Redundant brake system, vehicle and method thereof

Abstract

The application relates to the technical field of electric control hydraulic brake systems, in particular to a redundant brake system, a vehicle and a method thereof. The redundant brake system comprises an accumulator, a brake and a brake pipeline, wherein the brake pipeline is connected with the accumulator and the brake, the brake pipeline comprises a main pipeline and a backup pipeline, and an electric control proportional valve is arranged on the main pipeline; when the electric control proportional valve is normal, the accumulator and the brake are communicated through the main pipeline; when the electric control proportional valve is invalid or is powered off, the accumulator and the brake are communicated through the backup pipeline. The redundant brake system, the vehicle and the method thereof are provided, so as to solve the problem that it is difficult to switch to a manned mode after the electric control proportional valve is invalid or is powered off in the related art.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric hydraulic braking systems, in particular to a redundant braking system, a vehicle and a method thereof. BACKGROUND

[0002] In the related art, the unmanned driving technology usually controls the electric proportional valve to increase the output oil pressure of port A to release the brake and make the vehicle run normally. If the vehicle needs to be braked, the electric proportional valve is controlled to reduce the output oil pressure of port A to realize linear braking. For safety strategy, when the electric proportional valve fails or is powered off (unmanned driving mode fails), the output oil pressure of port A of the electric proportional valve automatically decreases to zero, and the vehicle automatically brakes. For performance consideration, the connection pipeline from the electric proportional valve to the brake is usually as short as possible, and the electric proportional valve is arranged close to the brake to shorten the response time of the drive-by-wire control as much as possible.

[0003] However, when the electric proportional valve fails or is powered off (unmanned driving mode fails), the electric proportional valve is close to the brake and not easy to access, which is inconvenient to maintain. On the other hand, the electric proportional valve has a complex structure and a high failure rate. Once it fails, the brake cannot be released, the vehicle cannot be driven to the maintenance point by the manual driving mode, and only a crane or on-site emergency rescue can be used. SUMMARY

[0004] Embodiments of the present application provide a redundant braking system, a vehicle and a method thereof to solve the problem that it is difficult to switch to the manual driving mode after the electric proportional valve fails or is powered off in the related art.

[0005] To achieve the above object, the embodiments of the present application provide a redundant braking system, which comprises:

[0006] an accumulator;

[0007] a brake;

[0008] a brake pipeline connecting the accumulator and the brake, wherein the brake pipeline comprises a main pipeline and a backup pipeline, and an electric proportional valve is arranged on the main pipeline;

[0009] and when the electric proportional valve is normal, the accumulator and the brake are communicated through the main pipeline, and when the electric proportional valve fails or is powered off, the accumulator and the brake are communicated through the backup pipeline.

[0010] In some embodiments, the main pipeline and the backup pipeline are connected in parallel, and two ends connected by the main pipeline and the backup pipeline are a first node and a second node respectively, the first node is one end close to the accumulator, and the second node is one end close to the brake.

[0011] A foot brake valve is arranged between the accumulator and the first node.

[0012] In some embodiments, the second node is provided with a two-way valve, the two-way valve comprising a two-way valve U port, a two-way valve V port and a two-way valve W port, the two-way valve U port being connected with the backup pipeline, the two-way valve V port being connected with the main pipeline, and the two-way valve W port being connected with the brake.

[0013] In some embodiments, the electrically controlled proportional valve comprises an electrically controlled proportional valve A port, the electrically controlled proportional valve A port being connected with the brake along the flow direction of the hydraulic oil, and the electrically controlled proportional valve being configured to:

[0014] When the vehicle is in a driving state, the accumulator and the brake are communicated through the main pipeline, and when the vehicle is in a braking state, the output oil pressure of the electrically controlled proportional valve A port is reduced.

[0015] In some embodiments, the electrically controlled proportional valve comprises an electrically controlled proportional valve A port, an electrically controlled proportional valve P port and an electrically controlled proportional valve T port, the electrically controlled proportional valve P port being connected with the accumulator, and the electrically controlled proportional valve T port being used for being connected with the oil tank, and the electrically controlled proportional valve being configured to:

[0016] When the vehicle is in a driving state, the electrically controlled proportional valve A port is communicated with the electrically controlled proportional valve P port, the electrically controlled proportional valve A port is communicated with the two-way valve V port, the two-way valve V port is communicated with the two-way valve W port, and when the vehicle is in a braking state, the electrically controlled proportional valve T port is communicated with the oil tank.

