JP2018111437A - Pneumatic brake system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a pneumatic brake system capable of further enhancing security.SOLUTION: A pneumatic brake system for supplying and discharging air from an air supply source to a brake chamber 50 for operating and releasing a service brake of a vehicle, is provided with a plurality of plural security modules 32L, 32R, 42L and 42R for supplying and discharging the air to the brake chamber 50 by being controlled by a second brake ECU 15B instead of the module controlled by a first brake control device in normal time. The pneumatic brake system is provided with an air supply part for distributing the air supplied from the air supply source to the plurality of security modules 32L, 32R, 42L and 42R as an air pressure signal.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a pneumatic brake system that operates a brake using compressed air.

  In recent years, research and development of a system for realizing a platooning in which a plurality of vehicles form a platoon and run has been promoted. The vehicles that form the platoon travel so as to maintain a predetermined inter-vehicle distance while communicating with each other. Particularly in the field of physical distribution, a system for platooning using a leading vehicle driven by a driver and a succeeding vehicle on which an unmanned or supervisor rides has been proposed. In the following vehicle, vehicle control is performed following the behavior of the leading vehicle. For example, in the brake control, when the leading vehicle activates the brake, the following vehicle follows to activate the brake. 2. Description of the Related Art A freight vehicle such as a truck used in this field is equipped with a pneumatic brake system that operates a brake using compressed air.

  By the way, because the following vehicle is an unmanned operation or an automatic operation in which the vehicle behavior is monitored by a supervisor, an operation by the driver cannot be expected when an abnormality occurs in the pneumatic brake system. Therefore, the pneumatic brake system of the vehicle that performs the platooning is required to have safety so as to cope with the abnormality of the pneumatic brake system. For example, Patent Document 1 proposes a row running control system in which brake systems are multiplexed. The system includes a service brake actuator, an emergency brake actuator, and a security brake actuator. The service brake actuator is a device for driving the service brake. The emergency brake actuator is used when the service brake actuator fails or is used together with the service brake actuator when the vehicle is brought to an emergency stop. The safety brake actuator is provided as a separate actuator from the service brake actuator and the emergency brake actuator, and is a device for driving the safety brake when the service brake actuator and the emergency brake actuator fail.

JP 2007-233965 A

However, the above-described system does not assume how the emergency brake actuator or the like is mounted on the vehicle.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a pneumatic brake system that can further enhance the safety of the pneumatic brake system.

  A pneumatic brake system that solves the above-described problems is a pneumatic brake system that supplies and discharges air from an air supply source to and from a brake mechanism that operates and releases a service brake of a vehicle. When the module to be operated does not operate, a plurality of safety modules are provided that are controlled by the second brake control device and supply and discharge air to and from the brake mechanism.

  According to the above configuration, the pneumatic brake system includes a plurality of security modules that operate when the module controlled by the first brake control device does not operate. For this reason, since the brake is applied by the other safety module even when an abnormality occurs in at least one of the safety modules, the safety of the pneumatic brake system can be further improved as compared with the case where there is a single safety module.

  The pneumatic brake system includes an air supply unit that distributes the air supplied from the air supply source as a pneumatic signal to the plurality of safety modules in a supply system different from a supply system including the air supply source and the module. It is preferable.

  According to the above configuration, the air supply unit can distribute air to the plurality of security modules by a supply system different from the module controlled by the first brake control device. For this reason, even if there is an abnormality in the supply system including the module, the brake can be forcibly operated.

In the pneumatic brake system, it is preferable that the safety module is provided for each wheel, and one of the air supply units is connected to each of the safety modules.
According to the above configuration, one air supply unit is provided for the plurality of security modules. For this reason, compared with the case where the air supply part which supplies an air pressure signal is provided for every security module, a number of parts can be reduced.

  In the pneumatic brake system, the air supply unit supplies the air supplied from the air supply source as an air pressure signal, and the air to the plurality of safety modules according to the presence or absence of the air pressure signal. It is preferable to provide a first relay valve that distributes the air stored in the supply source.

  Since the air supply unit distributes air as a pneumatic pressure signal to a plurality of security modules, it is necessary to supply a large amount of air. According to the above configuration, the air supply unit includes the relay valve that is controlled by a small amount of air that is a pneumatic signal and supplies a larger amount of air than the pneumatic signal. For this reason, a large amount of air stored in the air supply source can be distributed to a plurality of security modules in a short time.

In the pneumatic brake system, it is preferable that the electromagnetic control valve supplies air supplied from the air supply source to the first relay valve when not energized.
According to the above configuration, the electromagnetic control valve outputs a pneumatic pressure signal to the first relay valve when not energized. Therefore, when an abnormality occurs in the controller that controls the electromagnetic control valve, A signal can be output to the first relay valve. For this reason, the security of a pneumatic brake system can be improved.

  In the pneumatic brake system, the air supply unit includes a pneumatic control valve that inputs air as a pneumatic signal from the brake mechanism side when a parking brake is released, and the pneumatic control valve inputs the pneumatic signal. It is sometimes a connection position for supplying air to the first relay valve and a position for stopping the supply of air to the first relay valve when the air pressure signal is not input.

  According to the above configuration, since the pneumatic control valve supplies air to the first relay valve when the parking brake is released, the pneumatic control valve and the first relay valve are only provided when the parking brake is released. Through this, air can be supplied to the brake mechanism side to operate the service brake for security.

  In the pneumatic brake system, the safety module has a higher pressure among the safety electromagnetic control valve controlled by the second brake control device, the first relay valve side, and the safety electromagnetic control valve side. A shuttle valve that allows the flow of air from the side, and a second that supplies air stored in the air supply source to the brake mechanism side when the air supplied from the shuttle valve side is input as an air pressure signal It is preferable to provide a relay valve.

  According to the above configuration, the second relay valve can supply a large amount of air stored in the air supply source to the brake mechanism side when a small amount of air that is an air pressure signal is supplied. Accordingly, it is possible to shorten the operation time from the start of the output of the air pressure signal to the second relay valve until the service brake is operated. In addition, an air pressure signal can be supplied to the second relay valve via the shuttle valve from the higher pressure of the forced brake connection path and the safety electromagnetic control valve. That is, since the second relay valve can be shared by both the system that supplies air from the air supply unit to the brake mechanism and the system that supplies air from the safety electromagnetic control valve to the brake mechanism, the number of parts can be reduced. Can do.

  According to the present invention, the safety of the pneumatic brake system can be further enhanced.

