JP2019214382A - Brake system and brake system control method - Google Patents

Abstract

To provide an air supply system that can enhance security of a pneumatic brake system.SOLUTION: An air supply system includes a first brake module, a second brake module 12 and a forced brake module 13 which perform supply of air and discharge of air to a brake chamber 50 that activates and releases a service brake of a vehicle. The second brake module 12 performs supply of air and discharge of air instead of the first brake module that is controlled by a first control device. A pneumatic brake system comprises a second control device 32 that controls the second brake module 12. The forced brake module 13 is controlled by a master ECU10 so that a forced brake that forcibly supplies air to the brake chamber 50 is activated. The forced brake module 13 has a first electromagnetic control valve 41 that acts as a connection position through which air is supplied to the brake chamber 50 side in a non-conduction state.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an air supply system that supplies air and discharges air to a brake mechanism that operates and releases a service brake of a vehicle.

  BACKGROUND ART A vehicle such as a truck is provided with a pneumatic brake system using compressed air as a power source. The pneumatic brake system includes a brake mechanism that operates and releases a service brake (foot brake), a brake mechanism that operates and releases a parking brake, and an air supply system that supplies compressed air stored in a compressor to each brake mechanism. Have. Recently, an air supply system controlled by an electronic control unit has been proposed (for example, see Patent Document 1).

  Further, when an abnormality occurs in the air supply system, a security air supply system that supplies air to a brake mechanism instead of the air supply system in which the abnormality has occurred has been proposed.

JP 2007-326516 A

  However, even if the air supply system is duplicated as described above, no consideration is given to brake control when an abnormality occurs in both of the air supply systems, and the safety function of the pneumatic brake system is still not considered. This leaves room for improvement.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide an air supply system that can enhance the security of a pneumatic brake system.

  An air supply system that solves the above-mentioned problem is an air supply system provided in a pneumatic brake system including a first air supply unit that supplies air to and discharges air from a brake mechanism that operates and releases a service brake of a vehicle. A second air supply unit for supplying the air and discharging the air in place of the first air supply unit controlled by the first control device, a second control device for controlling the second air supply unit, A forced brake unit that is controlled by a main control device that controls the first control device and the second control device, and that operates a forced brake that forcibly supplies air to the brake mechanism. And an electromagnetic control valve at a connection position for supplying air to the brake mechanism side in a non-energized state.

  According to the above configuration, the forcible brake unit has the electromagnetic control valve at the connection position for supplying air to the brake mechanism in a non-energized state. Therefore, even if an abnormality occurs in at least one of the first control device, the second control device, and the main control device, air is supplied to the brake mechanism side via the electromagnetic control valve without electromagnetically controlling each valve. Can be supplied, so that the forced braking can be operated by forcibly supplying air to the brake mechanism. For this reason, the security of the pneumatic brake system can be improved.

  In the above air supply system, the second air supply unit has a relay valve for switching supply and discharge of air to the brake mechanism, an input port thereof is connected to an air supply source side, and an output port thereof is connected to the brake port. The forced brake unit is connected to a mechanism side, the input port is connected to the air supply source side, the output port is connected to the signal input port of the relay valve of the second air supply unit, and the electromagnetic control valve is It is preferable that the position can be changed between a connection position for supplying air to the relay valve side and an exhaust position for discharging air on the relay valve side.

  According to the above configuration, the input side of the forced brake unit is connected to the air supply source, and the output side is connected to the signal input port of the relay valve of the second air supply unit. For this reason, the second air supply unit is controlled by the air pressure signal from the forced brake unit, and the operation and release of the forced brake can be performed. Therefore, since the forced brake unit only needs to have a configuration capable of outputting the air pressure signal to the second air supply unit, the complication of the configuration of the forced brake unit can be suppressed. Alternatively, it is possible to reduce the number of components of the forced brake unit.

  Regarding the air supply system, the second control device inputs a pressure detection value from a pressure sensor that detects air pressure when the first air supply unit supplies air to the brake mechanism, and the pressure detection value and the pressure detection value are input. It is preferable that the learning is performed in association with the deceleration of the vehicle, the instruction from the main control device is collated with the learning result, and the supply of air to the brake mechanism and the discharge of air from the brake mechanism are performed.

  According to the above configuration, even when the second air supply unit is not operated, the second control device learns the pressure of the air supplied to the brake mechanism and the deceleration in association with each other. Therefore, when an instruction for deceleration is input from the main control device, the supply of air to be supplied to the brake mechanism can be controlled based on the learning result.

  In the air supply system, the forcible brake unit has a forcible brake release valve having a manually operated operation unit, and the forcible brake release valve is connected to the air supply source when the operation unit is not operated. And a first passage connecting the air pressure signal passage communicating with the signal input port, and closing the first passage when the operation unit is operated to discharge air in the air pressure signal passage. Is preferred.

  According to the above configuration, the air in the air pressure signal passage can be discharged by manually operating the operation unit of the forced brake release valve. Therefore, even if an abnormality of the second control device or the like occurs and the forced brake is operated, and the parking brake is released, the forced brake can be prevented from being operated.

