KR20220095447A - Brake emergency control system - Google Patents

Abstract

The present invention relates to a brake emergency-control system. In accordance with one embodiment of the present invention, the brake emergency-control system includes: a brake operated by compressed air; a compressor air providing part providing the compressed air and equipped with a distributor to distribute the provided compressed air; a normal supply pipe connected with the distributor and having an operation control means placed therein to control the amount of the compressed air to be supplied for the operation control of the brake; an emergency supply pipe connected with the distributor and regularly circulating the compressed air; a connection supply pipe connected with the brake; and a solenoid valve selectively connecting the normal supply pipe or the emergency supply pipe to the connection supply pipe. Accordingly, since an unmanned vehicle failing to control the brake thereof is enabled to perform emergency braking through a power cutoff of a solenoid valve in case of an emergency, an accident caused by the failure in the brake control of the unmanned vehicle can be prevented.

Description

Brake emergency control system

The present invention relates to a brake emergency control system, and more particularly, an emergency supply pipe that allows compressed air to be supplied to the brake through a normal supply pipe provided with a brake operation control means when power is supplied and continuously flows compressed air when power is cut off It relates to a brake emergency control system that is equipped with a solenoid valve that provides compressed air to the brake via

An autonomous vehicle is a vehicle that travels to its destination by itself without the driver's manipulation. do.

According to the guidelines of the Society of Automotive Engineers (SAE), autonomous vehicle technology is divided into six stages from level 0 to level 5 according to the technology level. Level 0 vehicles do not have autonomous driving functions at all, and vehicles with lane departure and forward collision warning systems installed but cannot change direction or slow down on their own are also included in level 0 vehicles. A Level 1 vehicle is a vehicle that has the ability to self-control, so that the vehicle can reduce its speed or change direction by detecting the risk of a collision or lane departure. A Level 2 vehicle is a vehicle that performs the functions of a Level 1 vehicle to be. For example, if a vehicle accelerates or decelerates while steering itself, it is level 2. Level 3 vehicles can steer, accelerate, decelerate, and overtake, and do not require the driver to keep their hands on the steering wheel or put their feet on the brake or accelerator pedal. A level 4 vehicle is at a level where the vehicle can safely drive itself or park in a safe place by reducing the speed even if the driver does not immediately respond to the driver's request for intervention. This means that there is no need to intervene at all.

Recently, an autonomous vehicle capable of fully autonomous driving of level 5 that allows the vehicle to drive itself without a driver in it has been developed.

However, the current fully autonomous driving technology is in the process of being tested as an imperfect technology, and accidents with driverless cars sometimes occur during the test. In particular, when an abnormality occurs in the vehicle's braking system, there is a problem in that braking may fail in a situation in which deceleration of the vehicle is required, leading to a serious accident.

Therefore, there is a need to develop a brake emergency control system that enables an administrator to emergency control the driverless vehicle even when braking of the driverless vehicle fails.

Republic of Korea Patent Registration No. 10-2149306 Republic of Korea Patent No. 10-1807914

The present invention is to solve the problems of the prior art mentioned above, and an object of the present invention is to provide compressed air to the brake through a normal supply pipe provided with a brake operation control means when power is supplied, and the power is cut off A solenoid valve that provides compressed air to the brakes through an emergency supply pipe that always flows the compressed air when the system is installed provides a brake emergency control system that enables emergency braking of unmanned vehicles in which braking failure has occurred by shutting off the power of the solenoid valve. will do

Another object of the present invention is to provide a remote button that generates a cutoff signal to cut off the power of the solenoid valve separately from the vehicle, so that the administrator can remotely emergency braking of the unmanned vehicle through the operation of the remote button. To provide an emergency control system.

Another object of the present invention is to provide a brake emergency control system to mechanically and electronically brake the unmanned driving vehicle simultaneously in an emergency by stopping the driving of the driving motor driver of the vehicle when a blocking signal is generated by manipulating a remote button. is to provide

A brake emergency control system according to an embodiment of the present invention includes a brake operated by compressed air, a compressed air providing unit having a distributor to provide compressed air and to distribute the provided compressed air, and a brake connected to the distributor A normal supply pipe in which an operation control means for regulating the supply amount of compressed air is disposed to control the operation of a pump; and a solenoid valve selectively communicating the emergency supply line.

