A vehicle autonomous braking system

Abstract

The application provides a vehicle unmanned braking system and relates to the technical field of vehicle braking, which comprises an air source, a first control module, an electromagnetic valve group and a second control module, wherein the second control module comprises two control units; the air inlet of the first control module and the air inlets of the two control units are communicated with the air source, the air outlet of the first control module is connected with the air inlet of the electromagnetic valve group, the air outlets of the electromagnetic valve group are used for being connected with the front cavities of two brakes of a vehicle I bridge respectively, and the air outlet of one control unit is used for being connected with the front cavities of the brakes on one side of a vehicle II bridge and the front cavities of the brakes on the same side of a vehicle III bridge respectively. The first control module, the electromagnetic valve group and the two control units are controlled to be conducted, the air source fills the front cavities of the brakes with air, and remote braking under unmanned driving is realized, so that even if serious accidents such as soil and rock collapse occur in a mine, personnel casualties will not be caused.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking technology, and more specifically, to a vehicle autonomous driving braking system. Background Technology

[0002] Wide-body mining trucks are vehicles used in mines or mining environments. They typically feature a large body and a powerful power system, enabling them to transport and handle materials in harsh road conditions and working environments. Because these vehicles are used to transport ores, mineral sands, and other mining materials, they have a large load capacity and the ability to adapt to different terrains.

[0003] Most existing wide-body mining trucks are driver-operated. Although these trucks typically have protective structures to ensure the safety of the vehicle and driver in the mine, enabling efficient material transport, the protective structures offer limited protection for personnel in the event of serious accidents such as landslides, still resulting in driver injuries or fatalities. Therefore, achieving unmanned driving control for wide-body mining trucks is a pressing technical problem that needs to be solved. Summary of the Invention

[0004] The problem to be solved by this invention is how to achieve unmanned driving control of wide-body mining vehicles.

[0005] To address the aforementioned problems, this invention provides a vehicle autonomous driving braking system, comprising an air source, a first control module, an electromagnetic valve assembly, and a second control module. The second control module includes two control units. The air inlet of the first control module and the air inlets of the two control units are both connected to the air source. The air outlet of the first control module is connected to the air inlet of the electromagnetic valve assembly. The air outlet of the electromagnetic valve assembly is used to connect to the front chambers of two brakes on vehicle I axle, respectively. The air outlet of one control unit is used to connect to the front chamber of a brake on one side of vehicle II axle and the front chamber of a brake on the same side of vehicle III axle, respectively. The air outlet of the other control unit is used to connect to the front chamber of a brake on the other side of vehicle II axle and the front chamber of a brake on the same side of vehicle III axle, respectively.

[0006] Optionally, the first control module includes a second solenoid directional valve and a second pressure reducing valve. The air inlet of the second solenoid directional valve is connected to the air source, the air outlet of the second solenoid directional valve is connected to the control terminal of the second pressure reducing valve, the air inlet of the second pressure reducing valve is connected to the air source, and the air outlet of the second pressure reducing valve is connected to the air inlet of the solenoid valve assembly.

[0007] Optionally, the solenoid valve assembly includes a first solenoid valve and a second solenoid valve. The outlet of the second pressure reducing valve is connected to the inlet of the first solenoid valve and the inlet of the second solenoid valve, respectively. The outlet of the first solenoid valve is used to connect to the front chamber of one of the brakes of the vehicle I-axle, and the outlet of the second solenoid valve is used to connect to the front chamber of the other brake of the vehicle I-axle.

[0008] Optionally, the control unit includes a first brake solenoid directional valve and a brake pressure reducing valve. The air inlet of the first brake solenoid directional valve is connected to the air source, the air outlet of the first brake solenoid directional valve is connected to the control terminal of the brake pressure reducing valve, the air inlet of the brake pressure reducing valve is connected to the air source, and the air outlet of the brake pressure reducing valve is used to connect to the front chamber of the brake on one side of the vehicle II axle and the front chamber of the brake on the same side of the vehicle III axle, respectively.

[0009] Optionally, the vehicle autonomous driving braking system further includes a parking module and a relay valve. The air inlet of the parking module is connected to the air source, and the air outlet of the parking module is connected to the rear chambers of the two brakes of the vehicle I axle and the control end of the relay valve, respectively. The first air inlet of the relay valve is connected to the air source, and the air outlet of the relay valve is connected to the rear chambers of the two brakes of the vehicle II axle and the rear chambers of the two brakes of the vehicle III axle, respectively.

