SE2050979A1 - Emergency brake unit for a vehicle, vehicle including such an emergency brake unit and a method of controlling an emergency brake unit - Google Patents

Emergency brake unit for a vehicle, vehicle including such an emergency brake unit and a method of controlling an emergency brake unit

Info

Publication number
SE2050979A1
SE2050979A1 SE2050979A SE2050979A SE2050979A1 SE 2050979 A1 SE2050979 A1 SE 2050979A1 SE 2050979 A SE2050979 A SE 2050979A SE 2050979 A SE2050979 A SE 2050979A SE 2050979 A1 SE2050979 A1 SE 2050979A1
Authority
SE
Sweden
Prior art keywords
valve
brake
mode
spring actuated
fluid
Prior art date
Application number
SE2050979A
Other versions
SE544528C2 (en
Inventor
Lars-Göran Sander
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE2050979A priority Critical patent/SE544528C2/en
Priority to DE102021121110.7A priority patent/DE102021121110A1/en
Publication of SE2050979A1 publication Critical patent/SE2050979A1/en
Publication of SE544528C2 publication Critical patent/SE544528C2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/22—Brakes applied by springs or weights and released hydraulically
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
    • B60T13/16—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs
    • B60T13/18—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid using pumps directly, i.e. without interposition of accumulators or reservoirs with control of pump output delivery, e.g. by distributor valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/38—Brakes applied by springs or weights and released by compressed air
    • B60T13/385—Control arrangements therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/025—Electrically controlled valves
    • B60T15/027—Electrically controlled valves in pneumatic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

The invention relates to an emergency brake unit (10) and to a vehicle (1) comprising such a unit (10), the emergency brake unit (10) being arranged in a vehicle brake system (20) that comprises:- a fluid line (L)- a pressure source (P) for providing a pressurised fluid to the fluid line (L),- a spring actuated brake (11), which is held in an inactive mode by means of a pressurised fluid acting in a fluid chamber (13) against the action of a spring (12) in the spring actuated brake (11), which fluid chamber (13) is in fluid connection with the fluid line (L),- a pressure regulator (16), which is arranged to govern the spring actuated brake (11) by governing the pressure in the fluid line (L) in fluid connection with the fluid chamber (13) of the spring actuated brake (11),wherein the emergency brake unit (10) comprises:- a valve (14), which is normally in a first open mode, but which may be actuated to a second mode to depressurize the fluid chamber (13) so as to release the spring actuated brake (11) into an active mode in which it provides a braking action to the vehicle (1), wherein the valve (14) is arranged between the spring actuated brake (11) and the pressure regulator (16) in the fluid line (L) immediately upstream of the spring actuated brake (11) so as to override the pressure regulator (16).

