JP2020006952A - Brake system - Google Patents

Abstract

To provide an air supply system which can enhance redundancy of a brake electronic control system.SOLUTION: A security module is provided in parallel to a main module which performs air supply and air discharge to a brake chamber 50 which actuates a service brake. The security module communicates with a brake chamber 50 side, a suspension air tank 22 side, and an exhaust port 39 side, and comprises: a relay valve 40 of which a position can be changed between a connection position, at which a suspension air tank 22 side and the brake chamber 50 side are connected, and an exhaust position at which the brake chamber 50 side and the exhaust port 39 are connected; a changeover part 42 which connects the main module and the brake chamber 50 during operation of the main module, and connects the relay valve 40 and the brake chamber 50 during non-operation of the main module; and a second ECU 25 which controls a position of the relay valve 40.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an air supply system that controls supply and discharge of air to a brake mechanism of a vehicle.

  The vehicle is provided with a pneumatic brake system including a service brake mechanism (foot brake mechanism) and a parking brake mechanism. The pneumatic brake system includes an air supply system that supplies compressed air from a compressor and supplies dried compressed air to each mechanism. Recently, an air supply system including an electronic control unit and controlled by the electronic control unit has been proposed. (For example, see Patent Document 1).

JP 2007-326516 A

  However, the above system does not consider maintaining the function of the service brake even in an emergency state such as a state where some abnormality occurs in a part of the air supply system. This leaves room for improvement in the redundancy of the brake electronic control system.

  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 increase the redundancy of a brake electronic control system.

Hereinafter, means for solving the above-mentioned problems and the effects thereof will be described.
An air supply system that solves the above-mentioned problem is a main brake circuit controlled by a main control device, which supplies air and discharges air to a brake chamber that operates a service brake in an air supply system of a brake electronic control system. Connected to the brake chamber side, the air supply source side, and the discharge port side to connect the air supply source side and the brake chamber side, the brake chamber side and the discharge port A relay valve configured to be changeable to an exhaust position for connecting the main brake circuit and the brake chamber when the main brake circuit is operating, and the relay valve and the relay valve when the main brake circuit is not operating. A switching unit for connecting a brake chamber; And a control unit for controlling.

  According to the above configuration, when the main brake circuit is not operating, the relay valve and the brake chamber are connected by the switching unit, and the air is supplied to the brake chamber and the air is supplied to the brake chamber via the relay valve whose position is controlled by the control device. Discharge can be performed. Therefore, even in an emergency state such as when an abnormality occurs in the main brake circuit, the service brake can be operated by operating the air supply system via the relay valve instead of the main brake circuit. Therefore, the redundancy of the electronic brake control system can be increased.

  For the air supply system, a first control valve which is in a connection position when energized by the control device and is in a shut-off position when not energized, and which is in a shut-off position when energized by the control device and becomes a connection position when not energized, A second control valve disposed closer to the discharge port than the first control valve, wherein a signal path of the relay valve is connected between the first control valve and the second control valve, and the relay valve Is at the exhaust position when the first control valve and the second control valve are not energized, and is at the supply position when the first control valve and the second control valve are energized.

According to the above configuration, the position of the relay valve is changed by energizing and de-energizing the first control valve and the second control valve. Therefore, the high-pressure flow path can be opened and closed with a simple configuration.
The air supply system further includes a pressure sensor that detects a pressure in a flow path that connects the switching unit and the brake chamber, wherein the control device inputs a signal corresponding to a vehicle speed from a vehicle speed detection unit, and the pressure sensor Learning the relationship between the detected pressure and the vehicle speed, and when the main brake circuit is not operating, controls the pressure in the brake chamber based on the required value of deceleration and the learning result.

  According to the above configuration, the relationship between the pressure in the brake chamber and the acceleration / deceleration of the vehicle is learned in advance even when the main brake circuit is operating and the air supply system is not operating. Thus, when the air supply system operates in an emergency, the pressure in the brake chamber can be adjusted to an appropriate pressure according to the required value of acceleration / deceleration.