[0010] Optionally, the parking module includes a first electromagnetic reversing valve and a fifth pressure reducing valve. The air inlet of the first electromagnetic reversing valve is connected to the air source, the air outlet of the first electromagnetic reversing valve is connected to the control terminal of the fifth pressure reducing valve, the air inlet of the fifth pressure reducing valve is connected to the air source, and the air outlet of the fifth pressure reducing valve is connected to the rear chambers of the two brakes of the vehicle I axle and the control terminal of the relay valve, respectively.

[0011] Optionally, the vehicle autonomous driving braking system further includes a travel redundant solenoid valve, a front axle check valve, and a third solenoid directional valve. The first air inlet of the travel redundant solenoid valve is connected to the air source, the air outlet of the travel redundant solenoid valve is connected to the first air inlet of the front axle check valve, the air outlet of the front axle check valve is connected to the air inlet of the third solenoid directional valve, and the air outlet of the third solenoid directional valve is connected to the control terminal of the second pressure reducing valve.

[0012] Optionally, the vehicle autonomous driving braking system further includes a rear axle one-way valve, and the control unit further includes a second brake solenoid directional valve. The first air inlet of the rear axle one-way valve is connected to the air outlet of the travel redundant solenoid valve, and the air outlet of the rear axle one-way valve is connected to the air inlet of the second brake solenoid directional valve in each of the two control units. The air outlet of the second brake solenoid directional valve is connected to the control terminal of the brake pressure reducing valve in the control unit.

[0013] Optionally, the vehicle autonomous driving braking system further includes a parking solenoid valve, the air inlet of which is connected to the air outlet of the first electromagnetic reversing valve and the air outlet of the fifth pressure reducing valve, the first air outlet of the parking solenoid valve is blocked, a one-way valve is installed on the second air outlet of the parking solenoid valve, and another one-way valve is installed on the second air inlet of the relay valve.

[0014] Optionally, the vehicle autonomous driving braking system further includes wheel speed sensors, which are used to detect the wheel speeds of two wheels on the vehicle's I axle and two wheels on the vehicle's III axle, respectively.

[0015] Compared with the prior art, the present invention has the following beneficial effects: This invention provides a vehicle unmanned braking system that monitors the vehicle's operating status and speed in real time. When braking is required, it controls one or more of the first control module and two control units to activate, and simultaneously controls the solenoid valve group to activate. The air source fills the front chambers of the two brakes on the first axle of the vehicle through the solenoid valve group, causing the first axle to brake. The air source fills the front chambers of the two brakes on the second axle and the two brakes on the third axle of the vehicle through the two control units, causing the wheels of the second and third axles to brake. This achieves remote control braking under unmanned driving conditions, allowing the vehicle to travel in mines without human injury, even in the event of serious accidents such as landslides. Attached Figure Description

[0016] Figure 1 A schematic diagram of the structure of a vehicle autonomous driving braking system according to an embodiment of the present invention is shown; Figure 2 A schematic diagram of a brake according to an embodiment of the present invention is shown.

[0017] Explanation of reference numerals in the attached figures: 1. Air source; 2. Brake block; 3. First control module; 4. First solenoid valve; 5. Second solenoid valve; 6. Right wheel speed sensor of axle I; 7. Left wheel speed sensor of axle I; 8. Parking module; 9. Left brake of axle I; 10. Right brake of axle I; 11. Left brake of axle II; 12. Right brake of axle II; 13. Left wheel speed sensor of axle III; 14. Right wheel speed sensor of axle III; 15. Left brake of axle III; 16. Right brake of axle III; 17. Front axle check valve; 18. Rear axle check valve; 19. Redundant solenoid valve for travel. 20. Parking solenoid valve; 21. First pressure reducing valve; 22. Second pressure reducing valve; 23. Third pressure reducing valve; 24. Fourth pressure reducing valve; 25. Relay valve; 26. First solenoid directional valve; 27. Fifth pressure reducing valve; 28. Second solenoid directional valve; 29. ​​Third solenoid directional valve; 30. Fourth solenoid directional valve; 31. Fifth solenoid directional valve; 32. Sixth solenoid directional valve; 33. Seventh solenoid directional valve; 34. First control unit; 35. Second control unit; 36. Front chamber; 37. Rear chamber; 38. Air chamber push rod; 39. Spring. Detailed Implementation

[0018] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0019] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in sequences other than those illustrated or described herein.