Description

EMERGENCY BRAKE UNIT FOR A VEHICLE, VEHICLE INCLUDING SUCH ANEMERGENCY BRAKE UNIT AND A METHOD OF CONTROLLING AN EMERGENCYBRAKE UNIT TECHNICAL FIELD The invention relates to an emergency brake unit for a vehicle and to a vehicle includingsuch an emergency brake unit. The invention also relates to a method of controlling an emergency brake unit of a vehicle in an abnormal situation.
BACKGROUND ln the automotive industry of today it is of interest to provide vehicles With safety systemsof different kinds. For instance, autonomous vehicles which may be driven without a driverlocated inside the vehicle have been developed. Further, semi-autonomous vehicles, also known as driver-assisted vehicles, are being more and more widely used. ln such autonomous or semi-autonomous vehicles an autonomous system either controlsthe driving of the vehicle in full, or in situations where a supervisory part of the autonomoussystem judges that assistance is deemed necessary. Such situations may typically bewhen an obstacle that hinders the route of the vehicle is observed by the autonomous system or when the vehicle departs from a scheduled route.
One such system is known from US 2005/0029864 A1 which discloses a brake system fora vehicle that may be operated without a driver. The system includes an emergency brakeactuator for actuating a wheel brake in a driverless mode if a monitoring device detects a predefined operating state.
The system includes several control arrangements and some logical arrangements, whichinteract in order to control the electrically actuated valve in a predefined manner. Hence,the system includes the evaluation of several parameters, which may increase the risk of fatal mistakes. This is a common functionality in conventional systems. lt would be much coveted to achieve an emergency brake unit and a corresponding methodovercoming, or at least alleviating, at least one or some of the drawbacks of the prior art.ln particular, it would be very rewarding to achieve such a unit and method that is as fail- safe as possible with as few risk factors as possible.
SUMMARY OF THE INVENTION lt is an object of the invention to provide an emergency brake unit and a correspondingmethod for a vehicle, Which provides a reliable safety system in the event of problems occurring during operation of a vehicle.
According to a first aspect the invention relates to an emergency brake unit for a vehicle,which emergency brake unit is arranged in a brake system of the vehicle, which brakesystem comprises: - a f|uid line, - a pressure source for providing a pressurised f|uid to the f|uid line, - a spring actuated brake, which is held in an inactive mode by means of a pressurisedf|uid acting in a f|uid chamber against the action of a spring in the spring actuated brake,which f|uid chamber is in f|uid connection with the f|uid line, - a pressure regulator, which is arranged to govern the spring actuated brake by governingthe pressure in the f|uid line in f|uid connection with the f|uid chamber of the spring actuatedbrake, wherein the emergency brake unit comprises: - a valve, which is normally in a first open mode, but which may be actuated to a secondmode to depressurize the f|uid chamber so as to release the spring actuated brake into anactive mode in which it provides a braking action to the vehicle, wherein the valve isarranged between the spring actuated brake and the pressure regulator in the f|uid lineimmediately upstream of the spring actuated brake so as to override the pressure regulatorAn advantage of the inventive emergency brake unit is that is arranged to override to brakesystem of the vehicle such that the vehicle may be decelerated safely with a minimum of possibilities of problems. ln embodiments of the invention the valve is governed independently of the brake systemof the vehicle. This is advantageous as it increases the reliability of the emergency brake unit in that it makes it independent of the brake system. ln embodiments of the invention the valve comprises an actuator which keeps the valve inthe first open mode as long as it is provided With a first electric signal and wherein theactuator is configured to control the valve into the second mode when the first electric signal is not received at the actuator. ln embodiments of the invention the actuator is configured to control the valve into the second mode in the absence of any electric signal. This implies a further increase of the reliability in that it the emergency brake unit is not dependent of producing a specific emergency signal, but instead the brake is activated in response to a lack of signal. ln embodiments of the invention the actuator is configured to control the valve into thesecond mode in response to a second electric signal, which is different from thefirst electricsignal. This is an alternative embodiment, which may be implemented if more logics are desired in the system. ln embodiments of the invention the actuator is arranged to control the valve into the second mode in response to a system failure command. ln embodiments of the invention the valve is arranged in the spring actuated brake or atthe inlet port of the fluid line into the fluid chamber. This is a fail-safe arrangement makingsure that an actuation of the valve into the second mode will definitely lead to an activation of the spring actuated brake. ln embodiments of the invention the valve, when in the second mode, disconnects thepressure regulator from the spring actuated brake and connects the fluid chamber of the spring actuated brake to a release pressure.
According to a second aspect the invention relates to a vehicle that comprises emergency brake unit as described above.
