A barometric redundancy brake signal generator and an unmanned system

Abstract

The application discloses a kind of pneumatic redundancy brake signal generator and unmanned system, pneumatic redundancy brake signal generator includes valve body assembly, first brake control unit, second brake control unit, first air inlet, first gas outlet, second air inlet, second gas outlet are provided on valve body assembly;First brake control unit includes first piston, first control valve, and first control valve and the inner wall of valve body assembly enclose first gas chamber;Second brake control unit includes second piston, second control valve, and second control valve and the inner wall of valve body assembly enclose second gas chamber.In the application, first piston moves to the direction of first control valve, so that first gas outlet is communicated with first gas chamber, and forms primary redundancy;When first piston continues to move, first piston exerts force on second piston, and the gas in first chamber also exerts thrust on second piston, so that second gas outlet is communicated with second gas chamber, and forms secondary redundancy.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle control, in particular to a pneumatic redundant brake signal generator and an unmanned system. BACKGROUND

[0002] On a vehicle with intelligent driving and unmanned driving functions, since there is no driver or the driver does not always participate in brake control, a brake signal cannot be provided, which requires that the ECU of the brake-by-wire system must be able to receive the brake deceleration demand electrical signal provided by the intelligent driving and unmanned driving system and accurately implement braking according to the brake deceleration demand control brake actuator. The brake-by-wire system supporting intelligent driving and unmanned driving must meet the functional safety requirements to ensure that the vehicle can achieve safe braking under any working condition and avoid accidents or reduce the risk caused by accidents. Therefore, the brake-by-wire system needs to have a certain redundancy design, when a certain hardware fails, it has corresponding emergency measures to ensure that the vehicle can safely brake until the vehicle is parked.

[0003] The existing commercial vehicle brake-by-wire system is mainly based on the EBS architecture, and the redundancy scheme of the brake-by-wire system under this architecture usually only has a one-level redundancy, that is, it is mutually redundant with the brake-by-wire parking brake system. Then, since the brake-by-wire parking brake system has poor brake force output linearity, when the brake-by-wire parking brake system implements backup braking, it is easy to cause a short-term lock, so it is not a perfect brake redundancy backup scheme. In addition, the functional safety requires the brake-by-wire system to have a multi-level redundancy design to maximize the safety of vehicle braking. SUMMARY

[0004] To solve at least one of the above technical problems, the present application provides a pneumatic redundant brake signal generator and an unmanned system, and the technical solutions adopted are as follows:

[0005] The application provides a kind of pneumatic redundancy brake signal generator, pneumatic redundancy brake signal generator includes valve body assembly, first brake control unit, second brake control unit, the inside of the valve body assembly is provided with accommodating space, first air inlet, first air outlet, second air inlet, second air outlet are provided on the valve body assembly, the first air inlet, the second air inlet is used to guide control gas into the valve body assembly, the first air outlet, the second air outlet is used to guide control gas to export the valve body assembly;The first brake control unit is in the accommodating space, the first brake control unit includes first piston, first control valve, the first piston is slidably connected with the inner wall of the accommodating space, the first control valve is formed with first gas chamber with the inner wall of the valve body assembly, the first air inlet is communicated with the first gas chamber, the first piston is in sliding process and the first control valve abuts, drives the first control valve to move, to make the first air outlet be communicated with the first gas chamber;The second brake control unit is in the accommodating space, the second brake control unit includes second piston, second control valve, the second piston is connected with the first piston, the second piston is slidably connected with the inner wall of the accommodating space, the second control valve is formed with second gas chamber with the inner wall of the valve body assembly, the second air inlet is communicated with the second gas chamber, the second piston is in sliding process and the second control valve abuts, drives the second control valve to move, to make the second air outlet be communicated with the second gas chamber.