[0017] In some embodiments, the backup pipeline comprises an emergency switching valve, the emergency switching valve comprising an emergency switching valve P port, an emergency switching valve A port and an emergency switching valve T port, the emergency switching valve P port being connected with the accumulator, the emergency switching valve A port being connected with the brake, and the emergency switching valve T port being used for being communicated with the oil tank.

[0018] The emergency switching valve has a first state and a second state, when the emergency switching valve is in the first state, the emergency switching valve P port is closed, when the emergency switching valve is in the second state, the emergency switching valve P port is communicated with the emergency switching valve A port, the emergency switching valve T port is closed with respect to the passage between the emergency switching valve P port and the emergency switching valve A port, and the two-way valve V port is closed.

[0019] In some embodiments, the emergency switching valve is provided with a handle.

[0020] In a second aspect, a vehicle is provided, comprising:

[0021] A redundant brake system as described in any of the above.

[0022] In some embodiments, it further comprises a cab.

[0023] The redundancy braking system comprises an emergency switching valve arranged in the cab.

[0024] In a third aspect, a redundancy braking method is provided, comprising the steps of:

[0025] Providing a redundancy braking system according to any one of the above;

[0026] When the vehicle brakes, the electric proportional valve reduces the output oil pressure, and the brake brakes.

[0027] When the electric proportional valve fails or is powered off, the manual driving mode is switched, the accumulator and the brake are communicated through the backup pipeline, and the brake is unbraked.

[0028] The technical scheme provided by the application has the beneficial effects of:

[0029] The redundancy braking system, vehicle and method provided by the embodiments of the application have the beneficial effects of:

[0030] When the electric proportional valve fails or is powered off, the manual driving mode is switched, the accumulator and the brake are communicated through the backup pipeline, and the brake is unbraked. BRIEF DESCRIPTION OF DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0032] Figure 1 The schematic diagram of the redundancy braking system provided by the embodiments of the application.

[0033] In the figure: 1, accumulator; 2, foot brake valve; 3, electric proportional valve; 4, emergency switching valve; 41, handle; 5, brake; 6, two-way valve; 7, main pipeline; 8, backup pipeline; 9, first node; 10, second node. DETAILED DESCRIPTION

[0034] To make the purposes, technical solutions, and advantages of the embodiments of the present application clearer, the following will be combined with the accompanying drawings to make a clear and complete description of the technical solutions in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work belong to the scope of protection of the present application.

[0035] The embodiments of the present application provide a redundant braking system, which can solve the problem that it is difficult to switch to the manned driving mode after the electric proportional valve fails or is powered off in the related art.

[0036] Referring to Figure 1 The embodiments of the present application provide a redundant braking system, which includes an accumulator 1, a brake 5, and a brake pipeline, wherein the brake pipeline connects the accumulator 1 and the brake 5, and the accumulator 1 serves as an energy storage device to drive the brake 5 to brake the vehicle or release the braking of the vehicle. Specifically, referring to Figure 1 The brake pipeline includes a main pipeline 7 and a backup pipeline 8, and the main pipeline 7 is provided with an electric proportional valve 3.

[0037] Further, when the electric proportional valve 3 is normal, the accumulator 1 and the brake 5 are communicated through the main pipeline 7, and when the electric proportional valve 3 fails or is powered off, the accumulator 1 and the brake 5 are communicated through the backup pipeline 8.

[0038] Optionally, the brake 5 is a spring brake, the high-pressure hydraulic oil in the accumulator 1 enters the brake 5 to compress the spring, the braking is released, and the vehicle can normally travel; in the braking state, the electric proportional valve 3 reduces the output oil pressure under the action of the controller, and the brake 5 realizes linear braking.

[0039] The embodiments of the present application provide a redundant braking system, because two routes, i.e., the main pipeline 7 and the backup pipeline 8, are arranged between the accumulator 1 and the brake 5, the accumulator 1 and the brake 5 are communicated through the main pipeline 7 when the vehicle normally travels, the brake 5 is in the state of releasing the braking, when the vehicle brakes, the electric proportional valve 3 on the main pipeline reduces the input oil pressure, the spring compression force of the brake 5 is reduced, and the braking is realized.