According to a third aspect the invention relates to a method of controlling an emergencybrake unit that controls a spring actuated brake of a vehicle in an abnormal situation, thespring actuated brake being part of a brake system of the vehicle and being held in aninactive mode by means of a pressurised fluid acting in a fluid chamber against the actionof a spring in the spring actuated brake, Which fluid chamber is in fluid connection with apressure source via a fluid line, the spring actuated brake being governed by means of apressure regulator arranged in the fluid line, the method comprising the step of registering an abnormal situation, and in responsethereto, overriding the brake system by controlling a valve of the emergency brake unit,which is normally in a first, open mode into a second mode, in which it depressurizes thefluid chamber of the spring actuated brake so as to release the spring actuated brake intoan active mode in which it provides a braking action to the vehicle, wherein the valve isarranged between the spring actuated brake and the pressure regulator in the fluid line, immediately upstream of the spring actuated brake so as to override the pressure regulator. ln embodiments of the invention the valve is kept in the first, open mode by providing a firstelectric signal to it, and wherein the valve is controlled to the second mode in the absence of the first electric signal. ln embodiments of the invention the valve is controlled to the second mode in the absence of any electric signal. ln embodiments of the invention the valve is controlled to the second mode in response to a second electric signal, which is different from the first electric signal. ln embodiments of the invention the valve is controlled to the second mode in response to a system failure command. ln embodiments of the invention the valve in the second mode disconnects the pressureregulator from the spring actuated brake and connects the fluid chamber of the spring actuated brake to a release pressure. ln embodiments of the invention the valve, when in the second mode, disconnects thepressure regulator from the spring actuated brake and connects the fluid chamber of thespring actuated brake to a release pressure. These actions may be achieved simultaneously or one after the other.
All aspects of the invention are non-exclusive. The method is adapted to be implementedfor all embodiments of the emergency brake unit as described above or in the following detailed description.
Other embodiments and advantages of the three aspects of the invention will be apparent from the detailed description and the appended drawings.
BRIEF DESCRIPTION OF THE DRAWINGS Below, specific embodiments of the invention will be described with reference to the appended drawings, of which: Fig. 1 is a schematic illustration of a vehicle comprising a brake system in which an emergency brake unit according to a specific embodiment is arranged, Fig. 2 shows a brake system with an emergency brake unit according to a specific embodiment in a first mode, Fig. 3 shows a brake system with an emergency brake unit according to a specific embodiment in a closed mode, and Fig. 4 is a schematic illustration of a method of controlling a spring actuated brake of a vehicle in an abnormal situation.
DETAILED DESCRIPTION OF THE SHOWN E|\/|BOD||\/IENTS Fig. 1 is a schematic illustration of a vehicle 1 comprising a brake system 20 in which an emergency brake unit 10 according to a specific embodiment is arranged.
The illustrated brake system 20 of the vehicle 1 is an exemplary brake system and may bea primary brake system of the vehicle 1, a parking brake system of the vehicle 1, or any other brake system arranged in the vehicle.
The exemplary brake system 20 comprises a fluid line L in which a fluid is provided. Thefluid may either be a non-compressible fluid, such as a hydraulic oil, or it may be a compressible fluid such as gas and more specifically air.
A pressure source P for pressurizing the fluid in the fluid line L is arranged at some pointin the in the fluid line L. At one end of the fluid line L, a spring brake chamber, i.e. a fluid chamber 13 of a spring actuated brake, is arranged.
As is illustrated in Figs. 2-3, the fluid chamber 13 may be arranged in one end of a cylinderof a spring actuated brake 11, wherein a spring 12 may be arranged at the opposite end ofthe cylinder. The cylinder of the spring actuated brake 11 is divided into these two opposedchambers by a movable piston 27, a fluid chamber 13 and a chamber in which the spring12 is arranged. The spring actuated brake 11 is held in an inactive mode by means of apressurised fluid acting in a fluid chamber 13, against the action of the spring 12. Whenthe pressure is released in the fluid chamber13, the spring 12 will act to activate the springactuated brake 11. The spring actuated brake 11 will in turn act to brake the motion of the vehicle 1.
Further, with reference to Fig. 1, the exemplary brake system 20 of the vehicle 1 includesa pressure regulator 16, which is arranged to control the spring actuated brake 11 bygoverning the pressure in the fluid line L in fluid connection with the fluid chamber 13 ofthe spring actuated brake. ln a specific embodiment, the pressure regulator 16 is integratedin the pressure source P, such that the spring actuated brake 11 is controlled by governing the pressure provided by the pressure source P.
The emergency brake unit 10 comprises a valve 14, which is normally in a first open mode,but which may be actuated to a second mode to depressurize the fluid chamber 13 so asto release the spring actuated brake into an active mode in which it provides a brakingaction to the vehicle 1. The valve 14 is arranged between the spring actuated brake 11 andthe pressure regulator 16 in the fluid line L immediately upstream of the spring actuatedbrake 11, to override the pressure regulator 16 when in the second mode. ln thisspecification the term "upstream" illustrates that the valve 14 is arranged upstream of thespring actuated brake 11 with respect to the pressure source P, i.e. closer to said pressuresource P. Further, the specification that the valve 14 is arranged between the springactuated brake 11 and the pressure regulator 16 in the fluid line L indicates that it isarranged downstream of the pressure regulator 16 with respect to the pressure source P,i.e. that the valve 14 is positioned closerto the spring actuated brake 11 along the fluid lineL.
