JP2022186907A - brake system - Google Patents

Abstract

PROBLEM TO BE SOLVED: 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

COPYRIGHT: (C)2023,JPO&INPIT

Description

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

A vehicle is provided with a pneumatic brake system including a service brake mechanism (foot brake mechanism) and a parking brake mechanism. A pneumatic brake system includes an air supply system that supplies compressed air from a compressor and supplies dried compressed air to each mechanism. Recently, air supply systems have been proposed that include and are controlled by an electronic control unit. (See Patent Document 1, for example).

JP 2007-326516 A

However, in the above system, no consideration is given to maintaining the function of the service brake even in an emergency such as when an abnormality occurs in a part of the air supply system. Therefore, there is still room for improvement in making the brake electronic control system redundant.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide an air supply system capable of increasing the redundancy of an electronic brake control system.

An air supply system for solving the above problems is an air supply system of an electronic brake control system that supplies air to and discharges air from a brake chamber that operates a service brake, and a main brake circuit that is controlled by a main controller. a first supply passage connected to the brake chamber via the air supply source and the brake chamber; a position that blocks the first supply passage and a position that connects the first supply passage; a first solenoid valve configured to be able to change the position of the air supply source and the brake chamber; a second supply flow path provided with a pressure reducing valve; and the second supply flow path. a state of connecting the first supply passage and the brake chamber with a second electromagnetic valve configured to be able to change its position between a position for blocking the passage and a position for communicating with the second supply passage; A switching unit that switches a state in which the second supply passage and the brake chamber are connected, and a control device that controls the first solenoid valve and the second solenoid valve.

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

In the above air supply system, the switching unit may include a third electromagnetic valve, which is a double check valve and is controlled by the control device to reduce the pressure on the first supply channel side of the switching unit. preferable.

According to the above configuration, the direction of flow 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 channel and the supply of air through the second supply channel. be able to.

In the air supply system, an exhaust position connected to the flow path on the side of the second supply flow path, the flow path on the side of the brake chamber, and an exhaust port, and connecting the brake chamber side and the exhaust port; and a supply position connecting the supply passage side of the parking brake circuit and the brake chamber side. It is driven to connect the discharge port and the brake chamber side when the parking brake is operating, and connect the second supply flow path side and the brake chamber side when the parking brake is released. is preferred.

According to the above configuration, the direction switching portion can switch between the state of supplying air to the brake chamber and the state of discharging air 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.

In the above air supply system, the second supply passage is connected to a brake valve that supplies air by operating the brake pedal, and an opening/closing portion is provided for opening and closing the passage between the brake valve and the switching portion. It is preferable that air is discharged from the brake chamber to the brake valve through the switching portion by opening the opening/closing portion.

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

The air supply system includes a first on-off valve that opens and closes the second supply passage and is driven by air pressure, and a second valve that is connected to a brake valve that supplies air by operating the brake pedal and is driven by air pressure. an on-off valve, a port connection channel connecting the signal input port of the first on-off valve and the signal input port of the second on-off valve, and connecting the port connection channel and the second supply channel. and a manually operated on-off valve for opening and closing the bypass flow path. By opening the manually operated on-off valve and supplying air to the port connection flow path, the second The first on-off valve is opened and the second on-off valve is connected, and when the second supply passage is filled with air, air is supplied to the brake chamber, and the second supply flow path is filled with air. 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 if the service brake is forcibly applied, the service brake can be released.

ADVANTAGE OF THE INVENTION According to this invention, the redundancy of a brake system can be improved.

FIG. 2 is a schematic diagram of a vehicle running in a row to which the brake system of the first embodiment is applied; The block diagram which shows schematic structure of the brake system of the same embodiment. FIG. 2 is a circuit diagram showing a schematic configuration of a safety brake module that constitutes the brake system of the embodiment; The circuit diagram which shows the operation|movement of the backup mode of the safety brake module in the same embodiment. FIG. 4 is a circuit diagram showing the operation of the safety brake module in the forced decompression brake mode in the same embodiment; FIG. 4 is a circuit diagram showing a schematic configuration of a safety brake module that configures the brake system of the second embodiment; The circuit diagram which shows the operation|movement of the backup mode of the safety brake module in the same embodiment. FIG. 4 is a circuit diagram showing the operation of the safety brake module in the forced decompression brake mode in the same embodiment; The circuit diagram which shows the operation|movement of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows schematic structure of the safety brake module which comprises the brake system of 3rd Embodiment. The circuit diagram which shows the operation|movement of the backup mode of the safety brake module in the same embodiment. FIG. 4 is a circuit diagram showing the operation of the safety brake module in the forced decompression brake mode in the same embodiment; The circuit diagram which shows the operation|movement of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation|movement of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation|movement of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows schematic structure of the safety brake module which comprises the brake system of 4th Embodiment. The circuit diagram which shows the operation|movement of the backup mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation|movement of the re-running mode of the safety brake module in the same embodiment. The circuit diagram which shows the operation|movement of the re-running mode of the safety brake module in the same embodiment.

