JP2021119077A - Brake system - Google Patents

Abstract

To provide an air supply system that can enhance redundancy of a brake electronic control system.SOLUTION: A security brake module is connected to a brake chamber through a main module which is controlled by a first ECU. The security brake module comprises: a first flow path 31 through which an air tank 22 is connected to the brake chamber; a first control valve 41 that is configured to be able to change a position into one position where the first flow path 31 is shut off and the other position where the first flow path 31 is communicated therewith; a second flow path 32 through which the air tank 22 is connected to the brake chamber, and which is provided with a decompression valve 46; a third control valve 43 that is configured to be able to change a position into one position where the second flow path 32 is shut off and the other position where the second flow path 32 is communicated therewith; a double check valve 47 that switches between a state where the first flow path 31 is connected to the brake chamber and a state where the second flow path 32 is connected to the brake chamber; and a second ECU 25.SELECTED DRAWING: Figure 3

Description

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

The vehicle is provided with a pneumatic brake system equipped with a service brake mechanism (foot brake mechanism) and a parking brake mechanism. The pneumatic braking 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. (See, for example, Patent Document 1).

JP-A-2007-326516

However, in the above system, it is not considered to continue to maintain the function of the service brake even in an emergency state such as a state in which some abnormality has occurred in a part of the air supply system. Therefore, there is still 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 capable of increasing the redundancy of a brake electronic control system.

The air supply system that solves the above problems is the main brake circuit that supplies and discharges air to the brake chamber that operates the service brake and is controlled by the main control device in the air supply system of the electronic brake control system. A first supply flow path that is connected to the brake chamber via the brake chamber and connects the air supply source and the brake chamber, a position that cuts off the first supply flow path, and a position that communicates the first supply flow path. A first solenoid valve that can be repositioned, a second supply flow path that connects the air supply source and the brake chamber, and is provided with a pressure reducing valve, and the second supply flow. A state in which a second solenoid valve configured so that the position can be changed to a position where the path is cut off and a position where the second supply flow path is communicated, and the first supply flow path and the brake chamber are connected, the said. A switching unit for switching a state of connecting the second supply flow path and the brake chamber, and a control device for controlling the first solenoid valve and the second solenoid valve are provided.

According to the above configuration, when an abnormality occurs in the main brake circuit, the service brake can be activated and released by controlling the air supply system by the control device. Further, the supply of air through the first supply flow path and the supply of air through the second supply flow path are switched by the first solenoid valve, the second solenoid valve, and the switching unit. Since the pressure reducing valve is provided in the second supply flow path, the brake pressure can be lowered when air is supplied to the brake chamber through the second supply flow path. Therefore, in this case, sudden braking can be suppressed.

Regarding the air supply system, the switching unit may include a third solenoid valve which is a double check valve and is controlled by the control device to reduce the pressure on the first supply flow path side of the switching unit. preferable.

According to the above configuration, the flow direction in the double check valve is switched by the third solenoid valve. Further, since the third solenoid valve is controlled by the control device, the control device switches between the supply of air through the first supply flow path and the supply of air through the second supply flow path. be able to.

Regarding the air supply system, an exhaust position connected to the second supply flow path side flow path, the brake chamber side flow path, and the discharge port and connecting the brake chamber side and the discharge port, and the second A direction switching unit is provided so that the position can be changed between the supply flow path side and the supply position connecting the brake chamber side, and the direction switching unit is based on the air pressure of the flow path that supplies air to the parking brake circuit. When it is driven and the parking brake is operating, the discharge port and the brake chamber side are connected, and when the parking brake is released, the second supply flow path side and the brake chamber side are connected. Is preferable.

According to the above configuration, the direction switching unit can switch between a state in which air is supplied to the brake chamber and a state in which air is discharged from the brake chamber. Further, since the direction switching unit is driven by the air pressure in the flow path of the parking brake circuit, it is possible to prevent the service brake from being applied when the parking brake is operating.

Regarding the air supply system, the second supply flow path is connected to a brake valve that supplies air by operating a brake pedal, and an opening / closing portion that opens / closes the flow path between the brake valve and the switching portion is provided. It is preferable that the opening / closing portion is opened so that air is discharged from the brake chamber to the brake valve via the switching portion.

According to the above configuration, when the opening / closing portion is opened, air is discharged from the brake chamber to the brake valve, so that the service brake can be released even when the service brake is forcibly applied.

Regarding the air supply system, a first on-off valve that opens and closes the second supply flow path and is driven by air pressure, and a second on-off valve that is connected to a brake valve that supplies air by operating a brake pedal and is driven by air pressure. The on-off valve, the port connection flow path connecting the signal input port of the first on-off valve and the signal input port of the second on-off valve, and the port connection flow path and the second supply flow path are connected. The first bypass flow path is provided with a manually operated on-off valve for opening and closing the bypass flow path, and air is supplied to the port connecting flow path with the manually operated on-off valve open. When the on-off valve of No. 1 is opened and the second on-off valve is connected, and the second supply flow path is filled with air, air is supplied to the brake chamber and the second on-off valve is opened. When the supply flow path of the above is not filled with air, it is preferable to discharge the air from the brake chamber.

According to the above configuration, by operating the manually operated on-off valve, the bypass flow path is filled with air, the first on-off valve is opened, and the second on-off valve is connected. Can be done. Therefore, even when the service brake is forcibly applied, the service brake can be released.

According to the present invention, the redundancy of the braking system can be increased.

The schematic diagram of the vehicle which performs platooning to which the brake system of 1st Embodiment is applied. The block diagram which shows the schematic structure of the brake system of the same embodiment. The circuit diagram which shows the schematic structure of the safety brake module which comprises the brake system of the same embodiment. The circuit diagram which shows the operation of the backup mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the forced decompression brake mode of the safety brake module in the same embodiment. The circuit diagram which shows the schematic structure of the safety brake module which comprises the brake system of 2nd Embodiment. The circuit diagram which shows the operation of the backup mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the forced decompression brake mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows the schematic structure of the safety brake module which comprises the brake system of 3rd Embodiment. The circuit diagram which shows the operation of the backup mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the forced decompression brake mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows the schematic structure of the safety brake module which comprises the brake system of 4th Embodiment. The circuit diagram which shows the operation of the backup mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation of the re-running mode of the safety brake module in the same embodiment.

(First Embodiment)
Hereinafter, the first embodiment in which the air supply system is applied to the brake system for platooning will be described with reference to FIGS. 1 to 4. The brake system includes a parking brake and a service brake as brakes driven by compressed dry air. The vehicles that form a platoon are trucks (cargo vehicles) that are integrally provided with a loading platform.