[0020] In the description of this specification, references to terms such as "embodiment," "one embodiment," and "one implementation" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or implementation is included in at least one embodiment or implementation of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or implementation. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or implementations.

[0021] Figure 1The diagram illustrates the structure of a vehicle autonomous driving braking system according to an embodiment of the present invention. The vehicle autonomous driving braking system includes: an air source 1, a first control module 3, an electromagnetic valve group, and a second control module. The second control module includes two control units. The air inlet of the first control module 3 and the air inlets of the two control units are all connected to the air source 1. The air outlet of the first control module 3 is connected to the air inlet of the electromagnetic valve group. The air outlet of the electromagnetic valve group is used to connect to the front chambers of the two brakes of vehicle I axle, respectively. The air outlet of one control unit is used to connect to the front chamber of the brake on one side of vehicle II axle and the front chamber of the brake on the same side of vehicle III axle, respectively. The air outlet of the other control unit is used to connect to the front chamber of the brake on the other side of vehicle II axle and the front chamber of the brake on the same side of vehicle III axle, respectively.

[0022] Specifically, the first control module and the two control units employ a control valve assembly, which can be a two-position two-way solenoid directional valve. By controlling the opening and closing of the two-position two-way solenoid directional valve, the supply of braking gas from air source 1 to the brake is controlled. Alternatively, the first control module and the two control units can be a three-position three-way solenoid directional valve. This three-position three-way solenoid directional valve can be configured with an inlet position, a pressure holding position, and a vent position, achieving multiple functions through a single solenoid directional valve. The structure of the brake is as follows: Figure 2 As shown, the brake includes a front chamber 36, a rear chamber 37, an air chamber push rod 38, and a spring 39. A diaphragm is provided between the front chamber 36 and the rear chamber 37, and the two chambers are not connected. When there is no gas in the front chamber 36 and the rear chamber 37, the spring 39 pushes the piston to the left. The piston drives the rod on it to move together, and the rod on the piston pushes the air chamber push rod 38 out. The air chamber push rod 38 contacts the wheel or the wheel brake pads, braking the wheel. When the rear chamber 37 is filled with gas, the piston is squeezed to the right, the spring 39 is compressed, and the air chamber push rod 38 is no longer pushed out, releasing the wheel. When the front chamber 36 is filled with gas, pressure is applied to the air chamber push rod 38, causing the air chamber push rod 38 to extend, braking the wheel again. When the vehicle is moving, gas needs to be filled into the rear chamber 37, and when braking is needed, gas is filled into the front chamber 36. Figure 1 As shown, the two brakes of bridge I are left brake 9 and right brake 10, the two brakes of bridge II are left brake 11 and right brake 12, and the two brakes of bridge III are left brake 15 and right brake 16.

[0023] In this embodiment, by monitoring the vehicle's operating status and speed in real time, when vehicle braking is required, the first control module 3 and one or more of the two control units are activated, and the solenoid valve group is activated simultaneously. The air source 1 fills the front chambers of the two brakes of the vehicle's I axle through the solenoid valve group, causing the I axle vehicle to brake. The air source 1 fills the front chambers of the two brakes of the vehicle's II axle and the two brakes of the vehicle's III axle through the two control units, respectively, causing the wheels of the II and III axles to brake. This achieves remote control braking under unmanned driving conditions, allowing the vehicle to drive in the mine without human intervention. Even if serious accidents such as landslides occur in the mine, no casualties will be caused.

[0024] In one embodiment of the present invention, the first control module 3 includes a second solenoid directional valve 28 and a second pressure reducing valve 22. The inlet of the second solenoid directional valve 28 is connected to the air source 1, and the outlet of the second solenoid directional valve 28 is connected to the control terminal of the second pressure reducing valve 22. The inlet of the second pressure reducing valve 22 is connected to the air source 1, and the outlet of the second pressure reducing valve 22 is connected to the inlet of the solenoid valve assembly. The control terminal of the second pressure reducing valve 22 is connected to a check valve via a solenoid valve.

[0025] Specifically, the second solenoid directional valve 28 is a two-position two-way solenoid directional valve, or it can be set as a three-position three-way solenoid directional valve or other directional valves, as long as it can block or guide the gas in the gas source 1 to the control end of the second pressure reducing valve 22.