[0006] The embodiment of the application has at least the following beneficial effects: in the application, when the pneumatic redundancy brake signal generator receives the request brake instruction signal, the first piston moves to the direction of the first control valve, gradually abuts and pushes the first control valve, the first gas chamber appears gap, so that the first air outlet is communicated with the first gas chamber, and the control gas can be guided out from the first air outlet, so as to drive the vehicle to brake, forming a first level redundancy;Further, when the first piston continues to move, the first piston exerts force on the second piston, at the same time, the gas in the first chamber also exerts thrust on the second piston, together drive the second piston to move to the direction of the second control valve, and push the second control valve, the second gas chamber appears gap, so that the second air outlet is communicated with the second gas chamber, and the control gas can be guided out from the second air outlet, so as to drive the vehicle to brake, forming a second level redundancy, the second level redundancy works independently relative to the first level redundancy, when the first level redundancy fails, the second level redundancy can still control the vehicle to brake, to ensure driving safety.

[0007] In some embodiments of the present application, the inner wall of the accommodating space is provided with a first protruding part and a second protruding part, the first protruding part is between the first gas inlet and the first gas outlet, the first control valve abuts against the first protruding part, and when the first piston pushes the first control valve, the first control valve is separated from the first protruding part; the second protruding part is between the second gas inlet and the second gas outlet, the second control valve abuts against the second protruding part, and when the second piston pushes the second control valve, the second control valve is separated from the second protruding part.

[0008] In some embodiments of the present application, the first brake control unit further comprises a first support, and the second brake control unit further comprises a second support, the first support and the second support are arranged on the inner wall of the accommodating space, the first support is in sliding connection with the first control valve, and the first support, the first control valve and the inner wall of the accommodating space form the first gas chamber; the second support is in sliding connection with the second control valve, and the second support, the second control valve and the inner wall of the accommodating space form the second gas chamber.

[0009] In some embodiments of the present application, the valve body assembly comprises a first valve body and a second valve body, the first valve body is detachably connected with the second valve body, the first gas inlet and the first gas outlet are arranged on the first valve body, and the second gas inlet and the second gas outlet are arranged on the second valve body.

[0010] In some embodiments of the present application, the first control valve comprises a first extension part, a second extension part and a first abutting part, the first extension part is in sliding connection with the first support, the first support is hollow, the second piston passes through the first support, the second extension part is in sliding connection with the second piston, and the first abutting part is used for abutting against the first piston; the second control valve comprises a third extension part, a fourth extension part and a second abutting part, the third extension part and the fourth extension part are in sliding connection with the second support, and the second abutting part is used for abutting against the second piston.

[0011] In some embodiments of the present application, the first abutting part is connected with a second spring, the second spring is connected with the first support, the second abutting part is connected with a fifth spring, and the fifth spring is connected with the second support.

[0012] In some embodiments of the present application, the first piston middle part is provided with a first positioning structure, the first end of the first positioning structure is provided with a third spring, the second piston middle part is provided with a second positioning structure, the second end of the second positioning structure is connected with the third spring, the first end of the second positioning structure is provided with a fourth spring, and the fourth spring is connected with the second support.

[0013] In some embodiments of the present application, the pneumatic redundant brake signal generator further comprises a driving control unit, and the driving control unit comprises a motor capable of driving the first piston to slide in the accommodating space.

[0014] In some embodiments of the present application, the pneumatic redundant brake signal generator further comprises a transmission unit, and the transmission unit comprises a housing, a gear set and a lead screw, the gear set and the lead screw are arranged in the housing, the gear set comprises a first gear and a second gear, the output shaft of the motor is connected with the first gear, the lead screw is rotationally connected with the second gear, the rotation of the first gear drives the rotation of the second gear, thereby driving the movement of the lead screw, the end of the lead screw is provided with an axle seat, the axle seat is slidably connected with the first piston, and the first spring is arranged between the axle seat and the first piston.

[0015] The present application provides an unmanned system, which comprises a controller assembly, a front axle pressure control assembly, a rear axle pressure control assembly, a front axle ABS regulator, a rear axle ABS regulator, and the pneumatic redundant brake signal generator according to any one of claims 1 to 9, the controller assembly is electrically connected with the pneumatic redundant brake signal generator, the front axle pressure control assembly and the rear axle pressure control assembly, the first gas outlet is connected with the front axle pressure control assembly, the second gas outlet is connected with the rear axle pressure control assembly, the front axle pressure control assembly is connected with the front axle ABS regulator, and the rear axle pressure control assembly is connected with the rear axle ABS regulator.