The platooning will be described with reference to FIG. The platooning is a running by a platoon formed by a leading vehicle 100 driven and operated by a driver and an unmanned following vehicle 101. The master ECU 61 of the leading vehicle 100, the master ECU 61 of the following vehicle 101 immediately after that, and the master ECU 61 of the following vehicle 101 transmit and receive various information by wireless communication, and travel while maintaining a constant inter-vehicle distance. Here, the master ECU 61 of the trailing following vehicle 101 communicates with the master ECU 61 of the leading vehicle 100. The manned leading vehicle 100 activates the brake based on the driver's brake operation, and the unmanned following vehicle 101 activates the brake following the immediately preceding vehicle. In addition, although the formation was formed by three vehicles in FIG. 1, the formation may be formed by two vehicles, or the formation may be formed by four or more vehicles.

Next, with reference to FIG. 2, a schematic configuration of the brake system of the following vehicle 101 will be described. The following vehicle 101 includes a main module 11 as a main brake circuit and a safety brake module 12 as an air supply system. The main module 11 is provided for each wheel of the following vehicle 101. The safety brake module 12 is also provided for each wheel. FIG. 1 illustrates the main module 11 and the safety brake module 12 provided for one wheel among the wheels, and illustrates the main module 11 and the safety brake module 12 provided for the other wheels. It is omitted.

The main module 11 is a brake module that operates in a normal state, and the safety brake module 12 is a module that operates in an emergency state in which the main module 11 cannot be used.

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

A spring brake chamber 50 is provided on the rear wheel of the following vehicle 101. The spring brake chamber 50 includes a first control chamber 51 that controls the service brake and a second control chamber 52 that controls the parking brake. The air stored in the brake air tank 15 is supplied to the first control chamber 51 in an amount corresponding to the operation amount of the brake pedal of the driver. When air is supplied to the first control chamber 51, the push rod 54 moves to the wheel side due to the air pressure of the first control chamber 51. Then, when the wedge 53 provided at the tip of the push rod 54 spreads the brake lining provided on the wheel, the service brake is operated by the friction between the brake shoe and the brake lining. When air is discharged from the first control chamber 51, the wedge 53 exits the brake lining and the service brake is released. When air is discharged from the second control chamber 52, the spring 55 expands to move the push rod 54 toward the wheel. Then, the urging force of the spring 55 causes the wedge 53 to expand the brake lining provided on the wheel, thereby operating the parking brake. Further, when air is supplied to the second control chamber 52, the wedge 53 exits 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 wheels are 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 deactivates only the service brake. The safety brake module 12 connected to the service brake chamber is connected to the first control chamber 51 of the service brake chamber. When the spring brake chamber 50 and the service brake chamber are not distinguished from each other, they are simply referred to as the brake chamber 50.

The input port 20 of the safety brake module 12 is connected to the suspension air tank 22 provided in the vehicle air suspension (suspension device). The suspension air tank 22 functions as an air supply source. A filter 17 is provided between the suspension air tank 22 and the input port 20. The main port 21 of the safety brake module 12 is connected to the backup valve 11A of the main module 11. The backup valve 11A of the main module 11 closes in the normal state and opens in the emergency state. That is, the safety brake module 12 is connected to the first control chamber 51 of the brake chamber 50 via the main module 11.

The main module 11 is a first ECU (electronic control device: Electronic) as a main control device.
It includes a control unit) 18 and a control valve controlled by the first ECU 18. The safety brake 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 an in-vehicle network 60 such as a CAN (Controller Area Network), and are configured to be able to transmit and receive various information. Further, the in-vehicle network 60 is connected to the master ECU 61 that controls the processing of the first ECU 18 and the second ECU 25. 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.

Next, with reference to FIG. 3, a schematic configuration of the safety brake module 12 connected to the brake chamber 50 will be described. The safety brake module 12 corresponds to an air supply system. FIG. 2 shows a safety brake module 12 provided for one wheel.

A first control valve 41 and a second control valve 42 are provided in the first flow path 31 connected to the suspension air tank 22. The first flow path 31 constitutes the first supply flow path. Further, the first control valve 41 corresponds to the first solenoid valve, and the second control valve 42 corresponds to the third solenoid valve. The first control valve 41 is a normally closed solenoid valve, and is in a shutoff position when not energized and in a connection position when energized. At the connection position, both the primary side to the secondary side and the secondary side to the primary side are allowed to flow. The second control valve 42 is a normally open solenoid valve, and is in a connection position when not energized and in a shutoff position when energized. The second control valve 42 connects the first flow path 31 and the discharge port 49 at the connection position, and allows both flows from the primary side to the secondary side and from the secondary side to the primary side. The outlet 49 exhausts air to the outside of the air supply system.

Of the first flow path 31, one end of the second flow path 32 is connected between the suspension air tank 22 and the first control valve 41. The second flow path 32 constitutes a second supply flow path. The other end of the second flow path 32 is connected to the double check valve 47. The double check valve 47 corresponds to a switching portion. A third control valve 43 is provided in the second flow path 32. The third control valve 43 corresponds to the second solenoid valve.

The third control valve 43 is a 3-port 2-position valve. When the suspension air tank 22 side is upstream and the main port 21 side is downstream, the third control valve 43 is on the upstream side of the second flow path 32, the third flow path 33, and the downstream of the second flow path 32. It is connected to the side. The third flow path 33 discharges the air sent through the third control valve 43 from the discharge port 49. The third control valve 43 is a supply position that connects the upstream side and the downstream side of the second flow path 32 in a non-energized state. Further, the third control valve 43 is at an exhaust position that connects the third flow path 33 and the downstream of the second flow path 32 in the energized state.

A pressure reducing valve 46 is provided in the middle of the second flow path 32. The pressure reducing valve 46 reduces the pressure of the air flowing through the second flow path 32 to a predetermined pressure or less. Further, the double check valve 47 provided at the other end of the second flow path 32 is connected to the second flow path 32, the fourth flow path 34, and the fifth flow path 35. The fourth flow path 34 is connected to the first flow path 31. Therefore, the double check valve 47 uses the fifth flow path 35 from the higher pressure of the first flow path 31 and the second flow path 32.
Allow air flow to.

The fifth flow path 35 is connected to the direction switching valve 45. The direction switching valve 45 corresponds to the direction switching unit. The directional control valve 45 is a pneumatically driven 3-port 2-position valve, and is driven by filling and discharging air into and discharging the signal input port 45A. The signal input port 45A is connected to the parking brake port P1 connected to the parking brake valve of the parking brake system (parking brake circuit). Air is supplied to the parking brake port P1 when the parking brake is released, and air is discharged when the parking brake is operating.