  In the above air supply system, the forcible brake unit includes an air pressure control valve controlled by air pressure of a parking brake mechanism, wherein the air pressure control valve is configured to release the air supply source and the signal input port when the parking brake is released. It is preferable that the position can be changed to a connection position for connecting an air pressure signal passage communicating with the air supply passage and a cutoff position for cutting off the connection between the air supply source and the air pressure signal passage when a parking brake is actuated.

  According to the above configuration, the air pressure control valve connects the air supply source and the air pressure signal passage when the parking brake is released, and connects the air supply source and the air pressure signal passage when the parking brake is operated. The position can be changed to a blocking position for blocking. According to this, it is possible to prevent the forced brake from operating when the parking brake operates.

  Regarding the air supply system, the forced brake unit includes a relay valve, an input port of the relay valve is connected to an air supply source side, an output port thereof is connected to the second air supply unit, and the relay valve is The air that has passed through the electromagnetic control valve is input as an air pressure signal. If the air pressure signal is not input, the connection between the air supply source (25) and the second air supply unit is cut off, and the air pressure signal is input. In this case, it is preferable to connect the air supply source side and the second air supply unit.

  According to the above configuration, the relay valve supplies air from the air supply source to the second air supply unit when the air pressure signal is input. Therefore, even when the inner diameter of the air signal passage is small, air can be supplied to the second air supply unit at a stretch without passing through the air signal passage.

  In the air supply system, it is preferable that the second air supply unit is provided for each wheel provided in the vehicle, and the forcible brake unit is connected to each of the second air supply units.

  According to the above configuration, it is not necessary to provide a forced brake unit for each wheel, so that complication of the air supply system can be suppressed. Alternatively, the number of parts of the air supply system can be reduced.

  According to the present invention, the security of the pneumatic brake system can be improved.

FIG. 1 is a schematic diagram of a vehicle equipped with the air supply system and forming a row in one embodiment of the air supply system. The block diagram of the pneumatic brake system of the embodiment. FIG. 2 is a circuit diagram showing a schematic configuration of the air supply system of the embodiment, showing a normal state and a state where a parking brake is operated. FIG. 2 is a circuit diagram showing a schematic configuration of the air supply system of the embodiment, showing a normal state and a state where a parking brake is released. FIG. 2 is a circuit diagram showing a schematic configuration of the air supply system of the embodiment, showing a state where a forced brake is operated. FIG. 2 is a circuit diagram schematically illustrating the configuration of the air supply system according to the embodiment, illustrating a state in which an abnormality has occurred in the first control device and a brake has been actuated by a deceleration instruction; FIG. 3 is a circuit diagram schematically illustrating the configuration of the air supply system according to the embodiment, showing a state in which an abnormality has occurred in the first control device and a brake according to a deceleration instruction has been released. FIG. 2 is a circuit diagram showing a schematic configuration of the air supply system of the embodiment, showing a state in a preparation stage of re-running. FIG. 2 is a circuit diagram showing a schematic configuration of the air supply system of the embodiment, showing a state in which re-running is possible. The figure which shows some air supply systems about another embodiment of an air supply system.

  Hereinafter, an embodiment in which the air supply system is applied to a pneumatic brake system of a vehicle performing platooning will be described with reference to FIGS. 1 to 9. The pneumatic brake system activates and releases the parking brake and the service brake.

  The platooning will be described with reference to FIG. In platooning, a platoon is formed by vehicles 100 such as trucks (cargo vehicles) integrally provided with a loading platform. The vehicle 100 is running in a row formed by a leading vehicle 100a driven by a driver and an unmanned following vehicle 100b. The vehicle 100 includes a master ECU (Electronic Control Unit) 10 that controls platooning. The master ECU 10 of the leading vehicle 100a and the master ECU 10 of each succeeding vehicle 100b transmit and receive various information by wireless communication, and run while maintaining a fixed inter-vehicle distance. The leading vehicle 100a operates the brake based on the driver's braking operation, and the following vehicle 100b operates the brake following the vehicle 100 when the vehicle 100 traveling immediately before decelerates. Since the leading vehicle 100a is a vehicle that is driven by the driver, the pneumatic braking system of the leading vehicle 100a and the pneumatic braking system of the following vehicle 100b need not have the same configuration, but have the same configuration. Is also good. In the present embodiment, the pneumatic brake system of the leading vehicle 100a and the pneumatic brake system of the following vehicle 100b have the same configuration. Also, in FIG. 1, a platoon is formed by three vehicles 100, but a plurality of vehicles 100 may be used.

  Next, a schematic configuration of the brake system of the vehicle 100 will be described with reference to FIG. The vehicle 100 includes a first brake module 11 as a first air supply unit, a second brake module 12 as a second air supply unit, and a forced brake module 13 as a forced brake unit. The first brake module 11 is provided for each wheel of the vehicle 100. Further, the second brake module 12 is provided for each wheel, but the forced brake module 13 is connected to a plurality of second brake modules 12. FIG. 1 shows a first brake module 11 and a second brake module 12 provided for one of the wheels, and a first brake module 11 and a second brake module provided for the other wheels. The illustration of the module 12 is omitted.