[0016] The present application has at least the following beneficial effects: in the present application, when the vehicle EBS system is normally working, the vehicle controller sends a signal to the EBS controller, the EBS transmits information to the front axle pressure control assembly and the rear axle pressure control assembly to perform normal braking, when the vehicle EBS system fails, the vehicle controller sends a signal to the pneumatic redundant brake signal generator, the first gas outlet and the second gas outlet output air pressure to drive the front axle pressure control assembly and the rear axle pressure control assembly to brake, thereby ensuring driving safety, and since the pneumatic redundant brake signal generator has two levels of redundancy, the two levels of redundancy are relatively independent, and the reliability is further improved.

[0017] Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will become apparent to those skilled in the art upon examination of the following and the attendant drawings or can be learned by practice of the application. BRIEF DESCRIPTION OF DRAWINGS

[0018] The foregoing and / or additional aspects and advantages of the application will become apparent and be more readily understood through consideration of the following description, taken in conjunction with the accompanying drawings, in which:

[0019] Figure 1 is a structural schematic diagram of the pneumatic redundancy brake signal generator of the present application;

[0020] Figure 2 is a partial enlarged view of the pneumatic redundancy brake signal generator of the present application;

[0021] Figure 3 is a partial enlarged view of the pneumatic redundancy brake signal generator of the present application;

[0022] Figure 4 is a structural schematic diagram of the unmanned system of the present application.

[0023] REFERENCE NUMERALS:

[0024] 101. first air inlet; 102. first air outlet; 103. second air inlet; 104. second air outlet; 105. first valve body; 106. second valve body; 107. exhaust port;

[0025] 201. first piston; 202. first gas chamber; 203. second piston; 204. second gas chamber;

[0026] 301. first protrusion; 302. second protrusion; 303. first support; 304. second support;

[0027] 401. first extension; 402. second extension; 403. first abutment; 404. third extension; 405. fourth extension; 406. second abutment;

[0028] 501. second spring; 502. fifth spring; 503. first positioning structure; 504. third spring; 505. second positioning structure; 506. fourth spring;

[0029] 601. motor; 602. housing; 603. first gear; 604. second gear; 605. lead screw; 606. shaft seat; 607. first spring;

[0030] 701. vehicle controller; 702. EBS controller; 703. front axle pressure control assembly; 704. rear axle pressure control assembly; 705. front axle ABS regulator; 706. rear axle ABS regulator. DETAILED DESCRIPTION

[0031] This section will be combined Figures 1 to 4 Embodiments of the present application are described in detail, examples of which are shown in the accompanying drawings, wherein the same or similar numerals represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only, for the purpose of explanation, and are not to be understood as a limitation of the present application.

[0032] In the description of the present application, it needs to be understood that if the terms "center", "middle", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, therefore cannot be understood as a limitation of the present application. The features defined with "first", "second" are used to distinguish the feature names, not to have special meaning, in addition, the features defined with "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0033] In the description of the present application, it needs to be explained that unless otherwise explicitly specified and limited, the terms "mounting", "connecting", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, it can be the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0034] The embodiment of the present application provides a pneumatic redundant brake signal generator, which comprises a valve body assembly, a first brake control unit and a second brake control unit.

[0035] As Figure 1As shown, the valve body assembly is hollow, and the valve body assembly is internally provided with a containing space for arranging the first brake control unit and the second brake control unit. The valve body assembly is provided with a first gas inlet 101 and a first gas outlet 102. The first gas inlet 101 is used to connect an external first gas source, so that the gas enters the first brake control unit of the valve body assembly. When braking is needed, the gas is controlled to be output from the valve body assembly along the first gas outlet 102. The valve body assembly is provided with a second gas inlet 103 and a second gas outlet 104. The second gas inlet 102 is used to connect an external second gas source, so that the gas enters the second brake control unit of the valve body assembly. When braking is needed, the gas is controlled to be output from the valve body assembly along the second gas outlet 104. The valve body assembly is provided with a gas outlet 107 for discharging the gas pressure output by the first brake control unit and the second control unit. When the brake needs to be released, the gas is controlled to be discharged from the valve body assembly along the gas outlet 107. The first brake control unit and the second brake control unit work relatively independently. When the first brake control unit fails, the second brake control unit can still control the second gas outlet 104 to output gas pressure, thereby forming a two-stage redundant brake structure.

