WO2018181948A1

WO2018181948A1 - Air supply system

Info

Publication number: WO2018181948A1
Application number: PCT/JP2018/013754
Authority: WO
Inventors: 田中　克典; 太田　祐介
Original assignee: ナブテスコオートモーティブ株式会社
Priority date: 2017-03-31
Filing date: 2018-03-30
Publication date: 2018-10-04
Also published as: JPWO2018181948A1; JP7073342B2

Abstract

Provided is an air supply system capable of improving the safety of an air braking system. The air supply system is equipped with a braking mechanism for activating and releasing the service brake of a vehicle by means of pneumatic pressure. The air supply system is equipped with a forced braking module (13) for forcibly supplying pneumatic pressure in the event of an abnormality in a first braking module and a backup second braking module (12). In the forced braking module (13) are serially disposed: a first electromagnetic control valve (41), which is to be connected should there be an abnormality in the air supply system; and a pneumatic pressure control valve (43), which is to be connected in response to a parking brake being released. The forced braking module (13) is equipped with: a pressure sensor (41P) for detecting an action state of the first electromagnetic control valve 41; and an acquisition unit (101) for acquiring the action state detected by the pressure sensor (41P) by bringing the first electromagnetic control valve (41) into the connected state when the parking brake is not released and the pneumatic pressure control valve (43) is cut off.

Description

Air supply system

The present invention relates to an air supply system that supplies air to and discharges air from a brake mechanism that operates and releases a service brake of a vehicle.

Vehicles such as trucks are provided with a pneumatic brake system that uses compressed air as a power source. The pneumatic brake system includes a brake mechanism that operates and releases a service brake (foot brake), a brake mechanism that operates and releases a parking brake, and an air supply system that supplies compressed air stored in the compressor to each brake mechanism. I have. Recently, an air supply system controlled by an electronic control unit has been proposed (see, for example, Patent Document 1).

Also, a safety air supply system that supplies air to the brake mechanism in place of an air supply system in which an abnormality has occurred has been proposed in the event of an abnormality in the air supply system.

JP 2007-326516 A

However, even if the air supply system is duplicated as described above, the brake control when an abnormality occurs in both of these air supply systems is not taken into consideration, and it is still a safety function of the pneumatic brake system. There is room for improvement.

An object of the present invention is to provide an air supply system capable of enhancing the safety of a pneumatic brake system.

In one aspect, the air supply system is an air supply system including a brake mechanism that operates and releases a service brake of a vehicle with air pressure, the air supply unit supplying and discharging air pressure to the brake mechanism, and the air supply A first brake, which is a compulsory brake unit that forcibly supplies air pressure to the brake mechanism instead of a unit, and is a solenoid valve that is in communication with the air supply system when there is an abnormality, and a parking brake A second valve that is in communication with each other in response to the release of the engine, and includes a forced brake unit that replaces the air supply unit on condition that the abnormality is present and the parking brake is released, and the forced brake unit A detector that detects the operating state of the first valve, and the second valve is shut off because the parking brake is not released. , And an acquiring unit configured to acquire an operating state detected in the detector by operating the first valve.

Even if a forced brake part is provided in the air supply system, this forced brake part will not operate unless some abnormality occurs in the air supply system. In addition, the parking brake needs to be released in order to operate the forced brake unit. On the other hand, since the vehicle can be driven at any time in the state where the parking brake is released, it is not appropriate to apply the forced brake by operating the forced brake unit by automatic failure diagnosis or the like in this state. In this respect, according to such a configuration, the first valve that supplies the air pressure for forced braking is operated in a state where the parking brake is not released, and the operation state of the first valve at that time is detected by the detector. get. As a result, the operation of the first valve can be verified, and the security of the pneumatic brake system can be improved.

In one embodiment, the detector detects an air pressure between the first valve and the second valve as an operating state of the first valve, and the acquisition unit detects an air pressure detected by the detector. If the value is within a predetermined range, the first valve is determined to be normal, and if the air pressure detected by the detector is outside the predetermined range, the first valve is determined to be abnormal. Also good.

According to such a configuration, the abnormal operation of the first valve can be determined based on a comparison between the air pressure acquired from the detector and a predetermined range. Specifically, in a state where the parking brake is not released, the first valve that supplies the air pressure for forced braking is operated, and the change in the air pressure before the second valve is detected by the detector. As a result, the operation of the first valve can be verified, and the security of the pneumatic brake system can be improved.

In one embodiment, the detector may detect an air pressure between the first valve and the second valve as an operating state of the first valve, and the acquisition unit is detected by the detector. If the amount of change in pressure per hour is within a predetermined range, it is determined that the first valve is normal, and the amount of change in pressure detected by the detector is outside the predetermined range. If the amount of change, it may be determined that the first valve is abnormal.

According to such a configuration, the abnormal operation of the first valve can be determined based on the amount of change per unit time of the value acquired from the pressure detection unit.
In one embodiment, an on-off valve may be provided between the forced brake portion and the air tank.

According to such a configuration, even when the abnormality occurs, that is, when the forced brake is activated when the parking brake is released, the parking brake is closed after the parking brake is operated and then the parking brake is released again. By doing so, the operation of forced braking again can be suppressed. This makes it possible to move the vehicle by towing or the like even under a condition where the forced brake is activated.

In one embodiment, the forced brake unit may be abnormal in the air supply system when the forced brake unit is abnormal or when the air supply unit is abnormal.

According to such a structure, a forced brake part operate | moves on condition that there exists abnormality in itself, or there is abnormality in an air supply part. That is, it works reliably when needed.
In one embodiment, the air supply unit includes a first air supply unit and a second air supply unit that can supply and discharge air pressure to and from the brake mechanism instead of the first air supply unit. The abnormality of the first air supply unit includes an abnormality of the first control device that controls the abnormality, and the abnormality of the second air supply unit includes an abnormality of the second control device that controls the first air supply unit. The abnormality of the forced brake unit may include an abnormality of the third control device that controls the abnormality.