At this time, the brake emergency control system further includes a cut-off unit that cuts off the power supplied to the solenoid valve in an emergency situation, and the solenoid valve connects the connection supply pipe to the normal supply pipe when power is supplied, and the connection supply pipe to the emergency supply pipe when power is cut off. can

In addition, the blocking unit generates a blocking signal by manipulation, receives a remote button provided separately from the vehicle in which the brake is installed, and the remote button and wireless communication connection to receive the generated blocking signal, and when receiving the blocking signal, the power supplied to the solenoid valve It may include a first relay board to block the.

In addition, the blocking unit may further include a second relay board connected to the first relay board by wire and stopping the driving of the driving motor driver by operating an electromagnetic brake of the driving motor driver that drives the vehicle when power is cut off.

In addition, the blocking unit may further include one or more proximity buttons that are connected in series with the second relay board and the solenoid valve, cut off power supplied to the second relay board and the solenoid valve by operation, and are disposed on the vehicle body.

In addition, the operation control means may include a brake pedal for controlling the operation of the brake by the driver's pressure, and the proximity button may include a first proximity button operated when the brake pedal is pressed.

In addition, the first proximity button may be disposed below the brake pedal to be operated by the brake pedal pressed more than a predetermined value.

In addition, a pressure reducing valve may be disposed in the emergency supply pipe to reduce the pressure of the compressed air flowing toward the solenoid valve.

According to the present invention, when power is supplied, compressed air is supplied to the brake through a normal supply pipe provided with a brake operation control means, and when the power is cut off, compressed air is provided to the brake through an emergency supply pipe through which the compressed air always flows. An accident due to failure of brake control of the unmanned vehicle can be prevented by enabling emergency braking of the unmanned vehicle in which the braking failure has occurred by turning off the power of the solenoid valve by providing a solenoid valve.

In addition, in the present invention, a remote button for generating a cutoff signal to cut off the power of the solenoid valve is provided separately from the vehicle, so that the administrator can remotely emergency braking of the unmanned vehicle through manipulation of the remote button.

In addition, the present invention stops the driving of the driving motor driver of the vehicle when a blocking signal is generated by manipulating the remote button to mechanically and electronically brake the unmanned driving vehicle simultaneously in an emergency. Emergency braking of driverless vehicles may also be possible.

1 is a view schematically showing a brake emergency control system according to an embodiment of the present invention.
2 is a view showing a solenoid valve in a state in which power is supplied according to an embodiment of the present invention.
3 is a view illustrating a solenoid valve in a state in which power is cut off according to an embodiment of the present invention.
4 to 5 are diagrams schematically illustrating a blocking unit according to an embodiment of the present invention.
6 is a diagram illustrating an arrangement example of a first proximity button according to an embodiment of the present invention.
7 is a diagram illustrating an operation of a first proximity button according to an embodiment of the present invention.
9 is a diagram illustrating an arrangement example of a first proximity button according to another embodiment of the present invention.
9 is a view showing an operation state of the first proximity button according to another embodiment of the present invention.

It should be noted that the technical terms used in the present invention are only used to describe specific embodiments, and are not intended to limit the present invention. In addition, the technical terms used in the present invention should be interpreted as meanings generally understood by those of ordinary skill in the art to which the present invention belongs, unless otherwise specifically defined in the present invention, and excessively comprehensive It should not be construed in the meaning of a human being or in an excessively reduced meaning. In addition, when the technical term used in the present invention is an incorrect technical term that does not accurately express the spirit of the present invention, it should be understood by being replaced with a technical term that can be correctly understood by those skilled in the art.

Also, the singular expression used in the present invention includes the plural expression unless the context clearly dictates otherwise. In the present invention, terms such as “consisting of” or “comprising” should not be construed as necessarily including all of the various components or various steps described in the invention, some of which components or some steps are included. It should be construed that it may not, or may further include additional components or steps.

In addition, it should be noted that the accompanying drawings are only for easy understanding of the spirit of the present invention, and should not be construed as limiting the spirit of the present invention by the accompanying drawings.

Hereinafter, a brake emergency control system according to the present invention will be described in more detail with reference to the accompanying drawings.

1 is a view showing a schematic appearance of a brake emergency control system according to an embodiment of the present invention, and FIG. 2 is a view showing a solenoid valve in a state in which power is supplied according to an embodiment of the present invention. , Figure 3 is a view showing a solenoid valve in a state in which the power is cut off according to an embodiment of the present invention.