[0040] When the main pipeline 7 where the electric proportional valve 3 is located fails or is powered off due to the failure of the electric proportional valve 3, automatic braking is caused, the manual driving mode needs to be switched, at this time, the accumulator 1 and the brake 5 are communicated through the backup pipeline 8, the hydraulic oil flows to the brake 5 through the backup pipeline 8, the spring in the brake 5 is compressed, the braking is released, and the vehicle can normally travel, and therefore, the problem that it is difficult to switch to the manned driving mode after the electric proportional valve fails or is powered off in the related art can be solved.

[0041] In some alternative embodiments, referring to Figure 1 As shown, the main pipeline 7 is connected in parallel with the backup pipeline 8, and the two ends of the main pipeline 7 and the backup pipeline 8 are connected with the first node 9 and the second node 10, respectively. The first node 9 is close to one end of the accumulator 1, and the second node 10 is close to one end of the brake 5. Further, the foot brake valve 2 is arranged between the accumulator 1 and the first node 9. The foot brake valve 2 includes a foot brake valve P port, a foot brake valve A port, and a foot brake valve T port. The foot brake valve P port is communicated with the foot brake valve A port. In the driving state, the flow direction of high-pressure oil is that the high-pressure hydraulic oil in the accumulator 1 flows through the foot brake valve P port and the foot brake valve A port, and then enters the brake 5 through the main pipeline 7, compresses the spring, and the brake is released, so that the vehicle can normally drive.

[0042] In some alternative embodiments, referring to Figure 1 As shown, the second node 10 is provided with a bidirectional valve 6. The bidirectional valve 6 includes a bidirectional valve U port, a bidirectional valve W port, and a bidirectional valve V port. Since the main pipeline 7, the backup pipeline 8, and the brake 5 are connected at the second node 10, the bidirectional valve U port is connected with the backup pipeline 8, the bidirectional valve V port is connected with the main pipeline 7, and the bidirectional valve W port is connected with the brake 5, as shown in Figure 1

[0043] Specifically, the bidirectional valve V port can be communicated with the bidirectional valve W port, and not communicated with the bidirectional valve U port. In the driving state, the flow direction of high-pressure oil is that the high-pressure hydraulic oil in the accumulator 1 flows through the foot brake valve 2, and then enters the brake 5 through the main pipeline 7, the bidirectional valve V port, and the bidirectional valve W port, compresses the spring, and the brake is released, so that the vehicle can normally drive.

[0044] Further, referring to Figure 1 As shown, the electric control proportional valve 3 includes an electric control proportional valve A port. In the flow direction of the hydraulic oil, the electric control proportional valve A port is connected with the brake 5. When the vehicle is in the driving state, the accumulator 1 and the brake 5 are communicated through the main pipeline 7. When the vehicle is in the braking state, the output oil pressure of the electric control proportional valve A port is reduced.

[0045] Specifically, the electric control proportional valve 3 further includes an electric control proportional valve P port. In the driving state, the high-pressure hydraulic oil in the accumulator 1 flows through the foot brake valve 2, and then flows through the electric control proportional valve P port and the electric control proportional valve A port on the main pipeline 7, and then flows through the bidirectional valve V port and the bidirectional valve W port, and finally enters the brake 5, compresses the spring, and the brake is released, so that the vehicle can normally drive. In the braking state, the electric control proportional valve 3 reduces the output oil pressure of the electric control proportional valve A port under the action of the controller, and the oil pressure of the bidirectional valve V port and the bidirectional valve W port is synchronously reduced, so that the brake 5 realizes linear braking. When the electric control proportional valve 3 fails or is powered off (the autonomous driving mode fails), the oil pressure of the bidirectional valve V port and the bidirectional valve W port is zero, and automatic braking is realized.

[0046] ​In some alternative embodiments, referring to Figure 1 As shown in the figure, the electric control proportional valve includes an electric control proportional valve A port, an electric control proportional valve P port and an electric control proportional valve T port, wherein the electric control proportional valve A port is connected with the bidirectional valve 6, the electric control proportional valve P port is connected with the foot brake valve A port, and the electric control proportional valve T port is used to be connected with the oil tank.