According to such a configuration, even when an abnormality occurs in the control device that controls each air supply unit, the operation switching to the forced brake unit is performed based on the abnormality. Each control device may detect an abnormality by self-diagnosis, or may detect an abnormality of another control device by mutual monitoring.

In one embodiment, the acquisition unit may be provided in the third control device.
According to such a configuration, the acquisition unit is provided in the third control device, so that the acquisition result can be easily used in the third control device or the like.

In one embodiment, the air supply unit may adjust the air pressure in accordance with an operation amount of a brake pedal, and the forced brake unit may set the air pressure to a predetermined forced brake pressure.

According to such a configuration, the forced brake unit can forcibly stop the vehicle at an appropriate deceleration.

According to the present invention, the safety of the pneumatic brake system can be improved.

The schematic diagram which shows the row | line | column which the vehicle by which the said air supply system is mounted about one Embodiment of an air supply system forms. The block diagram of the pneumatic brake system of the embodiment. FIG. 2 is a circuit diagram illustrating a schematic configuration of the air supply system according to the embodiment, in which a control device is in a normal state and a parking brake is activated. FIG. 2 is a circuit diagram illustrating a schematic configuration of the air supply system according to the embodiment, in which a control device is in a normal state and a parking brake is released. FIG. 3 is a schematic configuration of the air supply system according to the embodiment, and is a circuit diagram illustrating a state in which a forced brake is activated in a forced brake module. FIG. 3 is a schematic configuration of the air supply system of the embodiment, and is a circuit diagram showing a state when the forced brake is released by the forced brake module. FIG. 2 is a schematic configuration of the air supply system of the embodiment, and is a circuit diagram showing a state when the forced brake is released by the forced brake module.

Hereinafter, an embodiment in which the air supply system is applied to a pneumatic brake system of a vehicle that performs platooning will be described with reference to FIGS. The pneumatic brake system activates and deactivates the parking brake and the service brake.

Referring to FIG. 1, the process of running in a row will be described. In platooning, a platoon is formed by a vehicle 100 such as a truck (cargo vehicle) provided with an integrated carrier. The vehicles 100 forming the formation include a leading vehicle 100a driven by a driver and an unmanned subsequent vehicle 100b. The vehicle 100 includes a master ECU (Electronic Control Unit) 10 as a third control device that controls platooning. The master ECU 10 of the leading vehicle 100a and the master ECU 10 of each succeeding vehicle 100b transmit and receive various types of information to each other by wireless communication, and travel while maintaining a certain inter-vehicle distance. The leading vehicle 100a activates the brake based on the driver's braking operation, and the succeeding vehicle 100b activates the brake following the vehicle 100 when the vehicle 100 traveling just before decelerates. Since the leading vehicle 100a is a vehicle that is operated by a driver, the pneumatic brake system of the leading vehicle 100a and the pneumatic brake system of the succeeding vehicle 100b do not have to be the same, but are identical. Also good. In the present embodiment, the pneumatic brake system of the leading vehicle 100a and the pneumatic brake system of the following vehicle 100b have the same configuration. In FIG. 1, the platoon is formed by three vehicles 100, but the number of vehicles 100 forming the platoon may be plural.

Next, a schematic configuration of the brake system of the vehicle 100 will be described with reference to FIG. The vehicle 100 includes a brake chamber 50 as a brake mechanism, a first brake module 11 as a first air supply unit, a second brake module 12 as a second air supply unit, and a forced brake module that constitutes a forced brake unit. 13. In the present embodiment, the air supply unit includes a first brake module 11 and a second brake module 12. The brake chamber 50 is provided for each wheel of the vehicle 100. The first brake module 11 is provided for each of one or a plurality of wheels of the vehicle 100. Further, the second brake module 12 is provided for each of one or a plurality of wheels of the vehicle 100. The forced brake module 13 is provided for each of one or a plurality of wheels of the vehicle 100 so as to be connected to the second brake module 12. In FIG. 2, the brake chamber 50, the 1st brake module 11, the 2nd brake module 12, and the forced brake module 13 provided with respect to one wheel among the wheels of the vehicle 100 are shown. On the other hand, in FIG. 2, illustration of the brake chamber 50, the first brake module 11, the second brake module 12, and the forced brake module 13 provided for the other wheels of the vehicle 100 is omitted.

The first brake module 11 is a brake module that operates in a normal state. The vehicle 100 uses the first brake module 11 in preference to the second brake module 12 if the first brake module 11 is in a normal state. On the other hand, the vehicle 100 uses the second brake module 12 when the first brake module 11 is not in the normal state. The case where the first brake module 11 is not in a normal state is an emergency state where the first brake module 11 cannot be used.

The input port 14 of the first brake module 11 is connected to the brake air tank 16 via the first tank passage 17. The output port 15 of the first brake module 11 is connected to the brake chamber 50 via the first brake passage 76, the second shuttle valve 66 and the chamber connection passage 77.

The brake chamber 50 includes a first control chamber 51 that controls the service brake and a second control chamber 52 that controls the parking brake. The brake chamber 50 has a spring 55 and a push rod 54 having a wedge 53 at the tip. The push rod 54 is biased by the biasing force of the spring 55 so that the wedge 53 moves in the direction in which the wedge 53 extends from the brake chamber 50. That is, the extending direction is a direction in which the wedge 53 moves toward a brake lining (not shown) provided on the wheel. In the normal state, the air stored in the brake air tank 16 is supplied from the first brake module 11 to the first control chamber 51 by an amount corresponding to the amount of operation of the brake pedal by the driver. When not in the normal state, the air stored in the suspension air tank 25 is supplied to the first control chamber 51 via the second brake module 12.

