromagnetic valve communicates an air passage between the air cylinder and the first brake air chamber by controlling the relay valve to provide air pressure for the first brake air chamber, and the EBS controller failure instruction is generated when the main controller detects that the EBS controller is in an abnormal working state and/or when the main controller receives a first fault instruction sent by the EBS controller.

2. The system of claim 1, further comprising an electric air supply, an engine air supply, and an engine detection; the electric air supply device is connected with the air storage cylinder through an air path, the electric air supply device is in communication connection with the ADCU controller, and the ADCU controller, the engine air supply device and the engine detection device are in two-two communication connection respectively;

3. The system of claim 2, further comprising an air pressure sensor; the air pressure sensor is in communication connection with the ADCU controller;

the ADCU controller is configured as, after receiving the air feeder failure instruction, generating a main air feed instruction, and to the electric air feeder sends the main air feed instruction, so that the electric air feeder supplies air for the unmanned vehicle braking system, the air feeder failure instruction includes a first air pressure abnormal instruction sent by the air pressure sensor, and, by a first air feed abnormal instruction sent by the engine detection device and/or a second air feed abnormal instruction sent by the engine air feeder, the first air pressure abnormal instruction is that the air pressure sensor detects the air pressure value of the unmanned vehicle braking system is less than or equal to a first air pressure threshold value and generates, the first air feed abnormal instruction is that the engine detection device detects that the engine air feeder is generated in an abnormal working state, the second air feed abnormal instruction is that the engine air feeder detects that the engine air feeder is in an abnormal working state And (4) generating.

4. The system of claim 3, wherein the ADCU controller is configured to generate an auxiliary air supply command upon receiving a second air pressure abnormality command sent by the air pressure sensor, and send the auxiliary air supply command to the electric air supply device to cause the electric air supply device to assist the engine air supply working device in supplying air to the unmanned vehicle brake system, wherein the second air pressure abnormality command is generated when the air pressure sensor detects that an air pressure value of the unmanned vehicle brake system after the engine air supply device supplies air to the unmanned vehicle brake system is equal to or less than a second air pressure threshold, and wherein the second air pressure threshold is equal to or greater than the first air pressure threshold.

5. The system of claim 2, wherein the ADCU controller is configured to generate a main air supply command upon receiving an air supply abnormality command sent by the main controller, and to send the main air supply command to the electric air supply, so that the electric air supply device supplies air for the brake system of the unmanned vehicle, the air supply device failure instruction is generated by the main controller according to the received first air supply abnormal instruction sent by the engine detection device and/or the second air supply abnormal instruction sent by the engine air supply device, the first air supply abnormal instruction is generated when the engine detection device detects that the engine air supply device is in an abnormal working state, and the second air supply abnormal instruction is generated when the engine air supply device detects that the engine air supply device is in an abnormal working state.

6. The system of any of claims 1-5, further comprising a parking brake device comprising a second solenoid valve and a second brake chamber; the second electromagnetic valve is respectively connected with the air cylinder and the second brake air chamber through air passages and is electrically coupled with the ADCU controller;

the ADCU controller is configured to communicate an air channel between the air cylinder and the second brake air chamber by controlling the second electromagnetic valve after receiving a relay valve failure instruction sent by the main controller, so that the second brake air chamber exhausts air to control the unmanned vehicle to enter a parking brake mode, and the relay valve failure instruction is generated when the main controller detects that the relay valve is in an abnormal working state and/or when the main controller receives a second fault instruction sent by the relay valve.

7. The system of claim 6, wherein the number of the second solenoid valves is at least two;

the ADCU controller is configured to adjust the braking force of the unmanned vehicle entering a parking braking mode by controlling the working state of each second electromagnetic valve after receiving a relay valve failure instruction sent by the main controller, wherein the braking force is formed by communicating an air passage between the air cylinder and the second brake air chamber through each second electromagnetic valve so that the second brake air chamber is exhausted, and the relay valve failure instruction is generated when the main controller detects that the relay valve is in an abnormal working state and/or when the main controller receives a second fault instruction sent by the relay valve.

8. The system of any of claims 2-5, further comprising a first one-way valve and a second one-way valve; the electric air supply device comprises a motor and a first air pump; the engine air supply device comprises an engine and a second air pump; the motor is connected with the first air pump, and the first air pump is connected with the air cylinder through the first one-way valve; the engine is connected with the second air pump, the engine detection device is respectively in communication connection with the engine and the second air pump, and the second air pump is connected with the air reservoir through the second one-way valve.

9. The system of claim 8, wherein the abnormal operating condition of the engine air supply includes at least one of the engine being in a shutdown condition, the engine being in a fault condition, and the second air pump being in a fault condition;

10. An unmanned vehicle comprising an unmanned vehicle braking system according to any one of claims 1 to 9.