[0047] Specifically, when the vehicle is in a driving state, the electric control proportional valve A port is communicated with the electric control proportional valve P port, the electric control proportional valve A port is communicated with the bidirectional valve V port, and the bidirectional valve V port is communicated with the bidirectional valve W port, and when the vehicle is in a braking state, the electric control proportional valve T port is communicated with the oil tank.

[0048] Further, in the driving state, the bidirectional valve V port is communicated with the bidirectional valve W port, and the high-pressure oil flow is: the high-pressure hydraulic oil in the accumulator 1 passes through the foot brake valve P port, the foot brake valve A port, then passes through the electric control proportional valve P port, the electric control proportional valve A port, then passes through the bidirectional valve V port and the bidirectional valve W port, and finally enters the spring brake 5 to compress the spring, so that the brake is released and the vehicle can normally drive; in the braking state, the electric control proportional valve 3 reduces the output oil pressure of the electric control proportional valve A port under the action of the controller (the excess oil pressure is discharged into the oil tank through the electric control proportional valve T port), at this time, the oil pressure of the bidirectional valve V port and the bidirectional valve W port is synchronously reduced, and the brake 5 realizes linear braking. When the electric control proportional valve 3 fails or is powered off (the autonomous driving mode fails), the electric control proportional valve A port is communicated with the electric control proportional valve T port, and the electric control proportional valve T port is always communicated with the oil tank, so that the oil pressure of the V port and the W port of the bidirectional valve 6 is zero, and automatic braking is realized.

[0049] Further, the backup pipeline 8 includes an emergency switching valve 4, referring to Figure 1 As shown in the figure, the emergency switching valve 4 includes an emergency switching valve P port, an emergency switching valve A port and an emergency switching valve T port, wherein the emergency switching valve P port is connected with the accumulator 1, the emergency switching valve A port is connected with the brake 5, and the emergency switching valve T port is used to be communicated with the oil tank.

[0050] Specifically, the emergency switching valve 4 has a first state and a second state, when the emergency switching valve 4 is in the first state, the emergency switching valve P port is closed, when the emergency switching valve 4 is in the second state, the emergency switching valve P port is communicated with the emergency switching valve A port, the emergency switching valve T port is closed between the emergency switching valve P port and the emergency switching valve A port, and the bidirectional valve V port is closed.

[0051] When the vehicle is in driving state, the emergency switching valve 4 is in the first state position, the emergency switching valve A port communicates with the emergency switching valve T port, the emergency switching valve T port communicates with the oil tank, and the emergency switching valve P port does not communicate with the emergency switching valve A port and the emergency switching valve T port; the two-way valve V port communicates with the two-way valve W port, at this time, the high-pressure oil flow direction is: the high-pressure hydraulic oil in the accumulator 1 passes through the foot brake valve P port, the foot brake valve A port, then passes through the electric control proportional valve P port and the electric control proportional valve A port, then passes through the two-way valve V port and the two-way valve W port, and finally enters the spring brake 5, compresses the spring, releases the brake, and the vehicle can normally drive.

[0052] When the vehicle is in braking state, the electric control proportional valve 3 reduces the output oil pressure of the electric control proportional valve A port under the action of the controller, the excess oil pressure is discharged into the oil tank through the electric control proportional valve T port, the oil pressure of the two-way valve V port and the two-way valve W port is synchronously reduced, and the brake 5 realizes linear braking. When the electric control proportional valve 3 fails or is powered off (the unmanned driving mode fails), the electric control proportional valve A port always communicates with the electric control proportional valve T port, the electric control proportional valve T port always communicates with the oil tank, the oil pressure of the two-way valve W port and the two-way valve V port is zero, and automatic braking is realized.