The schematic diagram of each vehicle which is a vehicle by which the said pneumatic brake system is mounted, and forms a formation about one Embodiment of a pneumatic brake system. The schematic diagram which shows the connection state of ECU of the pneumatic brake system of the embodiment. Schematic which shows the whole structure of the pneumatic brake system of the embodiment. FIG. 3 is a pneumatic circuit showing a part of the pneumatic brake system of the embodiment in detail, and a circuit diagram showing a state where a parking brake is operated. The circuit diagram which shows the pneumatic circuit of the pneumatic brake system of the embodiment, and shows the state decelerated in the deceleration traveling mode. The circuit diagram which shows the state which is a pneumatic circuit of the pneumatic brake system of the embodiment, and is not decelerating in the deceleration driving mode. It is a pneumatic circuit of the pneumatic brake system of the embodiment, and is a circuit diagram showing a state of a forced brake mode. It is a pneumatic circuit of the pneumatic brake system of the embodiment, and is a circuit diagram showing a state of a re-running mode. The circuit diagram which shows the state which is a pneumatic circuit of the pneumatic brake system of the embodiment, and performs manned operation in re-running mode.

Hereinafter, an embodiment in which the pneumatic brake system is applied to a vehicle that performs platooning will be described.
With reference to FIG. 1, the row running will be described. Here, the vehicle 100 that forms the platoon is a freight vehicle and a truck in which a loading platform is integrally provided. The formation is formed when traveling in a predetermined section, and is formed from a leading vehicle 100a and a succeeding vehicle 100b traveling behind the leading vehicle 100a. The leading vehicle 100a is driven by a driver (manned driving). The succeeding vehicle 100b is unmanned and automatically operated (unmanned operation) or is automatically operated by a supervisor. The supervisor only monitors the vehicle behavior and basically does not drive. The vehicle 100 that forms the convoy transmits information such as speed every several milliseconds to several tens of milliseconds to the vehicle 100 that travels behind it. Based on the received information such as speed, the vehicle 100 accelerates or decelerates so that the distance between the vehicle 100 and the vehicle 100 ahead becomes a predetermined distance. Further, the following vehicle 100b may be driven by the driver as necessary, for example, when traveling on a road other than a predetermined section where the platooning is performed. In FIG. 1, the platoon is formed by three vehicles 100, but the number of vehicles forming the platoon may be a plurality other than three.

  With reference to FIG.2 and FIG.3, the structure of the convoy travel control system 10 of the vehicle 100 is demonstrated. It is assumed that the leading vehicle 100a and the following vehicle 100b are equipped with the same platooning control system 10.

  As shown in FIG. 2, the convoy travel control system 10 includes a convoy travel ECU (Electronic Control Unit) 11 that performs various controls for the convoy travel. The convoy travel ECU 11 is duplicated by a first convoy travel ECU 11A and a second convoy travel ECU 11B. For example, even if an abnormality occurs in the first row running ECU 11A, the second row running ECU 11B controls the vehicle 100. In addition, when it demonstrates without distinguishing 1st formation travel ECU11A and 2nd formation travel ECU11B, it demonstrates only as formation formation ECU11.

  The row running control system 10 includes a first brake ECU 15A as a first brake control device and a second brake ECU 15B as a second brake control device. The first brake ECU 15A is an ECU having a higher priority than the second brake ECU 15B, and controls and operates the brake by controlling the pneumatic brake system in a normal time without any abnormality. The pneumatic brake system operates a service brake (ordinary brake, foot brake) in which a braking force is variable depending on air pressure, and a parking brake (parking brake) that applies a predetermined braking force to a wheel by a biasing force of a spring.

  The second brake ECU 15B controls the safety module included in the pneumatic brake system in an emergency such as when an abnormality occurs in the first brake ECU 15A. The emergency means that when an abnormality occurs in both the first platoon travel ECU 11A and the second platoon travel ECU 11B other than when an abnormality occurs in the first brake ECU 15A, the first brake ECU 15A and the first platoon travel ECU 11A. And when the abnormality occurs in all of the second row running ECUs 11B.

  The first row running ECU 11A, the second row running ECU 11B, the first brake ECU 15A, and the second brake ECU 15B are connected to the in-vehicle network 19. The in-vehicle network is, for example, a network such as CAN (Controller Area Network), FlexRay (registered trademark), Ethernet (registered trademark), or the like. The first brake ECU 15A and the second brake ECU 15B control the actuator based on a deceleration instruction from the first row traveling ECU 11A or the second row traveling ECU 11B. A vehicle speed sensor 58 is connected to the in-vehicle network 19. The vehicle speed sensor 58 transmits the speed to the in-vehicle network 19 at a predetermined timing. A communication control unit (not shown) that detects a communication error or the like is connected to the in-vehicle network 19. Each ECU connected to the in-vehicle network 19 adds its own ID, sends a predetermined communication message to the in-vehicle network 19, and acquires the communication message to be acquired from the in-vehicle network 19.

  Next, the overall configuration of the pneumatic brake system 20 will be described with reference to FIG. The pneumatic brake system 20 supplies air stored in an air storage tank 21 or other tanks to a brake chamber 50 as a brake mechanism. The brake chamber 50 is provided for each wheel. In FIG. 3, only a pair of front wheels 51 and a pair of rear wheels 52 as drive wheels are illustrated, but the number of front wheels 51 and the number of rear wheels 52 are not particularly limited. For example, the vehicle 100 may be provided with a pair of front wheels 51 and two pairs of rear wheels 52. In FIG. 3, a solid line connecting the tank and the actuator indicates an air passage, and a broken line indicates a state where the ECU and the actuator are electrically connected.

  In an air storage tank 21 as an air supply source, air compressed by a compressor 22 and dried by an air dryer 23 having a desiccant is stored. The air storage tank 21 is connected to a protection valve (protection valve) 24 through a pipe line. The protection valve 24 distributes the air supplied from the air storage tank 21 to the parking brake tank 25, the rear wheel brake tank 26, and the front wheel brake tank 27.

  The front wheel brake tank 27 is connected to the axle modulator 30 via the brake valve 31. The brake valve 31 includes a front wheel control unit 31A connected to the front wheel brake tank 27 and a rear wheel control unit 31B connected to the rear wheel brake tank 26. The front wheel control unit 31 </ b> A is connected to the front wheel axle modulator 30. The brake valve 31 supplies air from the front wheel control unit 31A to the axle modulator 30 under the control of the first brake ECU 15A. The axle modulator 30 controls the supply and discharge of air to the brake chamber 50 provided on the front wheel 51.