The direction switching valve 45 is in the exhaust position when no air pressure signal is input to the signal input port 45A, and is in the supply position when the air pressure signal is input. At the supply position, the fifth flow path 35 and the main side port 21 are connected, and the flow from the higher pressure side to the lower pressure side of the fifth flow path 35 and the main side port 21 of the safety brake module 12 is allowed. .. At the exhaust position, the third flow path 33 and the main port 21 are connected, and the air is exhausted from the exhaust port 49.

A pressure sensor 48 is connected between the main port 21 and the direction switching valve 45. The pressure sensor 48 detects the pressure on the main module 11 side and outputs a signal corresponding to the detected pressure to the second ECU 25. The second ECU 25 correlates the pressure on the main module 11 side with the vehicle speed or deceleration based on the signal input from the pressure sensor 48 and the vehicle speed input from the vehicle speed sensor (not shown) or the deceleration input from the acceleration sensor (not shown). Learn sex.

Next, the operation of the safety brake module 12 will be described with reference to FIGS. 3 to 5. In the normal state where there is no abnormality in the main module 11, the backup valve 11A of the main module 11 is closed.

As shown in FIG. 3, in the normal state, the first control valve 41 and the second control valve 42 are in the non-energized state, and the third control valve 43 is in the energized state. The first control valve 41 is in the shutoff position. As a result, the first flow path 31 is blocked. Since the third control valve 43 is in the exhaust position, the second flow path 32 is also shut off. As a result, since air is not supplied from the suspension air tank 22 to the brake chamber 50 via the main module 11, it is possible to prevent the safety brake module 12 from affecting the operation of the main module 11.

The safety brake module 12 has a backup mode that is executed when an abnormality occurs in the main module 11 and a forced decompression brake mode.
The backup mode will be described with reference to FIG. In the backup mode, the safety brake module 12 operates and releases the service brake in place of the main module 11. In the backup mode, the backup valve 11A is open.

The second ECU 25 inputs a deceleration instruction from the master ECU 61. At this time, the backup valve 11A of the main module 11 is in the open state. The thick solid line indicates a state in which air is filled.

The second ECU 25 energizes the first control valves 41 to 3 based on the deceleration instruction of the master ECU 61. The first control valve 41 is a connection position, and the second control valve 42 is a shutoff position that shuts off the discharge port 49 side. The third control valve 43 is an exhaust position that shuts off the upstream side of the second flow path 32 and connects the downstream side of the second flow path 32 and the third flow path 33. As a result, the pressure of the fourth flow path 34 side connected to the double check valve 47 becomes higher than that of the second flow path 32 side, so that the double check valve 47 has air from the fourth flow path 34 to the fifth flow path 35. Allow the flow of.

When the following vehicle 101 is traveling, the parking brake is released and air is supplied from the parking brake port P1 to the signal input port 45A, so that the direction switching valve 45 is in the supply position. As a result, the air supplied from the suspension air tank 22 to the first flow path 31 is supplied from the main side port 21 to the main module 11 via the double check valve 47, the fifth flow path 35, and the direction switching valve 45. .. The air supplied to the main module 11 is sent to the brake chamber 50 via the backup valve 11A. This activates the service brake.

When the service brake is released, the second ECU 25 puts the first control valve 41 and the second control valve 42 in the non-energized state and the third control valve 43 in the energized state. As a result, the first control valve 41 is in the shutoff position, and the third control valve 43 is in the exhaust position. As a result, the supply of air from the suspension air tank 22 is stopped. Further, the air in the brake chamber 50 is discharged from the discharge port 49 via the main port 21, the direction switching valve 45 at the supply position, the double check valve 47, and the second control valve 42 at the connection position.

The forced decompression braking mode will be described with reference to FIG. The forced decompression brake mode is a mode in which the brake is forcibly applied and stopped when an abnormality occurs in the main module 11 and the safety brake module 12. However, in platooning, the vehicle travels while maintaining a constant distance between vehicles. That is, when the leading vehicle 100 decelerates, the following vehicle 101 immediately after that also follows the leading vehicle 100 and decelerates, and the following vehicle 101 immediately after the following vehicle 101 also follows the following vehicle 101 and decelerates. Therefore, if even one of them is suddenly braked, the following vehicle 101 traveling immediately after the vehicle will collide with the vehicle. Therefore, even in the forced decompression braking mode, it is necessary to decelerate without colliding with the vehicles in front and behind.

In the forced decompression braking mode, the second ECU 25 puts the first control valves 41 to the third control valves 43 in a non-energized state. The first control valve 41 is in the shutoff position. The second control valve 42 serves as a connection position and communicates with the discharge port 49 side on the fourth flow path 34 side. The third control valve 43 is a supply position that communicates with the second flow path 32. As a result, the pressure on the second flow path 32 side connected to the double check valve 47 becomes higher than that on the fourth flow path 34 side, so that the double check valve 47 has air from the second flow path 32 to the fifth flow path 35. Allow the flow of.

By supplying air from the parking brake port P1 to the signal input port 45A, the direction switching valve 45 becomes the supply position. As a result, the air supplied from the suspension air tank 22 flows through the second flow path 32. The pressure is reduced to a predetermined pressure by the pressure reducing valve 46 provided in the second flow path 32. This predetermined pressure is set as a brake pressure for decelerating without colliding with the front and rear vehicles. This predetermined pressure is set so as to increase as the order in which the leading vehicle 100 is the first among the vehicles forming the formation. As a result, when the leading vehicle 100 stops, the vehicles in the rear are stopped in order. As a result, the following vehicle 101 can stop without colliding with the vehicle traveling immediately before and the vehicle traveling immediately after.

The decompressed air is supplied to the main module 11 via the double check valve 47, the fifth flow path 35, and the direction switching valve 45. The air supplied to the main module 11 is sent to the brake chamber 50 via the backup valve 11A. This activates the service brake.

As described above, according to the present embodiment, the following effects can be obtained.
(1) When an abnormality occurs in the main module 11, the service brake can be activated and released by controlling the air supply system by the second ECU 25. Further, the supply of air via the first flow path 31 and the supply of air via the second flow path 32 are switched by the first control valve 41, the third control valve 43, and the double check valve 47. Since the pressure reducing valve 46 is provided in the second flow path 32, the brake pressure can be lowered when air is supplied to the brake chamber 50 via the second flow path 32. Therefore, in this case, sudden braking can be suppressed. Therefore, in the following vehicle 101 traveling in a platoon, it is possible to prevent the following vehicle 101 from colliding with the vehicle traveling immediately before and the vehicle traveling immediately after the deceleration.