[0036] As shown, Figure 2 The first brake control unit is in the containing space. The first brake control unit includes a first piston 201 and a first control valve. The first piston 201 is in sliding connection with the inner wall of the containing space, that is, the first piston 201 can move in the containing space. Further, a sealing member is arranged between the first piston 201 and the inner wall of the containing space to prevent the control gas from leaking through the gap between the first piston 201 and the inner wall of the containing space, thereby affecting the work of the control gas. Specifically, the first control valve and the inner wall of the valve body assembly form a first gas chamber 202. The first gas inlet 101 communicates with the first gas chamber 202, and the gas entering from the first gas inlet 101 is stored in the first gas chamber 202 for use. In the sliding process, the first piston 201 gradually abuts against the first control valve, first blocks the gas passage between the first gas outlet 102 and the gas outlet 107, and then pushes the first control valve to move in the containing area. In the moving process, the first control valve appears a gap with the inner wall of the valve body assembly, so that the first gas outlet 102 communicates with the first gas chamber 202. At this time, the gas can be guided out along the first gas outlet 102.

[0037] In some examples, the end of the first piston 201 is provided with a protruding structure between the first gas outlet 102 and the gas outlet 107. The first piston 201 abuts against the first control valve through the protruding structure and pushes the first control valve, so as to isolate the first gas outlet 102 from the gas outlet 107. When the first piston 201 is separated from the first control valve, the first gas outlet 102 communicates with the gas outlet 107.

[0038] As Figure 3 shown, similar to the first brake control unit, the second brake control unit is in the accommodation space, and the second brake control unit comprises a second piston 203 and a second control valve, the second piston 203 is in sliding connection with the inner wall of the accommodation space. Further, a sealing component is arranged between the second piston 203 and the inner wall of the accommodation space to avoid leakage of control gas from the gap between the second piston 203 and the inner wall of the accommodation space, which affects the work of the control gas. Specifically, the second control valve and the inner wall of the valve body assembly form a second gas chamber 204, and the second gas inlet 103 communicates with the second gas chamber 204, and the gas entering from the second gas inlet 103 is stored in the second gas chamber 204 for use. Wherein, the second piston 203 gradually abuts against the second control valve in the sliding process, first blocks the air passage between the second gas outlet 104 and the exhaust port 107, and then pushes the second control valve to move inside the accommodation area. The second control valve appears a gap with the inner wall of the valve body assembly in the moving process, so that the second gas outlet 104 is communicated with the second gas chamber 204, at this time, the gas can be guided out along the second gas outlet 104.

[0039] In some examples, the end of the second piston 203 is provided with a protruding structure, which is between the second gas outlet 102 and the exhaust port 107. The second piston 203 abuts against the second control valve through the protruding structure and pushes the second control valve, so that the second gas outlet 104 is isolated from the exhaust port 107. When the second piston 203 is separated from the second control valve, the second gas outlet 104 is communicated with the exhaust port 107.

[0040] In some examples, a first protruding part 301 is arranged on the inner wall of the accommodation space, which is between the first gas inlet 101 and the first gas outlet 102. When the first piston 201 is separated from the first control valve, the first control valve abuts against the first protruding part 301, so that the first gas chamber 202 is isolated from the first gas outlet 102. When the first piston 201 pushes the first control valve, a gap is generated between the first control valve and the first protruding part 301, at this time, the first gas outlet 102 is communicated with the first gas chamber 202.