In the air supply system, the air supply connected to the relay valve is different from the air supply in the main brake circuit.
According to the above configuration, since the air supply source connected to the relay valve is different from the air supply source of the main brake circuit, the brake is operated and released even when an abnormality such as air leakage occurs in the latter air supply source. can do.

  The air supply system is an air supply system mounted on an unmanned vehicle that forms a row with other vehicles, and communicates with a brake chamber side that operates a service brake, an air supply source side, and an exhaust port side. A connection position for connecting the air supply source side and the brake chamber side, a relay valve configured to be changeable to an exhaust position for connecting the brake chamber side and the exhaust port, and a connection position when energized, A first control valve that is in a shut-off position when non-energized, a second control valve that is in a shut-off position when energized and is in a connected position when non-energized, and that is disposed closer to the discharge port than the first control valve; A control device for controlling the first control valve and the second control valve.

  According to the above configuration, by controlling the first control valve and the second control valve by the control device, air can be supplied to and discharged from the brake chamber via the relay valve. Therefore, the service brake can be operated and released even in an emergency state of the main brake circuit during unmanned traveling.

  According to the present invention, the redundancy of the brake electronic control system can be increased.

FIG. 1 is a diagram illustrating a schematic configuration of a brake system according to a first embodiment. FIG. 2 is a circuit diagram showing a schematic configuration of a security module constituting the brake system of the embodiment. FIG. 3 is a circuit diagram showing an operation of the security module in the normal traveling mode in the embodiment. FIG. 4 is a circuit diagram showing an operation of the security module in the operation mode in the same embodiment. FIG. 4 is a circuit diagram showing the operation of the security module in the release mode in the same embodiment. The schematic diagram of the vehicle to which the brake system of 2nd Embodiment is applied. FIG. 2 is a diagram showing a schematic configuration of a module of the embodiment. FIG. 6 is a circuit diagram illustrating a schematic configuration of a security module according to another embodiment.

(1st Embodiment)
Hereinafter, a first embodiment in which an air supply system is applied to a brake system of a connected vehicle will be described with reference to FIGS. The brake system includes a parking brake and a service brake as brakes driven by compressed dry air. A connected vehicle is a vehicle in which a trailer is connected to a tractor.

  As shown in FIG. 1, the vehicle includes a main module 11 as a main brake circuit and a security module 12 as an air supply system as a tractor brake system. The main module 11 is provided for each wheel of the tractor. A security module 12 is also provided for each tractor wheel. FIG. 1 illustrates the main module 11 and the security module 12 provided for one of the four wheels of the tractor, and the main module 11 and the security module 12 provided for the other wheels. Is omitted.

  The main module 11 is a brake module that operates during normal traveling, and the security module 12 is a module that operates in an emergency state where the main module 11 cannot be used. The emergency state includes a state in which an abnormality has occurred in a part of the main module 11, a state in which the driver has become abnormal and the driving operation is disabled, and the like.

  The main module 11 has an input port 13 connected to a brake air tank 15 and an output port 14 connected to a spring brake chamber 50 via a chamber connection path 16. A filter 17 for drying air is provided between the brake air tank 15 and the main module 11.

  The spring brake chamber 50 is provided on the rear wheel of the tractor. The spring 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. Air stored in the brake air tank 15 is supplied to the first control chamber 51 by an amount corresponding to the amount of operation of the brake pedal by the driver. 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. When the wedge 53 provided at the tip of the push rod 54 pushes the brake lining provided on the wheel, 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 supplied to the second control chamber 52, the spring 55 expands and moves the push rod 54 toward the wheel. When the wedge 53 spreads the brake lining provided on the wheel by the urging force of the spring 55, the parking brake operates. Further, when the air is discharged from the second control chamber 52, the wedge 53 withdraws from the brake lining, and the parking brake is released.