(First embodiment)
A first embodiment in which an air supply system is applied to a platooning braking system will be described below with reference to FIGS. 1 to 4. FIG. The brake system includes a parking brake and a service brake as brakes driven by compressed dry air. The vehicles forming the platoon are trucks (cargo vehicles) integrally provided with a loading platform.

The platooning will be described with reference to FIG. A platoon is a platoon formed by a leading vehicle 100 driven by a driver and an unmanned trailing 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 ECUs 61 of the following vehicles 101 transmit and receive various information through wireless communication, and travel while maintaining a constant inter-vehicle distance. Here, the master ECU 61 of the trailing vehicle 101 communicates with the master ECU 61 of the leading vehicle 100 . The manned leading vehicle 100 operates the brakes based on the driver's braking operation, and the unmanned following vehicle 101 follows the preceding vehicle and operates the brakes. In FIG. 1, the platoon is formed by three vehicles, but the platoon may be formed by two vehicles, or 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. A following vehicle 101 includes a main module 11 as a main brake circuit and a safety brake module 12 as an air supply system. A main module 11 is provided for each wheel of the following vehicle 101 . A safety brake module 12 is also provided for each wheel. FIG. 1 shows the main module 11 and the safety brake module 12 provided for one wheel among the wheels, and the main module 11 and the safety brake module 12 provided for the other wheels. 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.

An input port 13 of the main module 11 is connected to a 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. As shown in FIG. 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 has a first control chamber 51 for controlling the service brake and a second control chamber 52 for controlling the parking brake. Air stored in the brake air tank 15 is supplied to the first control chamber 51 in 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 air pressure in the first control chamber 51 causes the push rod 54 to move toward the wheels. 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 actuated by the friction between the brake shoe and the brake lining. When the air is exhausted from the first control chamber 51, the wedge 53 is withdrawn from the brake lining and the service brake is released. Further, when the air is discharged from the second control chamber 52, the spring 55 expands to move the push rod 54 toward the wheel. Then, the wedge 53 spreads the brake lining provided on the wheel by the urging force of the spring 55, thereby actuating the parking brake. Furthermore, when air is supplied to the second control chamber 52, the wedge 53 is withdrawn from the brake lining, releasing the parking brake.

The output port 14 of the main module 11 is connected to the first control chamber 51 of the spring brake chamber 50 . A service brake chamber including a first control chamber 51, a push rod 54 and a wedge 53 is provided for the front wheel. The service brake chamber activates and releases the service brake only. The safety brake module 12, which connects 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 .

An input port 20 of the safety brake module 12 is connected to a suspension air tank 22 provided in an air suspension (suspension system) of the vehicle. 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 . A main side 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 is closed under normal conditions and opened under emergency conditions. 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 includes a first ECU (Electronic Control Unit) 18 as a main control device 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 1ECU 18 and the 2ECU 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 types of information. In addition, the in-vehicle network 60 is connected to a master ECU 61 that controls the processes of the first ECU 18 and the second ECU 25 . The master ECU 61 transmits commands to the 1ECU 18 and the 2ECU 25, and the 1ECU 18 and the 2ECU 25 execute various processes based on the commands.

Next, referring 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 channel 31 constitutes a first supply channel. Also, the first control valve 41 corresponds to a first solenoid valve, and the second control valve 42 corresponds to a third solenoid valve. The first control valve 41 is a normally closed solenoid valve, which is in a shut-off position when not energized and in a connected position when energized. The connected position allows both primary to secondary and secondary to primary flow. The second control valve 42 is a normally open solenoid valve, which is in the connected position when not energized and in the disconnected position when energized. In the connected position, the second control valve 42 connects the first flow path 31 and the outlet 49, allowing both flow from the primary side to the secondary side and from the secondary side to the primary side. The outlet 49 discharges air to the outside of the air supply system.