The brake emergency control system according to an embodiment of the present invention includes a separate flow path communicating with the brake in an emergency, and when the separate flow path communicates with the brake, compressed air is provided to the brake regardless of brake control by the driver or the autonomous driving controller It is characterized by emergency braking of the driverless vehicle by making it possible.

To this end, the brake emergency control system according to the present embodiment includes a brake 10, a compressed air providing unit 20 having a distributor 23 to provide compressed air and distribute the provided compressed air, and a distributor 23 ) and an operation control means for adjusting the supply amount of compressed air to control the operation of the brake 10, the normal supply pipe 30, and the emergency supply pipe 40 connected to the distributor 23 and constantly flowing the compressed air ), a connection supply pipe 50 connected to the brake, and a solenoid valve 60 for selectively communicating the normal supply pipe 30 or the emergency supply pipe 40 to the connection supply pipe 50 .

Referring to FIG. 1 , the brake 10 refers to a mechanical brake that mechanically brakes the vehicle by operating with compressed air, and is provided separately from the electromagnetic brake.

The compressed air provided to the brake 10 may be provided from the compressed air providing unit 20 . Preferably, the compressed air providing unit 20 includes an air tank 21 for storing compressed air, and air connected to the air tank 21 so that the compressed air stored in the air tank 21 flows toward the brake 10 . The pump 22 and the air tank 21 may be configured to include a distributor 23 for distributing the compressed air provided toward the brake 10.

The normal supply pipe 30 and the emergency supply pipe 40 are connected to the distributor 23, and therefore the compressed air distributed from the distributor 23 is branched through the normal supply pipe 30 and the emergency supply pipe 40 to activate the brake 10. can be moved towards.

Preferably, the normal supply pipe 30 may include a manual normal supply pipe 31 formed so that the driver can directly control the brake operation and an automatic normal supply pipe 32 formed so that the autonomous vehicle can control the brake operation by itself. have.

Specifically, the manual normal supply pipe 31 and the automatic normal supply pipe 32 are individually connected to the distributor 23 , and the manual normal supply pipe 31 has a brake pedal 311 as an operation control means for controlling the operation of the brake 10 . ) may be provided. That is, when the driver pressurizes the brake pedal 311 , the compressed air flow rate in the manual normal supply pipe 31 is adjusted, so that the compressed air flow rate provided toward the brake 10 through the manual normal supply pipe 31 can be adjusted. have.

The automatic normal supply pipe 32 has a control valve 321 for controlling the opening and closing so that the autonomous vehicle determines the brake control situation and operates the brake 10 according to the determination result as an operation control means for controlling the operation of the brake 10 . can be provided. That is, the autonomous driving control unit of the autonomous vehicle adjusts the compressed air flow rate in the automatic normal supply pipe 32 through the opening/closing control of the control valve 321 to be provided toward the brake 10 through the automatic normal supply pipe 32 . Compressed air flow rate can be adjusted.

Preferably, a pressure sensor 322 is disposed at the downstream end of the control valve 321 of the automatic normal supply pipe 32 , and the autonomous driving control unit of the autonomous vehicle receives air from the pressure sensor 322 at the downstream end of the control valve 321 . The degree of opening/closing control of the control valve 321 may be adjusted by receiving the pressure information and feeding back the received air pressure information.

The downstream ends of the automatic normal supply pipe 32 and the manual normal supply pipe 31 may be connected to the merging normal supply pipe 34 through a double check valve 33 . Double check valve (33) is when the pressure of the compressed air supplied from the manual normal supply pipe (31) is greater than the pressure of the compressed air supplied from the automatic normal supply pipe (32), the compressed air supplied from the manual normal supply pipe (31) is merged into the normal supply pipe ( 34), and when the pressure of the compressed air supplied from the automatic normal supply pipe 32 is greater than the pressure of the compressed air supplied from the manual normal supply pipe 31, the compressed air supplied from the automatic normal supply pipe 32 joins A flow path may be formed so as to be provided in the normal supply pipe 34 . Accordingly, the brake 10 may be operated according to a stronger brake operation among the brake operation by the driver's operation of the brake pedal 311 and the brake operation by the opening operation of the control valve 321 in the autonomous driving controller.