When air is supplied to the first control chamber 51, the push rod 54 moves to the wheel side by the air pressure in the first control chamber 51. When the wedge 53 provided at the tip of the push rod 54 is inserted into the brake lining and the brake lining is expanded, the service brake is operated by friction between the brake shoe and the brake lining. Conversely, when air is discharged from the first control chamber 51 to the first brake module 11, the wedge 53 is withdrawn from the brake lining and the service brake is released.

Further, when air is discharged from the second control chamber 52 to another air supply system, the spring 55 extends to move the push rod 54 to the wheel side. And the parking brake act | operates because the wedge 53 spreads the brake lining provided in the wheel. Conversely, when air is supplied to the second control chamber 52 from this other air supply system, the spring 55 is compressed, the wedge 53 is retracted from the brake lining, and the parking brake is released. This other air supply system is an air supply system for a parking brake, and is provided separately from the first brake module 11, the second brake module 12, or the forced brake module 13 described above.

The brake chamber 50 having the second control chamber 52 is provided on the rear wheel of the vehicle 100, and the front wheel of the vehicle 100 includes a brake chamber (first brake chamber 54, push rod 54, and wedge 53). (Not shown) is provided. Since the brake chamber operates and releases the service brake, air is supplied to and discharged from the brake chamber by the first brake module 11 or the second brake module 12.

The input port 20 of the second brake module 12 is connected to the suspension air tank 25 provided in the air suspension (suspension device) of the vehicle 100 via the first passage 71, the on-off valve 28 and the second tank passage 26. . The second tank passage 26 is provided with an opening / closing valve 28 for opening and closing the passage through which the compressed air stored in the suspension air tank 25 flows. The output port 21 of the second brake module 12 is connected to the first control chamber 51 of the brake chamber 50 via the second brake passage 73 and the chamber connection passage 77.

The input port 22 of the forced brake module 13 is connected to the suspension air tank 25 via the first passage 71, the on-off valve 28 and the second tank passage 26. The output port 23 of the forced brake module 13 is connected to the second brake module 12 via the fourth passage 71B. The fourth passage 71 B is a passage for outputting an air pressure signal (pilot pressure) to the second brake module 12.

The on-off valve 28 is normally open and supplies compressed air to the output port 21 of the second brake module 12. On the other hand, the on-off valve 28 is closed when it is desired to release the forced braking after the forced braking operation by the forced braking module 13. More specifically, when the on-off valve 28 is closed, compressed air is not supplied to the second brake module 12 or the forced brake module 13. Therefore, the second brake module 12 cannot supply compressed air to the first control chamber 51 of the brake chamber 50. Therefore, regardless of the operation state of the second brake module 12 or the forced brake module 13, the service brake (forced brake) forcibly operated by the forced brake module 13 can also be released.

The first brake module 11 is controlled by the first control device 31. The second brake module 12 is controlled by the second control device 32. The forced brake module 13 is controlled by the master ECU 10. The master ECU 10, the first control device 31, and the second control device 32 are connected to an in-vehicle network 34 such as a CAN (Controller Area Network) and configured to be able to transmit and receive various types of information. The vehicle information is input to the master ECU 10 from the vehicle speed sensor 33 and other sensors, and the master ECU 10 transmits commands to the first control device 31 and the second control device 32. The first control device 31 and the second control device 32 execute various processes based on commands from the master ECU 10. As will be described later, the master ECU 10 is provided with an acquisition unit 101 that acquires the air pressure detected by a pressure sensor (P / U) 41P as a detector. In the pressure sensor 41P, when the parking brake is not released, the first electromagnetic control valve 41 as the first valve is in communication with the pneumatic control valve 43 as the second valve in the exhaust position (blocked). Detects air pressure when set to (communication position). In the present embodiment, the forced brake unit includes the forced brake module 13 and the acquisition unit 101.

Next, the schematic configuration of the forced brake module 13 and the second brake module 12 will be described with reference to FIGS. 3 to 7, the solid line indicates the air pipe, and the broken line indicates the electric signal line. A thick solid line indicates a state where the air pipe is filled with air. 3 to 7 show a second brake module 12 provided for one wheel and a forced brake module 13 connected to the second brake module 12. 3 to 7, the second brake module 12 can adjust the braking force by the control from the second control device 32. On the other hand, in the forced brake module 13, the air pressure is set to a predetermined forced brake pressure. The forced brake pressure is set to a pressure at which a braking force capable of appropriately stopping the vehicle 100 can be applied from a predetermined low speed (for example, 20 km / h) traveling without colliding with another vehicle 100 forming the formation. . As the forced brake pressure, an arbitrary value obtained as an experiment or a logical value can be set as long as the brake can be stopped appropriately. In the second brake module 12 and the forced brake module 13, the side close to the suspension air tank 25 in the flow path is defined as the upstream side and the side close to the brake chamber 50 is defined as the downstream side regardless of the air flow direction. That is, in the case of supply, air flows in the forward direction from the upstream side to the downstream side, but in the case of exhaust, the air flows in the reverse direction from the downstream side to the upstream side.

In the forced brake module 13, the first electromagnetic control valve 41 and the pneumatic control valve 43 are connected in series. The first electromagnetic control valve 41 is connected to a first passage 71 connected to the suspension air tank 25 via the second tank passage 26. The first passage 71 is connected to the suspension air tank 25 via the port P 1 of the second tank passage 26.

The first electromagnetic control valve 41 is a three-port two-position valve. A first passage 71 and an exhaust passage 47 connected to a discharge port 60 for discharging circuit air are connected to the upstream side, and a third port is connected to the downstream side. A passage 71A is connected. The first electromagnetic control valve 41 is controlled by the master ECU 10, and connects the first passage 71 to the third passage 71 A, blocks the first passage 71, and connects the third passage 71 A to the exhaust passage 47. The position can be changed to either the exhaust position. The 1st electromagnetic control valve 41 is comprised so that a connection position may be taken with the urging | biasing force of the valve spring 46, will take a connection position in a non-energized state, and will take an exhaust position in an energized state.