One end of the second flow path 32 is connected between the suspension air tank 22 and the first control valve 41 in the first flow path 31 . The second channel 32 constitutes a second supply channel. 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 section. A third control valve 43 is provided in the second flow path 32 . The third control valve 43 corresponds to a second electromagnetic valve.

The third control valve 43 is a 3-port 2-position valve. When the suspension air tank 22 side is the upstream side and the main side port 21 side is the downstream side, the third control valve 43 is arranged on the upstream side of the second flow path 32 , the third flow path 33 , and the downstream side of the second flow path 32 . connected to the side. The third flow path 33 discharges the air sent via the third control valve 43 from the discharge port 49 . The third control valve 43 is in the supply position connecting 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 in an exhaust position connecting the third flow path 33 and the downstream of the second flow path 32 in an 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. A 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 channel 34 is connected to the first channel 31 . Therefore, the double check valve 47 allows air to flow from the first flow path 31 or the second flow path 32 , whichever has the higher pressure, to the fifth flow path 35 .

The fifth flow path 35 connects to the directional switching valve 45 . The direction switching valve 45 corresponds to a direction switching portion. The directional switching valve 45 is a pneumatically driven 3-port 2-position valve driven by air filling and discharging to the signal input port 45A. The signal input port 45A is connected to a parking brake port P1 that connects to a parking brake valve of a 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 directional switching valve 45 is in the exhaust position when no pneumatic signal is input to the signal input port 45A, and is in the supply position when the pneumatic signal is input. At the supply position, the fifth flow path 35 and the main side port 21 are connected to allow a 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. . 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, operation of the safety brake module 12 will be described with reference to FIGS. 3 to 5. FIG. In a normal state where the main module 11 is normal, the backup valve 11A of the main module 11 is closed.

As shown in FIG. 3, in a normal state, the first control valve 41 and the second control valve 42 are in a non-energized state, and the third control valve 43 is in an energized state. The first control valve 41 is in the closed position. Thereby, 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 blocked. 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 safety brake module 12 can be prevented 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 replaces the main module 11 to activate and release the service brake. During 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 open. A thick solid line indicates a state filled with air.

The second 2ECU 25 energizes the first control valve 41 to the third control valve 43 based on the deceleration instruction from the master ECU 61 . The first control valve 41 is in the connected position, and the second control valve 42 is in the closed position to block the discharge port 49 side. The third control valve 43 shuts off the upstream side of the second flow path 32 and assumes an exhaust position connecting the downstream side of the second flow path 32 and the third flow path 33 . As a result, the fourth flow path 34 side connected to the double check valve 47 has a higher pressure than the second flow path 32 side. allow the flow of

When the following vehicle 101 is running, the parking brake is released and air is supplied from the parking brake port P1 to the signal input port 45A, so 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.

Further, when releasing the service brake, the 2ECU 25 puts the first control valve 41 and the second control valve 42 in a non-energized state, and puts the third control valve 43 in an energized state. As a result, the first control valve 41 is in the closed 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. The air in the brake chamber 50 is discharged from the exhaust 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 braking mode is a mode in which the brakes are forcibly applied to stop when an abnormality occurs in the main module 11 and the safety brake module 12 . However, in platooning, the vehicles are driven while maintaining the distance between the vehicles at a constant distance. That is, when the leading vehicle 100 decelerates, the trailing vehicle 101 immediately after that also follows the leading vehicle 100 and decelerates, and the trailing vehicle 101 immediately behind the trailing vehicle 101 also follows the trailing vehicle 101 and decelerates. Therefore, if even one of the vehicles brakes suddenly, the following vehicle 101 running immediately behind collides with the vehicle. Therefore, even in the forced decompression braking mode, it is necessary to decelerate without colliding with the front and rear vehicles.

In the forced pressure reducing brake mode, the second 2ECU 25 de-energizes the first control valve 41 to the third control valve 43 . The first control valve 41 is in the closed position. The second control valve 42 is in the connection position, and communicates the fourth flow path 34 side with the discharge port 49 side. The third control valve 43 is in the supply position where the second flow path 32 is communicated. As a result, the second flow path 32 side connected to the double check valve 47 has a higher pressure than the fourth flow path 34 side. allow the flow of

By supplying air from the parking brake port P1 to the signal input port 45A, the direction switching valve 45 is set to the supply position. Thereby, 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 to a brake pressure for decelerating the vehicle in front and behind without colliding with it. This predetermined pressure is set to increase as the order in which the leading vehicle 100 is first among the vehicles forming the platoon increases. As a result, when the leading vehicle 100 stops, the vehicles stop sequentially from the rear vehicle. As a result, the following vehicle 101 can stop without colliding with the vehicle running immediately ahead and the vehicle running immediately behind.