[0041] Similarly, a second protruding part 302 is arranged on the inner wall of the accommodation space, which is between the second gas inlet 103 and the second gas outlet 104. When the second piston 203 is separated from the second control valve, the second control valve abuts against the second protruding part 302, so that the second gas chamber 204 is isolated from the second gas outlet 104. When the second piston 203 pushes the second control valve, a gap is generated between the second control valve and the second protruding part 302, at this time, the second gas outlet 104 is communicated with the second gas chamber 204.

[0042] In some examples, the first brake control unit further comprises a first bracket 303, and the second brake control unit further comprises a second bracket 304, both of which are arranged on the inner wall of the accommodation space. Further, the inner wall of the accommodation space is provided with blocking components protruding from the inner wall of the accommodation space, and the first bracket 303 and the second bracket 304 are connected with the two blocking components respectively, so as to ensure the relative position stability between the first bracket 303 and the valve body assembly, and also ensure the position stability between the second bracket 304 and the valve body assembly. Specifically, a sealing component is arranged between the first bracket 303 and the inner wall of the accommodation space, and a sealing component is arranged between the second bracket 304 and the inner wall of the accommodation space, so as to avoid leakage of control gas from the gap between the first bracket 303 and the inner wall of the accommodation space or the gap between the second bracket 304 and the inner wall of the accommodation space.

[0043] The first bracket 303 is in sliding connection with the first control valve, that is, the first gas chamber 202 is surrounded by the first bracket 303, the first control valve, the first protruding portion 301, and the inner wall of the accommodation space; and the second bracket 304 is in sliding connection with the second control valve, that is, the second gas chamber 204 is surrounded by the second bracket 304, the second control valve, the second protruding portion 302, and the inner wall of the accommodation space.

[0044] Specifically, the first bracket 303 is provided with a first matching structure protruding from the first bracket 303 and in sliding sealing connection with the first control valve. The second bracket 304 is provided with a second matching structure protruding from the second bracket 304 and in sliding sealing connection with the second control valve.

[0045] In some examples, the first control valve comprises a first extending portion 401, a second extending portion 402, and a first abutting portion 403, the first abutting portion 403 is at an angle with the first extending portion 401, and the first abutting portion 403 is at an angle with the second extending portion 402, the first extending portion 401 is in sliding sealing connection with the first matching structure, the first control valve is hollow, and the first bracket 303 is hollow, the end portion of the second piston 203 passes through the first bracket 303 and is in sliding connection with the second extending portion 402, at this time, the first bracket 303 can guide the second piston 203 to avoid deviation of the second piston 203 during movement. The first abutting portion 403 is used for abutting with the protruding structure of the first piston 201, so that the first control valve moves under the pushing of the first piston 201. Further, the first abutting portion 403 is provided with a gas hole, during the process of guiding the gas into the first gas outlet 102, part of the gas will diffuse to the gas hole, and then pass through the gap between the first bracket 303 and the second piston 203 and act on the second piston 203, to assist the second piston 203 to move in the direction of the second control valve.

[0046] The second control valve comprises a third extension part 404, a fourth extension part 405, a second abutting part 406, the second abutting part 406 is at an angle with the third extension part 404, the second abutting part 406 is at an angle with the fourth extension part 405, and the third extension part 404 is in sliding sealing connection with the second matching structure. The second support 304 is provided with a third matching structure, the third matching structure protrudes from the second support 304, the third matching structure is arranged at intervals with the second matching structure, and the third matching structure is in sliding connection with the fourth extension part 405. The second abutting part 406 is used for abutting with the protruding structure of the second piston 203, so that the second control valve moves under the pushing of the second piston 203.

[0047] In some examples, the first abutting part 403 is connected with a second spring 501, the second spring 501 is connected with the first support 303, and the second spring 501 is gradually compressed to store elastic potential energy during the movement of the first control valve. When the first piston 201 is separated from the first control valve, the second spring 501 pushes the first control valve to reset.

[0048] The second abutting part 406 is connected with a fifth spring 502, the fifth spring 502 is connected with the second support 304, and the fifth spring 502 is gradually compressed to store elastic potential energy during the movement of the second control valve. When the second piston 203 is separated from the second control valve, the fifth spring 502 pushes the second control valve to reset.