The pneumatic control valve 43 is a valve that is controlled by a pneumatic signal of a three-port two-position valve. The upstream side is connected to the third passage 71A and the exhaust passage 47 on the first electromagnetic control valve 41 side, and the downstream side is the fourth. Connected to the passage 71B. The pneumatic control valve 43 shuts off the third passage 71A on the upstream side and connects the fourth passage 71B on the downstream side of the pneumatic control valve 43 to the exhaust passage 47, and communicates the third passage 71A with the fourth passage 71B. The position can be changed to any of the connection positions. The signal input port 43P of the pneumatic control valve 43 is connected to the second control chamber 52 of the brake chamber 50 via the port P2. Therefore, when the parking brake is activated by discharging air from the second control chamber 52, no air pressure signal is input to the signal input port 43P. Conversely, when the parking brake is released by supplying air to the second control chamber 52, an air pressure signal is input to the signal input port 43P. The air pressure control valve 43 is configured to take the exhaust position by the urging force of the valve spring 49, takes the exhaust position when no air pressure signal is input to the signal input port 43P, and connects when the air pressure signal is input. Take position.

A pressure sensor 41P is provided in the third passage 71A. The pressure sensor 41P outputs a signal corresponding to the pressure in the third passage 71A to the master ECU 10. The acquisition unit 101 of the master ECU 10 detects the pressure detection signal of the pressure sensor 41P when the first electromagnetic control valve 41 takes the connection position for supplying air to the brake chamber 50. The master ECU 10 maintains the first electromagnetic control valve 41 at the exhaust position and does not supply air to the brake chamber 50 unless the condition for operating the forced brake module is satisfied after the ignition is turned on. Therefore, it is not easy to verify the operation of the first electromagnetic control valve 41, so-called failure diagnosis. Further, in the forced brake module 13, when the parking brake is operated, the pneumatic control valve 43 takes the exhaust position, so that the operation of the forced brake cannot be confirmed. Also, after the parking brake is released, the pneumatic control valve 43 takes the connected position, but since the vehicle 100 is in a state where it can move at any time, the forced brake is operated in such a state to perform failure diagnosis. May not be appropriate.

Therefore, in the present embodiment, the acquisition unit 101 of the master ECU 10 switches the first electromagnetic control valve 41 from the exhaust position to the connection position while the parking brake is in operation, and the pressure in the third passage 71A is changed when this switching is performed. A failure diagnosis is performed on the first electromagnetic control valve 41 based on the air pressure detected by the sensor 41P. Here, in the failure diagnosis, it is diagnosed whether or not the first electromagnetic control valve 41 opens and closes and whether or not the opening and closing speed is appropriate.

For example, as a failure diagnosis, it is determined whether the first electromagnetic control valve 41 is normal or abnormal based on the pressure detected by the pressure sensor 41P. Specifically, if the pressure detected by the pressure sensor 41P is a value within a predetermined range, the first electromagnetic control valve 41 is determined to be normal, and if the pressure is outside the predetermined range, the first electromagnetic control valve 41 is Judge as abnormal. In addition to this, it may be determined whether the first electromagnetic control valve 41 is normal or abnormal based on the amount of change per hour of the pressure detected by the pressure sensor 41P. Specifically, if the amount of change in pressure detected by the pressure sensor 41P per hour is within a predetermined range, it is determined that the first electromagnetic control valve 41 is normal, and the amount of change outside the predetermined range is If there is, it may be added to the determination that the first electromagnetic control valve 41 is abnormal. Instead of this, the normality or abnormality of the first electromagnetic control valve 41 may be determined based only on the change amount of pressure per time.

Next, the second brake module 12 will be described. The second brake module 12 includes a second electromagnetic control valve 62, a third electromagnetic control valve 63, a first shuttle valve 64, and a relay valve 65. In the second brake module 12, the downstream side of the relay valve 65 is connected to the second shuttle valve 66.

The second electromagnetic control valve 62 and the third electromagnetic control valve 63 are connected in series. In the second electromagnetic control valve 62, the first passage 71 is connected to the upstream side, and the third electromagnetic control valve 63 is connected to the downstream side via the second passage 72. In the third electromagnetic control valve 63, the second passage 72 from the second electromagnetic control valve 62 is connected to the upstream side, and the exhaust passage 47 is connected to the downstream side.

The second electromagnetic control valve 62 is controlled by the second control device 32, and includes a blocking position that blocks the first passage 71 and the second passage 72, and a connection position that connects the first passage 71 and the second passage 72. The position can be changed to any of the above. The second electromagnetic control valve 62 takes a blocking position by the urging force of the valve spring 67 in a non-energized state, and takes a connecting position in the energized state.

The third electromagnetic control valve 63 is controlled by the second control device 32, and is either in a connection position where the second passage 72 communicates with the exhaust passage 47, or a shut-off position where the second passage 72 is shut off from the exhaust passage 47. The position can be changed. The third electromagnetic control valve 63 takes a connection position by the urging force of the valve spring 68 in a non-energized state and takes a blocking position in the energized state.

The fourth passage 71 B connected downstream of the forced brake module 13 is connected to the second brake module 12. The first shuttle valve 64 of the second brake module 12 is a valve with two inputs and one output. The second passage 72 is connected to one input, the fourth passage 71B is connected to the other input, and the air pressure is output. A signal path 74 is connected. The first shuttle valve 64 is connected to the second passage 72, the fourth passage 71B, and the air pressure signal passage 74, and the flow of air from the higher pressure of the second passage 72 and the fourth passage 71B to the air pressure signal passage 74. Is acceptable.

The air pressure signal passage 74 is connected to the signal input port 65P of the relay valve 65. The relay valve 65 has an upstream side connected to the first passage 71 and the exhaust passage 47 and a downstream side connected to the second brake passage 73. In the second brake passage 73, the upstream end is connected to the first passage 71 connected to the suspension air tank 25 via the relay valve 65, and the downstream end is connected to the second shuttle valve 66. ing.