(2) The flow direction in the double check valve 47 is switched by the second control valve 42. Further, the second control valve 42 is controlled by the second ECU 25. Therefore, the supply of air via the first flow path 31 and the supply of air via the second flow path 32 can be switched by the control of the second ECU 25.

(3) The direction switching valve 45 can switch between a state in which air is supplied to the brake chamber 50 and a state in which air is discharged from the brake chamber 50. Further, since the direction switching valve 45 is driven by the air pressure of the parking brake port P1 connected to the flow path of the parking brake system, the service brake can be prevented from being applied when the parking brake is operating.

(Second Embodiment)
Next, with reference to FIGS. 6 to 9, the second embodiment in which the air supply system is embodied in the safety brake module 12 will be described focusing on the differences from the first embodiment. The basic configuration of the air supply system according to the present embodiment is the same as that of the first embodiment, and the elements substantially the same as those of the first embodiment are designated by the same reference numerals in the drawings. , I will omit the duplicate explanation.

In the present embodiment, the first control valve 41, the second control valve 42, the third control valve 59 connected to the second flow path 32 branching from the first flow path 31, the fourth flow path 34 and the fifth flow path 35 The double check valve 47 and the like provided between the two are the same as those in the first embodiment. The configuration of the third control valve 59 and other parts are different from those of the first embodiment.

As shown in FIG. 6, the double check valve 47 is connected to the fourth flow path 34, the ninth flow path 73, and the fifth flow path 35, and the pressure among the fourth flow path 34 and the ninth flow path 73. Allows the flow of air from the higher side to the fifth flow path 35.

The ninth flow path 73 is provided with a first pneumatic control valve 75 and a second pneumatic control valve 76. The first pneumatic control valve 75 and the second pneumatic control valve 76 correspond to an opening / closing portion. The first pneumatic control valve 75 is a control valve controlled by air pressure, and when no pneumatic signal is input to the signal input port 75A, the first pneumatic control valve 75 is a connection position for communicating with the ninth flow path 73, and the signal input port 75A When the air pressure signal is input to, the cutoff position is such that the ninth flow path 73 is cut off. Further, the second pneumatic control valve 76 is in a shutoff position for blocking the ninth flow path 73 when no pneumatic signal is input to the signal input port 76A controlled by the air pressure, and the pneumatic signal is sent to the signal input port 75A. In the input state, the connection position is such that the ninth flow path 73 communicates with each other.

A brake valve 58 is connected to the end of the ninth flow path 73. The brake valve 58 includes a brake pedal 58A that is operated by a worker performing maintenance work, a driver of the leading vehicle 100, or the like when an abnormality occurs in the main module 11 or the safety brake module 12. When the brake pedal 58A is not operated, air is not supplied to the ninth flow path 73. When the brake pedal 58A is operated, air is supplied from the brake valve 58 to the ninth flow path 73. Further, the brake valve 58 can discharge the air supplied from the ninth flow path 73.

The third control valve 59 is a 3-port 2-position valve, and is connected to a branch portion of the second flow path 32, the third flow path 33, and the sixth flow path 70 to the eighth flow path 72. The third control valve 59 is in an exhaust position that connects the third flow path 33 and the branch portion of the sixth flow path 70 to the eighth flow path 72 in a non-energized state. Further, the third control valve 59 is in a supply position for connecting the second flow path 32 and the branch portion of the sixth flow path 70 to the eighth flow path 72 in the energized state.

A pressure reducing valve 46 is provided in the middle of the sixth flow path 70, and a check valve 70A is provided on the downstream side of the pressure reducing valve 46. The sixth flow path 70 decompresses the air supplied through the third control valve 59 and supplies it to the ninth flow path 73. The check valve 70A allows only the flow in the direction from the pressure reducing valve 46 side to the ninth flow path 73 side. The seventh flow path 71 is connected to the signal input port 75A of the first pneumatic control valve 75. The eighth flow path 72 is connected to the signal input port 76A of the second pneumatic control valve 76. A check valve 72A is provided in the middle of the eighth flow path 72. The check valve 72A allows only the flow in the direction from the third control valve 59 side to the second pneumatic control valve 76.

Next, the operation of the safety brake module 12 will be described with reference to FIGS. 6 to 9. The backup valve 11A is closed in the normal state where the main module 11 is normal.

As shown in FIG. 6, in the normal state, the first control valve 41, the second control valve 42, and the third control valve 59 are de-energized. Since the first control valve 41 is in the shutoff position, the first flow path 31 is shut off. Since the third control valve 59 is in the exhaust position, the second flow path 32 is also shut off. As a result, air is not supplied from the suspension air tank 22 to the brake chamber 50 via the main module 11.

A backup mode executed when an abnormality occurs in the main module 11 will be described with reference to FIG. 7. The backup mode is executed when the parking brake is released.

The second ECU 25 energizes the first control valves 41 to the third control valves 59. The first control valve 41 is a connection position, and the second control valve 42 is a shutoff position that shuts off the discharge port 49 side. The third control valve 59 is an exhaust position that shuts off the upstream side of the second flow path 32 and connects the branch portion of the sixth flow path 70 to the eighth flow path 72 and the third flow path 33. As a result, the first pneumatic control valve 75 is in the connection position and the second pneumatic control valve 76 is in the shutoff position, so that the ninth flow path 73 is shut off. Further, since the 4th flow path 34 side connected to the double check valve 47 has a higher pressure than the 9th flow path 73 side, the double check valve 47 allows air from the 4th flow path 34 to the 5th flow path 35. Allow the flow.

As a result, the air supplied from the suspension air tank 22 to the first flow path 31 is supplied to the main module 11 via the fourth flow path 34, the double check valve 47, and the fifth flow path 35. The air supplied to the main module 11 is sent to the brake chamber 50 via the backup valve 11A. This activates the service brake.

The forced decompression braking mode will be described with reference to FIG. In the forced decompression braking mode, the second ECU 25 puts the first control valve 41 and the second control valve 42 in the non-energized state and the third control valve 43 in the energized state. The first control valve 41 becomes a shutoff position and shuts off the first flow path 31. The third control valve 59 serves as a supply position, and the second flow path 32 and the sixth flow path 70 to the eighth flow path 72
Connect with the branch of. As a result, the air supplied to the sixth flow path 70 is decompressed and supplied to the ninth flow path 73. At this time, since the 6th flow path 70 side connected to the double check valve 47 has a higher pressure than the 4th flow path 34 side, the double check valve 47 has air from the 6th flow path 70 to the 5th flow path 35. Allow the flow of.