  The first brake module 11 is a brake module that operates in a normal state. That is, the first brake module 11 operates with priority over the second brake module 12 when there is no abnormality in itself. The second brake module 12 operates in an emergency state where the first brake module 11 cannot be used.

  The input port 14 of the first brake module 11 is connected to a brake air tank 16. A filter 18 that dries the compressed air stored in the brake air tank 16 is provided in a passage 17 that connects the brake air tank 16 and the input port 14. The output port 15 of the first brake module 11 is connected to the brake chamber 50 via a chamber connection path 77.

  The brake chamber 50 includes a first control room 51 for controlling a service brake and a second control room 52 for controlling a parking brake. The brake chamber 50 has a spring 55 and a push rod 54 having a wedge 53 at the tip. The push rod 54 is urged by a spring 55 in a direction in which the wedge 53 moves toward a brake lining (not shown) provided on the wheel. The air stored in the brake air tank 16 is supplied to the first control chamber 51 by an amount corresponding to the driver's operation amount of the brake pedal. When air is supplied to the first control chamber 51, the push rod 54 moves to the wheel side by the air pressure of the first control chamber 51. Then, when the wedge 53 provided at the tip of the push rod 54 is inserted into the brake lining, and the brake lining is spread, the service brake is activated by friction between the brake shoe and the brake lining. When the air is exhausted from the first control chamber 51, the wedge 53 withdraws from the brake lining, and the service brake is released. When air is exhausted from the second control chamber 52, the spring 55 expands and moves the push rod 54 toward the wheel. When the wedge 53 pushes the brake lining provided on the wheel, the parking brake is activated. When air is supplied to the second control chamber 52, the spring 55 is compressed, the wedge 53 retreats from the brake lining, and the parking brake is released.

  The output port 15 of the first brake module 11 connects to the first control room 51 of the brake chamber 50. The brake chamber 50 having the second control chamber 52 is provided on the rear wheel of the vehicle 100. The front chamber of the vehicle 100 has a brake chamber including a first control chamber 51, a push rod 54, and a wedge 53. (Not shown) are provided. The brake chamber operates and releases the service brake. Air is supplied to and discharged from the brake chamber by the first brake module 11 or the second brake module 12.

  The input port 20 of the second brake module 12 is connected via a passage 26 to a suspension air tank 25 provided in an air suspension (suspension device) of the vehicle 100. A filter 27 for drying the compressed air stored in the suspension air tank 25 is provided in the passage 26. The output port 21 of the second brake module 12 is connected to the first control room 51 of the brake chamber 50 via the chamber connection path 77.

  The input port 22 of the forced brake module 13 is connected to a suspension air tank 25 via a passage 26. The output port 23 of the forced brake module 13 is connected to the second brake module 12 via a pneumatic signal path 74. The air pressure signal passage 74 is a passage for outputting an air pressure signal (pilot pressure) to the second brake module 12.

  The first brake module 11 is controlled by the first control device 31. The second brake module 12 is controlled by the second control device 32. The forced brake module 13 is controlled by the master ECU 10. The master ECU 10, the first control device 31, and the second control device 32 are connected to a vehicle-mounted network 34 such as a CAN (Controller Area Network), and are configured to transmit and receive various information. Master ECU 10 receives vehicle information from vehicle speed sensor 33 and other sensors, and transmits commands to first control device 31 and second control device 32. The first control device 31 and the second control device 32 execute various processes based on a command from the master ECU 10.

  Next, with reference to FIG. 3, a schematic configuration of the forced brake module 13 and the second brake module 12 will be described. FIG. 3 shows a second brake module 12 provided for one wheel, and a forced brake module 13 connected to the second brake module 12. By providing the second brake module 12 for each wheel in this way, the braking force can be adjusted for each wheel. In addition, a solid line indicates an air pipe, and a broken line indicates an electric signal line. A thick solid line indicates a state where air is filled.

  The forced brake module 13 includes a first electromagnetic control valve 41, a forced brake release valve 42, and an air pressure control valve 43. These valves are provided in a first passage 71 connected to the suspension air tank 25. The first passage 71 is connected to the suspension air tank 25 via the port P1.

  The first electromagnetic control valve 41 has a three-port two position connected to the upstream side of the first passage 71, the exhaust passage 47 connected to the discharge port 60 for discharging air of the circuit, and the downstream side of the first passage 71. It is a valve. The first electromagnetic control valve 41 is controlled by the master ECU 10 and disconnects the connection position communicating with the first passage 71 and the first passage 71 on the upstream side of the first electromagnetic control valve 41 and the first passage 71 on the downstream side. And an exhaust position connecting the exhaust path 47 to the exhaust path. The first electromagnetic control valve 41 is configured to be in the connected position by the urging force of the valve spring 46, and is in the connected position when not energized, and is in the exhaust position when energized.