[0049] In some examples, the first piston 201 is provided with a first positioning structure 503 in the middle, the first positioning structure 503 is provided with a third spring 504 at the first end, the second piston 203 is provided with a second positioning structure 505 in the middle, the third spring 504 is connected to the second end of the second positioning structure 505, that is, the first piston 201 and the second piston 203 are connected through the third spring 504, and the third spring 504 can also reversely push the first piston 201 to reset the first piston 201. Further, the first end of the second positioning structure 505 is provided with a fourth spring 506, the fourth spring 506 is connected with the second support 304, and the fourth spring 506 is used for resetting the second piston 203.

[0050] In some examples, the valve body assembly comprises a first valve body 105 and a second valve body 106, the first valve body 105 and the second valve body 106 are detachably connected, when it is necessary to maintain the internal structure of the gas pressure redundant brake signal generator, the first valve body 105 and the second valve body 106 are separated by detaching, so as to facilitate the maintenance work. Specifically, the first gas inlet 101 and the first gas outlet 102 are arranged on the first valve body 105, and the second gas inlet 103 and the second gas outlet 104 are arranged on the second valve body 106. Among them, a sealing part is arranged at the connection part of the first valve body 105 and the second valve body 106, so as to ensure the sealing property.

[0051] In some examples, the pneumatic redundant braking signal generator further comprises a drive control unit, the drive control unit comprising a motor 601 driving the first piston 201 to move in the accommodating space. Further, the motor 601 is a servo motor 601. The drive control unit further comprises a motor 601 controller electrically connected with the servo motor 601, the motor 601 controller being configured to send instructions to the servo motor 601.

[0052] In some examples, the pneumatic redundant braking signal generator further comprises a transmission unit, the transmission unit comprising a housing 602, a gear set and a screw rod 605, the gear set and the screw rod 605 being inside the housing 602. Specifically, the housing 602 comprises two detachably connected parts, facilitating the maintenance of the transmission unit. Further, the gear set comprises a first gear 603 and a second gear 604 meshing with each other, the rotation shaft of the first gear 603 being connected with the output shaft of the motor 601 through a coupling, the rotation of the output shaft of the motor 601 driving the first gear 603 to rotate, and further driving the second gear 604 to rotate. The screw rod 605 is inserted into the rotation center of the second gear 604, specifically, the screw rod 605 is a ball screw rod 605, and the rotation center of the second gear 604 is meshed with the ball screw rod 605, i.e., the rotation of the second gear 604 can be converted into the movement of the screw rod 605.

[0053] The end of the screw rod 605 is provided with an axle seat 606, and the movement of the screw rod 605 drives the axle seat 606 to move. The axle seat 606 is in sliding connection with the first piston 201, and a first spring 607 is arranged between the axle seat 606 and the first piston 201. The movement of the axle seat 606 drives the first spring 607 to transmit force to the first piston 201, thereby smoothly driving the first piston 201 to move. Specifically, a guide sleeve is arranged outside the axle seat 606, the relative position between the guide sleeve and the valve body assembly is stable, and the guide sleeve is in sliding connection with the axle seat 606 to limit the movement direction of the axle seat 606.

[0054] The embodiment of the present application provides a kind of unmanned system, unmanned system includes controller component, front axle pressure control component 703, rear axle pressure control component 704, front axle ABS regulator 705, rear axle ABS regulator 706, the above-mentioned pneumatic redundancy brake signal generator.Wherein, controller component includes whole vehicle controller 701, EBS controller 702, whole vehicle controller 701 is electrically connected with EBS controller 702, whole vehicle controller 701 is electrically connected with pneumatic redundancy brake signal generator.Pneumatic redundancy brake signal generator connects front axle pressure control component 703, rear axle pressure control component 704, specifically, first gas outlet 102 is connected with the control port of front axle pressure control component 703, second gas outlet 104 is connected with the control port of rear axle pressure control component 704.EBS controller 702 is electrically connected with front axle pressure control component 703, rear axle pressure control component 704.That is, front axle pressure control component 703, rear axle pressure control component 704 can be controlled under the action of EBS controller 702, when EBS controller 702 fails, front axle pressure control component 703, rear axle pressure control component 704 can still be controlled under the action of pneumatic redundancy brake signal generator, improve security.