As a result, the air supplied from the suspension air tank 22 is supplied to the sixth flow path 70 via the second flow path 32 and the third control valve 59. The air supplied to the sixth flow path 70 is depressurized to a predetermined pressure by the pressure reducing valve 46. This predetermined pressure is set as a brake pressure for decelerating without colliding with the front and rear vehicles. The decompressed air is supplied to the main module 11 via the double check valve 47 and the fifth flow path 35. The air supplied to the main module 11 is sent to the brake chamber 50 via the backup valve 11A. This activates the service brake.

A re-running mode for resuming running after executing the forced decompression brake will be described with reference to FIG. In the rerun mode, the second ECU 25 maintains the first control valve 41 and the second control valve 42 in the non-energized state after executing the forced decompression brake, and makes the third control valve 59 in the non-energized state. The third control valve 59 is at the exhaust position, and the air filled in the sixth flow path 70 to the eighth flow path 72 is discharged from the discharge port 49 via the third flow path 33. At this time, since the check valve 72A is provided in the eighth flow path 72, the air on the third control valve 59 side of the check valve 72A is discharged, and the check valve 72A and the second pneumatic control valve 76 are combined. The flow path between them is filled with air. As a result, the first pneumatic control valve 75 is changed to the connection position, and the second pneumatic control valve 76 is maintained at the connection position. Therefore, the ninth flow path 73 is in a state in which the brake valve 58 and the fifth flow path 35 are communicated with each other via the double check valve 47.

Further, also in the sixth flow path 70, the air on the third control valve 59 side of the check valve 70A is discharged, and the flow path between the check valve 72A and the double check valve 47 is filled with air. Become. Therefore, since the pressure on the 6th flow path 70 side is higher than that on the 4th flow path 34 side, the double check valve 47 is in a state of allowing the air flow from the 5th flow path 35 to the 9th flow path 73. .. As a result, the air filled in the first control chamber 51 of the brake chamber 50 is discharged from the brake valve 58 via the main port 21, the fifth flow path 35, and the ninth flow path 73. As a result, the following vehicle 101 can move to a shelter such as a maintenance center or a service area.

Further, when the service brake is operated, the driver operates the brake pedal 58A, so that the air supplied from the brake valve 58 is sent to the ninth flow path 73, the double check valve 47, and the fifth flow path 35. Be supplied. As a result, air is supplied to the first control chamber 51 of the brake chamber 50 via the main port 21 to operate the service brake.

As described above, according to the present embodiment, the following effects can be obtained in addition to the effects described in (1) and (2) above.
(4) When the first pneumatic control valve 75 and the second pneumatic control valve 76 are opened, air is discharged from the brake chamber 50 to the brake valve 58, so that when the service brake is forcibly applied. But you can release the service brake.

(Third Embodiment)
Next, with reference to FIGS. 10 to 15, the third embodiment in which the air supply system is embodied in the safety brake module 12 will be described focusing on the differences from the first embodiment. The basic configuration of the air supply system according to the present embodiment is the same as that of the first embodiment, and the elements substantially the same as those of the first embodiment are designated by the same reference numerals in the drawings. , I will omit the duplicate explanation.

In this embodiment, the first control valve 41, the second control valve 42, the third control valve 43 connected to the second flow path 32 branching from the first flow path 31, the fourth flow path 34, and the fifth flow path 35 The double check valve 47, the direction switching valve 45, and the like provided between the two are the same as those in the first embodiment. The other parts such as the valve device provided between the second control valve 42 and the directional control valve 45 and the valve device provided between the third control valve 43 and the directional switching valve 45 are the first. Different from the embodiment.

The direction switching valve 45 is connected to the discharge port 49 via the twelfth flow path 82. Further, in the first flow path 31, a third pneumatic control valve 77 is provided downstream of the second control valve 42. The third pneumatic control valve 77 is in a shutoff position for shutting off the first flow path 31 when no pneumatic signal is input to the signal input port 77A, and the first flow is in a state where the pneumatic signal is input to the signal input port 77A. It is a connection position that communicates with the road 31.

A double check valve 80 is provided downstream of the third pneumatic control valve 77. The double check valve 80 is connected to the first flow path 31, the ninth flow path 73, and the eleventh flow path 81, and is the eleventh flow path from the one with the highest pressure among the first flow path 31 and the ninth flow path 73. Allows air flow to 81. The eleventh flow path 81 is connected to the direction switching valve 45. The signal input port 77A of the third pneumatic control valve 77 is connected to the downstream side of the double check valve 80 in the ninth flow path 73 via the bypass flow path 85. A check valve 85A is provided in the middle of the ninth flow path 73. The check valve 85A allows only the flow of air from the ninth flow path 73 side to the signal input port 77A.

A second pneumatic control valve 76 is provided in the ninth flow path 73 connected to the brake valve 58. The second pneumatic control valve 76 as the second on-off valve is the same as that of the second embodiment. That is, the second pneumatic control valve 76 is in a shutoff position for blocking the ninth flow path 73 when no pneumatic signal is input to the signal input port 76A controlled by the air pressure, and the pneumatic signal is sent to the signal input port 76A. In the input state, the connection position is such that the ninth flow path 73 communicates with each other.

The signal input port 87A of the fourth pneumatic control valve 87 as the first on-off valve and the signal input port 76A of the second pneumatic control valve 76 are connected by the 14th flow path 84 as the port connection flow path. ing. Further, the 14th flow path 84 is connected to the 6th flow path 70 by a bypass flow path 86. The bypass flow path 86 is provided with a check valve 86A and a manual on-off valve 86B. When the sixth flow path 70 is on the upstream side and the 14th flow path 84 is on the downstream side in the bypass flow path 86, the on-off valve 86B is arranged on the upstream side and the check valve 86A is arranged on the downstream side. The check valve 86A allows only flow in the direction from the upstream side to the downstream side.

A sixth flow path 70 is connected to the third control valve 43, and a pressure reducing valve 46 is provided in the middle of the sixth flow path 70. A fourth pneumatic control valve 87 is provided between the third control valve 43 and the pressure reducing valve 46. The fourth pneumatic control valve 87 is a two-position valve controlled by air pressure, and is a connection position for communicating with the sixth flow path 70 in a state where no air pressure signal is input to the signal input port 87A. Further, in the state where the air pressure signal is input to the signal input port 87A, the sixth flow path 70 is cut off.

A double check valve 47 is connected to the end of the sixth flow path 70, which is opposite to the end connected to the third control valve 43. The double check valve 47 is connected to the fourth flow path 34, the sixth flow path 70, and the fifth flow path 35.

Next, the operation of the safety brake module 12 will be described with reference to FIGS. 10 to 15. It is assumed that the backup valve 11A is closed in the normal state where the main module 11 is normal.