  The forced brake release valve 42 is provided between the first electromagnetic control valve 41 and the air pressure control valve 43, and includes a first passage 71 on the first electromagnetic control valve 41 side, an exhaust path 47, and a second passage 71 on the air pressure control valve 43 side. This is a three-port two-position valve connected to one passage 71. The forced brake release valve 42 disconnects the first passage 71 on the side of the first electromagnetic control valve 41 and the exhaust passage 47 by closing the first passage 71 on the side of the first electromagnetic control valve 41. The position can be changed to the exhaust position to be connected. The forced brake release valve 42 is configured to be in the connection position by the urging force of the valve spring 48. Further, the forced brake release valve 42 has an operation unit 44 that is manually operated. When the operation unit 44 is not manually operated, the connection position is established, and when the operation unit 44 is manually operated, the exhaust position is established.

  The air pressure control valve 43 is connected to the first passage 71 on the forced brake release valve 42 side, the exhaust passage 47, and the first passage 71 downstream of the air pressure control valve 43, and is a three-port controlled by an air pressure signal. It is a two-position valve. The air pressure control valve 43 shuts off the first passage 71 on the forced brake release valve 42 side and connects the first passage 71 downstream of the air pressure control valve 43 to the exhaust passage 47, and communicates with the first passage 71. It is configured so that the position can be changed to the connection position to be connected. The signal input port 43P of the air pressure control valve 43 is connected to the second control chamber 52 of the brake chamber 50 via the port P2. When air is discharged from the second control chamber 52 and the parking brake is operated, no air pressure signal is input to the signal input port 43P. When air is supplied to the second control chamber 52 and the parking brake is operated, an air pressure signal is input to the signal input port 43P. The air pressure control valve 43 is configured to be in the exhaust position by the urging force of the valve spring 49, and is in the exhaust position when no air pressure signal is input to the signal input port 43P, and is connected to the connection position when the air pressure signal is input. Become.

  Next, the second brake module 12 will be described. The second brake module 12 includes a second electromagnetic control valve 62, a third electromagnetic control valve 63, a first shuttle valve 64, a relay valve 65, and a second shuttle valve 66.

  The second electromagnetic control valve 62 and the third electromagnetic control valve 63 are provided in the second passage 72. One end of the second passage 72 is connected to the suspension air tank 25 side, and the other end is connected to the exhaust passage 47. The second electromagnetic control valve 62 is controlled by the second control device 32, and is configured to be able to change its position between a blocking position for blocking the second passage 72 and a connection position for communicating with the second passage 72. The second electromagnetic control valve 62 is set to the shut-off position by the urging force of the valve spring 67 in the non-energized state, and to the connected position in the energized state.

  The third electromagnetic control valve 63 is controlled by the second control device 32, and is configured to be able to change its position between a connection position that communicates with the second passage 72 and a shutoff position that shuts off the second passage 72. The third electromagnetic control valve 63 is brought into the connection position by the urging force of the valve spring 68 in the non-energized state, and is brought into the shut-off position in the energized state.

  The first passage 71 is connected to the second passage 72 via the first shuttle valve 64. The first shuttle valve 64 is connected to the first passage 71, the second passage 72, and the air pressure signal passage 74. The first shuttle valve 64 is configured to transfer air from the higher pressure of the first passage 71 and the second passage 72 to the air pressure signal passage 74. Allow flow.

  The pneumatic signal passage 74 is connected to a signal input port 65P of the relay valve 65. The relay valve 65 is connected to the upstream side of the third passage 73, the exhaust passage 47, and the downstream side of the third passage 73. The third passage 73 is a passage branched from the first passage 71 on the downstream side of the suspension air tank 25, and has one end connected to the suspension air tank 25 and the other end connected to the first brake module. 11 is connected to a first module connection path 76. When the air pressure signal is not input, the relay valve 65 is in the exhaust position by the urging force of the valve spring 69, and discharges the air in the third passage 73 downstream of the relay valve 65, and the upstream passage. Cut off. When an air pressure signal is input to the signal input port 65P, the relay valve 65 is at a connection position that communicates with the third passage 73.

  In the third passage 73, a second shuttle valve 66 is provided downstream of the relay valve 65. The second shuttle valve 66 is connected to the third passage 73, the first module connection path 76, and the chamber connection path 77. The second shuttle valve 66 allows air to flow from the higher pressure of the third passage 73 and the first module connection passage 76 to the chamber connection passage 77.

  A pressure sensor 79 is provided in the chamber connection path 77. The pressure sensor 79 outputs a signal corresponding to the pressure of the chamber connection path 77 to the second control device 32. When the first brake module 11 supplies air to the brake chamber 50 via the first module connection path 76, the second shuttle valve 66, and the chamber connection path 77, the second control device 32 controls the pressure sensor 79. The relationship between pressure and deceleration is learned based on the pressure detection signal. The deceleration is obtained from the master ECU 10 via the in-vehicle network 34. The master ECU 10 calculates deceleration based on a vehicle speed signal input from the vehicle speed sensor 33 and a signal input from another sensor such as an acceleration sensor. The second control device 32 may learn the relationship between the speed and the pressure in addition to the relationship between the deceleration and the pressure.