  The first brake ECU 15A receives a position detection signal from a sensor that detects the position of a brake pedal (not shown) operated by the driver when the vehicle 100 is driven by the driver and operates the brake valve 31. Control and supply air to the axle modulator 30. The first brake ECU 15 </ b> A controls the brake valve 31 and supplies air to the axle modulator 30 based on information such as the speed transmitted from the vehicle 100 ahead when the vehicle 100 is unmanned.

  The axle modulator 30 is connected to a signal supply path 60 that communicates with the front wheel controller 31 </ b> A of the brake valve 31 and a supply path 61 that communicates directly with the front wheel brake tank 27. Further, the axle modulator 30 is connected to a security module 32L provided corresponding to the left front wheel 51 and a security module 32R provided corresponding to the right front wheel 51. The axle modulator 30 receives the air pressure signal sent from the front wheel control unit 31 </ b> A of the brake valve 31 via the signal supply path 60, and the air directly supplied from the front wheel brake tank 27 via the supply path 61. Are distributed to the security modules 32L and 32R, respectively.

  Since the left front wheel security module 32L and the right front wheel security module 32R have the same configuration, only the left front wheel security module 32L will be described. The safety module 32L is connected to the brake chamber 50 side via the shuttle valve 34. The safety module 32L is connected to a suspension tank 28 as an air supply source provided in an air suspension system (pneumatically driven suspension system) of the vehicle 100. Air supplied from the compressor 22 via the air dryer 23 is stored in the suspension tank 28. The security modules 32L and 32R may be connected to a tank other than the suspension tank 28. For example, the safety modules 32L and 32R may be connected to the parking brake tank 25, the rear wheel brake tank 26, and the front wheel brake tank 27.

  The shuttle valve 34 is connected to the safety module 32L and the axle modulator 30, and allows air to flow from the higher pressure side of the safety module 32L and the axle modulator 30 to the brake chamber 50. Further, an ABS (Antilock Brake System) valve 36 is provided between the shuttle valve 34 and the brake chamber 50. The ABS valve 36 constitutes a front shaft antilock brake system. The ABS valve 36 is controlled by the first brake ECU 15A. The axle modulator 30 may have the ABS function.

  The brake chamber 50 of the front wheel 51 has an air storage chamber for service brake. The shuttle valve 34 is connected to an air storage chamber for service brake via an ABS valve 36. When air is supplied to the air storage chamber for the service brake, the service brake is activated, and the braking force increases as the supply amount of air increases. When air is discharged from the air storage chamber for the service brake, the service brake is released.

  The front wheels 51 and the rear wheels 52 are provided with vehicle speed sensors 58 that detect the rotational speed of the wheels. Further, a pressure sensor 54 for detecting the pressure of the supply passage is provided in the pipe line connected to the air storage chamber for the service brake of the brake chamber 50.

  On the other hand, the rear wheel brake tank 26 is connected to the axle modulator 40 via the rear wheel control unit 31B of the brake valve 31. The brake valve 31 supplies air from the rear wheel control unit 31B to the axle modulator 40 under the control of the first brake ECU 15A. The axle modulator 40 controls the supply and discharge of air to the brake chamber 50 provided on the rear wheel 52. The axle modulator 40 is connected to a signal supply path 62 that communicates with the rear wheel control unit 31B of the brake valve 31 and a supply path 63 that communicates directly with the rear wheel brake tank 26. The axle modulator 40 is connected to a security module 42L provided on the left rear wheel 52 and a security module 42R provided on the right rear wheel 52. When the axle modulator 40 receives an air pressure signal sent from the rear wheel control unit 31B of the brake valve 31 via the signal supply path 62, the axle modulator 40 receives the air sent from the rear wheel brake tank 26 via the supply path 63. It distributes to the security modules 42L and 42R, respectively.

  The first brake ECU 15A receives a position detection signal from a sensor that detects the position of a brake pedal (not shown) operated by the driver when the vehicle 100 is driven by the driver and operates the brake valve 31. Control and supply air to the axle modulator 40. Further, the first brake ECU 15 </ b> A controls the brake valve 31 and supplies air to the axle modulator 40 based on information such as speed transmitted from the vehicle 100 ahead when the vehicle 100 is unmanned. The axle modulator 40 may be controlled by a position detection signal output from a sensor that detects the position of the brake pedal.

  Since the left rear wheel security module 42L and the right rear wheel security module 42R have the same configuration, only the left security module 42L will be described. Note that the security modules 42L and 42R of the rear wheel 52 have the same configuration as the safety modules 32L and 32R of the front wheel 51 except for the connection state to the tank and the like. The safety module 42L is connected to the brake chamber 50 side of the rear wheel 52 via the shuttle valve 34. The security module 42L has the same configuration as the security modules 32L and 32R provided for the front wheel 51. The safety modules 42L and 42R of the rear wheel 52 are also connected to the suspension tank 28.

  The brake chamber 50 of the rear wheel 52 includes an air storage chamber for service brakes and an air storage chamber for parking brakes. The brake chamber 50 is provided with a spring that applies a biasing force to the wheel to stop the wheel from rotating. When a predetermined amount of air is supplied to the parking brake air storage chamber, the spring is compressed by the air pressure to release the urging force against the wheels, and when the air is discharged from the parking brake air storage chamber, the spring A biasing force is applied to the wheel.

  The safety modules 32L, 32R, 42L, and 42R are controlled by the second brake ECU 15B. The second brake ECU 15B acquires the pressure detection signal of the pressure sensor 54. The second brake ECU 15B learns the relationship between pressure and deceleration based on the pressure detection signal. The deceleration is calculated by the second brake ECU 15B based on the speed acquired from the vehicle speed sensor 58 via the in-vehicle network 19. Alternatively, the second brake ECU 15B acquires the deceleration calculated by the convoy travel ECU 11 or the like from the in-vehicle network 19. The second brake ECU 15B controls the safety modules 32L, 32R, 42L, and 42R based on the deceleration request from the row running ECU 11 and the learning result so that the vehicle 100 decelerates to a predetermined speed. Note that the second brake ECU 15B may learn the relationship between speed and pressure in addition to the relationship between deceleration and pressure.