As shown in FIG. 10, in the normal state, the first control valve 41 to the second control valve 42 are in the non-energized state, and the third control valve 43 is in the energized state. The first control valve 41 is in the shutoff position, and the first flow path 31 is shut off. The second control valve 42 is in the connection position, and the third control valve 43 is in the exhaust position. Therefore, the second flow path 32 is also blocked. As a result, air is not supplied from the suspension air tank 22 to the brake chamber 50 via the main module 11.

A backup mode executed when an abnormality occurs in the main module 11 will be described with reference to FIG. The backup mode is executed when the parking brake is released.

The second ECU 25 inputs a deceleration instruction from the master ECU 61 to energize the first control valves 41 to 3 and the third control valves 43. The first control valve 41 is a connection position, and the second control valve 42 is a shutoff position that shuts off the discharge port 49 side. The third control valve 43 shuts off the upstream side of the second flow path 32 and becomes an exhaust position connecting the sixth flow path 70 and the third flow path 33. As a result, the first flow path 31 and the fourth flow path 34 are filled with air. Therefore, in the double check valve 47, the pressure on the fourth flow path 34 side is higher than that on the sixth flow path 70 side, and the fourth flow path 34 Air flow from the fifth flow path 35 to the fifth flow path 35 is allowed. Further, since air is not supplied from the brake valve 58, in the double check valve 80, the pressure on the fifth flow path 35 side is higher than that on the ninth flow path 73 side, and the air from the fifth flow path 35 to the eleventh flow path 81 is increased. Flow is allowed.

When the parking brake is released during traveling or the like, air is supplied from the parking brake port P1 to the signal input port 45A of the direction switching valve 45, and the direction switching valve 45 is in the supply position. The air supplied from the double check valve 80 side is supplied to the main module 11 side via the 11th flow path 81 and the direction switching valve 45. The air supplied to the main module 11 side is sent to the brake chamber 50 via the backup valve 11A. This activates the service brake.

The forced decompression braking mode will be described with reference to FIG. In the forced decompression braking mode, the second ECU 25 puts the first control valves 41 to the third control valves 43 in a non-energized state. The first control valve 41 becomes a shutoff position and shuts off the first flow path 31. The second control valve 42 becomes a connection position and exhausts the air filled in the fourth flow path 34. The third control valve 43 serves as a supply position and connects the second flow path 32 and the sixth flow path 70. As a result, the pressure on the 6th flow path 70 side is higher than that on the 4th flow path 34 side, so that the double check valve 47 allows the air flow from the 6th flow path 70 to the 5th flow path 35. The air supplied to the sixth flow path 70 is decompressed by the pressure reducing valve 46 and supplied to the fifth flow path 35.

Further, since air is not supplied from the brake valve 58, in the double check valve 80, the pressure on the fifth flow path 35 side is higher than that on the ninth flow path 73 side, and the air from the fifth flow path 35 to the eleventh flow path 81 is increased. Flow is allowed. Further, the direction switching valve 45 becomes the supply position by supplying air from the parking brake port P1 to the signal input port 45A of the direction switching valve 45. The air supplied from the double check valve 80 side is supplied to the main module 11 side via the 11th flow path 81 and the direction switching valve 45. The air supplied to the main module 11 side is sent to the brake chamber 50 via the backup valve 11A. As a result, the service brake with reduced brake pressure is activated.

A re-running mode for resuming running after the forced decompression brake is activated will be described with reference to FIGS. 13 to 15.
As shown in FIG. 13, in the rerun mode, the second ECU 25 maintains the first control valves 41 to the third control valves 43 in a non-energized state after executing the forced depressurization brake. Further, the manual on-off valve 86B is opened by a manual operation by a worker performing maintenance work, a driver of the leading vehicle 100, or the like. As a result, the sixth flow path 70 and the 14th flow path 84 are communicated with each other via the bypass flow path 86, and air is supplied from the sixth flow path 70 filled with air to the fourth flow path 34. As a result, an air pressure signal is input to the signal input port 87A of the fourth pneumatic control valve 87, and the fourth pneumatic control valve 87 becomes the shutoff position. Further, an air pressure signal is input to the signal input port 76A of the second pneumatic control valve 76, and the second pneumatic control valve 76 becomes the connection position.

Further, when the parking brake system operates, air is discharged from the parking brake port P1, so that the direction switching valve 45 is in the exhaust position. As a result, the service brake can be released by shutting off the eleventh flow path 81 and discharging air from the brake chamber 50 via the main module 11.

As shown in FIG. 14, the manual on-off valve 86B is then closed and the brake pedal 58A is stepped on once by an operation by the operator or the driver. As a result, the air supplied from the brake valve 58 passes through the second pneumatic control valve 76 at the connection position, is supplied to the bypass flow path 85, and fills the signal input port 77A of the third pneumatic control valve 77. Will be done. Therefore, the third pneumatic control valve 77 becomes the connection position, and the air filled between the double check valve 80 and the third pneumatic control valve 77 is discharged from the discharge port 49. As a result, in the double check valve 80, the flow of air from the 9th flow path 73 side to the 11th flow path 81 is allowed.

As shown in FIG. 15, when the parking brake is subsequently released and air is supplied from the parking brake port P1, the direction switching valve 45 becomes the supply position. As a result, air is supplied from the brake valve 58 to the main port 21 via the double check valve 80, the eleventh flow path 81, and the direction switching valve 45. Therefore, the air supplied to the main module 11 side is sent to the brake chamber 50 via the backup valve 11A. As a result, the service brake can be activated, and even after the forced decompression brake is activated, deceleration can be performed by operating the brake pedal 58A, so that the following vehicle 101 can be moved to a maintenance place or a shelter such as a service area. Can be moved.

As described above, according to the present embodiment, the following effects can be obtained in addition to the effects described in (1) to (3) above.
(5) According to the above configuration, by operating the manually operated on-off valve 86B, the bypass flow path 86 is filled with air, the fourth pneumatic control valve 87 is opened, and the second pneumatic control valve 87 is opened. The control valve 76 can be connected. Therefore, even when the service brake is forcibly applied, the service brake can be released.

(Fourth Embodiment)
Next, with reference to FIGS. 16 to 19, the fourth embodiment in which the air supply system is embodied in the safety brake module 12 will be described focusing on the differences from the first embodiment. The basic configuration of the air supply system according to the present embodiment is the same as that of the first embodiment, and the elements substantially the same as those of the first embodiment are designated by the same reference numerals in the drawings. , I will omit the duplicate explanation.

In the present embodiment, the first control valve 41, the second control valve 42, the double check valve 47 provided between the fourth flow path 34 and the fifth flow path 35, and the like are the same as those in the first embodiment. It differs from the first embodiment in that it includes a third control valve 90, a sixth pneumatic control valve 91 to a tenth pneumatic control valve 95, and the like.