[0026] In this embodiment, when the vehicle needs to be braked, the second electromagnetic reversing valve 28 is controlled to switch, and the second electromagnetic reversing valve 28 delivers gas to the control end of the second pressure reducing valve 22, so that the second pressure reducing valve 22 is turned on. The gas source 1 is delivered to the electromagnetic valve group through the second pressure reducing valve 22, and the electromagnetic valve group is controlled to switch to turn on, so that the gas is delivered to the front chamber of the two brakes of the I axle through the electromagnetic valve group, thereby enabling the two wheels of the I axle to achieve unmanned driving braking, or to achieve vehicle speed regulation.

[0027] In one embodiment of the present invention, the solenoid valve assembly includes a first solenoid valve 4 and a second solenoid valve 5. The outlet of the second pressure reducing valve 22 is connected to the inlet of the first solenoid valve 4 and the inlet of the second solenoid valve 5, respectively. The outlet of the first solenoid valve 4 is connected to the front chamber of one of the brakes of the vehicle I-axle, and the outlet of the second solenoid valve 5 is connected to the front chamber of the other brake of the vehicle I-axle. The outlets of the first solenoid valve 4 and the second solenoid valve 5 are each connected to a one-way valve via another solenoid valve.

[0028] Specifically, the first solenoid valve 4 and the second solenoid valve 5 can be configured as two-position two-way solenoid directional valves. In addition, they can also be configured as gate valves or other electromagnetically controlled on / off valves.

[0029] In this embodiment, after the gas in the gas source 1 passes through the second pressure reducing valve 22, it is delivered to the air inlet of the first solenoid valve 4 and the air inlet of the second solenoid valve 5 in the solenoid valve group. The first solenoid valve 4 and the second solenoid valve 5 are controlled to switch their conduction, and the gas is charged into the front chambers of the two brakes of the I-axle through the two solenoid valves, realizing pneumatic vehicle braking. Since the I-axle is the front axle, the two front wheels can brake simultaneously, which can achieve rapid braking of the wheels. In addition, by controlling the first solenoid valve 4 or the second solenoid valve 5 to conduct independently, the two wheels in the I-axle can also be braked separately. By rotating one wheel and braking the other wheel, the vehicle can be steered to a certain extent. It can also cope with various vehicle working conditions and enhance the vehicle's terrain adaptability.

[0030] In one embodiment of the present invention, the control unit includes a first brake solenoid directional valve and a brake pressure reducing valve. The air inlet of the first brake solenoid directional valve is connected to the air source 1, and the air outlet of the first brake solenoid directional valve is connected to the control terminal of the brake pressure reducing valve. The air inlet of the brake pressure reducing valve is connected to the air source 1, and the air outlet of the brake pressure reducing valve is used to connect to the front chamber of the brake on one side of the vehicle II axle and the front chamber of the brake on the same side of the vehicle III axle, respectively. The control terminal of the brake pressure reducing valve is connected to a one-way valve through a solenoid valve.

[0031] Specifically, such as Figure 1 The two control units are a first control unit 34 and a second control unit 35. The first control unit 34 includes a first brake solenoid directional valve and a brake pressure reducing valve, which are respectively a fourth solenoid directional valve 30 and a fourth pressure reducing valve 24. The second control unit 35 includes a first brake solenoid directional valve and a brake pressure reducing valve, which are respectively a seventh solenoid directional valve 33 and a third pressure reducing valve 23.

[0032] In this embodiment, the fourth electromagnetic reversing valve 30 and the seventh electromagnetic reversing valve 33 are switched to open, respectively, to deliver the gas from the gas source 1 to the control terminals of the fourth pressure reducing valve 24 and the third pressure reducing valve 23. This causes the third pressure reducing valve 23 and the fourth pressure reducing valve 24 to open, allowing the gas from the gas source 1 to pass through the open third pressure reducing valve 23 and fill the front chambers of the right brake 12 of the II axle and the right brake 16 of the III axle, thereby braking the wheels of the brakes. The gas from the gas source 1 also passes through the open fourth pressure reducing valve 24 and fills the left brake 11 of the II axle and the left brake 15 of the III axle, thereby braking the wheels of the brakes. The II axle and the III axle are the rear axles of the vehicle. The above configuration allows for simultaneous braking of the wheels on the same side of the rear axle (e.g., the two wheels on the left or the two wheels on the right), while the wheels on both sides of the rear axle can also be braked separately, achieving the same effect as the front axle (I axle). In addition, the control terminal of the brake pressure reducing valve is connected to a check valve via a solenoid valve, that is, the control terminals of the fourth pressure reducing valve 24 and the third pressure reducing valve 23 are respectively connected to a venting solenoid valve and a venting check valve, as shown below. Figure 1 As shown, this configuration is for ease of maintenance. When maintenance is required or the brakes are forcibly released, the venting solenoid valve is turned on, and the gas at the control ends of the fourth pressure reducing valve 24 and the third pressure reducing valve 23 is discharged through the venting check valve, causing the control ends of the fourth pressure reducing valve 24 and the third pressure reducing valve 23 to be turned off, so that the air is no longer supplied to the front chamber of the brake in the rear axle, and the gas in the front chamber of the rear axle brake is also discharged through the venting check valve, and the braking stops.