[0055] It can be understood that front axle pressure control component 703 is communicated with front axle ABS regulator 705, rear axle pressure control component 704 is communicated with rear axle ABS regulator 706, so as to brake.

[0056] Under whole vehicle working condition, whole vehicle controller 701 will send instruction to EBS controller 702, and carry out electric control brake, and EBS controller 702 will control front axle pressure control component 703 and rear axle pressure control component 704 to carry out EBS brake.

[0057] When EBS system fails, that is, when whole vehicle controller 701 identifies that EBS system has fault, and EBS brake cannot be carried out, whole vehicle controller 701 will send instruction to pneumatic redundancy brake signal generator, after pneumatic redundancy brake signal generator receives brake instruction of whole vehicle controller 701, first gas outlet 102, second gas outlet 104 will output air pressure, and the control port of front axle pressure control component 703 and rear axle pressure control component 704 receives control air pressure, front axle pressure control component 703 and rear axle pressure control component 704 open relay valve, and the gas outlet of front axle pressure control component 703 and rear axle pressure control component 704 will carry out air pressure output and brake.At the same time, the two-stage redundancy structure of pneumatic redundancy brake signal generator further improves the safety of vehicle driving.

[0058] In the description of the present specification, if the description of the terms "one embodiment", "some examples", "some embodiments", "illustrative embodiments", "example", "specific example", or "some examples" etc. appears, it means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms does not necessarily mean the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0059] The embodiments of the present application described above in detail with reference to the accompanying drawings are merely illustrative, and the present application is not limited to the above-described embodiments, but various changes can be made within the knowledge of those skilled in the art without departing from the spirit of the present application.

Claims

1. A pneumatic redundant braking signal generator, characterized in that, include: A valve body assembly, wherein the valve body assembly has an internal accommodating space, and the valve body assembly is provided with a first air inlet, a first air outlet, a second air inlet, and a second air outlet, wherein the first air inlet and the second air inlet are used to introduce control gas into the valve body assembly, and the first air outlet and the second air outlet are used to discharge control gas out of the valve body assembly. A first braking control unit is located within the accommodating space. The first braking control unit includes a first piston and a first control valve. The first piston is slidably connected to the inner wall of the accommodating space. The first control valve and the inner wall of the valve body assembly form a first gas chamber. The first air inlet communicates with the first gas chamber. During the sliding process, the first piston abuts against the first control valve and drives the first control valve to move so that the first air outlet communicates with the first gas chamber. The second braking control unit is located within the accommodating space. The second braking control unit includes a second piston and a second control valve. The second piston is connected to the first piston and is slidably connected to the inner wall of the accommodating space. The second control valve and the inner wall of the valve body assembly form a second gas chamber. The second air inlet communicates with the second gas chamber. During the sliding process, the second piston abuts against the second control valve and drives the second control valve to move so that the second air outlet communicates with the second gas chamber. When the vehicle's EBS system is working normally, the vehicle controller sends a signal to the EBS controller, which then transmits the information to the front axle pressure control components and the rear axle pressure control components for normal braking. When the vehicle's EBS system malfunctions, the vehicle controller sends an emergency braking command signal to the air pressure redundant braking signal generator. When the air pressure redundant braking signal generator receives the emergency braking command signal, the first piston moves towards the first control valve, gradually abutting and pushing the first control valve. A gap appears in the first gas chamber, connecting the first air outlet to the first gas chamber, allowing control gas to be discharged from the first air outlet, thereby driving the vehicle to brake, forming a first-level redundancy. Further, as the first piston continues to move, it applies force to the second piston. Simultaneously, the gas in the first gas chamber also applies thrust to the second piston, together driving the second piston towards the second control valve and pushing the second control valve. A gap appears in the second gas chamber, connecting the second air outlet to the second gas chamber, allowing control gas to be discharged from the second air outlet, thereby driving the vehicle to brake, forming a second-level redundancy.