  The parking brake tank 25 is connected to a parking brake control valve 55 and a parking brake relay valve 56. The parking brake control valve 55 is controlled by the convoy travel ECU 11 or the like and outputs an air pressure signal to the parking brake relay valve 56. When the pneumatic brake signal is input from the parking brake control valve 55, the parking brake relay valve 56 supplies the air in the parking brake tank 25 to the parking brake air storage chamber of the brake chamber 50 of the rear wheel 52. As a result, the spring is compressed by the pressure of the air filled in the air storage chamber, and the parking brake is released. On the other hand, when the parking brake relay valve 56 does not input an air pressure signal from the parking brake control valve 55, air is discharged from the parking brake air storage chamber, and the parking brake is activated by the biasing force of the spring. The parking brake relay valve 56 may be an electromagnetic valve and may be controlled by the first brake ECU 15A or the like.

  A signal supply path 65 of a forced brake module 70 serving as an air supply unit is connected between the parking brake control valve 55 and the parking brake relay valve 56. One forcible brake module 70 is provided for one vehicle 100. The forced brake module 70 is controlled by the row running ECU 11.

  The forced brake module 70 has a signal input port connected to the signal supply path 65, and two connections connected to the pipes of the front wheels 51 on the safety modules 32L and 32R side and the pipes of the rear wheels 52 on the safety modules 42L and 42R side. A port and an input port connected to a tank-side supply path 66 to which air is supplied from the suspension tank 28. The forced brake module 70 can supply air from the suspension tank 28 to the brake chamber 50 side via the safety modules 32L, 32R, 42L, and 42R. The forced brake module 70 blocks the supply of air to the safety modules 32L, 32R, 42L, and 42R in a state where there is no abnormality, that is, in a normal state. Moreover, the forced brake module 70 supplies air to the brake chamber 50 side via the safety modules 32L, 32R, 42L, and 42R in a predetermined state where an abnormality has occurred, and operates the forced brake. When air is supplied from the forced brake module 70, the pressure on the forced brake module 70 side becomes higher than that on the axle modulators 30 and 40 side, so that the shuttle valve 34 has air from the forced brake module 70 side to the brake chamber 50 side. Allow flow.

  Next, the configuration of the forced brake module 70 and the safety modules 32L, 32R, 42L, and 42R will be described in detail with reference to FIG. Since the security modules 32L, 32R, 42L, and 42R have the same configuration, FIG. 4 shows the configuration of the security module 42L of the rear wheel 52 in detail. In FIG. 4, a solid line connecting the tank and the actuator indicates an air passage, and a broken line connected to the formation traveling ECU 11 or the second brake ECU 15B indicates a state in which they are electrically connected to the actuator.

  The ignition switch of the vehicle 100 is in an off state, and the parking brake is activated. The convoy travel ECU 11, the first brake ECU 15A, and the second brake ECU 15B are all normal. The forced brake module 70 includes a first electromagnetic control valve 71, a forced brake release valve 72, a pneumatic control valve 73, and a relay valve 74 as a first relay valve. The first electromagnetic control valve 71, the forced brake release valve 72, and the air pressure control valve 73 are provided in the first passage 81 that branches from the tank side supply passage 66. The relay valve 74 has a signal input port 74 </ b> P, and the signal input port 74 </ b> P is connected to the first passage 81.

  The first electromagnetic control valve 71 is a three-port two-position valve connected to the suspension tank 28 side, an exhaust passage 85 connected to a discharge port 80 for discharging circuit air, and a relay valve 74 side. The first electromagnetic control valve 71 is controlled by the convoy travel ECU 11 and is connected to the tank side supply path 66 side and the forced brake release valve 72 side, and the forced brake release valve 72 side of the first passage 81 and the exhaust side. The position can be changed to the exhaust position where the passage 85 is connected. The first electromagnetic control valve 71 includes a valve spring 71S that applies an urging force so as to be in the connection position, and is in the connection position in the non-energized state and in the exhaust position in the energized state.

  The forced brake release valve 72 is provided between the first electromagnetic control valve 71 and the pneumatic control valve 73 in the first passage 81. The forced brake release valve 72 is a 3-port 2-position valve connected to the first electromagnetic control valve 71 side of the first passage 81, the exhaust passage 85, and the pneumatic control valve 73 side of the first passage 81. . The forced brake release valve 72 is located at a connection position where the tank side supply path 66 side and the air pressure control valve 73 side communicate with each other, and at an exhaust position where the air pressure control valve 73 side and the exhaust path 85 are connected in the first passage 81. It is configured to be changeable. The forced brake release valve 72 is provided with a valve spring 72S that applies a biasing force so as to be in the connection position. The forced brake release valve 72 has an operation portion 72A that is manually operated. The forced brake release valve 72 is in the connected position when the operation portion 72A is not manually operated, and is in the exhaust position when the operation portion 72A is manually operated.

  The pneumatic control valve 73 is a three-port two-position valve that is connected to the forced brake release valve 72 side, the exhaust passage 85, and the relay valve 74 side of the first passage 81 and is controlled by a pneumatic signal. A signal input port 73P of the pneumatic control valve 73 is connected to a signal supply path 65 extending from between the parking brake control valve 55 and the parking brake relay valve 56.

  The parking brake relay valve 56 is connected to an air storage chamber 50 </ b> B for parking brake in the brake chamber 50. When air is discharged from the air storage chamber 50B of the brake chamber 50, the push rod 50E having the wedge 50D at the tip extends by the urging force of the spring 50C of the brake chamber 50, and the wedge 50D serves as the brake lining of the rear wheel 52. The parking brake is operated by being inserted into (not shown). When air is supplied from the parking brake relay valve 56 to the air storage chamber 50B, the spring 50C is compressed and the push rod 50E moves in a direction to pull out the wedge 50D from the wheel, and the parking brake is released. The

  The air pressure control valve 73 is configured to be able to change its position to an exhaust position for connecting the relay valve 74 side and the exhaust path 85 and a connection position for connecting the tank side supply path 66 side and the relay valve 74 side. . The air pressure signal is not input to the signal input port 73P of the air pressure control valve 73 when the parking brake is operated, and the air pressure signal is sent from the parking brake control valve 55 to the relay valve 74 to release the parking brake. Sometimes an air pressure signal is input to the signal input port 73P. The pneumatic control valve 73 is provided with a valve spring 73S that applies an urging force so as to be in the exhaust position. The air pressure control valve 73 is in the exhaust position when no air pressure signal is input to the signal input port 73P, and is in the connection position when the air pressure signal is input.