The decompressed air is supplied to the main module 11 via the double check valve 47 , the fifth flow path 35 and the directional 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 this embodiment, the following effects can be obtained.
(1) When an abnormality occurs in the main module 11, the service brake can be operated and released by controlling the air supply system with the second 2ECU25. The first control valve 41 , the third control valve 43 and the double check valve 47 switch between air supply through the first flow path 31 and air supply through the second flow path 32 . 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, the following vehicles 101 traveling in a row can be prevented from colliding with the vehicle traveling immediately ahead and the vehicle traveling immediately behind during deceleration.

(2) The direction of flow in the double check valve 47 is switched by the second control valve 42 . Also, 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 directional switching valve 45 can switch between a state of supplying air to the brake chamber 50 and a state of discharging air from the brake chamber 50 . Further, since the directional 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, it is possible to prevent the service brake from being applied when the parking brake is operating.

(Second embodiment)
Next, referring to FIGS. 6 to 9, a second embodiment in which the air supply system is embodied in the safety brake module 12 will be described, focusing on differences from the first embodiment. The basic configuration of the air supply system according to this embodiment is also the same 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 explanations are omitted.

In this embodiment, the first control valve 41, the second control valve 42, the third control valve 59 connected to the second flow path 32 branched 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 and are the same as 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 in the fourth flow path 34 and the ninth flow path 73 is reduced. allows air to flow from the higher side to the fifth flow path 35 .

A first pneumatic control valve 75 and a second pneumatic control valve 76 are provided in the ninth flow path 73 . The first pneumatic control valve 75 and the second pneumatic control valve 76 correspond to opening/closing units. The first pneumatic control valve 75 is a control valve that is pneumatically controlled. When no pneumatic signal is input to the signal input port 75A, the first pneumatic control valve 75 is in a connection position that communicates with the ninth flow path 73 and the signal input port 75A. When an air pressure signal is input to , the ninth flow path 73 is shut off. In addition, the second pneumatic control valve 76 is in the blocking position to block the ninth flow path 73 when no pneumatic signal is input to the signal input port 76A controlled by pneumatic pressure, and the pneumatic signal is applied to the signal input port 75A. In the input state, the connection position is such that the ninth flow path 73 is communicated.

A brake valve 58 is connected to the end of the ninth flow path 73 . The brake valve 58 has a brake pedal 58A that is operated by a maintenance worker or a driver of the leading vehicle 100 when an abnormality occurs in the main module 11 or the safety brake module 12. FIG. Air is not supplied to the ninth flow path 73 when the brake pedal 58A is not operated. When the brake pedal 58</b>A is operated, air is supplied from the brake valve 58 to the ninth flow path 73 . Also, 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 branch portions of the second flow path 32 , the third flow path 33 , and the sixth to eighth flow paths 70 to 72 . The third control valve 59 is in an exhaust position connecting the third flow path 33 and the branched portions 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 the supply position connecting the second flow path 32 and the branched portions of the sixth to eighth flow paths 70 to 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 downstream of the pressure reducing valve 46 . The sixth flow path 70 reduces the pressure of 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 decompression 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 72</b>A allows only the flow in the direction from the third control valve 59 side toward the second pneumatic control valve 76 .

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

As shown in FIG. 6, in a 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 blocking position, the first flow path 31 is blocked. Since the third control valve 59 is in the exhaust position, 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. Note that the backup mode is executed when the parking brake is released.

The second ECU 25 energizes the first control valve 41 to the third control valve 59 . The first control valve 41 is in the connected position, and the second control valve 42 is in the closed position to block the discharge port 49 side. The third control valve 59 shuts off the upstream side of the second flow path 32 and assumes an exhaust position connecting the branched portions 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 connected position and the second pneumatic control valve 76 is in the blocking position, so that the ninth flow path 73 is blocked. Further, since the fourth flow path 34 side connected to the double check valve 47 has a higher pressure than the ninth flow path 73 side, the double check valve 47 prevents air from flowing from the fourth flow path 34 to the fifth flow path 35. Allow 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 brake mode, the 2ECU 25 puts the first control valve 41 and the second control valve 42 into a non-energized state and the third control valve 43 into an energized state. The first control valve 41 is in the blocking position and blocks the first flow path 31 . The third control valve 59 is in the supply position and connects the second flow path 32 and the branched portions of the sixth to eighth flow paths 70 to 72 . 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, the sixth flow path 70 side connected to the double check valve 47 has a higher pressure than the fourth flow path 34 side. allow the flow of

As a result, 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 decompressed to a predetermined pressure by the decompression valve 46 . This predetermined pressure is set to a brake pressure for decelerating the vehicle in front and behind without colliding with it. 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.