The relay valve 65 is controlled by an air pressure signal, cuts off the connection position connecting the first passage 71 and the second brake passage 73, the first passage 71 and the second brake passage 73, and the exhaust passage 47 and the first passage. The position can be changed to any one of the exhaust positions communicating with the two brake passages 73. When the air pressure signal is not input, the relay valve 65 takes an exhaust position by the urging force of the valve spring 69 and discharges air from the second brake passage 73 and the passage on the downstream side thereof. Further, the relay valve 65 takes a connection position where the first passage 71 communicates with the second brake passage 73 when an air pressure signal is input to the signal input port 65P.

A second shuttle valve 66 is provided at the downstream end of the second brake passage 73.
The second shuttle valve 66 is a 2-input 1-output valve. In the second shuttle valve 66, the second brake passage 73 from the second brake module 12 is connected to one input, the first brake passage 76 from the first brake module 11 is connected to the other input, and the brake is output to the output. A chamber connection path 77 to the chamber 50 is connected. The second shuttle valve 66 opens the passage having the higher pressure of the second brake passage 73 and the first brake passage 76 and closes the other passage from the passage having the same pressure to the chamber connection passage 77. Allow air flow. Note that the second shuttle valve 66 maintains the flow to the passage that is once opened when no pressure is applied from the second brake passage 73 and the first brake passage 76. Therefore, exhaust from the chamber connection path 77 to the second brake passage 73 or the first brake passage 76 is possible.

A pressure sensor (P / U) 79 is provided in the chamber connection path 77. The pressure sensor 79 outputs a signal corresponding to the pressure in the chamber connection path 77 to the second control device 32. When the first control module 32 supplies air to the brake chamber 50 via the first brake passage 76, the second shuttle valve 66, and the chamber connection passage 77, the second control device 32 detects the pressure of the pressure sensor 79. Based on the detection signal, the relationship between pressure and deceleration is learned. The deceleration is acquired from the master ECU 10 via the in-vehicle network 34. The master ECU 10 calculates a deceleration based on a vehicle speed signal input from the vehicle speed sensor 33 and a signal input from another sensor such as an acceleration sensor. In addition, the 2nd control apparatus 32 may learn the relationship between speed and pressure other than the relationship between deceleration and a pressure.

Further, when the second control device 32 adjusts the brake pressure by the second brake module 12, the deceleration input from the master ECU 10, the relationship between the learned pressure and the deceleration, and the pressure sensor 79 are input. Based on the pressure, the energized state and the non-energized state of the second electromagnetic control valve 62 and the third electromagnetic control valve 63 are controlled. The second control device 32 acquires the pressure corresponding to the deceleration input from the master ECU 10 from the learning result, and the second control device 32 adjusts the pressure input from the pressure sensor 79 to the pressure acquired from the learning result. The electromagnetic control valve 62 and the third electromagnetic control valve 63 are switched between an energized state and a non-energized state. That is, the second control device 32 performs feedback control of the brake pressure based on the pressure signal from the pressure sensor 79.

Next, the operation of the air supply system including the second brake module 12 and the forced brake module 13 will be described with reference to FIGS.
FIG. 3 shows a mode in the “parking state” or “failure diagnosis”. The “parking state” is a state in which the ignition switch (IG) is off (OFF) and the parking brake is activated. “Failure diagnosis” is a state in which the IG is on and the parking brake is activated. FIG. 4 shows an aspect when it is “running”. “Running possible” is a state where the IG is on and the parking brake is released. FIG. 5 shows a mode in the “forced brake state”. The “forced brake state” is a state in which the IG is on and the parking brake is released. FIG. 6 shows the state of “forced brake release”. The state of “forced brake release” is a state in which the parking brake is activated and the on-off valve 28 is closed after stopping by the forced brake.

First, as shown in FIG. 3, when in the “parking state”, the second electromagnetic control valve 62 and the third electromagnetic control valve 63 of the second brake module 12, and the first electromagnetic control valve 41 of the forced brake module 13 Is in a non-energized state. Since the air pressure control valve 43 takes the exhaust position, the air in the fourth passage 71B is discharged and the first passage 71 on the upstream side is blocked. Since the second electromagnetic control valve 62 is in the blocking position, the second passage 72 is blocked from the first passage 71, and the third electromagnetic control valve 63 takes the exhaust position and the second passage 72 is opened to the atmosphere. As a result, air is not supplied to the air pressure signal passage 74, so that the relay valve 65 takes the exhaust position. Therefore, the second brake module 12 does not supply air to the brake chamber 50. Further, the first brake module 11 also does not supply air to the brake chamber 50.

Next, with reference to FIG. 4, a case where the vehicle is “runnable” will be described. The first electromagnetic control valve 41 is energized under the control of the master ECU 10 and takes an exhaust position. Thereby, the air in the third passage 71A and the passage on the downstream side thereof is discharged, and the third passage 71A is blocked from the first passage 71 on the upstream side. Further, when the parking brake is released, an air pressure signal is input to the signal input port 43P of the air pressure control valve 43, and the air pressure control valve 43 is disposed at the connection position. Further, if there is no abnormality in the master ECU 10 or the first brake module 11, the second electromagnetic control valve 62 and the third electromagnetic control valve 63 are in a non-energized state. For this reason, since the second electromagnetic control valve 62 takes the blocking position, the second passage 72 is blocked from the first passage 71. Accordingly, since air is not supplied to the air pressure signal passage 74, the relay valve 65 blocks the second brake passage 73 from the first passage 71. As a result, air is not supplied from the second brake module 12 to the brake chamber 50, and the second shuttle valve 66 causes the first brake passage 76 to communicate with the chamber connection passage 77 by the pressure from the first brake passage 76. Therefore, the second brake module 12 is in a state where the control of the first brake module 11 is not hindered. When the vehicle 100 decelerates, the air supplied from the first brake module 11 is supplied to the first control chamber 51 of the brake chamber 50 via the second shuttle valve 66.