As shown in FIG. 16, the second flow path 32 is provided with a third control valve 90, a sixth pneumatic control valve 91, and a seventh pneumatic control valve 92. The third control valve 90 is a solenoid valve controlled by the second ECU 25, and serves as a connection position for communicating with the second flow path 32 in the non-energized state and a shutoff position for shutting off the second flow path 32 in the energized state. ..

The sixth pneumatic control valve 91 is a valve controlled by a pneumatic signal, and is a shutoff position for shutting off the second flow path 32 when the pneumatic signal is not input to the signal input port 91A, and the pneumatic signal is input. In the state, it is a connection position that communicates with the second flow path 32. The signal input port 91A is connected to the 18th flow path 98 connected to the parking brake port P1. Further, the end of the 18th flow path 98 on the opposite side of the parking brake port P1 is connected to the signal input port 95A of the 10th pneumatic control valve 95. When the air pressure signal is not input to the signal input port 95A, the tenth pneumatic control valve 95 is at a connection position where the 17th flow path 97 communicates with the discharge port 49 via the 19th flow path 99, and the signal is obtained. It is a shutoff position that shuts off the 19th flow path 99 with the air pressure signal input to the input port 95A.

The seventh pneumatic control valve 92 is a valve controlled by an air pressure signal, and when the air pressure signal is not input to the signal input port 92A, the seventh pneumatic control valve 92 is a connection position for communicating with the second flow path 32, and the air pressure signal is input. In the state, it is a blocking position that shuts off the second flow path 32. The signal input port 92A is connected to the 16th flow path 96, and the 16th flow path 96 is connected to the 9th flow path 73. A check valve 96A is provided in the middle of the 16th flow path 96 to allow only the flow of air from the 9th flow path 73 side.

The second flow path 32 is connected to a branch portion that branches into the sixth flow path 70, the seventh flow path 71, the eighth flow path 72, and the 17th flow path 97. The sixth flow path 70 is connected to the ninth flow path 73 at an end opposite to the end connected to the second flow path 32. The seventh flow path 71 is connected to the signal input port 75A of the first pneumatic control valve 75 provided in the ninth flow path 73. The eighth flow path 72 is connected to the signal input port 93A of the eighth pneumatic control valve 93 and the signal input port 94A of the ninth pneumatic control valve 94 provided in the ninth flow path 73.

The eighth pneumatic control valve 93 is in a shutoff position for shutting off the ninth flow path 73 without inputting an air pressure signal to the signal input port 93A, and communicates with the ninth flow path 73 with the air pressure signal input. It becomes the connection position.

The ninth pneumatic control valve 94 is in a shutoff position for shutting off the ninth flow path 73 without inputting an air pressure signal to the signal input port 94A, and communicates with the ninth flow path 73 with the air pressure signal input. It becomes the connection position. The 17th flow path 97 connects the 7th pneumatic control valve 92 and the 10th pneumatic control valve 95.

Next, the operation of the safety brake module 12 will be described with reference to FIGS. 16 to 19. It is assumed that the backup valve 11A is closed in the normal state where the main module 11 is normal.

As shown in FIG. 16, in the normal state, the first control valve 41 and the second control valve 42 are in the non-energized state, and the third control valve 90 is in the energized state. The first control valve 41 is in the shutoff position, and the first flow path 31 is shut off. The third control valve 90 is in the shutoff position and shuts off the second flow path 32. As a result, air is not supplied from the suspension air tank 22 to the brake chamber 50 via the main module 11, so that the operation of the main module 11 is not interfered with.

A backup mode executed when an abnormality occurs in the main module 11 will be described with reference to FIG. In the backup mode, the safety brake module 12 controls the service brake instead of the main module 11.

The second ECU 25 inputs a deceleration instruction from the master ECU 61. At this time, the backup valve 11A of the main module 11 is in the open state.
The second ECU 25 energizes the first control valve 41, the second control valve 42, and the third control valve 90 based on the deceleration instruction. The first control valve 41 is a connection position, and the second control valve 42 is a shutoff position that shuts off the discharge port 49 side. The third control valve 90 is a shutoff position that shuts off the second flow path 32. As a result, the pressure of the fourth flow path 34 side connected to the double check valve 47 becomes higher than that of the sixth flow path 70 side, so that the double check valve 47 has air from the fourth flow path 34 to the fifth flow path 35. Allow the flow of.

As a result, the air supplied from the suspension air tank 22 to the first flow path 31 is supplied to the main module 11 side via the fourth flow path 34, the double check valve 47, and the fifth flow path 35. The air supplied to the main module 11 side is sent to the brake chamber 50 via the backup valve 11A. This activates the service brake.

When the service brake is released, the second ECU 25 puts the first control valves 41 to the third control valves 90 in a non-energized state. As a result, the first control valve 41 is in the shutoff position, and the supply of air from the suspension air tank 22 is stopped. The second control valve 42 is at the connection position. As a result, the air in the brake chamber 50 is discharged from the discharge port 49 via the main port 21, the fourth flow path 34, and the second control valve 42.

The forced decompression braking mode will be described with reference to FIG. In the forced decompression braking mode, the second ECU 25 de-energizes the first control valve 41, the second control valve 42, and the third control valve 90. The first control valve 41 is in the shutoff position, and the first flow path 31 is shut off. The second control valve 42 serves as a connection position and communicates with the discharge port 49 side on the fourth flow path 34 side. The third control valve 90 is a connection position that communicates with the second flow path 32. Since air is supplied to the parking brake port P1 before the forced decompression brake is applied, that is, during traveling, an air pressure signal is input to the signal input port 91A of the sixth pneumatic control valve 91. As a result, the sixth pneumatic control valve 91 becomes the connection position.

Further, the seventh pneumatic control valve 92 is also maintained at the connection position. As a result, the air in the suspension air tank 22 is supplied to the sixth flow path 70, the seventh flow path 71, the eighth flow path 72, and the 17th flow path 97 via the second flow path 32. By supplying air to the seventh flow path 71, the first pneumatic control valve 75 becomes a shutoff position. Further, since the tenth pneumatic control valve 95 is in the shutoff position, it is possible to prevent the air in the suspension air tank 22 from being discharged through the 17th flow path 97. As a result, the air in the suspension air tank 22 is supplied to the brake chamber 50 via the second flow path 32, the sixth flow path 70, and the main port 21, and the service brake is activated. Further, since the air supplied through the sixth flow path 70 is depressurized by the pressure reducing valve 46, the brake pressure can be lowered.

A re-running mode for resuming running after the forced decompression brake is activated will be described with reference to FIG.
When resuming the running, the parking brake is activated by an operation such as depressing the brake pedal 58A of the brake valve 58 once. As a result, air is not supplied to the parking brake port P1, so that the sixth pneumatic control valve 91 is in the shutoff position. As a result, the second flow path 32 is blocked.