With reference to FIG. 9, a rerunning mode for resuming running after executing forced decompression braking will be described. In the rerunning mode, the 2ECU 25 maintains the first control valve 41 and the second control valve 42 in a non-energized state after executing the forced decompression brake, and makes the third control valve 59 in a non-energized state. The third control valve 59 is in the exhaust position, and exhausts the air filled in the sixth flow path 70 to the eighth flow path 72 from the discharge port 49 via the third flow path 33 . At this time, since the check valve 72A is provided in the eighth passage 72, the air on the side of the third control valve 59 rather than the check valve 72A is discharged, and the check valve 72A and the second pneumatic control valve 76 are discharged. The flow path between them is filled with air. As a result, the first pneumatic control valve 75 is changed to the connected position, and the second pneumatic control valve 76 is maintained at the connected 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 via the double check valve 47 .

Also, in the sixth flow path 70, the air on the side of the third control valve 59 rather than 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 side of the sixth flow path 70 is higher than that on the side of the fourth flow path 34 , the double check valve 47 is in a state allowing air to flow from the fifth flow path 35 to the ninth 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 facility or a service area.

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

As described above, according to this embodiment, in addition to the effects described in (1) and (2) above, the following effects can be obtained.
(4) Air is discharged from the brake chamber 50 to the brake valve 58 by opening the first pneumatic control valve 75 and the second pneumatic control valve 76, so the service brake is forcibly applied. But you can release the service brake.

(Third Embodiment)
Next, referring to FIGS. 10 to 15, a third embodiment in which an air supply system is embodied in a safety brake module 12 will be described, focusing on differences from the first embodiment. The basic configuration of the air supply system according to this embodiment is also the same 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 explanations are omitted.

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

The direction switching valve 45 is connected to the discharge port 49 via the twelfth flow path 82 . A third pneumatic control valve 77 is provided downstream of the second control valve 42 in the first flow path 31 . The third pneumatic control valve 77 is in the blocking position where the first flow path 31 is blocked when no pneumatic signal is input to the signal input port 77A, and the first flow is blocked when the pneumatic signal is input to the signal input port 77A. It becomes a connection position that communicates with the path 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. Allow air flow to 81. The eleventh flow path 81 is connected to the direction switching valve 45 . A signal input port 77</b>A 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 a bypass flow path 85 . A check valve 85A is provided in the middle of the ninth flow path 73 . The check valve 85A allows air to flow only 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 . A second pneumatic control valve 76 as a second on-off valve is the same as in the second embodiment. That is, the second pneumatic control valve 76 is in the blocking position to block the ninth passage 73 in a state in which no pneumatic signal is input to the signal input port 76A controlled by pneumatic pressure, and the pneumatic signal is input to the signal input port 76A. In the input state, the connection position is such that the ninth flow path 73 is communicated.

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 a fourteenth channel 84 as a port connection channel. ing. Also, the fourteenth channel 84 is connected to the sixth channel 70 by a bypass channel 86 . The bypass flow path 86 is provided with a check valve 86A and a manually operated on-off valve 86B. When the sixth channel 70 is the upstream side and the fourteenth channel 84 is the downstream side in the bypass channel 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 the flow 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 that is pneumatically controlled, and is in a connection position communicating with the sixth flow path 70 when no pneumatic signal is input to the signal input port 87A. Further, in a state in which an air pressure signal is input to the signal input port 87A, the sixth flow path 70 is in the blocking position.

A double check valve 47 is connected to the end of the sixth flow path 70 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, operation of the safety brake module 12 will be described with reference to FIGS. 10 to 15. FIG. It is assumed that the backup valve 11A is closed in a normal state in which the main module 11 is normal.

As shown in FIG. 10, in a normal state, the first control valve 41 to the second control valve 42 are in a non-energized state, and the third control valve 43 is in an energized state. The first control valve 41 is in the blocking position and the first flow path 31 is blocked. The second control valve 42 is in the connected 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. Note that the backup mode is executed when the parking brake is released.