  The output port 14 of the main module 11 is connected to the first control chamber 51 of the spring brake chamber 50. The front wheel of the tractor is provided with a service brake chamber including a first control chamber 51, a push rod 54, and a wedge 53. The service brake chamber activates and releases only the service brake, and does not activate and release the parking brake. The security module 12 connected to the service brake chamber is connected to the first control room 51 of the service brake chamber.

  The security module 12 is provided in parallel with the main module 11. The security module 12 has an input port 20 connected to a suspension air tank 22 provided in an air suspension (suspension device) of the vehicle. The filter 17 is provided between the suspension air tank 22 and the input port 20. The output port 21 of the security module 12 is connected to the first control chamber 51 of the spring brake chamber 50 or the service brake chamber via the chamber connection path 16. Since the security module 12 is provided in parallel with the main module 11, it is possible to prevent the operation of the main module 11 from being adversely affected.

  The main module 11 includes a first ECU (Electronic Control Unit) 18 as a main control device, and a control valve controlled by the first ECU 18. The security module 12 includes a second ECU 25 as a control device and a control valve controlled by the second ECU 25. The first ECU 18 and the second ECU 25 are connected to a vehicle-mounted network 60 such as a CAN (Controller Area Network), and are configured to be able to transmit and receive various information. Further, a master ECU 61 that performs processing of the first ECU 18 and the second ECU 25 is connected to the on-vehicle network 60. The master ECU 61 transmits a command to the first ECU 18 and the second ECU 25, and the first ECU 18 and the second ECU 25 execute various processes based on the command.

  When the master ECU 61 detects an abnormality of the driver, the master ECU 61 recognizes the driver's face and determines whether to fall asleep or not, or detects the driver's pulse and respiratory rate. To determine whether the driver is in an abnormal state.

  Next, a schematic configuration of the security module 12 connected to the spring brake chamber 50 will be described with reference to FIG. FIG. 2 shows circuits 12A and 12B of a pair of security modules 12 provided for a pair of wheels provided on one axle. Each security module 12 shares one second ECU 25.

  The first flow path 31 connected to the suspension air tank 22 is connected to a second flow path 32 that distributes air to the pair of security modules 12. A third flow path 33 is connected between the second flow path 32 and the chamber connection path 16. A relay valve 40 is connected in the middle of the third flow path 33.

  The relay valve 40 is a three-port two-position valve connected to the second flow path 32, the third flow path 33, and the fifth flow path 35, and is driven by air pressure. When the air pressure signal is input to the signal input port 41, the relay valve 40 is set to the supply position. When the air pressure signal is not input to the signal input port 41, that is, when the signal input port 41 is not filled with air, the exhaust is performed. Position. The relay valve 40 connects the second flow path 32 and the third flow path 33 at the supply position. That is, the air supplied from the suspension air tank 22 is supplied to the spring brake chamber 50 via the third flow path 33. At the exhaust position, the fifth flow path 35 and the third flow path 33 are communicated. The fifth flow path 35 connects one relay valve 40 at the exhaust position and the relay valve 40 at the other exhaust position to the exhaust port 39 side. In this position, the air filled in the spring brake chamber 50 is discharged from the discharge port 39 via the chamber connection path 16, the third flow path 33, the fifth flow path 35, and the like.

  A switching section 42 is provided between the third flow path 33 and the chamber connection path 16. The switching unit 42 connects to the main-side port P1 on the main module 11 side, the third flow path 33, and the chamber connection path 16. The switching section 42 is formed of a double check valve. The switching unit 42 allows the flow of air from the high pressure side to the spring brake chamber 50 among the pressure on the main module 11 side and the pressure on the third flow path 33 side, and shuts off the low pressure side. When the main module 11 is not operating due to an abnormality in the main module 11, air is not supplied to the main port P1 from the main module 11 side. The air flow between them is shut off.

  A pressure sensor 43 for detecting the pressure in the chamber connection path 16 is provided in the middle of the chamber connection path 16. The pressure sensor 43 outputs a signal corresponding to the pressure inside the chamber connection path 16 to the second ECU 25.