Next, the operation of the air supply system including the forced brake module 13 and the second brake module 12 will be described with reference to FIGS.
As shown in FIG. 3, when the ignition switch (IG) is in the off state and the parking brake is in the parking state, the second electromagnetic control valve 62 and the third electromagnetic control valve 63 of the second brake module 12 include: The first electromagnetic control valve 41 of the forced brake module 13 is in a non-energized state. Since the air pressure control valve 43 is at the exhaust position, air in the first passage 71 on the downstream side of the air pressure control valve 43 is exhausted, and the upstream side of the first passage 71 is shut off. Since the second electromagnetic control valve 62 is at the shut-off position, the second passage 72 is shut off. As a result, no air is supplied to the air pressure signal passage 74, so that the relay valve 65 is in the exhaust position. Therefore, the second brake module 12 does not supply air to the brake chamber 50. Also, the first brake module 11 does not supply air to the brake chamber 50.

  Referring to FIG. 4, a case will be described in which master ECU 10, first control device 31, and second control device 32 are normal, the ignition switch (IG) is on, and the parking brake is released. The first electromagnetic control valve 41 is energized under the control of the master ECU 10 to be in the exhaust position. As a result, air in the first passage 71 downstream of the first electromagnetic control valve 41 is discharged, and the upstream passage is shut off. Further, when the parking brake is released, the air pressure control valve 43 inputs an air pressure signal to the signal input port 43P, and is arranged at the connection position. In addition, the second electromagnetic control valve 62 and the third electromagnetic control valve 63 are in a non-energized state. Therefore, the second electromagnetic control valve 62 is in the shut-off position and shuts off the second passage 72. As a result, no air is supplied to the air pressure signal passage 74, and the relay valve 65 shuts off the third passage. As a result, no air is supplied from the second brake module 12 to the brake chamber 50, and the control of the first brake module 11 is not hindered. When the vehicle 100 decelerates, the air supplied from the first brake module 11 is supplied to the first control room 51 of the brake chamber 50 via the second shuttle valve 66.

  It should be noted that when an abnormality occurs in the second control device 32, the state becomes the same as the state shown in FIG. For this reason, the second brake module 12 does not hinder the control of the first brake module 11.

  The forced braking mode will be described with reference to FIG. The forced braking mode is executed in the following cases. Note that the master ECU 10 can detect an abnormality of the first control device 31 and the second control device.

-When abnormality occurs in master ECU 10-When abnormality occurs in master ECU 10 and first control device 31-When abnormality occurs in master ECU 10 and second control device 32-First control device 31 and second control device When an abnormality occurs in the master ECU, when an abnormality occurs in the master ECU, the first control device 31, and the second control device, the forced brake mode is executed when the ignition switch (IG) is on and the parking brake is released. Is assumed. When an abnormality occurs in the master ECU 10, all of the first electromagnetic control valve 41, the second electromagnetic control valve 62, and the third electromagnetic control valve 63 are turned off. When no abnormality occurs in the master ECU 10 and an abnormality occurs in the first control device 31 and the second control device 32, the master ECU 10 sets the first electromagnetic control valve 41 to the non-energized state, and The control valve 62 and the third electromagnetic control valve 63 are de-energized when the second control device 32 disables energization.

  The pneumatic control valve 43 is set to the connection position when a pneumatic signal is supplied to the signal input port 43P. Air is supplied to the first passage 71 from the suspension air tank 25, and the second passage 72 is shut off when the second electromagnetic control valve 62 is set to the shut off position. As a result, the first passage 71 has a higher pressure than the second passage 72, so that the first shuttle valve 64 allows the air to flow from the first passage 71 to the air pressure signal passage 74. The relay valve 65 communicates with the third passage 73 when an air pressure signal is input to the signal input port 65P. In addition, since air is not supplied from the first brake module 11 to the brake chamber 50, the second shuttle valve 66 allows air to flow from the second brake module 12 to the chamber connection path 77. Therefore, the air in the suspension air tank 25 is supplied to the first control chamber 51 of the brake chamber 50 via the third passage 73, the relay valve 65, and the second shuttle valve 66. As a result, the forcible brake is activated, and the leading vehicle 100a or the following vehicle 100b is decelerated.

  The deceleration instruction mode by the second brake module 12 will be described with reference to FIGS. The deceleration instruction mode is executed when the parking brake is released, the master ECU 10 and the second control device 32 are normal, and the first control device 31 has an abnormality.

  As shown in FIG. 6, when the master ECU 10 detects the occurrence of the abnormality of the first control device 31, the master ECU 10 sends the second control device 32 based on the immediately preceding deceleration state of the vehicle 100 and the vehicle speed signal input from the vehicle speed sensor 33. Outputs the deceleration instruction. When the master ECU 10 determines that the vehicle should be decelerated, it turns on the first electromagnetic control valve 41 and outputs a deceleration instruction to the second control device 32. When a deceleration instruction is input from the master ECU 10, the second control device 32 turns on the second electromagnetic control valve 62 and the third electromagnetic control valve 63.