The second ECU 25 receives a deceleration instruction from the master ECU 61 and energizes the first to third control valves 41 to 43 . The first control valve 41 is in the connected position, and the second control valve 42 is in the closed position to block the discharge port 49 side. The third control valve 43 shuts off the upstream side of the second flow path 32 and assumes 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. to the fifth flow path 35 is allowed. In addition, since air is not supplied from the brake valve 58 , the pressure on the side of the fifth flow path 35 is higher than that on the side of the ninth flow path 73 in the double check valve 80 , and the air flow from the fifth flow path 35 to the eleventh flow path 81 is flow is allowed.

When the parking brake is released, such as when the vehicle is running, 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 eleventh 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 pressure reducing brake mode, the second 2ECU 25 de-energizes the first control valve 41 to the third control valve 43 . The first control valve 41 is in the blocking position and blocks the first flow path 31 . The second control valve 42 is in the connected position and exhausts the air filled in the fourth flow path 34 . The third control valve 43 is in the supply position and connects the second flow path 32 and the sixth flow path 70 . As a result, the pressure on the sixth flow path 70 side becomes higher than that on the fourth flow path 34 side, so the double check valve 47 allows air to flow from the sixth flow path 70 to the fifth 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 .

In addition, since air is not supplied from the brake valve 58 , the pressure on the side of the fifth flow path 35 is higher than that on the side of the ninth flow path 73 in the double check valve 80 , and the air flow from the fifth flow path 35 to the eleventh flow path 81 is flow is allowed. Further, by supplying air from the parking brake port P1 to the signal input port 45A of the directional switching valve 45, the directional 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 eleventh 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.

With reference to FIGS. 13 to 15, a rerunning mode for resuming running after the forced decompression brake is activated will be described.
As shown in FIG. 13, in the re-running mode, the second 2ECU 25 maintains the first to third control valves 41 to 43 in a non-energized state after executing the forced decompression braking. In addition, the manual on-off valve 86B is opened by manual operation by the operator who performs the maintenance work, the driver of the leading vehicle 100, or the like. Thereby, the sixth flow path 70 and the fourteenth 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 is placed in the blocking position. Also, 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 is set to the connection position.

Further, since the air is discharged from the parking brake port P1 by operating the parking brake system, the directional switching valve 45 is in the exhaust position. As a result, the eleventh flow path 81 is blocked, air is discharged from the brake chamber 50 through the main module 11, and the service brake can be released.

As shown in FIG. 14, the operator or driver then closes the manual on-off valve 86B and depresses the brake pedal 58A once. As a result, the air supplied from the brake valve 58 passes through the second pneumatic control valve 76 in the connected position, is supplied to the bypass passage 85, and fills the signal input port 77A of the third pneumatic control valve 77. be done. Therefore, the third pneumatic control valve 77 is in the connected position, and the air filled between the double check valve 80 and the third pneumatic control valve 77 is discharged from the outlet 49 . As a result, the double check valve 80 allows air to flow from the ninth flow path 73 side to the eleventh flow path 81 .

As shown in FIG. 15, when the parking brake is released and air is supplied from the parking brake port P1, the directional control valve 45 is moved to the supply position, as shown in FIG. As a result, air is supplied from the brake valve 58 to the main side port 21 via the double check valve 80 , the eleventh passage 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, since the service brake can be operated, even after the forced decompression brake is operated, the following vehicle 101 can be decelerated by operating the brake pedal 58A. 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 put in the connected state. Therefore, even if the service brake is forcibly applied, the service brake can be released.

(Fourth embodiment)
Next, referring to FIGS. 16 to 19, a fourth embodiment in which the air supply system is embodied in the safety brake module 12 will be described, focusing on differences from the first embodiment. The basic configuration of the air supply system according to this embodiment is also the same 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 explanations are omitted.

In this 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, etc. are the same as in the first embodiment. It differs from the first embodiment in that a third control valve 90, a sixth pneumatic control valve 91 to a tenth pneumatic control valve 95, and the like are provided.

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 an electromagnetic valve controlled by the second ECU 25, and is in a connection position that communicates with the second flow path 32 in a non-energized state, and in a blocking position that blocks the second flow path 32 in an energized state. .

The sixth pneumatic control valve 91 is a valve controlled by a pneumatic signal, and when no pneumatic signal is input to the signal input port 91A, the sixth pneumatic control valve 91 is in a blocking position for blocking the second flow path 32, and when the pneumatic signal is input. In the state, it becomes a connection position where the second flow path 32 is communicated. The signal input port 91A connects to an eighteenth flow path 98 that connects to the parking brake port P1. The end of the eighteenth flow path 98 opposite to the parking brake port P<b>1 is connected to the signal input port 95</b>A of the tenth pneumatic control valve 95 . When no pneumatic signal is input to the signal input port 95A, the tenth pneumatic control valve 95 assumes a connection position in which the seventeenth flow path 97 communicates with the discharge port 49 via the nineteenth flow path 99. It becomes a blocking position for blocking the 19th flow path 99 in a state in which an air pressure signal is input to the input port 95A.