It should be noted that even when an abnormality occurs in the second control device 32, the state is similar to the state shown in FIG. For this reason, the 2nd brake module 12 will be in the state which does not inhibit control of the 1st brake module 11. FIG.

Referring to FIG. 5, the “forced brake state” will be described. The “forced brake state” is executed when any of the following “abnormality A” to “abnormality E” is detected. Note that the master ECU 10 can detect an abnormality in the first control device 31 and the second control device 32.

“Abnormal A”: When an abnormality occurs in the master ECU 10 “Abnormal B”: When an abnormality occurs in the master ECU 10 and the first control device 31 “Abnormal C”: An abnormality occurs in the master ECU 10 and the second control device 32 Case “Abnormal D”: When abnormality occurs in the first control device 31 and the second control device 32 “Abnormal E”: When abnormality occurs in the master ECU, the first control device 31, and the second control device 32 “Forced” In the “brake state”, the IG is on and the parking brake is released. When an abnormality occurs in the master ECU 10, such as “abnormality A”, “abnormality B”, “abnormality C”, and “abnormality E”, the first electromagnetic control valve 41, the second electromagnetic control valve 62, and the third electromagnetic valve All of the control valves 63 are in a non-energized state. In addition, when there is no abnormality in the master ECU 10 and abnormality occurs in the first control device 31 and the second control device 32 as “abnormality D”, the master ECU 10 deenergizes the first electromagnetic control valve 41. In this state, the second electromagnetic control valve 62 and the third electromagnetic control valve 63 become non-energized when the second controller 32 cannot be energized.

The pneumatic control valve 43 takes a connection position when a pneumatic signal is supplied to the signal input port 43P. Air is supplied from the suspension air tank 25 to the first passage 71, the third passage 71 A, and the fourth passage 71 B, while the second electromagnetic control valve 62 takes a blocking position, so that the second passage 72 is the first passage 71. Is cut off from. Further, when the third electromagnetic control valve 63 takes the exhaust position, the second passage 72 is connected to the exhaust passage 47. As a result, the pressure in the fourth passage 71B becomes higher than the pressure in the second passage 72, so the first shuttle valve 64 allows the air flow from the fourth passage 71B to the air pressure signal passage 74. The relay valve 65 communicates the second brake passage 73 with the first passage 71 by inputting an air pressure signal to the signal input port 65P. In the “forced brake state”, since air is not supplied from the first brake module 11 to the brake chamber 50, the second shuttle valve 66 causes the air flow from the second brake module 12 to the chamber connection path 77. Permissible. Accordingly, the air in the suspension air tank 25 is supplied to the first control chamber 51 of the brake chamber 50 via the first passage 71, the relay valve 65, the second brake passage 73, and the second shuttle valve 66. As a result, the forced brake is activated and the leading vehicle 100a or the following vehicle 100b is decelerated.

As shown in FIG. 6, when “forced brake release”, as in “failure diagnosis”, the second electromagnetic control valve 62 and the third electromagnetic control valve 63 and the first electromagnetic control valve 41 are not connected. Energized. In order to operate the parking brake, the air pressure control valve 43 takes the exhaust position, and the air in the fourth passage 71B is discharged. The second passage 72 is blocked from the first passage 71 by the second electromagnetic control valve 62 taking the blocking position. When the third electromagnetic control valve 63 takes the exhaust position, the second passage 72 is connected to the exhaust passage 47. Therefore, since air is not supplied to the air pressure signal passage 74, the second brake module 12 is in a state of not supplying air to the brake chamber 50.

As shown in FIG. 7, in the above state, when the on-off valve 28 is first closed and then the parking brake is released, the air pressure control valve 43 moves to the connection position, and the residual pressure in the first passage 71 becomes the air pressure signal. The signal is input to the signal input port 65P of the valve 65. At this time, if the residual pressure in the first passage 71 is low, the relay valve 65 does not move from the exhaust position. On the other hand, if the residual pressure is high, the relay valve 65 may move from the exhaust position to the connection position, causing the second brake passage 73 to communicate with the first passage 71. However, since the on-off valve 28 is closed, sufficient compressed air for operating the brake is not supplied from the first passage 71 to the first control chamber 51 of the brake chamber 50. Therefore, whether the residual pressure is high or low, the release of the service brake is maintained, that is, the forced brake is released. As described above, the compressed brake is not supplied to the first control chamber 51 of the brake chamber 50 in a state where the parking brake is released, so that the state where the forced brake is released is maintained, and the vehicle 100 is moved. It becomes possible.

As described above, according to the present embodiment, the following effects can be obtained.
(1) Even if the forced brake module 13 is provided in the air supply system, the forced brake module 13 does not operate unless some abnormality occurs in the air supply system. In addition, the parking brake needs to be released in order to operate the forced brake module 13. On the other hand, since the vehicle can be operated at any time with the parking brake released, it is not appropriate to apply the forced brake by operating the forced brake module 13 by automatic failure diagnosis or the like in this state.

In this regard, in the present embodiment, the first electromagnetic control valve 41 that supplies the air pressure for forced braking is operated in a state where the parking brake is not released, and the operation state of the first electromagnetic control valve 41 at that time is changed. It is detected by the pressure sensor 41P. Thereby, since operation | movement of the 1st electromagnetic control valve 41 can be verified, the security of a pneumatic brake system can be improved.

(2) Abnormal operation of the first electromagnetic control valve 41 can be determined based on a comparison between the air pressure acquired from the pressure sensor 41P and a predetermined range. Specifically, in a state where the parking brake is not released, the first electromagnetic control valve 41 that supplies the air pressure for forced braking is operated, and a change in air pressure before the air pressure control valve 43 is detected by the pressure sensor 41P. . As a result, the operation of the first electromagnetic control valve 41 can be verified, and the safety of the pneumatic brake system can be improved.