  The relay valve 74 is connected to the second passage 82 branched from the tank side supply passage 66, the exhaust passage 85, and the forced brake module connection passage 86 communicating with the safety modules 32L, 32R, 42L, and 42R for each wheel. 3 port 2 position valve. The relay valve 74 inputs air sent through the first passage 81 to the signal input port 74P as an air pressure signal. The second passage 82 is, for example, a pipe having a larger inner diameter than the first passage 81, and supplies a larger amount of air per unit time than the first passage 81 to the safety modules 32L, 32R, 42L, and 42R. It is possible. The relay valve 74 is configured to be able to change its position to an exhaust position where the forced brake module connection path 86 and the exhaust path 85 are connected and a connection position where the second path 82 and the forced brake module connection path 86 are connected. . At the exhaust position, the air up to the shuttle valve 93 in the forced brake module connection path 86 is discharged to the exhaust path 85. The relay valve 74 is provided with a valve spring 74S that applies an urging force so as to be in the exhaust position. The relay valve 74 is in an exhaust position when no air pressure signal is input to the signal input port 74P, and is in a connection position when an air pressure signal is input. The relay valve 74 discharges air from the safety modules 32L, 32R, 42L, and 42R when in the exhaust position, and a large amount of air stored in the suspension tank 28 in the safety modules 32L, 32R, 42L, and 42R when in the connected position. Supply.

  Next, the configuration of the security modules 32L, 32R, 42L, and 42R will be described in detail. Since the configuration of the security modules 32L, 32R, 42L, and 42R is the same as described above, only the configuration of the security module 42L will be described here. The safety module 42L includes a second electromagnetic control valve 90 and a third electromagnetic control valve 91 as safety electromagnetic control valves, a relay valve 92 as a second relay valve, and a shuttle valve 93.

  The second electromagnetic control valve 90 and the third electromagnetic control valve 91 are provided in the third passage 83. One end of the third passage 83 is connected to the tank side supply path 66, and the other end is connected to the exhaust path 85. The second electromagnetic control valve 90 is configured to be able to change the position between a blocking position for blocking the third passage 83 and a connection position for communicating the third passage 83. The second electromagnetic control valve 90 is controlled by the second brake ECU 15B and becomes a cutoff position by the urging force of the valve spring 90S in a non-energized state, and becomes a connected position in the energized state. The third passage 83 is also provided in the security modules 32L, 32R, and 42R other than the security module 42L.

  The third electromagnetic control valve 91 is configured to be able to change the position between a connection position where the third passage 83 communicates and a blocking position where the third passage 83 is blocked. The third electromagnetic control valve 91 is controlled by the second brake ECU 15B, becomes a connection position by the urging force of the valve spring 91S in a non-energized state, and becomes a cutoff position in the energized state.

  The shuttle valve 93 includes a forced brake module connection path 86, a safety module connection path 87 connected between the second electromagnetic control valve 90 and the third electromagnetic control valve 91, and a signal supply path 88 connected to the relay valve 92. It is connected to the. The shuttle valve 93 allows the air flow from the higher pressure of the forced brake module connection path 86 and the safety module connection path 87 to the signal supply path 88 side. The signal supply path 88 is connected to the signal input port 92P of the relay valve 92. The forced brake module connection path 86 is also connected to the safety modules 32L, 32R, and 42R other than the safety module 42L.

  The relay valve 92 is a three-port two-position valve connected to the fourth passage 84 that branches from the tank-side supply passage 66, the exhaust passage 85, and the chamber connection passage 89 that connects to the brake chamber 50. The inner diameter of the fourth passage 84 is larger than, for example, the signal supply path 88, and a larger amount of air can be supplied per unit time than the signal supply path 88. A large amount of air from the tank side supply passage 66 is supplied from the fourth passage 84. The fourth passage 84 is also provided in the security modules 32L, 32R, 42R other than the security module 42L.

  The relay valve 92 is configured such that the position can be changed to an exhaust position where the chamber connection path 89 and the exhaust path 85 are connected and a connection position where the fourth path 84 and the chamber connection path 89 are connected. Further, the relay valve 92 is provided with a valve spring 92S that applies an urging force so as to be in the exhaust position. The relay valve 92 is in the exhaust position when no air pressure signal is input to the signal input port 92P, and discharges the air in the chamber connection path 89 to the exhaust path 85. Further, the relay valve 92 becomes a connection position when an air pressure signal is inputted, and supplies a large amount of air in the fourth passage 84 to the chamber connection passage 89.

  A shuttle valve 34 is connected to the chamber connection path 89. The shuttle valve 34 is connected to the safety module 42L, the axle modulator 40 controlled by the first brake ECU 15A, and the service brake air storage chamber 50A of the brake chamber 50. The other security modules 32L, 32R, and 42R are also connected to a brake chamber 50 provided on each wheel via the shuttle valve 34 (see FIG. 3).

  A pressure sensor 53 is provided in a connection path connecting the shuttle valve 34 and the brake chamber 50. The pressure sensor 53 outputs a signal corresponding to the pressure in the connection path to the first brake ECU 15A, the second brake ECU 15B, and the like. The second brake ECU 15B learns the relationship between the pressure and the deceleration based on the pressure detection signal output from the pressure sensor 53 when the axle modulators 30 and 40 supply air to the brake chamber 50. The deceleration is calculated by the second brake ECU 15B, or the deceleration calculated by the first brake ECU 15A or the platoon traveling ECU 11 is acquired via the in-vehicle network 19. Note that the second brake ECU 15B may learn the relationship between speed and pressure in addition to the relationship between deceleration and pressure.

  When the vehicle 100 transitions from a state in which the parking brake is activated to a state in which the vehicle 100 can travel, the platoon traveling ECU 11 energizes the first electromagnetic control valve 71 to set the exhaust position. The row running ECU 11 controls the parking brake control valve 55 to supply air from the parking brake relay valve 56 to the brake chamber 50. The pneumatic control valve 73 inputs a pneumatic signal to the signal input port 73P and becomes a connection position. As a result, the forced brake can be activated.

  Next, each mode of the pneumatic brake system 20 will be described with reference to FIGS. 5 to 9 together with the operations of the forced brake module 70 and the safety modules 32L, 32R, 42L, and 42R. The pneumatic brake system 20 has a normal travel mode, a deceleration travel mode, a forced brake mode, and a re-travel mode. The security modules 32L, 32R, 42L, and 42R will be described focusing on the operation of the security module 42L corresponding to the left rear wheel 52. 5 to 9, a thick solid line indicates a state where air is supplied in the air passage, and a thick broken line indicates a state where air is discharged in the air passage. Furthermore, a broken line connected to the convoy travel ECU 11 or the second brake ECU 15B indicates a state in which they are electrically connected to the actuator.

  With reference to FIG.5 and FIG.6, the deceleration driving mode by 2nd brake ECU15B is demonstrated. In the deceleration travel mode, the ignition switch is on and the parking brake is released. The deceleration travel mode is executed when an abnormality occurs in the first brake ECU 15A and normal brake control cannot be executed. Specifically, the deceleration brake mode is executed in the following cases.