  One end of the fourth flow path 34 is connected to the second flow path 32. The other end of the fourth flow path 34 is connected to the outlet 39 side. A first control valve 45 and a second control valve 46 controlled by the second ECU 25 are provided in the middle of the fourth flow path 34. The first control valve 45 is provided on the upstream side which is the second flow path 32 side of the second control valve 46.

  The first control valve 45 is a normally closed solenoid valve, and has a shutoff position that is a position when power is not supplied and a connection position that is a position when power is supplied. The second control valve 46 is a normally open solenoid valve, and has a connection position that is a position when power is not supplied and a shutoff position that is a position when power is supplied. A signal path 38 connected to the signal input port 41 of the relay valve 40 is connected to a flow path between the first control valve 45 and the second control valve 46. The combination of the position of the first control valve 45 and the position of the second control valve 46 controls the air filling state of the signal path 38. Thus, the flow path through which high-pressure air flows can be opened and closed with a small amount of power. Since the solenoid valves are only the first control valve 45 and the second control valve 46 and are configured to control the relay valve 40 by these, the number of parts of the security module 12 can be reduced.

  Next, the operation of the security module 12 will be described with reference to FIGS. The security module 12 releases the brake when the main module 11 is operating, in the normal driving mode, when the main module 11 is not operating and the brake is operated, and when the main module 11 is not operating. It has a release mode. 3 to 5, a thick solid line indicates a state where the compressed air is filled in the flow path.

First, the normal traveling mode of the security module 12 will be described with reference to FIG.
As shown in FIG. 3, while the main module 11 is operating normally, the first control valve 45 is in the shut-off position, and shuts off the supply of air from the suspension air tank 22. The second control valve 46 is at the connection position, and discharges the air in the fourth flow path 34 from the discharge port 39. Since the signal input port 41 of the relay valve 40 is not filled with air, the air is discharged from the discharge port 39 through the fifth flow path 35. Thus, the security module 12 is not involved in the supply and discharge of air to and from the spring brake chamber 50.

  In addition, while the main module 11 is operating normally, the pressure of the main-side port P1 becomes high, and the switching unit 42 blocks the flow of air between the spring brake chamber 50 and the security module 12. The pressure sensor 43 detects the pressure of the chamber connection path 16 and outputs a signal corresponding to the pressure to the second ECU 25. The second ECU 25 inputs a signal corresponding to the vehicle speed from the vehicle speed sensor 62 via the on-vehicle network 60. The second ECU 25 calculates an actual deceleration (hereinafter, referred to as an actual deceleration) based on the vehicle speed. The second ECU 25 records and learns the relationship between the actual deceleration and the pressure of the chamber connection path 16 in the storage unit. When operating the security module 12, the second ECU 25 inputs a deceleration request value, which is a deceleration requested from the master ECU 61, and outputs learning information indicating the relationship between the actual deceleration and the pressure of the chamber connection path 16. Read from the storage unit. Then, the second ECU 25 controls the pressure in the chamber connection path 16 based on the read learning information so that the actual deceleration approaches the deceleration request value. Here, the actual deceleration is calculated based on the vehicle speed input from the vehicle speed sensor 62, but the acceleration may be input from the acceleration sensor. When the acceleration is a negative value, the deceleration is performed. Further, the second ECU 25 may control the pressure of the chamber connection path 16 so that the actual jerk (jerk, jerk) approaches the designated jerk. The jerk can be calculated using the acceleration sensor or the vehicle speed sensor 62. The acceleration sensor and the vehicle speed sensor 62 correspond to a vehicle speed detection unit.