The valve 14 is preferably governed independently of the brake system 20 of the vehicle1. Therefore, in the shown embodiment, a separate second control unit 25 is arranged to govern the valve 14.
The pressure regulator 16, of the brake system 20 of the vehicle 1 is in the shownembodiment governed by a brake pedal 23 and/or a first control unit 24. This is meant toillustrate that the brake may be manually governed by an operator, such as a driver insidethe vehicle 1, or an operator operating the vehicle from a remote location. The pressureregulator 16 may however also be automatically or semi-automatically governed by a firstcontrol unit 24, which may act in an autonomous driving mode and/or in response to anobserved hazard during operation of the vehicle 1, such as a sudden and/or heftyretardation of a vehicle ahead of the vehicle 1, an unexpected object in or close to the driving lane, or an observed unintended leaving of a driving lane.
The second control unit 25 of the valve 14 may be a part of a general control unit, such asthe first control unit 24 of the pressure regulator 16 of the brake system 20, or it may, asindicated above, be a separate control unit arranged to govern only the valve 14. Further,the second control unit 25 may be arranged with a minimum of logics, arranged to providea close-signal to the valve 14 in response to a registration of an abnormal situationdemanding a forced retardation of the vehicle. ln one embodiment, the second control unit25 is comprised of an electric output line from a power source such as a battery of the vehicle.
Both the first control unit 24 of the pressure regulator 16 and the second control unit 25 ofthe valve 14 may be partly or completely governed by a remote control unit 26, arranged outside of the vehicle 1, and at a distance from the vehicle 1. ln Figs. 2-3, a specific embodiment of an emergency brake unit 10 arranged in a brakesystem 20 is illustrated as a block diagram, wherein the valve 14 is in its open, first mode in Fig. 2, and in a closed, second mode in Fig. 3.
Depending on which fluid, i.e gas or liquid, that is used, specific adaptations, which areknown to a person skilled in the art, may need to be performed. For instance, a hydraulicfluid is conventionally recirculated to a tank during operation, whereas air may be releasedto the environment. ln this respect Figs. 2-3 illustrate a system, in which the fluid in the fluidline L is a gas, e.g. air. A skilled person will however understand that the diagram may be adapted to a hydraulic system by providing return lines to a tank from each output. ln the shown embodiment, the valve 14 is illustrated as a valve with a valve slide with twospecific positions, each position illustrating a specific mode of the valve 14. However, thisis only a possible embodiment among others. The valve 14 may be a valve with a pluralityof positions, i.e. not only a closed an open position. Further, it may be a membrane typevalve with no specific positions, but with at least two defined modes, of which a first modeis an open mode, and a second mode is a closed mode. The invention is hence not limitedto the nature of the valve, but rather to its function and position within a brake system. The valve 14 has at least two modes, a first open mode, and a second closed mode.
The illustrated embodiment of the valve 14 comprises an actuator 15 which keeps the valve14 in the first open mode. Typically, the actuator is an electrically actuated actuator suchas a solenoid. The actuator 15 may be arranged to keep the valve 14 in the first open modeas long as it is provided with a first electric signal S1, which may be a signal adapted toenergize the actuator 15, wherein the actuator 15 may be configured to control the valveinto the second mode 14 when the first electric signal S1 is no longer received at theactuator 15. This activation is executed by means of a spring 18 arranged to act on thevalve 14 towards a second mode, in which the fluid line L between the pressure regulator 16 and the spring actuated brake 11 is closed by the valve 14.
The actuator 15 may be configured to control the valve into the second mode 14 in theabsence of any electric signal. ln contrast though, the actuator 15 may also be configuredto control the valve into the second mode 14 in response to a second electric signal S2, which is different from the first electric signal S1.
The actuator 15 may be arranged to control the valve into the second mode 14 in responseto a system failure command. Specifically, the actuator may keep the valve 14 in the firstopen mode as long as it is provided with a first electric signal S1. ln the event of a systemfailure, electricity may be lost in the vehicle 1 and as a direct consequence the first electricsignal S1 may not be upheld to the actuator 15, wherein the spring 18 will act on the valve 14 to control it into the second mode.
The valve 14 is arranged between the spring actuated brake 11 and the pressure regulator16 in the fluid line L immediately upstream of the spring actuated brake 11 so as to overridethe pressure regulator 16. For example, the valve 14 may be arranged in the springactuated brake 11 or at the inlet port 17 of the fluid line L into the fluid chamber 13, or closeto the inlet port 17. ln the shown embodiment the pressure regulator 16 is illustrated as a control valve. Asdescribed above, however, the pressure regulator 16 may be any means or unit that isarranged to control the spring actuated brake 11 by governing the pressure provided to thespring actuated brake 11. For instance, it may be an inherent part of the pressure sourceP.