A case where an abnormality occurs only in the first brake ECU 15A and the platoon travel ECU 11 and the second brake ECU 15B are normal.
A case where an abnormality occurs in the first brake ECU 15A and one of the platoon travel ECUs 11, and the second brake ECU 15B and the other platoon travel ECU 11 are normal.

  As shown in FIG. 5, the normal row running ECU 11 maintains the first electromagnetic control valve 71 in the energized state when detecting the occurrence of abnormality in the first brake ECU 15A. The convoy travel ECU 11 determines whether deceleration is necessary based on the speed and deceleration of the vehicle 100 traveling ahead, the speed input from the vehicle speed sensor 58, and the like. If the convoy travel ECU 11 determines that deceleration is necessary, the convoy travel ECU 11 outputs a deceleration instruction to the second brake ECU 15B.

  When the second brake ECU 15B inputs a deceleration instruction, the second electromagnetic control valve 90 and the third electromagnetic control valve 91 are energized. The second electromagnetic control valve 90 is in the connection position, and the third electromagnetic control valve 91 is in the cutoff position. The air sent from the tank side supply path 66 is supplied to the security module connection path 87 via the second electromagnetic control valve 90. As a result, the safety module connection path 87 of the safety module connection path 87 and the forced brake module connection path 86 has a high pressure, so that the shuttle valve 93 supplies air from the safety module connection path 87 to the signal supply path 88.

  As a result, an air pressure signal is input from the safety module connection path 87 to the signal input port 92P of the relay valve 92, and the relay valve 92 becomes the connection position. Then, air is supplied from the tank-side supply path 66 to the chamber connection path 89 via the relay valve 92 that is in the connection position. Since the deceleration traveling mode is based on the premise that an abnormality has occurred in the first brake ECU 15A, the supply of air from the axle modulators 30 and 40 is stopped. For this reason, since the chamber connection path 89 has a high pressure among the chamber connection path 89 side and the axle modulators 30 and 40 side, the shuttle valve 34 moves from the chamber connection path 89 to the air storage chamber 50A for the service brake of the brake chamber 50. Supply air.

  FIG. 6 shows a state where the vehicle 100 is not decelerated in the deceleration traveling mode. If the convoy travel ECU determines that the vehicle 100 should not decelerate, the convoy travel ECU stops outputting the deceleration instruction to the second brake ECU 15B while maintaining the first electromagnetic control valve 71 in the energized state. When the output of the deceleration instruction from the convoy travel ECU 11 is stopped, the second brake ECU 15B brings the second electromagnetic control valve 90 and the third electromagnetic control valve 91 into a non-energized state.

  When the second electromagnetic control valve 90 is in the cutoff position and the third electromagnetic control valve 91 is in the connection position, the air in the signal supply path 88 passes through the shuttle valve 93, a part of the third path 83, and the exhaust path 85. Through the discharge port 80. As a result, the relay valve 92 is placed in the exhaust position, and the air in the air storage chamber 50A for the service brake of the brake chamber 50 is discharged from the discharge port 80 via the shuttle valve 34, the relay valve 92, and the exhaust path 85. As a result, the service brake is released.

  In the deceleration traveling mode, the second brake ECU 15B receives the pressure detection signal from the pressure sensor 54, and performs the second electromagnetic control so that the pressure in front of the brake chamber 50 becomes a pressure corresponding to the target deceleration. The energization and de-energization of the valve 90 and the third electromagnetic control valve 91 are repeated.

  Next, the forced brake mode will be described with reference to FIG. At this time, the ignition switch is on and the parking brake is released. The forced brake mode is executed in the following cases.

-In the case where an abnormality has occurred in both convoy travel ECUs 11.
When the first brake ECU 15A and the second brake ECU 15B include a state where an abnormality has occurred.

  In the forced brake mode, the first electromagnetic control valve 71 is in a non-energized state. When an abnormality occurs in both the row running ECUs 11, the first electromagnetic control valve 71 is automatically turned off. The pneumatic control valve 73 becomes a connection position when a pneumatic signal is supplied to the signal input port 73P. The relay valve 74 becomes a connection position by inputting an air pressure signal to the signal input port 74P. At this time, if a small amount of air is sent to the relay valve 74 as an air pressure signal, the time from when the first electromagnetic control valve 71 is de-energized until the relay valve 74 is at the connection position can be shortened. . When the relay valve 74 is in the connection position, a large amount of air stored in the suspension tank 28 is sent to the forced brake module connection path 86.

  By sending air to the forced brake module connection path 86 via the relay valve 74, the pressure of the forced brake module connection path 86 becomes higher than that of the safety module connection path 87. Therefore, the shuttle valve 93 distributes air from the forced brake module connection path 86 to the signal supply paths 88 connected to the safety modules 32L, 32R, 42L, and 42R.

  The relay valve 92 of the safety module 42L becomes a connection position by inputting a pneumatic signal to the signal input port 92P. As a result, a large amount of air stored in the suspension tank 28 passes through the tank side supply path 66, the fourth path 84, the relay valve 92, and the shuttle valve 34, and the air storage chamber 50 </ b> A for the service brake of the brake chamber 50. Sent to. As a result, the forced brake is activated.

  Next, the re-running mode will be described with reference to FIGS. The re-running mode is a mode for causing the vehicle 100 to re-run by driving by the driver after the forced braking is activated. By causing the vehicle 100 to re-run at a predetermined speed after the forced braking is activated, the driver can move the vehicle 100 to a nearby maintenance station or the like.

  As shown in FIG. 8, immediately after the forced braking is activated, the first electromagnetic control valve 71, the second electromagnetic control valve 90, and the third electromagnetic control valve 91 are in a non-energized state. In addition, after the forced brake is activated, the parking brake is activated by another control system, so that the pneumatic control valve 73 is in the exhaust position.

  The re-running mode is started when the operation unit 72A of the forced brake release valve 72 is operated by the driver. Further, since the air pressure control valve 73 is at the exhaust position and the air in the first passage 81 is exhausted from the exhaust port 80, the relay valve 74 is at the exhaust position. As a result, the air in the forced brake module connection path 86 is supplied to the exhaust path 85 and is discharged from the discharge port 80.