  When the master ECU 61 or the first ECU 18 of the main module 11 fails, a failure signal is input to the second ECU 25 of the security module 12 via the in-vehicle network 60. In addition, the second ECU 25 inputs a vehicle speed signal from a vehicle speed sensor 62 that detects the rotation speed of the wheels via the on-vehicle network 60. Then, when a failure signal is input, it is determined whether or not emergency braking is possible based on the vehicle speed obtained from the vehicle speed signal. For example, when the emergency braking start condition is satisfied, such as when the vehicle speed becomes a predetermined value or more while the failure signal is being input, the second ECU 25 shifts the security module 12 to the operation mode. Alternatively, the second ECU 25 shifts the security module 12 to the operation mode when a deceleration instruction braking start condition is satisfied, such as when a deceleration instruction is input from the master ECU 61 while a failure signal is being input. This deceleration instruction is, for example, that the driver has operated the brake pedal or that the relative distance to the obstacle has become equal to or less than the lower limit, and the master ECU 61 determines whether or not the output is possible.

Next, an operation mode of the security module 12 will be described with reference to FIG.
As shown in FIG. 4, the master ECU 61 stops the operation of the main module 11 when an emergency braking start condition or a braking start condition based on a deceleration instruction is satisfied. When the operation of the main module 11 stops, the switching unit 42 shuts off the main port P1 side.

  When a command to start the operation of the brake is input from the master ECU 61, the second ECU 25 energizes the first control valve 45 and the second control valve 46 of each security module 12. The first control valve 45 is at the connection position, and the second control valve 46 is at the shutoff position. Thereby, the first flow path 31, the second flow path 32, a part of the fourth flow path 34, and the signal path 38 are filled with air, and the relay valve 40 is disposed at the connection position. Therefore, the air supplied from the suspension air tank 22 is supplied to the first control chamber 51 of the spring brake chamber 50 via the second flow path 32, the relay valve 40, and the switching unit 42. This activates the service brake. Further, the second ECU 25 obtains the required value of the deceleration from the master ECU 61, calculates the required pressure based on the learning result, and controls the first control valve 45 and the second control valve 46 so that the required pressure is obtained. I do. The second ECU 25 de-energizes the first control valve 45 and the second control valve 46 when judging that the pressure is too high, and deactivates the first control valve 45 and The second control valve 46 is energized. In addition, the second ECU 25 performs control for inputting a high-frequency signal and PWM (Pulse Width Modulation) control to adjust the pressure by opening and closing the first control valve 45 and the second control valve 46. it can.

Next, a release mode of the security module 12 will be described with reference to FIG. In FIG. 5, a thick broken line indicates a state in which air is discharged.
As shown in FIG. 5, when a command to start releasing the brake is input from the master ECU 61, the second ECU 25 de-energizes the first control valve 45 and the second control valve 46 of each security module 12. . The first control valve 45 is at the shut-off position, and the second control valve 46 is at the connection position. Thereby, the air in the fourth flow path 34 is discharged from the discharge port 39. The air in the signal path 38 is discharged through the fourth flow path 34, and the relay valve 40 is set to the exhaust position. The air in the first control chamber 51 of the spring brake chamber 50 is discharged from the discharge port 39 via the chamber connection path 16 and the third flow path 33. As a result, the service brake is released.

  On the other hand, when an abnormality occurs in the second ECU 25 or an abnormality occurs in a part of the security module 12, the first control valve 45 and the second control valve 46 are turned off. As a result, the service brake is released. Since the service brake and the parking brake do not operate at the same time, the parking brake can be separately operated by releasing the service brake.

As described above, according to the present embodiment, the following effects can be obtained.
(1) When the main module 11 is not operating, the switching unit 42 connects the relay valve 40 and the spring brake chamber 50 (or the service brake chamber), and the spring brake is performed via the relay valve 40 whose position is controlled by the second ECU 25. The supply of air to the chamber 50 and the discharge of air can be performed. Therefore, even in an emergency state such as when an abnormality occurs in the main module 11, the service brake can be operated by operating the security module 12 instead of the main module 11. Therefore, the redundancy of the electronic brake control system can be increased.