(3) The abnormal operation of the first electromagnetic control valve 41 can be determined based on the amount of change per unit time of the value acquired from the pressure sensor 41P.
(4) Even when the forced brake is operating abnormally, it is possible to suppress the operation of the forced brake again by closing the on-off valve 28 after operating the parking brake and then releasing the parking brake again. it can. This makes it possible to move the vehicle by towing or the like even under a condition where the forced brake is activated.

(5) The forced brake module 13 operates when there is an abnormality in itself or on the condition that there is an abnormality in the first brake module 11 and the second brake module 12. That is, it works reliably when needed. When there is an abnormality in the first brake module 11, the same brake operation as usual is maintained by replacing the second brake module 12.

(6) Even when an abnormality occurs in the control device or ECU that controls each brake module, the operation is switched to the forced brake module 13 based on the abnormality. Each control device or the like may detect an abnormality by self-diagnosis, or may detect an abnormality of another control device or the like by mutual monitoring.

(7) Since the acquisition unit 101 is provided in the master ECU 10, the use of the acquisition result in the master ECU 10 is facilitated.
(8) In the forced brake module 13, the air pressure is set to a predetermined forced brake pressure. Therefore, the forced brake module 13 can forcibly stop the vehicle at an appropriate deceleration.

(Other embodiments)
In addition, the said embodiment can also be implemented with the following forms.
In the forced brake module 13, the case where the air pressure is set to a predetermined forced brake pressure is illustrated. However, the present invention is not limited to this, and a pressure reducing valve may be provided in the forced brake module to adjust the air pressure.

For example, in platooning, the vehicle travels while maintaining a certain distance between the vehicles. That is, if the first vehicle 100 in the platoon order decelerates, the second vehicle 100 immediately after that decelerates following the first vehicle 100, and the third vehicle 100 also has two. Following the vehicle 100 of the eye, the vehicle decelerates. For this reason, the pressure reducing valve is adjusted so that the braking force becomes stronger in the rear vehicle so that the braking force becomes stronger as the vehicle after the convoy travels, and the rear vehicle comes before the previous vehicle. The collision is prevented by reducing the speed.

In this case, the pressure reducing valve is provided in the second brake passage, and adjusts the air pressure supplied from the second brake passage to the first control chamber 51 of the brake chamber 50 in accordance with the pilot pressure input to the connection port P3. be able to.

In this case, as the load decreases from the maximum load capacity, the pressure on the connection port P3 side changes, and the pressure reducing valve changes the pressure of the compressed air supplied to the second brake passage 73. Thus, the brake force is adjusted by operating a service brake with a large brake force when the load of the vehicle load is large and operating a service brake with a small brake force when the load of the vehicle load is small. be able to.

In the above configuration, the braking force is adjusted by adjusting the pressure of the compressed air. However, it is also possible to control the braking so that the vehicle does not collide during the platooning by adjusting the timing of applying the brake.

· The case where the acquisition unit is provided in the master ECU 10 is illustrated. However, the present invention is not limited to this, and the acquisition unit may be provided separately from the master ECU. The acquisition unit may operate at a timing convenient for the inspection, and notify the inspection result to the master ECU.

Although illustrated about the case where the 1st air supply part is the 1st brake module, at least one copy of the 1st control device may be contained in the 1st air supply part. Moreover, although illustrated about the case where a 2nd air supply part is a 2nd brake module, at least one part of a 2nd control apparatus may be contained in a 2nd air supply part.

・ The case where the forced brake is activated at the time of abnormality AE is illustrated. However, the present invention is not limited to this, and the forced brake is activated based on any one of the first control device, the second control device, and the master ECU detecting an abnormality occurring in the first brake module, the second brake module, or the forced brake module. You may make it do.

When a failure occurs in the forced brake module 13, the brake may be forcibly applied using at least one of the first brake module, the second brake module, or the forced brake module.

The second brake module 12 and the forced brake module 13 are exemplified for the case where compressed air is supplied from the suspension air tank 25. However, the present invention is not limited to this, and at least one of the second brake module and the forced brake module may be supplied with compressed air from a brake air tank or another air tank.

· The case where the on-off valve 28 is provided between the forced brake module 13 and the suspension air tank 25 is illustrated. However, the present invention is not limited to this, and a forced brake release valve may be provided between the first electromagnetic control valve 41 and the pneumatic control valve 43.

At this time, the forced brake release valve is a 3-port 2-position valve, and the third passage 71A and the exhaust passage 47 are connected to the input side, and the pneumatic control valve 43 is connected to the output side. The forced brake release valve has a connection position where the third passage 71A communicates with the air pressure control valve 43 by the biasing force of the valve spring, and an exhaust position where the third passage 71A is cut off and the air pressure control valve 43 is connected to the exhaust passage 47. It is comprised so that a position can be changed to either. Further, the forced brake release valve has an operation portion that is manually operated. The connection position is taken when the operation unit is not manually operated, and the exhaust position is taken when the operation unit is manually operated.

The acquisition unit 101 determines that the first electromagnetic control valve 41 is normal if the amount of change in pressure detected by the pressure sensor 41P per hour is equal to or greater than a predetermined value, and first electromagnetic control if it is less than the predetermined value. It may be determined that the valve 41 is abnormal. Thereby, an operation abnormality such as a slow movement of the first electromagnetic control valve 41 can be determined based on the amount of change per unit time of the value acquired from the pressure detection unit.

The determination of normality / abnormality of the first electromagnetic control valve may be made based on the degree of pressure drop detected by the pressure sensor 41P or the degree of increase. The degree of withdrawal or the degree of rise is, for example, a change in pressure over time, and is set based on the relationship between the change in pressure and the elapsed time. Specifically, the degree of disconnection may be detected when the first electromagnetic control valve 41 changes from the connection position to the exhaust position. Further, the rising degree may be detected when the first electromagnetic control valve 41 changes from the exhaust position to the connection position.