The seventh pneumatic control valve 92 is a valve controlled by a pneumatic signal, and when no pneumatic signal is input to the signal input port 92A, the seventh pneumatic control valve 92 is in a connected position communicating with the second flow path 32, and when the pneumatic signal is input. In this state, it becomes a blocking position for blocking the second flow path 32 . The signal input port 92</b>A connects to the sixteenth flow path 96 , which in turn connects to the ninth flow path 73 . A check valve 96</b>A is provided in the middle of the sixteenth flow path 96 to allow air to flow only from the ninth flow path 73 side.

The second flow path 32 is connected to branching portions branching into a sixth flow path 70 , a seventh flow path 71 , an eighth flow path 72 , and a seventeenth flow path 97 . The sixth flow path 70 connects to the ninth flow path 73 at the 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 blocking position to block the ninth flow path 73 when no pneumatic signal is input to the signal input port 93A, and communicates with the ninth flow path 73 when the pneumatic signal is input. It becomes the connection position.

The ninth pneumatic control valve 94 is in a blocking position to block the ninth flow path 73 when no pneumatic signal is input to the signal input port 94A, and communicates with the ninth flow path 73 when the pneumatic signal is input. It becomes the connection position. A seventeenth flow path 97 connects the seventh pneumatic control valve 92 and the tenth pneumatic control valve 95 .

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

As shown in FIG. 16, in a normal state, the first control valve 41 and the second control valve 42 are in a non-energized state, and the third control valve 90 is in an energized state. The first control valve 41 is in the blocking position and the first flow path 31 is blocked. The third control valve 90 is in the blocking position and blocks 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 backup mode, the safety brake module 12 controls the service brakes 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 open.
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 in the connected position, and the second control valve 42 is in the closed position to block the discharge port 49 side. The third control valve 90 is in the blocking position blocking the second flow path 32 . As a result, the fourth flow path 34 side connected to the double check valve 47 has a higher pressure than the sixth flow path 70 side. 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.

Further, when releasing the service brake, the second ECU 25 de-energizes the first control valve 41 to the third control valve 90 . As a result, the first control valve 41 is in the closed position, and the supply of air from the suspension air tank 22 is stopped. The second control valve 42 is in the connected 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 pressure reducing brake mode, the 2ECU 25 de-energizes the first control valve 41, the second control valve 42 and the third control valve 90. FIG. The first control valve 41 is in the blocking position and the first flow path 31 is blocked. The second control valve 42 is in the connection position, and communicates the fourth flow path 34 side with the discharge port 49 side. The third control valve 90 is in the connection position where the second flow path 32 is communicated. Before the forced decompression brake is applied, that is, while the vehicle is running, air is supplied to the parking brake port P<b>1 , so an air pressure signal is input to the signal input port 91</b>A of the sixth pneumatic control valve 91 . This causes the sixth pneumatic control valve 91 to be in the connected position.

The seventh pneumatic control valve 92 is also maintained in the closed 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 seventeenth flow path 97 via the second flow path 32 . By supplying air to the seventh flow path 71, the first pneumatic control valve 75 is in the closed position. Further, since the tenth pneumatic control valve 95 is in the closed position, it is possible to prevent air from being discharged from the suspension air tank 22 via the seventeenth 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 operated. Further, since the air supplied through the sixth flow path 70 is decompressed by the decompression valve 46, the brake pressure can be lowered.

With reference to FIG. 19, a rerunning mode for resuming running after the forced decompression brake is activated will be described.
When restarting the vehicle, the parking brake is operated by, for example, stepping on the brake pedal 58A of the brake valve 58 once. As a result, no air is supplied to the parking brake port P1, so the sixth pneumatic control valve 91 is in the closed position. As a result, the second flow path 32 is blocked.

Further, since air is filled 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 in the connection position. Thereby, 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 . Furthermore, when the parking brake is released by the parking brake system, the following vehicle 101 can run.