Further, the valve 14 may be an inherent part of the pressure regulator 16, e.g. as anadditional stand-alone valve arranged at the output from the pressure regulator 16, suchthat an actuation of the valve 14 would override the pressure regulator 16 of which it forms a part.
As is apparent from Fig. 3, when the valve 14 is in the second mode it disconnects thepressure regulator 16 from the spring actuated brake 11 and simultaneously connects thefluid chamber 13 of the spring actuated brake 11 to a pressure release port 19, for releasing the pressure in the fluid chamber 13 to a release pressure PR, e.g. atmospheric pressure.
The brake action of the spring actuated brake 11 may partly be controlled by a restriction21 arranged in the valve 14 or in connection to the pressure release port 19, such that thepressure release of the fluid chamber 13 of the spring actuated brake 11 will be achieved in a controlled manner to achieve a controlled retardation of the vehicle.
The emergency brake unit 10 may include a capacitor (not shown) or the like to work asan auxiliary energy supply during a short period of time, such as 1, 2, 3, 5, or 10 secondsso as to postpone an activation of the spring actuated brake 11 with a corresponding time, so as to avoid a premature activation of the spring actuated brake 11 due to e.g. an instant loss of electricity. The implementation of such an auxiliary energy supply system is optional and may be put in an active, or inactive mode based on preferences.
Now, with reference to Fig. 4 an exemplary method of controlling the spring actuated brake 11 of a vehicle 1 in an abnormal situation will be described.
The emergency brake unit 10 may be set to always be in an active state of supervisionduring operation of the vehicle, such that no matter what, the brake unit is always ready toactivate the brake, if necessary. Hence, during a normal operation of the vehicle 1, the emergency brake unit 10 is at rest, but ready to step in if the circumstances call for it.
During normal operation of the vehicle 1, i.e. driving of the vehicle, the spring actuatedbrake 11 is governed by the driver, and/or by a driver assistant system, if the vehicle is autonomous or semi-autonomous.
The method comprises the step of registering an abnormal situation, and in responsethereto, overriding the brake system 20 of the vehicle. The abnormal situation may virtuallybe anything that is not normal during operation of the vehicle 1. lt may hence includesituations that may be handled by an ordinary autonomous driver system, includingsituations such as unintentional lane departure, sudden occurrence of unexpectedobstacles or a sudden retardation ahead. A main difference with respect to conventionalautonomous brake systems is however that the inventive emergency brake unit 10 is arranged to override the brake system 20 of the vehicle 1.
The registering of an abnormal situation may however also be triggered by a system failurecommand, following a black out or power loss in the vehicle 1. Thus, "registering" shouldbe interpreted in a broad sense and does not necessarily require any sort of data collectionand/or storage, even if such a procedure is also contemplated. ln the case of a black outfor example, the "registering" of the abnormal situation would be that the emergency brake unit 10 experiences a power loss.
Specifically, the method involves controlling of a valve 14, which is normally in a first, openmode into a second mode in response to the registered abnormal situation, regardless ofhow the abnormal situation is registered. ln the second mode the valve 14 depressurizesa fluid chamber 13 of a spring actuated brake 11 so as to release the spring actuated brake 11 into an active mode in which it provides a braking action to the vehicle 1. ln order to override the brake system 20 of the vehicle 1, and specifically to override a pressure regulator 16 of the brake system 20, the valve 14 is arranged between the pressure regulator 16 and the spring actuated brake 11 in the fluid line L that connects thepressure regulator 16 to the fluid chamber 13 of the spring actuated brake 11 immediatelyupstream of the spring actuated brake 11. Hence, no additional valves are arranged between the valve 14 and the fluid chamber 13 of the spring actuated brake 11.
During normal operation of the vehicle 1, the valve 14 may kept in the first, open mode byproviding a first electric signal S1 to it, wherein it may be controlled to the second mode inthe absence of the first electric signal S1. Specifically. the valve 14 may be controlled to the second mode in the absence of any electric signal.
However, the valve 14 may also be configured to be controlled to the second mode in response to a second electric signal S2, which is different from the first electric signal S1.
Regardless of the trigger for controlling the valve 14 into the second mode, it may be putinto the second mode in response to a system failure command. The system failure mayhence be indicated by a power loss, which results in that a continuous signal, e.g. a firstelectric signal S1, to the valve 14 is broken such that it is actuated into the second mode.As an alternative, the system failure may be registered actively, wherein a command, inthe form of a second electric signal S2 that is different from the first electric signal S1, will be transmitted to the valve 14 so as to put the valve 14 in the second mode.
When the valve 14 has been controlled into the second mode it disconnects the pressureregulator 16 from the spring actuated brake 11 and connects the fluid chamber 13 of thespring actuated brake 11 to a release pressure PR. Hence, in the second mode of the valve 14, the vehicle 1 will be decelerated in a controlled manner.
Above, the invention has been described with reference to specific embodiments. Theinvention is however not limited to these embodiments. lt is obvious to a person skilled in the art that other embodiments are possible within the scope of the following claims.