As such, in the normal supply pipe 30 , the flow rate of the compressed air provided toward the brake 10 is adjusted by the operation of the operation control means (brake pedal or control valve). In particular, in a state in which the driver does not operate the brake pedal 311 and the autonomous driving controller completely closes the control valve 321 because the operation of the brake 10 is not required, the normal supply pipe 30 moves toward the brake 10 All compressed air provided is shut off.

On the other hand, the emergency supply pipe 40 flows without blocking the compressed air provided toward the brake 10 so that when the emergency supply pipe 40 communicates with the brake 10 through the solenoid valve 60, the brake 10 is can make it work

Preferably, a pressure reducing valve 41 is disposed in the emergency supply pipe 40 to reduce the pressure of the compressed air flowing toward the solenoid valve 60 so that the emergency supply pipe 40 communicates with the brake 10 through the solenoid valve 60 . It is possible to prevent the compressed air of too great pressure from being provided to the instantaneous brake 10 . At this time, the pressure reducing valve 41 depressurizes the compressed air flowing in the emergency supply pipe 40, but when the emergency supply pipe 40 and the brake 10 are communicated by the solenoid valve 60, the brake 10 operates to the maximum. It is possible to determine the degree of decompression of the compressed air as much as possible.

The solenoid valve 60 may selectively communicate the normal supply pipe 30 or the emergency supply pipe 40 to the connection supply pipe 50 as described above. Specifically, the solenoid valve 60 may selectively connect the normal supply pipe 30 or the emergency supply pipe 40 to the connection supply pipe 50 according to whether power is supplied to the solenoid valve 60 .

In this case, the emergency brake control system according to the present embodiment may include a cut-off unit 70 that cuts off the power supplied to the solenoid valve 60 .

Preferably, the cut-off unit 70 allows power to be supplied to the solenoid valve 60 in normal times and can cut off the power supplied to the solenoid valve 60 in an emergency situation. A more detailed description will be given later with reference to FIG. 4 .

2 to 3, the solenoid valve 60 connects the connection supply pipe 50 to the normal supply pipe 30 as shown in FIG. 2 when power is supplied, and when power is cut off, as shown in FIG. The connecting supply pipe 50 may communicate with the emergency supply pipe 40 . Accordingly, in normal times, the brake 10 may be operated by the driver's manipulation of the brake pedal 311 or the opening/closing control of the control valve 321 of the autonomous driving controller, and in an emergency, the brake 10 may be immediately operated to the maximum.

For this reason, in the emergency brake control system according to the present embodiment, the brake 10 is operated to the maximum regardless of the driver's operation of the brake pedal 311 or the control valve 321 opening/closing control of the autonomous driving control unit in an emergency. Accidents caused by failure of brake control can be prevented.

4 to 5 are diagrams schematically illustrating a blocking unit according to an embodiment of the present invention.

In the emergency brake control system according to the present embodiment, the shut-off unit 70 may be provided to cut off the power of the solenoid valve 60 in an emergency situation as described above. In particular, the blocking unit 70 may enable an administrator to remotely emergency brake the vehicle in an emergency situation.

To this end, the blocking unit 70 generates a blocking signal by the operator's operation and cuts off the power supplied to the remote button 71 and the solenoid valve 60 provided separately from the vehicle, the first relay board 72 . may include

4 , the remote button 71 generates a blocking signal when the administrator presses and operates, and a signal transmitter is provided to transmit the generated signal to the first relay board 72 . In this case, the remote button 71 is provided separately from the vehicle so that a manager who is away from the vehicle can operate it.

The first relay board 72 receives a blocking signal generated by wireless communication connection with the remote button 71 , and upon receiving the blocking signal, the first relay board 72 cuts off the power supplied to the solenoid valve 60 . It may be connected between the power supply unit P for supplying power to the solenoid valve 60 and the solenoid valve 60 to do so. Here, the first relay board 72 shown in FIG. 4 shows a state in which the solenoid valve 60 is connected to receive power from the power supply unit P without receiving the blocking signal, and FIG. 5 The first relay board 72 shown in shows a state in which the solenoid valve 60 is blocked so that it cannot receive power from the power supply unit P by receiving the blocking signal.

Due to the configuration of the blocking unit 70, the brake control system according to the present embodiment enables remote emergency braking of the vehicle through remote operation by an administrator.