[0053] When the electric control proportional valve 3 fails or is powered off (the unmanned driving mode fails), the electric control proportional valve A port always communicates with the electric control proportional valve T port, the electric control proportional valve T port communicates with the oil tank, the electric control proportional valve P port does not communicate with the electric control proportional valve A port and the electric control proportional valve T port, and automatic braking is realized. At this time, it is necessary to switch to the manned driving mode:

[0054] Specifically, as shown in Figure 1 , the emergency switching valve 4 is provided with a handle 41, by switching the position of the handle 41 of the emergency switching valve 4 (the second state position), the emergency switching valve P port of the emergency switching valve 4 communicates with the emergency switching valve A port, and it needs to be noted that the emergency switching valve T port does not communicate with the emergency switching valve P port and the emergency switching valve A port. At this time, the high-pressure oil flow direction is:

[0055] The high-pressure hydraulic oil in the accumulator 1 passes through the foot brake valve P port, the foot brake valve A port, then passes through the emergency valve P port and the emergency valve A port, then passes through the two-way valve U port and the two-way valve W port, and finally enters the brake 5, compresses the spring, releases the brake, and the vehicle can normally drive. At this time, the two-way valve 6 communicates the two-way valve U port with the two-way valve W port under the action of high-pressure oil, the two-way valve V port does not communicate with the two-way valve U port and the two-way valve W port, which is equivalent to shielding the electric control proportional valve 3 on the main pipeline 7, and the brake pipeline realizes the communication operation of the accumulator 1 and the brake 5 through the backup pipeline 8, and the manned driving can be normally realized.

[0056] It should be noted that the general hydraulic valve has a main oil inlet P, a working oil inlet A and a main oil return T, and the P port of the foot brake valve, the P port of the electric control proportional valve and the P port of the emergency switching valve are the main oil inlets of the respective valves, the A port of the foot brake valve, the A port of the electric control proportional valve and the A port of the emergency switching valve are the working oil inlets of the respective valves, and the T port of the electric control proportional valve, the T port of the foot brake valve and the T port of the emergency switching valve are the main oil return ports of the respective valves.

[0057] In addition, the U port, the V port and the W port of the bidirectional valve 6 are three branch ports of the bidirectional valve 6, and are irrelevant to the above.

[0058] In some optional embodiments, in order to shorten the system response time as much as possible, that is, the connecting pipeline between the electric control proportional valve 3 and the brake 5 is as short as possible, the electric control proportional valve 3 needs to be arranged close to the brake 5, which is sometimes not easy to access, and needs to be drilled to the bottom of the vehicle for maintenance, which is inconvenient to operate. In addition, the electric control proportional valve 3 has a complex structure and a high failure rate, and once the electric control proportional valve 3 fails, the brake formed cannot be released, and cannot be switched to the manned driving mode to travel to the maintenance point. Only the crane or on-site emergency (replace the electric control proportional valve 3) can be used. Therefore, a backup pipeline 8 is provided, and an emergency switching valve 4 is arranged on the backup pipeline 8. By operating the handle connected to the emergency switching valve 4, the switching of the main pipeline 7 to the backup pipeline 8 is realized, that is, the switching from the automatic brake of the unmanned driving mode to the manual driving mode is realized, so as to solve the problems of high maintenance cost and inconvenient on-site operation when the electric control proportional valve 3 fails or is powered off (the unmanned driving mode fails).

[0059] Optionally, the handle 41 is arranged in the cab, which is convenient for the driver to operate.

[0060] The embodiments of the present application also provide a redundant braking vehicle comprising the redundant braking system as any one of the above.

[0061] Further, the redundant braking vehicle comprises a cab, and the redundant braking system comprises the electric control proportional valve 3, the emergency switching valve 4 and the bidirectional valve 6. In order to balance the braking performance and shorten the response time, the electric control proportional valve 3 and the bidirectional valve 6 can be arranged as close to the brake 5 as possible, so that the brake pipeline is as short as possible, which is beneficial to shorten the delay time of the unmanned driving. The emergency switching valve 4 can be arranged in the cab or at other positions such as the outer edge of the vehicle body, which is easy to access and convenient to operate.

[0062] The embodiments of the present application also provide a redundant braking method, which comprises the following steps:

[0063] providing a redundant braking system as shown in Figure 1 ;

[0064] Braking the vehicle, the electric control proportional valve 3 reduces the output oil pressure, and the brake 5 brakes.

[0065] The electric control proportional valve 3 fails or is powered off, the manual driving is switched, the accumulator 1 is communicated with the brake 5 through the backup pipeline 8, and the brake 5 is released.