As described above, according to this embodiment, in addition to the effects described in (1) and (2) above, the following effects can be obtained.
(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 are opened in the forced decompression braking mode. A check valve 72A for maintaining a state in which the signal input ports 93A and 94A of 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 are filled with air. is provided, the state of connection between the brake valve 58 and the brake chamber 50 side 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)
It should be noted that each of the above embodiments can also be implemented in the following forms.
In each of the above embodiments, the suspension air tank 22 is used as the air supply source for the safety brake module 12, and the brake air tank 15 is used as the air supply source for the main module 11, and the air supply sources are different. However, the air supply source for the safety brake module 12 and the air supply source for the main module 11 may be the same.

- In each of the above-described embodiments, the air supply system has been described as constituting the brake system of the following vehicle 101 , but it may be mounted in the leading vehicle 100 .
- In each of the above embodiments, the air supply system has been described as constituting a brake system for vehicles that run in platoons, but it may be a system for vehicles that do not run in platoons.

- In each above-mentioned embodiment, the air supply system was explained as what is carried in a cargo vehicle provided with a carrier. Alternatively, the air supply system may be installed in other vehicles such as passenger cars, articulated vehicles in which a trailer is coupled to a tractor, railroad vehicles, and the like.

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 first ECU 20 input Port 21 Main side port 22 Suspension air tank 25 Second ECU 31 to 35 First to fifth flow paths 41 to 43 First control valve to third control valve 45 Direction Switching valve 46 Pressure reducing valve 47 Double check valve 48 Pressure sensor 49 Discharge port 50 Brake chamber 51 First control chamber 52 Second control chamber 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 to 72 Sixth to eighth flow paths 73 Third 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... Fourth pneumatic control valve 90... Third control valve 91... Sixth pneumatic control valve 92 to 95... Seventh pneumatic control valve to tenth pneumatic control Valves 96 to 99 16th flow path to 19th flow path 100 leading vehicle 101 following vehicle P1 parking brake port.

The present invention relates to a braking system for controlling the supply and exhaust of air to the braking mechanism of a vehicle.

SUMMARY OF THE INVENTION The present invention has been made in view of such circumstances, and an object of the present invention is to increase the redundancy of an electronic brake control system.

Claims (5)

In the air supply system of the brake electronic control system,
connected to the brake chamber through a main brake circuit controlled by a main controller, supplying air to and discharging air from the brake chamber that operates the service brake;
a first supply channel connecting the air supply and the brake chamber;
a first solenoid valve configured to be able to change its position between a position that blocks the first supply channel and a position that communicates the first supply channel;
a second supply channel connecting the air supply source and the brake chamber and provided with a pressure reducing valve;
a second solenoid valve configured to be able to change its position between a position that blocks the second supply channel and a position that communicates with the second supply channel;
a switching unit that switches between a state in which the first supply passage and the brake chamber are connected and a state in which the second supply passage and the brake chamber are connected;
and a control device that controls the first solenoid valve and the second solenoid valve. The switching unit is a double check valve,
2. The air supply system according to claim 1, further comprising a third electromagnetic valve controlled by the control device to reduce the pressure of the switching portion on the first supply channel side. an exhaust position connected to the flow path on the side of the second supply flow path, the flow path on the side of the brake chamber, and an exhaust port, and connecting the brake chamber side and the exhaust port; Equipped with a direction switching part configured to be able to change the position to the supply position connecting the brake chamber side,
The direction switching part is driven by air pressure in a flow path that supplies air to the parking brake circuit, connects the discharge port and the brake chamber side when the parking brake is operating, and connects when the parking brake is released. 3. The air supply system according to claim 1 or 2, wherein the second supply channel side and the brake chamber side are connected when the air supply system is installed. The second supply channel is connected to a brake valve that supplies air by operating the brake pedal,
an opening/closing unit for opening and closing a flow path between the brake valve and the switching unit;
The air supply system according to claim 1 or 2, wherein the opening/closing portion is opened to discharge air from the brake chamber to the brake valve via the switching portion. a first on-off valve that opens and closes the second supply channel and is driven by air pressure;
a second on-off valve connected to a brake valve that supplies air by operating a brake pedal and 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;
a bypass channel connecting the port connection channel and the second supply channel;
A manually operated on-off valve that opens and closes the bypass flow path,
By supplying air to the port connection flow path while the manually operated on-off valve is in the open state, the first on-off valve is opened, the second on-off valve is connected, and the second on-off valve is opened. air is supplied to the brake chamber when the second supply passage is filled with air, and air is discharged from the brake chamber when the second supply passage is not filled with air. 3. The air supply system according to 1 or 2.

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