(2) The position of the relay valve 40 is changed by energizing and de-energizing the first control valve 45 and the second control valve 46. Therefore, the high-pressure flow path can be opened and closed with a simple configuration.
(3) Even when the main module 11 operates and the security module 12 does not operate, the relationship between the pressure of the spring brake chamber 50 and the vehicle speed is learned in advance. Thereby, when the security module 12 operates in an emergency, the pressure of the spring brake chamber 50 can be adjusted to an appropriate pressure according to the required value.

  (4) The security module 12 uses the suspension air tank 22 as an air supply source, and the main module 11 uses the brake air tank 15 as an air supply source. Therefore, for example, even when an abnormality such as air leakage occurs in the brake air tank 15, the brake can be operated and released.

(2nd Embodiment)
Next, with reference to FIG. 6 and FIG. 7, a second embodiment in which the air supply system is embodied as a system for an unmanned vehicle provided in vehicles running in platoon will be described. The description will focus on differences from the first embodiment. The air supply system according to the present embodiment also has the same basic configuration as that of the first embodiment, and in the drawings, substantially the same elements as those of the first embodiment are denoted by the same reference numerals. , Redundant description is omitted.

  As shown in FIG. 6, the platooning is running by a platoon formed by a leading vehicle 100 driven by a driver and an unmanned following vehicle 101. The leading vehicle 100 and the following vehicle 101 are connected vehicles. The master ECU 61 of the leading vehicle 100 and the master ECU 61 of the following vehicle 101 transmit and receive various types of information by wireless communication, and travel while maintaining a constant inter-vehicle distance. Wireless communication may be performed between vehicles arranged in front and behind in the platoon, or wireless communication may be performed between the leading vehicle 100 and each of the following vehicles 101. FIG. 6 illustrates an example in which vehicles arranged in front and rear, the last succeeding vehicle 101 and the leading vehicle 100 perform wireless communication.

  The manned leading vehicle 100 operates the brake based on the driver's brake operation, and the unmanned following vehicle 101 operates the brake following the immediately preceding vehicle. Therefore, the following vehicle 101 needs an automatic brake circuit that can automatically operate and release the brake based on a command from the master ECU 61. However, a technology regarding such automatic brake has not yet been established. Thus, in the present embodiment, the security module 12 is used as an automatic brake circuit that operates even during normal times. In FIG. 6, a platoon is formed by three connected vehicles, but a plurality of vehicles may be used.

  As shown in FIG. 7, the security module 12 has a configuration in which the switching unit 42 is omitted, and has a configuration in which the relay valve 40 and the spring brake chamber 50 are connected. The ECU 25A corresponding to the second ECU of the first embodiment energizes the first control valve 45 and the second control valve 46 when operating the service brake, and the first control valve when releasing the service brake. 45 and the second control valve 46 are de-energized.

As described above, according to the present embodiment, the following effects can be obtained.
(5) In the following vehicle 101 that is driven unmanned, air can be supplied to and discharged from the spring brake chamber 50 via the relay valve 40 by the ECU 25A. Therefore, even in the unmanned operation, the service brake can be operated by operating the security module 12 instead of the main module 11.

(Other embodiments)
Each of the above embodiments can be implemented in the following forms.
-As shown in FIG. 8, the switching unit 42 may be a switching unit 42A including a valve that is opened and closed by a pneumatic signal. The switching section 42A is a connection position for connecting the chamber connection path 16 and the third flow path 33 when an air pressure signal is not input to the signal input port 42B. Further, when an air pressure signal is input to the signal input port 42B, the switching unit 42A is at a shutoff position for shutting off the chamber connection path 16 and the third flow path 33.

The pair of security modules 12 share the second ECU 25, but the security modules 12 may include the second ECU 25, respectively.
In the above embodiments, the air supply source of the security module 12 is the air tank 22 for the suspension, and the air supply source of the main module 11 is the air tank 15 for the brake. However, the air supply source of the security module 12 and the air supply source of the main module 11 may be the same.

  In the above embodiments, the second ECU 25 controls the security module 12 based on the learning result, but the second ECU 25 may control the security module 12 based on a preset value or the like without using the learning result. By doing so, the calculation load on the second ECU 25 can be reduced.