[0066] Specifically, the main pipeline 7 is connected with the backup pipeline 8 in parallel, and the two ends of the main pipeline 7 and the backup pipeline 8 are connected with the first node 9 and the second node 10 respectively, the first node 9 is close to one end of the accumulator 1, and the second node 10 is close to one end of the brake 5; further, the foot brake valve 2 is arranged between the accumulator 1 and the first node 9, and the bidirectional valve 6 is arranged at the second node 10; in combination with Figure 1 As shown, the main pipeline 7 includes the electric control proportional valve 3, and the backup pipeline 8 includes the emergency switching valve 4.

[0067] Further, after the brake 5 is released, the driver can manually step on or release the foot brake valve 2 to manually brake or release the brake of the vehicle.

[0068] Specifically, when the vehicle is in the driving state, the emergency switching valve 4 is in the first state, the emergency switching valve A port is communicated with the emergency switching valve T port, the emergency switching valve T port is communicated with the oil tank, and the emergency switching valve P port is not communicated with the emergency switching valve A port and the emergency switching valve T port; the bidirectional valve V port is communicated with the bidirectional valve W port, at this time, the high-pressure oil flow is: the high-pressure hydraulic oil in the accumulator 1 passes through the foot brake valve P port, the foot brake valve A port, then passes through the electric control proportional valve P port, the electric control proportional valve A port, then passes through the bidirectional valve V port and the bidirectional valve W port, and finally enters the spring brake 5 to compress the spring, the brake is released, and the vehicle can normally drive.

[0069] When the vehicle is in the braking state, under the action of the controller, the electric control proportional valve 3 reduces the output oil pressure of the electric control proportional valve A port, the excess oil pressure is discharged into the oil tank through the electric control proportional valve T port, the oil pressure of the bidirectional valve V port and the bidirectional valve W port is synchronously reduced, and the brake 5 realizes linear braking. When the electric control proportional valve 3 fails or is powered off (the unmanned driving mode fails), the electric control proportional valve A port is always communicated with the electric control proportional valve T port, the electric control proportional valve T port is always communicated with the oil tank, and the oil pressure of the bidirectional valve W port and the bidirectional valve V port is zero, so that automatic braking is realized.

[0070] When the electric control proportional valve 3 fails or is powered off (the unmanned driving mode fails), the electric control proportional valve A port is always communicated with the electric control proportional valve T port, the electric control proportional valve T port is communicated with the oil tank, the electric control proportional valve P port is not communicated with the electric control proportional valve A port and the electric control proportional valve T port, automatic braking is realized, and at this time, the manned driving mode needs to be switched:

[0071] Specifically, in combination with Figure 1As shown, the emergency switching valve 4 is provided with a handle 41, by switching the handle 41 position (second state position) of the emergency switching valve 4, so that the emergency switching valve P port of the emergency switching valve 4 communicates with the emergency switching valve A port, it should be noted that the emergency switching valve T port does not communicate with the emergency switching valve P port and the emergency switching valve A port. At this time, the high-pressure oil flow is as follows:

[0072] The high-pressure hydraulic oil in the accumulator 1 flows through the foot brake valve P port, the foot brake valve A port, then through the emergency valve P port and the emergency valve A port, then through the bidirectional valve U port and the bidirectional valve W port, and finally enters the brake 5, compresses the spring, releases the brake, and the vehicle can normally drive. At this time, the bidirectional valve 6 is connected with the bidirectional valve U port and the bidirectional valve W port under the action of high-pressure oil, and the bidirectional valve V port does not communicate with the bidirectional valve U port and the bidirectional valve W port, which is equivalent to the electric control proportional valve 3 on the main pipeline 7 being shielded, and the brake pipeline realizes the communication operation of the accumulator 1 and the brake 5 through the backup pipeline 8, and the driver can normally drive.

[0073] In the description of the present application, it should be noted that the terms "upper", "lower", etc. indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise specified and limited, the terms "mounting", "connecting", "connecting" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an 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.

[0074] It should be noted that in the present application, relational terms such as "first" and "second" and the like are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or equipment. Without more limitations, the element defined by the statement "including a" does not exclude the presence of other identical elements in the process, method, article or equipment including the element.

[0075] The foregoing detailed description of the application has been presented for purposes of illustration and description. Various modifications and changes can be made to these embodiments without departing from the spirit and scope of the application. It is intended that the scope of the application should not be limited by the particular representative embodiments described above.