Claims (4)

CLAIMS _ An emergency brake unit (10) for a vehicle (1), which emergency brake unit (10) is arranged in a brake system (20) of the vehicle (1 ), which brake system (20) comprises:- a fluid line (L), - a pressure source (P) for providing a pressurised fluid to the fluid line (L), - a spring actuated brake (11), which is held in an inactive mode by means of apressurised fluid acting in a fluid chamber (13) against the action of a spring (12) in thespring actuated brake (11), which fluid chamber (13) is in fluid connection with the fluidline (L), - a pressure regulator (16), which is arranged to control the spring actuated brake (11)by governing the pressure in the fluid line (L) in fluid connection with the fluid chamber(13) of the spring actuated brake (11), wherein the emergency brake unit (10) comprises: - a valve (14), which is normally in a first open mode, but which may be actuated to asecond mode to depressurize the fluid chamber (13) so as to release the springactuated brake (11) into an active mode in which it provides a braking action to thevehicle (1), wherein the valve (14) is arranged bet\Neen the spring actuated brake (11)and the pressure regulator (16) in the fluid line (L) immediately upstream of the spring actuated brake (11) so as to override the pressure regulator (16). _ The emergency brake unit (10) according to claim 1, wherein the valve (14) is governed independently of the brake system (20) of the vehicle (1 )_ _ The emergency brake unit (10) according to anyone of the preceding claims, wherein the valve (14) comprises an actuator (15) Which keeps the valve (14) in the first openmode as long as it is provided with a first electric signal (S1) and wherein the actuator(15) is configured to control the valve into the second mode (14) when the first electric signal (S1) is not received at the actuator. _ The emergency brake unit (10) according to claim 3, wherein the actuator (15) is configured to control the valve into the second mode (14) in the absence of any electric signal. _ The emergency brake unit (10) according to claim 3, wherein the actuator (15) is configured to control the valve into the second mode (14) in response to a second electric signal (S2), which is different from the first electric signal (S1). The emergency brake unit (10) according to anyone of the preceding claims, whereinthe actuator (15) is arranged to control the valve into the second mode (14) in response to a system failure command. The emergency brake unit (10) according to anyone of the preceding claims, whereinthe valve (14) is arranged in the spring actuated brake (11) or at the inlet port (17) ofthe fluid line (L) into the fluid chamber (13). The emergency brake unit (10) according to anyone of the preceding claims, whereinthe valve (14) in the second mode disconnects the pressure regulator (16) from thespring actuated brake (11) and connects the fluid chamber (13) of the spring actuated brake (11) to a release pressure (PR). A vehicle (1) comprising an emergency brake unit (10) according to anyone of the preceding claims. A method of controlling an emergency brake unit (10) that controls a spring actuatedbrake (1
1. ) of a vehicle (1 ) in an abnormal situation, the spring actuated brake (11) beingpart of a brake system (20) of the vehicle (1) and being held in an inactive mode bymeans of a pressurised fluid acting in a fluid chamber (13) against the action of a spring(1
2. ) in the spring actuated brake (11), Which fluid chamber (1
3. ) is in fluid connectionWith a pressure source (P) via a fluid line (L), the spring actuated brake (11) beinggoverned by means of a pressure regulator (16) arranged in the fluid line (L), the method comprising the step of registering an abnormal situation, and in responsethereto, overriding the brake system (20) by controlling a valve (1
4. ) of the emergencybrake unit, which is normally in a first, open mode into a second mode, in which itdepressurizes the fluid chamber (13) of the spring actuated brake (11) so as to releasethe spring actuated brake (11) into an active mode in which it provides a braking actionto the vehicle (1 ), wherein the valve (14) is arranged between the spring actuated brake(11) and the pressure regulator (16) in the fluid line (L), immediately upstream of the spring actuated brake (11) so as to override the pressure regulator (16). .The method according to claim 10, wherein the valve (14) is kept in the first, open mode by providing a first electric signal (S1) to it, and wherein the valve (14) is controlled to the second mode in the absence of the first electric signal (S1). The method according to claim 11, wherein the valve (14) is controlled to the second mode in the absence of any electric signal. The method according to claim 11, wherein the valve (14) is controlled to the secondmode in response to a second electric signal (S2), which is different from the first electric signal (S1). The method according to anyone of the claims 10-13, wherein the valve (14) is controlled to the second mode in response to a system failure command. The method according to anyone of the claims 10-14, wherein the valve (14) in thesecond mode disconnects the pressure regulator (16) from the spring actuated brake(11) and connects the fluid chamber (13) of the spring actuated brake (11) to a release pressure (PR).
SE2050979A 2020-08-26 2020-08-26 Emergency brake unit for a vehicle, vehicle including such an emergency brake unit and a method of controlling an emergency brake unit SE544528C2 (en)