  When the first electromagnetic control valve 41 is at the exhaust position, the air in the first passage 71 is exhausted through the exhaust port 60. When the second electromagnetic control valve 62 is in the connection position and the third electromagnetic control valve 63 is in the shutoff position, the second passage 72 is communicated with the second electromagnetic control valve 62, but the third electromagnetic control valve 62 is in communication with the third electromagnetic control valve 62. Blocked at 63. As a result, the second passage 72 of the first passage 71 and the second passage 72 has a high pressure, so that the first shuttle valve 64 allows the flow of air from the second passage 72 to the air pressure signal passage 74. As a result, an air pressure signal is input to the signal input port 65P of the relay valve 65, and the air supplied to the third passage 73 is supplied to the brake chamber 50 via the relay valve 65 and the second shuttle valve 66.

  As shown in FIG. 7, when the master ECU 10 determines that the vehicle should not be decelerated based on the immediately preceding deceleration state of the vehicle 100, the deceleration for the second control device 32 is performed while the first electromagnetic control valve 41 is maintained in the energized state. Stop outputting instructions. The second control device 32 makes the second electromagnetic control valve 62 and the third electromagnetic control valve 63 non-energized. Note that a thick broken line connecting each valve in FIG. 7 indicates a state where air is exhausted.

  When the second electromagnetic control valve 62 is in the shut-off position and the third electromagnetic control valve 63 is in the connection position, the air in the pneumatic signal passage 74 is released from the first shuttle valve 64, a part of the second passage 72, and the third The gas is discharged from the discharge port 60 via the exhaust path 47 connecting the electromagnetic control valve 63 and the discharge port 60. This brings the relay valve 65 to the exhaust position. As a result, the air in the first control chamber 51 of the brake chamber 50 is discharged from the discharge port 60 via the second shuttle valve 66, the relay valve 65, and the exhaust path 47. As a result, the service brake is released.

  Next, the re-running mode will be described with reference to FIGS. The re-running mode is a mode for starting the re-running after the forced brake is operated. By re-running after the forced braking, the driver can move the vehicle 100 to a nearby maintenance yard or the like.

  As shown in FIG. 8, immediately after the forced braking is actuated, the first electromagnetic control valve 41, the second electromagnetic control valve 62, and the third electromagnetic control valve 63 are in a non-energized state. It is also assumed that after the forced brake has been activated, the parking brake has been activated by another air supply system. The driver operates the operation unit 44 of the forced brake release valve 42. As a result, the forced brake release valve 42 is in the exhaust position, and the first passage 71 is shut off. Further, the air in the air pressure signal passage 74 is sent to the exhaust passage 47 via the first shuttle valve 64 and the air pressure control valve 43, and is discharged from the outlet 60. As a result, the relay valve 65 is at the exhaust position, and the air in the first control chamber 51 of the brake chamber 50 is exhausted from the exhaust port 60 via the exhaust path 47. As a result, the forced brake module 13 cannot operate the forced brake via the second brake module 12.

  As shown in FIG. 9, when the parking brake is released by another air supply system, an air pressure signal is input to the signal input port 43P of the air pressure control valve 43, and the air pressure control valve 43 is set to the connection position. The downstream side of the air pressure control valve 43 in the first passage 71 is discharged from the outlet 60 through the air pressure control valve 43, the forced brake release valve 42, and the exhaust path 47. Further, the second passage 72 is shut off by the second electromagnetic control valve 62 at the shutoff position. Even if the parking brake is released in this manner, the state in which the forced brake is released is maintained because the air pressure signal passage 74 communicates with the discharge port 60 via the forced brake release valve 42.

As described above, according to the present embodiment, the following effects can be obtained.
(1) The forced brake module 13 has a first electromagnetic control valve 41 at a connection position for supplying air to the brake chamber 50 side in a non-energized state. Therefore, even if at least one of the first control device 31, the second control device 32, and the master ECU 10 has an abnormality, the electromagnetic control of each valve is performed via the first electromagnetic control valve 41 without performing electromagnetic control on each valve. Since the air can be supplied to the brake chamber 50 side, the forced brake can be operated by forcibly supplying the air to the brake chamber 50. For this reason, the security of the pneumatic brake system can be improved.

  (2) The input side of the forced brake module 13 is connected to the suspension air tank 25, and the output side is connected to the signal input port 65P of the relay valve 65 of the second brake module 12. For this reason, the second brake module 12 can be controlled by the air pressure signal from the forced brake module 13 to operate and release the forced brake. Therefore, since the forced brake module 13 only needs to have a configuration capable of outputting the air pressure signal to the second brake module 12, the configuration of the forced brake module 13 can be prevented from becoming complicated. Alternatively, the number of components of the forced brake module 13 can be reduced.

  (3) Even when the second brake module 12 is not operated, the second control device 32 learns the pressure of the air supplied to the brake chamber 50 in association with the deceleration. Therefore, when a deceleration instruction is input from the master ECU 10, the supply of air to the brake chamber 50 can be controlled based on the learning result.

  (4) The air in the air pressure signal passage 74 can be discharged by manually operating the operation unit 44 of the forced brake release valve 42. Therefore, even when an abnormality of the second control device 32 or the like occurs and the forced brake is operated and the parking brake is released, the forced brake can be prevented from being operated.