[0033] In one embodiment of the present invention, the vehicle autonomous driving braking system further includes a parking module 8 and a relay valve 25. The air inlet of the parking module 8 is connected to the air source 1, and the air outlet of the parking module 8 is connected to the rear chambers of the two brakes of the vehicle I axle and the control terminal of the relay valve 25, respectively. The first air inlet of the relay valve 25 is connected to the air source 1, and the air outlet of the relay valve 25 is connected to the rear chambers of the two brakes of the vehicle II axle and the rear chambers of the two brakes of the vehicle III axle, respectively.

[0034] Specifically, the relay valve 25 is a three-position three-way proportional valve, or directly a three-position three-way solenoid valve, and the control end of the relay valve 25 is pneumatic. The parking control module 8 can be a two-position two-way solenoid directional valve, or other solenoid on / off valves, as long as they can realize the opening and closing of the air circuit.

[0035] In this embodiment, the parking module 8 is activated, allowing gas from air source 1 to flow through the activated parking module 8 into the rear chambers of the two brakes on the I axle and into the control terminal of the relay valve 25. This causes the relay valve 25 to switch direction, allowing gas from air source 1 to flow through the relay valve 25 into the rear chambers of the four brakes on the II and III axles. When the vehicle is not in operation, no gas flows into the front or rear chambers of the brakes, and the wheels are braked by the springs. During the starting phase, the parking module 8 can be activated, allowing gas to flow into the rear chambers of the four brakes on the rear axle. This compresses the springs, causing the brake chamber push rods to retract, releasing the parking brake, and allowing the wheels to rotate. This enables remote vehicle control without the need for a driver in the vehicle's cab.

[0036] In one embodiment of the present invention, the parking module 8 includes a first electromagnetic reversing valve 26 and a fifth pressure reducing valve 27. The air inlet of the first electromagnetic reversing valve 26 is connected to the air source 1, and the air outlet of the first electromagnetic reversing valve 26 is connected to the control terminal of the fifth pressure reducing valve 27. The air inlet of the fifth pressure reducing valve 27 is connected to the air source 1, and the air outlet of the fifth pressure reducing valve 27 is connected to the rear chambers of the two brakes of the vehicle I axle and the control terminal of the relay valve 25, respectively. The control terminal of the fifth pressure reducing valve 27 is connected to a one-way valve through a solenoid valve.

[0037] Specifically, the first solenoid directional valve 26 can be a two-position two-way solenoid directional valve, a three-position three-way solenoid directional valve, or other solenoid on / off valves.

[0038] In this embodiment, the first electromagnetic reversing valve 26 is switched on, allowing gas from air source 1 to reach the control terminal of the fifth pressure reducing valve 27, thus opening the fifth pressure reducing valve 27. Gas from air source 1 is then output from the parking module 8 through the outlet of the fifth pressure reducing valve 27. Through the coordinated operation of the first electromagnetic reversing valve 26 and the fifth pressure reducing valve 27, the parking state can be released simply by remotely controlling the first electromagnetic reversing valve 26, allowing the wheels to rotate freely. Operation and control are simple and quick. Furthermore, the control terminal of the fifth pressure reducing valve 27 is connected to a check valve via a solenoid valve, facilitating the rapid discharge of gas from the control terminal of the fifth pressure reducing valve 27, causing the fifth pressure reducing valve 27 to close and quickly cutting off the continuous gas supply from air source 1 to the rear chamber of the brake, facilitating maintenance.