  In the above embodiments, the circuit 12A for one wheel and the circuit 12B for the other wheel of the same axle are connected via the second flow path 32, but the circuits 12A and 12B may be independent. By doing so, the brake force of each wheel can be controlled by individually controlling the pressure of each of the circuits 12A and 12B.

  -In each above-mentioned embodiment, the air supply system was explained as what is mounted in the connection vehicle provided with a tractor and a trailer. As another mode, the air supply system may be mounted on another vehicle such as a bus, a truck with an integrated carrier, a passenger car, a railroad vehicle, and the like.

  11: Main module, 12: Security module, 12A, 12B: Circuit, 13: Input port, 14: Output port, 15: Brake air tank, 16: Chamber connection path, 17: Filter, 20: Input port, 21: Output Port 22, 22 Air tank for suspension, 18 First ECU, 25 Second ECU, 61 Master ECU, 31-35 First to fifth flow paths, 38 Signal path, 39 Discharge port, 40 Relay Valve, 41: Signal input port, 42, 42A: Switching unit, 42B: Signal input port, 43: Pressure sensor, 45: First control valve, 46: Second control valve, 50: Spring brake chamber, 51: First Control room, 52: second control room, 53: wedge, 54: push rod, 55: spring, 60: in-vehicle network, 62: vehicle speed sensor, 10 ... the leading vehicle, 101 ... following vehicle, P1 ... the main-side port.

The present invention relates to a brake system for controlling supply and discharge of air to a brake mechanism of a vehicle.

The present invention has been made in view of such circumstances, and its object is to the this to increase the redundancy of the brake system.

According to the present invention, it is possible to enhance the redundancy of the brake system.

Claims (5)

In the air supply system of the brake electronic control system,
It supplies air and discharges air to the brake chamber that activates the service brake, and is provided in parallel with the main brake circuit controlled by the main controller,
The brake chamber side, the air supply source side, and the discharge port side are connected, the air supply source side and the connection position that connects the brake chamber side, the brake chamber side and the exhaust position that connects the discharge port position A relay valve configured to be changeable,
A switching unit that connects the main brake circuit and the brake chamber when the main brake circuit is operating, and connects the relay valve and the brake chamber when the main brake circuit is not operating;
A control device for controlling a position of the relay valve. A first control valve that is in a connected position when energized by the control device and is in a shut-off position when not energized;
A second control valve, which is a cut-off position when energized by the control device and becomes a connected position when not energized, and is disposed closer to the discharge port than the first control valve,
The signal path of the relay valve is connected between the first control valve and the second control valve,
The said relay valve will be in the said exhaust position when the said 1st control valve and the said 2nd control valve are not energized, and will be in the said connection position when the said 1st control valve and the said 2nd control valve are energized. Air supply system. A pressure sensor for detecting a pressure of a flow path connecting the switching unit and the brake chamber,
The control device inputs a signal corresponding to a vehicle speed from a vehicle speed detection unit, learns a relationship between the pressure detected by the pressure sensor and the vehicle speed, and requests a deceleration value when the main brake circuit is not operating. The air supply system according to claim 1, wherein the pressure of the brake chamber is controlled based on the learning result. The air supply system according to any one of claims 1 to 3, wherein the air supply source connected to the relay valve is different from an air supply source of the main brake circuit. An air supply system mounted on an unmanned vehicle that forms a row with other vehicles,
A connection position connecting the air supply source side and the brake chamber side, and an exhaust gas connecting the brake chamber side and the discharge port, communicating with a brake chamber side, an air supply source side, and an exhaust port side for operating a service brake. A relay valve configured to be changeable to a position,
A first control valve that is in a connected position when energized and is in a shut-off position when not energized;
A second control valve, which is in a shut-off position when energized and is in a connected position when not energized, and which is disposed closer to the discharge port than the first control valve;
A control device for controlling the first control valve and the second control valve;
An air supply system.