  (5) The air pressure control valve 43 is connected between the suspension air tank 25 and the air pressure signal passage 74 when the parking brake is released, and is connected to the suspension air tank 25 and the air pressure signal passage 74 when the parking brake is actuated. It is configured to be able to change the position to a cutoff position where the connection is cut off. According to this, it is possible to prevent the forced brake from operating when the parking brake operates.

  (6) The second brake module 12 is provided for each wheel provided in the vehicle 100, and the forced brake module 13 is connected to each of the second brake modules 12. Therefore, it is not necessary to provide the forced brake module 13 for each wheel, so that complication of the air supply system can be suppressed. Alternatively, the number of parts of the air supply system can be reduced.

(Other embodiments)
Note that the above embodiment can be implemented in the following forms.
-As shown in FIG. 10, the pressure reducing valve 80 may be provided in the forced brake module 13. In platooning, the vehicle travels while maintaining a constant inter-vehicle distance. That is, if the first vehicle 100 decelerates in the order of the platoon, the second vehicle 100 immediately after that decelerates following the first vehicle 100, and the third vehicle 100 also becomes two vehicles The vehicle decelerates following the vehicle 100. Therefore, if even one of the vehicles 100 forming a platoon applies a sudden brake, the following vehicle 100b running immediately after the vehicle 100 will collide with the vehicle 100. Therefore, it is necessary to perform control so as to decelerate without colliding with the preceding and following vehicles 100 even in the forced decompression brake mode. The pressure reducing valve 80 is a valve for adjusting a braking force for each vehicle. Further, by using the pressure of the air suspension related to the load of the load, the braking force can be adjusted according to the load of the load. The pressure reducing valve 80 is adjusted so that the later the vehicle, the greater the braking force is applied to the vehicle after the platooning, so that the air pressure for braking is increased in the later vehicle. To prevent collision.

  The pressure reducing valve 80 is provided in the third passage 73 and adjusts the air pressure supplied from the third passage 73 to the first control chamber 51 of the brake chamber 50 according to the pilot pressure input to the connection port P3. it can. Connection port P3 connects to the suspension system to provide air suspension pressure related to the load of the load. When the load of the load of the vehicle 100 is large, the pressure of the connection port P3 increases. When the pressure on the connection port P3 side becomes larger than a predetermined value when the forced brake is operated, the pressure reducing valve 80 communicates with the third passage 73 until the pressure becomes larger by a predetermined amount.

  As a method of adjusting the pressure of the pressure reducing valve 80, for example, there is the following method. The maximum pressure of the compressed air supplied from the pressure reducing valve 80 to the downstream side of the third passage 73 is set based on the braking force required for the maximum load capacity of the vehicle 100. That is, when the load of the load of the vehicle 100 is the maximum, the braking force operated by the forced braking is set to the maximum. As the load of the load of the vehicle 100 decreases from the maximum load amount, that is, as the pressure on the connection port P3 side decreases, the pressure reducing valve 80 supplies the compressed air supplied to the third passage 73 on the downstream side. Decrease pressure. With this, when the load of the vehicle load is large, the service brake having a large braking force is operated, and when the load of the vehicle load is small, the service brake having a small braking force is operated to adjust the braking force. Can be.

  In the above configuration, the braking force is adjusted by adjusting the pressure of the compressed air. However, the braking control can be performed so as not to cause a collision during platooning by adjusting the timing of applying the brake.

  When the forced brake module 13 and the second brake module 12 are separated from each other, the forced brake module 13 has an input port connected to the suspension air tank 25 and an output port connected to the first shuttle valve 64 of the second brake module 12. A relay valve 90 may be provided. The relay valve 90 is connected to a passage 75 of the first passage 71 that is branched from the suspension air tank 25 side of the first electromagnetic control valve 41, the exhaust passage 47, and a passage on the first shuttle valve 64 side. The relay valve 90 inputs the air that has passed through the air pressure control valve 43 as an air pressure signal, and when no air pressure signal is input, shuts off the passage 75 to connect the suspension air tank 25 to the second brake module 12. Is shut off, and the passage on the first shuttle valve 64 side and the exhaust passage 47 are connected. When an air pressure signal is input, the relay valve 90 connects the side of the suspension air tank 25 and the second brake module 12 by communicating with the passage 75. When no air pressure signal is input, the relay valve 90 is in the exhaust position by the urging force of the valve spring 91. According to this configuration, the relay valve 90 supplies a large amount of air from the suspension air tank 25 to the second brake module 12 when an air pressure signal is input. Therefore, even if the forced brake module 13 and the second brake module 12 are separated, air can be supplied to the air pressure signal passage 74 at a stretch.

  The first electromagnetic control valve 41, the air pressure control valve 43, the second electromagnetic control valve 62, the third electromagnetic control valve 63, and the relay valve 65 are two-position valves, but may be three-position valves having a neutral position. .

  In the above embodiment, the air supply system has been described as constituting the brake system of the vehicle 100 that performs platooning. However, the air supply system may be mounted on the brake system of a vehicle that travels alone without performing platooning.