On the other hand, in the brake control system according to the present embodiment, when a block signal is generated by manipulation of the remote button 71 when an emergency situation occurs, compressed air is provided to the brake 10 through the emergency supply pipe 40 so that the brake 10 is operated. In addition to being operated, the driving of the driving motor driver of the vehicle is stopped by the electromagnetic brake, so that the driving vehicle can be mechanically and electronically braked simultaneously in an emergency.

To this end, the blocking unit 70 may be provided with a second relay board 73 for stopping the driving of the driving motor driver D by operating an electromagnetic brake when power is cut off by the first relay board 72 . .

In this case, the second relay board 73 may be provided when the emergency brake control system according to the present embodiment is installed in the electric vehicle.

4, the second relay board 73 receives power from the power supply unit P, and the first relay board 72 is disposed between the second relay board 73 and the power supply unit P. can be That is, when the first relay board 72 receives the emergency signal to cut off the power supply, the power supplied to the second relay board 73 is also cut off.

The second relay board 73 does not participate in the operation of the electromagnetic brake as shown in FIG. 4 when power is supplied. However, when the power supply to the second relay board 73 is cut off, the electromagnetic brake may be operated as shown in FIG. 5 . Accordingly, when the power supply to the second relay board 73 is cut off due to the power cut off of the first relay board 72 , the electromagnetic brake may be operated to stop the driving of the driving motor driver.

For this reason, in the emergency brake control system according to the present embodiment, even if an abnormality occurs in the mechanical (compressed air) brake control structure during emergency braking, emergency braking by the electromagnetic brake may be possible.

Preferably, the brake emergency control system according to the present embodiment includes not only the remote button 71 that enables an administrator away from the vehicle to remotely emergency braking, but also the proximity button 74 that enables emergency braking of the vehicle inside or near the vehicle. This may be provided.

A plurality of such proximity buttons 74 may be disposed inside or outside the vehicle body as shown in FIG. 4, and preferably, a plurality of proximity buttons 74-1, 74-2, 74-3 are The second relay board 73 and the solenoid valve 60 are connected in series, and power supplied to the second relay board 73 and the solenoid valve 60 can be cut off by operation.

Specifically, the plurality of proximity buttons 74-1, 74-2, 74-3 are individually provided with a relay board connected in series with the second relay board 73 and the solenoid valve 60, and individually connected relays during operation The board may cut off the power supplied to the second relay board 73 or the solenoid valve 60 . In this way, since the plurality of proximity buttons 74-1, 74-2, and 74-3 are connected in series, even if any one of the plurality of proximity buttons 74-1, 74-2, 74-3 is pressed and operated, the 2 The power supplied to the relay board 73 and the solenoid valve 60 is cut off so that the mechanical brake and the electromagnetic brake are operated.

6 is a diagram illustrating an example of arrangement of a first proximity button according to an embodiment of the present invention, and FIG. 7 is a diagram illustrating an operation of the first proximity button according to an embodiment of the present invention.

The proximity button ( 74 may include a first proximity button 741 operated when the brake pedal 311 is pressed.

6 to 7 , the first proximity button 741 is supported by the support member 75 from the lower side of the brake pedal 311 so as to be operated by the brake pedal 311 pressed more than a predetermined value. and can be placed.

When the first proximity button 741 is pressed to the brake pedal 311, as described above, the power supply to the solenoid valve 60 and the second relay board 73 is cut off, so that the mechanical brake and the electromagnetic brake are operated to provide emergency braking. can

During such emergency braking, the brake 10 is operated with maximum strength. Accordingly, in order to prevent a situation in which the driver presses the brake 10 with a relatively low intensity but the maximum intensity is operated, the first proximity button 741 and the support member 75 are provided when the driver presses the brake pedal 311 . Preferably, it is arranged to be operated under pressure by the brake pedal 311 when the maximum pressure is applied.

Due to the configuration of the first proximity button 741 , even when the driver presses the brake pedal 311 as much as possible, when an abnormality occurs in the configuration related to the manual brake operation and the brake 10 operation fails, the driver separately The first proximity button 741 is naturally press-operated without taking any action, so that the vehicle can be emergency braked. In particular, when the first proximity button 741 is operated, emergency braking by the electromagnetic brake is performed together, so that even if an abnormality occurs in the configuration for operating the mechanical brake, emergency braking by the electromagnetic brake is possible.