2. The pneumatic redundant braking signal generator according to claim 1, characterized in that, The inner wall of the accommodating space is provided with a first protrusion and a second protrusion. The first protrusion is located between the first air inlet and the first air outlet, and the first control valve abuts against the first protrusion. When the first piston pushes the first control valve, the first control valve disengages from the first protrusion. The second protrusion is located between the second air inlet and the second air outlet, and the second control valve abuts against the second protrusion. When the second piston pushes the second control valve, the second control valve disengages from the second protrusion.

3. The pneumatic redundant braking signal generator according to claim 1, characterized in that, The first braking control unit further includes a first bracket, and the second braking control unit further includes a second bracket. Both the first bracket and the second bracket are disposed on the inner wall of the accommodating space. The first bracket is slidably connected to the first control valve, and the first bracket, the first control valve, and the inner wall of the accommodating space form the first gas chamber. The second bracket is slidably connected to the second control valve, and the second bracket, the second control valve, and the inner wall of the accommodating space form the second gas chamber.

4. The pneumatic redundant braking signal generator according to claim 1, characterized in that, The valve body assembly includes a first valve body and a second valve body, the first valve body and the second valve body are detachably connected, the first air inlet and the first air outlet are disposed on the first valve body, and the second air inlet and the second air outlet are disposed on the second valve body.

5. The pneumatic redundant braking signal generator according to claim 3, characterized in that, The first control valve includes a first extension, a second extension, and a first abutment. The first extension is slidably connected to the first bracket. The first bracket is hollow. The second piston passes through the first bracket. The second extension is slidably connected to the second piston. The first abutment is used to abut against the first piston. The second control valve includes a third extension, a fourth extension, and a second abutment. The third extension and the fourth extension are both slidably connected to the second bracket. The second abutment is used to abut against the second piston.

6. The pneumatic redundant braking signal generator according to claim 5, characterized in that, The first abutment portion is connected to a second spring, which is connected to the first bracket. The second abutment portion is connected to a fifth spring, which is connected to the second bracket.

7. The pneumatic redundant braking signal generator according to claim 3, characterized in that, The first piston has a first positioning structure in the middle, and a third spring is provided at the first end of the first positioning structure. The second piston has a second positioning structure in the middle, and the third spring is connected to the second end of the second positioning structure. The first end of the second positioning structure has a fourth spring, and the fourth spring is connected to the second bracket.

8. The pneumatic redundant braking signal generator according to claim 1, characterized in that, The pneumatic redundant braking signal generator also includes a drive control unit, which includes a motor capable of driving the first piston to slide within the accommodating space.

9. The pneumatic redundant braking signal generator according to claim 8, characterized in that, The pneumatic redundant braking signal generator also includes a transmission unit, which includes a housing, a gear set, and a lead screw. The gear set and the lead screw are disposed within the housing. The gear set includes a first gear and a second gear. The output shaft of the motor is connected to the first gear. The lead screw is rotatably connected to the second gear. The rotation of the first gear drives the rotation of the second gear, thereby moving the lead screw. A bearing is provided at the end of the lead screw. The bearing is slidably connected to the first piston. A first spring is provided between the bearing and the first piston.

10. An unmanned driving system, characterized in that, The device includes a controller assembly, a front axle pressure control assembly, a rear axle pressure control assembly, a front axle ABS adjuster, a rear axle ABS adjuster, and a pneumatic redundant brake signal generator as described in any one of claims 1 to 9. The controller assembly is electrically connected to the pneumatic redundant brake signal generator, the front axle pressure control assembly, and the rear axle pressure control assembly. A first air outlet is connected to the front axle pressure control assembly, and a second air outlet is connected to the rear axle pressure control assembly. The front axle pressure control assembly is connected to the front axle ABS adjuster, and the rear axle pressure control assembly is connected to the rear axle ABS adjuster.

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