  In addition, since the second electromagnetic control valve 90 is in the cutoff position and the third electromagnetic control valve 91 is in the connection position, air is not supplied to the third passage 83, and the second electromagnetic control valve 90 and the second electromagnetic control are not supplied. The air in the passage between the valves 90 is supplied to the exhaust passage 85 and discharged from the discharge port 80. As a result, since the forced brake module connection path 86 and the safety module connection path 87 do not supply air to the shuttle valve 93 side, no air pressure signal is input to the signal input port 92P of the relay valve 92. As a result, the relay valve 92 is in the exhaust position. Then, the air in the air storage chamber 50 </ b> A for the service brake of the brake chamber 50 is discharged from the discharge port 80 through the exhaust passage 85 while the parking brake is operated by the urging force of the spring 50 </ b> C.

  As shown in FIG. 9, when the parking brake is released by a normal ECU or another brake control system, an air pressure signal is input to the signal input port 73P of the air pressure control valve 73, and the air pressure control valve 73 becomes the connection position. . At this time, even if the air pressure control valve 73 is in the connected position, the forced brake release valve 72 is maintained in the exhaust position, so that no air is supplied from the forced brake module 70. When the driver decelerates the vehicle 100, the driver operates a brake pedal provided on the brake valve 31 (see FIG. 3). When the brake pedal is operated, an air pressure signal is input from the brake valve 31 to the axle modulators 30 and 40. When the air pressure signal is input, the axle modulator 30 distributes the air directly supplied from the front wheel brake tank 27 via the supply path 61 to the safety modules 32L and 32R. The air supplied to the safety modules 32L and 32R is supplied to the air storage chamber for the service brake of the brake chamber 50, and the service brake of the front wheel 51 is activated. The axle modulator 40 supplies air to the service brake air storage chamber 50 </ b> A of the brake chamber 50 via the shuttle valve 34 to operate the service brake of the rear wheel 52.

As described above, according to the embodiment, the effects listed below can be obtained.
(1) The pneumatic brake system includes four safety modules 32L, 32R, 42L, and 42R. For this reason, since the brake is applied by the other safety module even when an abnormality occurs in at least one of the safety modules, the safety of the pneumatic brake system can be further improved as compared with the case where there is a single safety module.

  (2) The forced brake module 70 can distribute air to the plurality of safety modules 32L, 32R, 42L, and 42R by a supply system different from the axle modulators 30 and 40 controlled by the first brake ECU 15A. For this reason, even if there is an abnormality in the supply system including the axle modulators 30 and 40, the brake can be forcibly operated.

(3) The forced brake module 70 can forcibly operate the brake. Thereby, security can be improved.
(4) One forced brake module 70 is provided for the plurality of security modules 32L, 32R, 42L, and 42R. For this reason, the number of parts can be reduced as compared with the case where an air supply unit that supplies an air pressure signal is provided for each of the safety modules 32L, 32R, 42L, and 42R.

  (5) Since the forced brake module 70 distributes air as a pneumatic pressure signal to the plurality of safety modules 32L, 32R, 42L, and 42R, it is necessary to supply a large amount of air. The forced brake module 70 includes a relay valve 74 that is controlled by a small amount of air that is a pneumatic signal and supplies a larger amount of air than the pneumatic signal. For this reason, when the first electromagnetic control valve 71 is in a non-energized state, a large amount of air stored in the suspension tank 28 as an air supply source is transferred to the plurality of safety modules 32L, 32R, 42L, 42R in a short time. Can be distributed.

  (6) Since the first electromagnetic control valve 71 of the forced brake module 70 outputs a pneumatic signal to the relay valve 74 when not energized, when an abnormality occurs in the platooning ECU 11 that controls the first electromagnetic control valve 71, A pneumatic signal can be output to the relay valve 74 to activate the service brake. For this reason, the security of the pneumatic brake system 20 can be improved.

  (7) Since the air pressure control valve 73 supplies air to the relay valve 74 when the parking brake is released, the brake is applied via the air pressure control valve 73 and the relay valve 74 only when the parking brake is released. Air can be supplied to the chamber 50 side to activate a service brake for security.

  (8) The relay valve 92 of the safety modules 32L, 32R, 42L, and 42R brakes a large amount of air stored in the suspension tank 28, which is an air supply source, when a small amount of air that is an air pressure signal is supplied. It can be supplied to the chamber 50 side. Therefore, the operation time from the start of the output of the air pressure signal to the relay valve 92 until the service brake is activated can be shortened. Further, an air pressure signal can be supplied to the relay valve 92 via the shuttle valve 93 from the higher one of the forced brake module connection path 86 and the safety module connection path 87. That is, both the system for supplying air from the forced brake module 70 to the brake chamber 50 and the system for supplying air from the second electromagnetic control valve 90 and the third electromagnetic control valve 91 to the brake chamber 50 provide the brake chamber 50 with Since the relay valve 92 for supplying air can be shared, the number of parts can be reduced.

In addition, the said embodiment can also be suitably changed and implemented as follows.
In the above embodiment, it is assumed that the leading vehicle 100a and the following vehicle 100b are equipped with the same platooning control system 10. Instead, the leading vehicle 100a may not be equipped with the convoy travel control system 10 or may be equipped with a convoy travel control system different from the following vehicle 100b.

  In the above embodiment, the configuration of the security modules 32L, 32R, 42L, and 42R is the same. Instead, the configuration of the security modules 32L, 32R, 42L, and 42R may be different from each other. Alternatively, four or less modules among the security modules 32L, 32R, 42L, and 42R may be the same.

  In the above embodiment, the deceleration travel mode is “when only the first brake ECU 15A is abnormal and the platoon travel ECU 11 and the second brake ECU 15B are normal”, “the first brake ECU 15A and one platoon travel ECU 11 This is executed when an abnormality has occurred and the second brake ECU 15B and the other convoy travel ECU 11 are normal. However, even in other cases, the deceleration traveling mode may be performed when the brake under the control of the first brake ECU 15A does not operate normally or when there is a possibility that it does not operate normally. If it does in this way, the security of a pneumatic brake system can be raised more.

  In the above-described embodiment, the forced brake mode is executed when “including a state where an abnormality has occurred in both the row running ECUs 11” and “when including a state where an abnormality has occurred in the first brake ECU 15A and the second brake ECU 15B”. It was made to be. However, even in other cases, if the brake under the control of the first brake ECU 15A does not operate normally or may not operate normally, if an abnormality occurs in one of the platooning ECUs 11, For example, when the communication state with the vehicle 100 is not good, the forced brake mode may be performed. If it does in this way, the security of a pneumatic brake system can be raised more.