  -In the above-mentioned embodiment, although the 1st control device 31 and the 2nd control device 32 were described as an individual device, another mode may be used. One control device connected to the in-vehicle network 34 may have both the function of the first control device 31 and the function of the second control device 32, such as a configuration having two CPUs, for example. In this case, the first control device 31 and the second control device 32 may have a common signal input unit and signal output unit. Also in this aspect, the security of the pneumatic brake system can be improved.

  In the above-described embodiment, the air supply system has been described as being mounted on a cargo vehicle having a carrier. As another aspect, the air supply system may be mounted on another vehicle such as a passenger car, a connected vehicle in which a trailer is connected to a tractor, a railway vehicle, and the like.

  11: first brake module, 12: second brake module, 13: forced brake module, 14, 20, 22 ... input port, 15, 21, 23 ... output port, 16: brake air tank, 17, 26: passage, 18, 27 filter, 25 suspension air tank, 31 first control device, 32 second control device, 33 vehicle speed sensor, 34 vehicle-mounted network, 41 first electromagnetic control valve, 42 forced brake release valve 43, pneumatic pressure control valve, 43P, 65P, signal input port, 44, operating section, 46, 48, 49, 67, 68, 69, valve spring, 47, exhaust path, 50, brake chamber, 51, first control Chamber, 52: second control chamber, 53: wedge, 54: push rod, 55: spring, 60: outlet, 62: second electromagnetic control valve, 63 Third electromagnetic control valve, 64 first shuttle valve, 65 relay valve, 66 second shuttle valve, 71 first passage, 72 second passage, 73 third passage, 74 pneumatic signal passage, 76 ... first module connection path, 77 ... chamber connection path, 79 ... pressure sensor, 80 ... pressure reducing valve, 90 ... relay valve, 100a ... leading vehicle, 100b ... following vehicle, 100 ... vehicle, P1, P2 ... port, P3 ... Connection port.

The present invention relates to a brake system that supplies and discharges air to a brake mechanism that operates and releases a service brake of a vehicle, and a control method of the brake system .

The present invention has been made in view of such circumstances, and its object is to Ru enhances the security of the braking system.

Claims (7)

An air supply system provided in a pneumatic brake system including a first air supply unit that supplies air and discharges air to a brake mechanism that operates and releases a service brake of a vehicle,
A second air supply unit for supplying the air and discharging the air instead of the first air supply unit controlled by the first control device;
A second control device for controlling the second air supply unit;
A forced brake unit that is controlled by a main control device that controls the first control device and the second control device, and that operates a forced brake that forcibly supplies air to the brake mechanism.
The air supply system, wherein the forcible brake unit includes an electromagnetic control valve that is a connection position for supplying air to the brake mechanism in a non-energized state. The second air supply unit has a relay valve that switches supply and discharge of air to the brake mechanism, an input port thereof is connected to an air supply source side, and an output port thereof is connected to the brake mechanism side,
The input port of the forced brake unit is connected to the air supply source side, and the output port is connected to a signal input port of a relay valve of the second air supply unit.
The air supply system according to claim 1, wherein the electromagnetic control valve is configured to be changeable between a connection position for supplying air to the relay valve side and an exhaust position for discharging air on the relay valve side. The second control device inputs a pressure detection value from a pressure sensor that detects air pressure when the first air supply unit supplies air to the brake mechanism, and calculates the pressure detection value and the deceleration of the vehicle. The air supply system according to claim 2, wherein learning is performed in association with each other, and an instruction from the main control device is compared with a learning result to supply air to the brake mechanism and discharge air from the brake mechanism. The forced brake unit has a forced brake release valve having a manually operated operation unit,
The forced brake release valve communicates with a first passage that connects the air supply source side and a pneumatic signal passage that communicates with a signal input port of the relay valve when the operation unit is not operated. The air supply system according to claim 2, wherein the first passage is shut off when the unit is operated, and the air in the pneumatic signal passage is discharged. The forcible brake unit includes an air pressure control valve controlled by the air pressure of a parking brake mechanism,
A connection position for connecting the air supply source and an air pressure signal passage communicating with the signal input port when the parking brake is released; and a connection position for connecting the air supply source and the air pressure when the parking brake is operated. The air supply system according to any one of claims 2 to 4, wherein the air supply system is configured to be able to change a position between a signal path and a cutoff position where the signal path is disconnected. The forced brake unit includes a relay valve, an input port of the relay valve is connected to an air supply source side, and an output port thereof is connected to the second air supply unit,
The relay valve inputs air that has passed through the electromagnetic control valve as a pneumatic signal, and disconnects the connection between the air supply source side and the second air supply unit when the pneumatic signal is not input, and the pneumatic signal The air supply system according to any one of claims 2 to 5, wherein when the user inputs the air supply source, the air supply source side and the second air supply unit are connected. The second air supply unit is provided for each wheel provided in the vehicle,
The air supply system according to any one of claims 1 to 6, wherein the forced brake unit is connected to each of the second air supply units.