Further, since air is filled in the downstream of the check valve 72A in the eighth flow path 72, the eighth pneumatic control valve 93 and the ninth pneumatic control valve 94 are connected to each other. As a result, the ninth flow path 73 and the fifth flow path 35 are connected via the double check valve 47. Therefore, the air discharged from the brake chamber 50 and supplied from the main port 21 is discharged from the brake valve 58 via the fifth flow path 35 and the double check valve 47. Further, when the parking brake is released by the parking brake system, the following vehicle 101 can travel.

As described above, according to the present embodiment, the following effects can be obtained in addition to the effects described in (1) and (2) above.
(5) According to the above configuration, the eighth pneumatic control valve 93 and the ninth pneumatic control valve 94 connecting the brake valve 58 and the brake chamber 50 side are opened in the forced decompression braking mode. A check valve 72A that maintains a state in which the signal input ports 93A and 94A are filled with air in the seventh flow path 71 connected to the signal input ports 93A and 94A of the eighth pneumatic control valve 93 and the ninth pneumatic control valve 94. Therefore, the state in which the brake valve 58 and the brake chamber 50 side are connected can be maintained, and air can be discharged from the brake chamber 50 side to the brake valve 58 side. Therefore, the service brake can be released.

(Other embodiments)
In addition, each of the above-described embodiments can also be implemented in the following embodiments.
In each of the above embodiments, the air supply source of the safety brake module 12 is the suspension air tank 22, the air supply source of the main module 11 is the brake air tank 15, and the air supply sources are different. However, the air supply source of the safety brake module 12 and the air supply source of the main module 11 may be the same.

-In each of the above embodiments, the air supply system has been described as constituting the brake system of the following vehicle 101, but it may be mounted on the leading vehicle 100.
-In each of the above embodiments, the air supply system has been described as constituting a braking system for a vehicle that travels in a platoon, but it may be a system for a vehicle that does not travel in a platoon.

-In each of the above embodiments, the air supply system has been described as being mounted on a cargo vehicle provided with a loading platform. In another aspect, the air supply system may be mounted on other vehicles such as passenger cars, connected vehicles with trailers connected to tractors, and railroad vehicles.

11 ... Main module, 11A ... Backup valve, 12 ... Safety brake module, 13 ... Input port, 14 ... Output port, 15 ... Brake air tank, 16 ... Chamber connection path, 17 ... Filter, 18 ... 1st ECU, 20 ... Input Port, 21 ... Main side port, 22 ... Suspension air tank, 25 ... 2nd ECU, 31-35 ... 1st flow path to 5th flow path, 41-43 ... 1st control valve to 3rd control valve, 45 ... Direction Switching valve, 46 ... Pressure reducing valve, 47 ... Double check valve, 48 ... Pressure sensor, 49 ... Discharge port, 50 ... Brake chamber, 51 ... 1st control room, 52 ... 2nd control room, 53 ... Wedge, 54 ... Push Rod, 55 ... Spring, 58 ... Brake valve, 58A ... Brake pedal, 59 ... Third control valve, 60 ... In-vehicle network, 61 ... Master ECU, 70-72 ... 6th flow path to 8th flow path, 73 ... No. 9 flow paths, 75 to 77 ... 1st pneumatic control valve to 3rd pneumatic control valve, 80 ... double check valve, 81 to 84 ... 11th flow path to 14th flow path, 85 ... bypass flow path, 86 ... Bypass flow path, 86B ... On-off valve, 87 ... 4th pneumatic control valve, 90 ... 3rd control valve, 91 ... 6th pneumatic control valve, 92-95 ... 7th pneumatic control valve-10th pneumatic control Valves, 96 to 99 ... 16th to 19th flow paths, 100 ... leading vehicle, 101 ... following vehicle, P1 ... parking brake port.

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

The present invention has been made in view of such circumstances, and its object is to Ru enhances the redundancy of the brake electronic control system.

Claims (5)

In the air supply system of the brake electronic control system
It supplies and discharges air to the brake chamber that operates the service brake, and is connected to the brake chamber via the main brake circuit controlled by the main control device.
A first supply flow path connecting the air supply source and the brake chamber,
A first solenoid valve whose position can be changed to a position where the first supply flow path is cut off and a position where the first supply flow path is communicated with each other.
A second supply flow path that connects the air supply source and the brake chamber and is provided with a pressure reducing valve,
A second solenoid valve configured so that the position can be changed to a position where the second supply flow path is cut off and a position where the second supply flow path is communicated with each other.
A switching unit that switches between a state in which the first supply flow path and the brake chamber are connected and a state in which the second supply flow path and the brake chamber are connected.
An air supply system comprising the first solenoid valve and a control device for controlling the second solenoid valve. The switching unit is a double check valve.
The air supply system according to claim 1, further comprising a third solenoid valve controlled by the control device to reduce the pressure on the first supply flow path side of the switching unit. An exhaust position connected to the second supply flow path side flow path, the brake chamber side flow path, and the exhaust port and connecting the brake chamber side and the exhaust port, and the second supply flow path side and the exhaust port. It is equipped with a direction switching unit that can be changed to the supply position that connects to the brake chamber side.
The direction switching unit is driven by the air pressure in the flow path that supplies air to the parking brake circuit, connects the outlet and the brake chamber side when the parking brake is operating, and the parking brake is released. The air supply system according to claim 1 or 2, which connects the second supply flow path side and the brake chamber side when the brake chamber side is used. The second supply flow path is connected to a brake valve that supplies air by operating the brake pedal.
An opening / closing portion for opening / closing the flow path between the brake valve and the switching portion is provided.
The air supply system according to claim 1 or 2, wherein when the opening / closing portion is opened, air is discharged from the brake chamber to the brake valve via the switching portion. A first on-off valve that opens and closes the second supply flow path and is driven by air pressure,
A second on-off valve that is connected to a brake valve that supplies air by operating the brake pedal and is driven by air pressure,
A port connection flow path connecting the signal input port of the first on-off valve and the signal input port of the second on-off valve, and
A bypass flow path connecting the port connection flow path and the second supply flow path,
A manually operated on-off valve for opening and closing the bypass flow path is provided.
By supplying air to the port connection flow path with the manually operated on-off valve in the open state, the first on-off valve is opened and the second on-off valve is in the connected state, and the second on-off valve is opened. When the supply flow path of the above is filled with air, the air is supplied to the brake chamber, and when the second supply flow path is not filled with air, the air is discharged from the brake chamber. The air supply system according to 1 or 2.

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