[0039] In one embodiment of the present invention, the vehicle autonomous driving braking system further includes a travel redundancy solenoid valve 19, a front axle check valve 17, and a third solenoid directional valve 29. The first air inlet of the travel redundancy solenoid valve 19 is connected to the air source 1, the air outlet of the travel redundancy solenoid valve 19 is connected to the first air inlet of the front axle check valve 17, the air outlet of the front axle check valve 17 is connected to the air inlet of the third solenoid directional valve 29, and the air outlet of the third solenoid directional valve 29 is connected to the control terminal of the second pressure reducing valve 22. A check valve is installed on the second air inlet of the travel redundancy solenoid valve 19.

[0040] Specifically, the redundant solenoid valve 19 can be configured as a two-position two-way solenoid directional valve, the front axle check valve 17 can be configured as a shuttle valve, and the third solenoid directional valve 29 can be configured as a two-position two-way solenoid directional valve. Alternatively, the redundant solenoid valve 19 and the third solenoid directional valve 29 can also be three-position three-way solenoid directional valves or other solenoid on / off valves. The front axle check valve 17 can also be replaced with a three-position three-way solenoid directional valve, and the third solenoid directional valve 29 is normally open.

[0041] In this embodiment, when the second electromagnetic reversing valve 28 is damaged or malfunctions, the redundant solenoid valve 19 can be switched on, allowing gas from air source 1 to pass through the redundant solenoid valve 19 and the front axle check valve 17 to the third electromagnetic reversing valve 29, and then to the control terminal of the second pressure reducing valve 22, thus opening the second pressure reducing valve 22 and delivering gas from air source 1 to the solenoid valve assembly. This is equivalent to adding an extra delivery route to the braking system, supplying service braking gas to the two brakes in the I-axle. When the other delivery route fails, this route can be activated to provide braking gas to the vehicle, supporting continued operation, avoiding work interruption, improving vehicle efficiency, and preventing delays in important transportation work. It should be noted that when using the air delivery path of the second electromagnetic reversing valve 28, the third electromagnetic reversing valve 29 needs to be switched off and closed.

[0042] In one embodiment of the present invention, the vehicle autonomous driving braking system further includes a rear axle one-way valve 18, and the control unit further includes a second braking solenoid directional valve. The first air inlet of the rear axle one-way valve 18 is connected to the air outlet of the travel redundant solenoid valve 19, and the air outlet of the rear axle one-way valve 18 is connected to the air inlet of the second braking solenoid directional valve in each of the two control units. The air outlet of the second braking solenoid directional valve is connected to the control terminal of the brake pressure reducing valve in the control unit.

[0043] Specifically, the rear axle check valve 18 can be configured as a shuttle valve or replaced with a three-position three-way solenoid directional valve. In the first control unit 34, the second brake solenoid directional valve is the fifth solenoid directional valve 31, and in the second control unit 35, the second brake solenoid directional valve is the sixth solenoid directional valve 32. The fifth solenoid directional valve 31 and the sixth solenoid directional valve 32 can be two-position two-way solenoid directional valves, three-position three-way solenoid directional valves, or other solenoid on / off valves.

[0044] In this embodiment, when the first brake solenoid directional valve malfunctions, the travel redundancy solenoid valve 19 can be switched on, while the second brake solenoid directional valve remains open under normal conditions. Gas from air source 1 passes through the travel redundancy solenoid valve 19 and the rear axle check valve 18 to reach the fifth solenoid directional valve 31 and the sixth solenoid directional valve 32, and then flows into the control terminals of the fourth and third pressure reducing valves 24 and 23, causing them to open. Gas from air source 1 then passes through these valves to reach the front chambers of the brakes in axles II and III, applying service braking to the wheels, improving the vehicle's tolerance to malfunctions and increasing work efficiency. It should be noted that when using the air supply path where the first brake solenoid directional valve is located, the second brake solenoid directional valve needs to be switched off and closed.

[0045] In one embodiment of the present invention, the vehicle autonomous driving braking system further includes a parking solenoid valve 20. The air inlet of the parking solenoid valve 20 is connected to the air outlet of the first electromagnetic reversing valve 26 and the air outlet of the fifth pressure reducing valve 27, respectively. The first air outlet of the parking solenoid valve 20 is blocked, and a one-way valve is installed on the second air outlet of the parking solenoid valve 20. Another one-way valve is installed on the second air inlet of the relay valve 25.

[0046] Specifically, the parking solenoid valve 20 can be a two-position two-way solenoid directional valve, a three-position three-way solenoid directional valve, a check valve, or other solenoid on / off valve.