  In the above-described embodiment, “when abnormality occurs only in the first brake ECU 15A and the platoon travel ECU 11 and the second brake ECU 15B are normal”, “an abnormality occurs in the first brake ECU 15A and one platoon travel ECU 11, When the second brake ECU 15B and the other convoy travel ECU 11 are normal, the decelerating travel mode is performed. In addition to this, even when an abnormality occurs in the second brake ECU 15B, the safety can be further improved by setting the deceleration travel mode.

  In the above embodiment, the pneumatic brake system has the normal travel mode, the deceleration travel mode, the forced brake mode, and the re-travel mode. However, the pneumatic brake system only needs to have the normal travel mode, at least the deceleration travel mode, and the forced brake mode. You don't have to.

  In the above embodiment, the forced brake module 70 and the safety modules 42L and 42R on the rear wheel 52 side are connected. In addition to this, a load sensing valve (pressure adjusting valve) may be provided in the middle of a pipe line connecting the forced brake module 70 and the safety modules 42L and 42R. The load sensing valve can adjust the amount of air supplied to the air storage chamber for the service brake of the brake chamber 50. The load sensing valve has a port connected to the air suspension system. The pressure at this port is the same pressure as the air suspension system. When the load of the load of the vehicle 100 is large, the port pressure increases. When the pressure on the port side of the load sensing valve becomes larger than a predetermined value, the load sensing valve increases the amount of air supplied to the safety modules 42L and 42R of the rear wheel 52 that is the drive wheel. In addition, you may make it provide a load sensing valve in the pipe line which connects the forced brake module 70 and the safety modules 32L and 32R of the front wheel 51 side.

  In the above embodiment, the safety modules 32L, 32R, 42L, and 42R are shuttles that allow the flow of air from the higher pressure of the forced brake module connection path 86 and the safety module connection path 87 to the signal supply path 88 side. A valve 93 is provided. Instead of this, an actuator is provided that switches the flow from the forced brake module connection path 86 to the signal supply path 88 side and the flow from the safety module connection path 87 to the signal supply path 88 side by pneumatic control or electrical control. It may be.

  In the above embodiment, the forced brake module 70 includes the air pressure control valve 73 that inputs air from the brake chamber 50 side as the air pressure signal when the parking brake is released. Instead, the forced brake module 70 may include an electromagnetic control valve that is electrically controlled in accordance with the operation and release of the parking brake. For example, when the parking brake system is electrically controlled, an electromagnetic control valve can be suitably used. In this case, the response can be further improved by using an electromagnetic control valve instead of the pneumatic control valve.

  In the above embodiment, the forced brake module 70 includes the first electromagnetic control valve 71 that supplies the air supplied from the suspension tank 28 to the relay valve 74 when the power is not supplied. Instead, the first electromagnetic control valve 71 may supply the air supplied from the suspension tank 28 to the relay valve 74 when energized.

  In the above embodiment, the forced brake module 70 includes the relay valve 74 as the first relay valve. Alternatively, the pneumatic control valve 73 may be connected to the shuttle valve 93 and the relay valve 74 may be omitted.

  In the above embodiment, the forced brake module 70 that distributes air to the plurality of safety modules 32L, 32R, 42L, and 42R is provided. Alternatively, one forcible brake module 70 may be provided for the front wheel safety modules 32L and 32R, and one forcible brake module 70 may be provided for the rear wheel safety modules 42L and 42R. Alternatively, one forced brake module 70 may be provided for each of the safety modules 32L, 32R, 42L, and 42R.

  DESCRIPTION OF SYMBOLS 10 ... Convoy travel control system 11, 11A, 11B ... Convoy travel ECU, 15A ... 1st brake ECU as 1st brake control apparatus, 15B ... 2nd brake ECU as 2nd brake control apparatus, 19 ... In-vehicle network, DESCRIPTION OF SYMBOLS 20 ... Pneumatic brake system, 21 ... Air storage tank, 28 ... Suspension tank as air supply source, 30, 40 ... Axle modulator, 31 ... Brake valve, 32L, 32R, 42L, 42R ... Safety module, 34 ... Shuttle valve , 36 ... ABS valve, 50 ... Brake chamber, 58 ... Vehicle speed sensor, 54 ... Pressure sensor, 55 ... Parking brake control valve, 56 ... Parking brake relay valve, 66 ... Tank side supply path, 70 ... Force as air supply unit Brake module, 71 ... 1st electromagnetic control Valve 72, Forced brake release valve 73 ... Pneumatic control valve 74 ... Relay valve 80 ... Discharge port 85 ... Exhaust path 86 ... Forced brake module connection path 87 ... Safety module connection path 88 ... Signal supply path , 90 ... a second electromagnetic control valve as a safety electromagnetic control valve, 91 ... a third electromagnetic control valve as a safety electromagnetic control valve, 92 ... a relay valve as a second relay valve, 93 ... a shuttle valve, 100 ... vehicle.

Claims (7)

In a pneumatic brake system for supplying and discharging air from an air supply source to a brake mechanism for operating and releasing a vehicle service brake,
A pneumatic brake comprising a plurality of safety modules that are controlled by the second brake control device to supply and discharge air to and from the brake mechanism when the module controlled by the first brake control device does not operate normally. system. The air supply part which distributes the air supplied from the air supply source to the plurality of security modules as an air pressure signal in a supply system different from a supply system including the air supply source and the module. Pneumatic brake system. The pneumatic brake system according to claim 2, wherein the safety module is provided for each wheel, and one air supply unit is connected to each of the safety modules. The air supply unit is stored in the air supply source with respect to the plurality of safety modules according to the presence or absence of an electromagnetic control valve that supplies air supplied from the air supply source as an air pressure signal. The pneumatic brake system according to claim 2, further comprising a first relay valve that distributes air. The pneumatic brake system according to claim 4, wherein the electromagnetic control valve supplies air supplied from the air supply source to the first relay valve when deenergized. The air supply unit includes a pneumatic control valve that inputs air as a pneumatic signal from the brake mechanism side when a parking brake is released,
The air pressure control valve is connected to supply air to the first relay valve when the air pressure signal is input, and stops supplying air to the first relay valve when the air pressure signal is not input. The pneumatic brake system according to claim 4 or 5, wherein the pneumatic brake system is a position to be operated. The safety module controls a flow of air from a higher pressure side of the safety electromagnetic control valve controlled by the second brake control device, the first relay valve side, and the safety electromagnetic control valve side. And a second relay valve for supplying air stored in the air supply source to the brake mechanism side when air supplied from the shuttle valve side is input as an air pressure signal. The pneumatic brake system according to any one of 4 to 6.