Claims

1. A redundant braking system, characterized in that, It includes: an accumulator (1); a brake (5); a brake pipeline connecting the accumulator (1) and the brake (5), the brake pipeline comprising a main pipeline (7) and a backup pipeline (8), and the main pipeline (7) being provided with an electrically controlled proportional valve (3); and when the electrically controlled proportional valve (3) is normal, the accumulator (1) and the brake (5) are communicated through the main pipeline (7), and when the electrically controlled proportional valve (3) fails or is powered off, the accumulator (1) and the brake (5) are communicated through the backup pipeline (8); the main pipeline (7) and the backup pipeline (8) are connected in parallel, and the two ends of the main pipeline (7) and the backup pipeline (8) are respectively a first node (9) and a second node (10), the first node (9) being close to one end of the accumulator (1), and the second node (10) being close to one end of the brake (5); a foot brake valve (2) is arranged between the accumulator (1) and the first node (9); a two-way valve (6) is arranged on the second node (10), the two-way valve (6) comprising a two-way valve (6) U port, a two-way valve (6) W port and a two-way valve (6) V port, the two-way valve (6) U port being connected with the backup pipeline (8), the two-way valve (6) V port being connected with the main pipeline (7), and the two-way valve (6) W port being connected with the brake (5); the backup pipeline (8) comprises an emergency switching valve (4), the emergency switching valve (4) comprising an emergency switching valve (4) P port, an emergency switching valve (4) A port and an emergency switching valve (4) T port, the emergency switching valve (4) P port being connected with the accumulator (1), the emergency switching valve (4) A port being connected with the brake (5), and the emergency switching valve (4) T port being used for communication with an oil tank; the emergency switching valve (4) has a first state and a second state, when the emergency switching valve (4) is in the first state, the emergency switching valve (4) P port is closed, when the emergency switching valve (4) is in the second state, the emergency switching valve (4) P port is communicated with the emergency switching valve (4) A port, the passage between the emergency switching valve (4) T port and the emergency switching valve (4) P port, the emergency switching valve (4) A port is closed, and the two-way valve (6) V port is closed.

2. The redundant brake system of claim 1, wherein: the electrically controlled proportional valve (3) comprises an electrically controlled proportional valve (3) A port, along the flow direction of the hydraulic oil, the electrically controlled proportional valve (3) A port being connected with the brake (5), and the electrically controlled proportional valve (3) being configured to: when the vehicle is in driving state, the accumulator (1) and the brake (5) are communicated through the main pipeline (7), and when the vehicle is in braking state, the output oil pressure of the electrically controlled proportional valve (3) A port is reduced.

3. The redundant brake system of claim 1, wherein: the electrically controlled proportional valve (3) comprises an electrically controlled proportional valve (3) A port, an electrically controlled proportional valve (3) P port and an electrically controlled proportional valve (3) T port, the electrically controlled proportional valve (3) P port being connected with the accumulator (1), the electrically controlled proportional valve (3) T port being used for connection with an oil tank, and the electrically controlled proportional valve (3) being configured to: When the vehicle is in driving state, the electric control proportional valve (3) A port communicates with the electric control proportional valve (3) P port, the electric control proportional valve (3) A port communicates with the two-way valve (6) V port, the two-way valve (6) V port communicates with the two-way valve (6) W port, when the vehicle is in braking state, the electric control proportional valve (3) T port communicates with the oil tank.

4. The redundant brake system of claim 1, wherein: The emergency switching valve (4) is provided with a handle (41).

5. A redundant braking vehicle, characterized in that, It comprises: A redundant brake system according to any one of claims 1-4.

6. The redundant braking vehicle of claim 5, wherein, It further comprises a driver's cabin: The redundant brake system comprises an emergency switching valve (4) arranged in the driver's cabin.

7. A redundant braking method, characterized by, It comprises the following steps: Providing a redundant brake system according to any one of claims 1-4; The vehicle brakes, the electric control proportional valve (3) reduces its output oil pressure, and the brake (5) brakes; The electric control proportional valve (3) fails or loses power, the manual driving is switched, the accumulator (1) communicates with the brake (5) through the backup pipeline (8), and the brake (5) is released.

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