Although illustrated about the case where a pressure is detected with the pressure sensor 41P, it is not restricted to this, You may detect an air pressure with the pressure switch which act | operates when a pressure becomes more than predetermined pressure. At this time, it may be determined that the first electromagnetic control valve is normal based on the operation of the pressure switch.

· The case where the operating state of the first electromagnetic control valve 41 is detected by the air pressure detected by the pressure sensor 41P is illustrated. However, the present invention is not limited to this, and a detector that detects the current of the solenoid of the first electromagnetic control valve 41 may be provided, and the operating state of the first electromagnetic control valve 41 may be detected based on the current detected by the detector. .

The first electromagnetic control valve 41, the pneumatic control valve 43, the second electromagnetic control valve 62, the third electromagnetic control valve 63, and the relay valve 65 are two-position valves, but may be three-position valves having a neutral position. .

In the above embodiment, the air supply system has been described as constituting the brake system of the vehicle 100 that performs the platooning. However, the air supply system may be mounted on a brake system of a vehicle that travels alone without performing the platooning.

In the above embodiment, the first control device 31 and the second control device 32 are described as separate devices, but other modes may be used. One control device connected to the in-vehicle network 34 may have both the function of the first control device 31 and the function of the second control device 32, for example, a configuration having two CPUs. In this case, the first control device 31 and the second control device 32 may have a common signal input unit and signal output unit. Also in this aspect, the security of the pneumatic brake system can be improved.

-The 1st brake module 11 does not need to be contained in the air supply part. For example, the air supply unit may be configured only from the second brake module 12.
The first control device 31 and the first brake module 11 may not be included in the brake system. For example, the brake system may include the second control device 32, the second brake module 12, the master ECU 10, and the forced brake module 13.

In the above embodiment, the air supply system is described as being mounted on a cargo vehicle including a cargo bed. As an aspect other than this, the air supply system may be mounted on other vehicles such as a passenger car, a connected vehicle in which a trailer is connected to a tractor, and a railway vehicle.

DESCRIPTION OF SYMBOLS 10 ... Master ECU, 11 ... 1st brake module, 12 ... 2nd brake module, 13 ... Forced brake module, 14 ... Input port, 15 ... Output port, 16 ... Air tank for brakes, 17 ... 1st tank path, 20 ... Input port, 21 ... Output port, 22 ... Input port, 23 ... Output port, 25 ... Suspension air tank, 26 ... Second tank passage, 28 ... Open / close valve, 31 ... First control device, 32 ... Second control device, 33 ... Vehicle speed sensor, 34 ... In-vehicle network, 41 ... First electromagnetic control valve, 41P ... Pressure sensor, 43 ... Pneumatic control valve, 43P ... Signal input port, 46 ... Valve spring, 47 ... Exhaust passage, 49 ... Valve spring, 50 ... Brake chamber, 51 ... First control chamber, 52 ... Second control chamber, 53 ... Wedge, 54 ... Push rod, 55 Spring, 60 ... discharge port, 62 ... second electromagnetic control valve, 63 ... third electromagnetic control valve, 64 ... first shuttle valve, 65 ... relay valve, 65P ... signal input port, 66 ... second shuttle valve, 67, 68, 69 ... Valve spring, 71 ... First passage, 71A ... Third passage, 71B ... Fourth passage, 72 ... Second passage, 73 ... Second brake passage, 74 ... Air pressure signal passage, 76 ... First brake passage , 77 ... Chamber connection path, 79 ... Pressure sensor, 100 ... Vehicle, 101 ... Acquisition part.

Claims

An air supply system including a brake mechanism that operates and releases a service brake of a vehicle with air pressure,
An air supply unit for supplying and discharging air pressure to and from the brake mechanism;
A first brake, which is a compulsory brake unit that forcibly supplies air pressure to the brake mechanism instead of the air supply unit, and is an electromagnetic valve that is in communication with the air supply system when there is an abnormality. A second valve that is in communication in response to the release of the parking brake, and a forced brake unit that replaces the air supply unit on condition that the abnormality is present and the parking brake is released,
The forced brake unit detects the operating state of the first valve, and operates the first valve when the second valve is shut off because the parking brake has not been released. An air supply system comprising: an acquisition unit that acquires an operating state detected by the vessel.
The detector detects an air pressure between the first valve and the second valve as an operating state of the first valve;
The acquisition unit determines that the first valve is normal if the air pressure detected by the detector is within a predetermined range, and the air pressure detected by the detector is outside the predetermined range. The air supply system according to claim 1, wherein if there is, it is determined that the first valve is abnormal.
The detector detects an air pressure between the first valve and the second valve as an operating state of the first valve;
The acquisition unit determines that the first valve is normal if the change amount of pressure detected by the detector per hour is a change amount within a predetermined range, and determines the pressure detected by the detector. The air supply system according to claim 1, wherein if the amount of change per hour is outside the predetermined range, it is determined that the first valve is abnormal.
The air supply system according to any one of claims 1 to 3, wherein an open / close valve is provided between the forced brake portion and the air tank.
The air supply system has an abnormality when the forced brake unit is abnormal or when the air supply unit is abnormal. Air supply system as described in.
The air supply unit includes a first air supply unit and a second air supply unit that can supply and discharge air pressure to and from the brake mechanism instead of the first air supply unit.
The abnormality of the first air supply unit includes an abnormality of the first control device that controls the abnormality.
The abnormality of the second air supply unit includes an abnormality of the second control device that controls the abnormality.
The air supply system according to claim 5, wherein the abnormality of the forced brake unit includes an abnormality of a third control device that controls the abnormality.
The air supply system according to claim 6, wherein the acquisition unit is provided in the third control device.
In the air supply unit, the air pressure is adjusted according to the operation amount of the brake pedal,
The air supply system according to any one of claims 1 to 7, wherein an air pressure is set to a predetermined forced brake pressure in the forced brake unit.