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SE2050979A SE544528C2 (en) 2020-08-26 2020-08-26 Emergency brake unit for a vehicle, vehicle including such an emergency brake unit and a method of controlling an emergency brake unit
DE102021121110.7A DE102021121110A1 (en) 2020-08-26 2021-08-13 Emergency braking unit for a vehicle, vehicle with such an emergency braking unit and method for controlling an emergency braking unit

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SE2050979A SE544528C2 (en) 2020-08-26 2020-08-26 Emergency brake unit for a vehicle, vehicle including such an emergency brake unit and a method of controlling an emergency brake unit

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DE102022204480A1 (en) * 2022-05-06 2023-11-09 Zf Friedrichshafen Ag Actuation system for a vehicle brake

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US3295422A (en) * 1964-11-16 1967-01-03 James L Bostwick Safety brake actuator
US3985210A (en) * 1975-02-18 1976-10-12 Caterpillar Tractor Co. Automatically engaged emergency parking brake
US20040194832A1 (en) * 2001-05-08 2004-10-07 Bendix Commercial Vehicle Systems Llc Dash control valve with two step function for park release
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EP3300976A1 (en) * 2016-09-28 2018-04-04 CLAAS Tractor S.A.S. Control device and control system of a hydraulically actuated device for parking and/or emergency brake unit of a vehicle usable in agriculture or civil engineering
WO2019197453A1 (en) * 2018-04-11 2019-10-17 Siemens Ag Österreich Emergency release device for a spring-loaded brake of a rail vehicle
EP3611065A1 (en) * 2018-07-13 2020-02-19 WABCO Europe BVBA Park release valve - single 4-way 3-position (4/3 valve) spool (rod) & sleeve valve arrangement with pop-out function

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SE544528C2 (en) 2022-07-05

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