8 is a diagram illustrating an example of arrangement of a first proximity button according to another embodiment of the present invention, and FIG. 9 is a diagram illustrating an operation state of the first proximity button according to another embodiment of the present invention.

The emergency control system according to another embodiment of the present invention is different from the emergency control system according to the embodiment of the present invention described above except for the arrangement position of the first proximity button 741, and other configurations are the same. to be omitted.

In the emergency control system according to the embodiment of the present invention, the first proximity button 741 disposed below the brake pedal 311 is the driver's foot or other object even though the driver does not operate the brake pedal 311 . There is a possibility that an unintentional pressurization operation may occur, and emergency braking by unintentional pressurization may cause another accident.

In order to overcome this problem, the first proximity button 741 ′ according to the present embodiment may be disposed on the rear surface of the pressing surface of the brake pedal 311 .

8 to 9 , the first proximity button 741 ′ according to the present embodiment is disposed on the rear surface of the brake pedal 311 , and the brake pedal 311 is pressed by the driver more than a predetermined value. When the brake pedal 311, the support member 75 disposed below the pressure operation may be provided.

For this reason, when the driver presses the brake pedal 311 to the maximum, the first proximity button 741 ′ is naturally pressed and operated, but the brake pedal 311 is not operated by the driver’s foot or other object. 1 It is possible to prevent the proximity button 741' from being pressed.

The above description is merely illustrative of the technical spirit of the present invention, and those skilled in the art to which the present invention pertains will be able to make various modifications and variations without departing from the essential characteristics of the present invention. Accordingly, the embodiments disclosed in the present invention are not intended to limit the technical spirit of the present invention, but to explain, and the scope of the technical spirit of the present invention is not limited by these embodiments. The protection scope of the present invention should be construed by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

10: brake
20: compressed air supply unit
21: air tank
22: air pump
23: divider
30: normal supply pipe
31: manual normal supply pipe
311: brake pedal
32: automatic top feed pipe
321: control valve
322: pressure sensor
33: double check valve
34: confluence normal supply pipe
40: emergency supply line
41: pressure reducing valve
50: connecting supply pipe
60: solenoid valve
70: blocking unit
71: remote button
72: first relay board
73: second relay board
74: melee button
741: first proximity button
75: support member

Claims (8)

Brakes actuated by compressed air;
a compressed air providing unit providing the compressed air and having a distributor such that the provided compressed air is distributed;
a normal supply pipe connected to the distributor and provided with an operation control means for regulating the supply amount of the compressed air for operation control of the brake;
an emergency supply pipe connected to the distributor and constantly flowing the compressed air;
a connection supply pipe connected to the brake; and
and a solenoid valve selectively communicating the normal supply pipe or the emergency supply pipe to the connection supply pipe.
The brake emergency control system according to claim 1, wherein the
In an emergency situation, further comprising a cut-off unit for cutting off the power supplied to the solenoid valve,
The solenoid valve communicates the connection supply pipe to the normal supply pipe when power is supplied, and communicates the connection supply pipe to the emergency supply pipe when power is cut off.
The method of claim 2, wherein the blocking portion
a remote button that generates a blocking signal by manipulation and is provided separately from the vehicle in which the brake is installed; and
and a first relay board configured to receive the cutoff signal generated by wireless communication connection with the remote button, and to cut off the power supplied to the solenoid valve upon receiving the cutoff signal.
4. The method of claim 3,
The blocking unit further comprises a second relay board connected to the first relay board by wire and stopping the driving of the driving motor driver by operating an electromagnetic brake of the driving motor driver that drives the vehicle when power is cut off. brake emergency control system.
4. The method of claim 3,
The blocking unit is connected in series with the second relay board and the solenoid valve, cuts off the power supplied to the second relay board and the solenoid valve by operation, and further comprising one or more proximity buttons disposed on the vehicle body Features a brake emergency control system.
6. The method of claim 5,
The operation control means includes a brake pedal that operates and controls the brake by the driver's pressure,
The proximity button comprises a first proximity button operated when the brake pedal is pressed.
7. The method of claim 6,
The brake emergency control system, characterized in that the first proximity button is disposed below the brake pedal to be operated by the brake pedal pressed more than a predetermined value.
The method of claim 1,
A brake emergency control system, characterized in that a pressure reducing valve is disposed in the emergency supply pipe to reduce the pressure of the compressed air flowing toward the solenoid valve.

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