[0047] In this embodiment, under normal conditions, the parking solenoid valve 20 is in a blocked, non-conductive state. During vehicle operation, gas is continuously supplied to the rear chamber of the brake, compressing the spring, retracting the air chamber push rod, and releasing the parking brake from the wheels. When the vehicle is to be parked, the vehicle is stopped and the engine is turned off. Gas source 1 stops supplying gas, the valve is de-energized, and the parking solenoid valve 20 is switched, connecting its inlet to its second outlet. The relay valve 25 returns to its normal state. Gas in the rear chamber of the I-axle brake reaches the inlet of the parking solenoid valve 20 through the outlet of the fifth pressure reducing valve 27 and is discharged to the outside through the second outlet of the parking solenoid valve 20. Gas in the rear chambers of the four rear axle brakes is discharged through the second inlet of the relay valve 25 under the action of the spring, causing the spring to return to its natural state. The piston drives the rod, causing the air chamber push rod to extend and contact the wheels, thus achieving parking brake operation.

[0048] In one embodiment of the present invention, the vehicle autonomous driving braking system further includes wheel speed sensors, which are used to detect the wheel speeds of two wheels on the vehicle's I axle and two wheels on the vehicle's III axle, respectively. The vehicle autonomous driving braking system also includes a controller, which sends control signals to corresponding valves in the system based on the wheel speeds, thereby enabling valve reversal and allowing the vehicle to release the parking brake, service brake, and parking brake in an autonomous driving state.

[0049] In this embodiment, as Figure 1 As shown, a right wheel speed sensor 6 and a left wheel speed sensor 7 are respectively installed near the two wheels of axle I, and a left wheel speed sensor 13 and a right wheel speed sensor 14 are respectively installed near the two wheels of axle III. Each wheel speed sensor detects the wheel speed of the vehicles on axles I and III and uploads the wheel speed to the controller. The controller controls the opening and closing of valves in the system according to the wheel speed, so that the vehicle can release the parking brake, service brake, and parking brake in an unmanned driving state. In addition, during service braking, the second electromagnetic reversing valve 28 and the first brake electromagnetic reversing valve can be judged by detecting whether the wheel speed decreases. When a reversing control signal is sent to the second electromagnetic reversing valve 28 and the first brake electromagnetic reversing valve, service braking is initiated, but if the wheel speed does not decrease as expected, it indicates that the second electromagnetic reversing valve 28 and the first brake electromagnetic reversing valve are faulty.

[0050] In addition to the above, the vehicle's autonomous driving braking system also includes a brake block 2. The brake block 2 includes two first pressure-reducing valves 21. The air inlets of both first pressure-reducing valves 21 are connected to the air source 1. The air outlet of one first pressure-reducing valve 21 is connected to the second air inlet of the front axle check valve 17, and the air outlet of the other first pressure-reducing valve 21 is connected to the second air inlet of the rear axle check valve 18. The control terminals of both first pressure-reducing valves 21 are connected to the vehicle's brake pedal. When the driver presses the brake pedal, the first pressure-reducing valves 21 are activated, and the gas from the air source 1 is delivered through the first pressure-reducing valves 21 to the front axle check valve 17 and the rear axle check valve 18, respectively. Gas output from the front axle check valve 17 is directed to the second pressure reducing valve 22 via the third solenoid directional valve 29. Gas from gas source 1 then reaches the front chambers of the two brakes on axle I via the second pressure reducing valve 22, achieving wheel braking. Gas output from the rear axle check valve 18 is directed to the control terminals of the fourth and third pressure reducing valves 24 and 23 via two second brake solenoid directional valves (fifth solenoid directional valve 31 and sixth solenoid directional valve 32), causing the fourth and third pressure reducing valves 24 and 23 to open. Gas from gas source 1 then reaches the front chambers of the brakes on axles II and III via the fourth and third pressure reducing valves 24 and 23, applying wheel braking. This allows the autonomous braking system to perform manned braking as well, providing the vehicle with multiple driving modes to meet different driving needs and habits.

[0051] While the present invention has been disclosed above, it is not limited thereto. Any person skilled in the art can make various modifications and alterations without departing from the spirit and scope of the invention; therefore, the scope of protection of the present invention should be determined by the scope defined in the claims.

Claims

1. A vehicle autonomous driving braking system, characterized in that, include: Air source (1), first control module (3), solenoid valve group and second control module, the second control module includes two control units; the air inlet of the first control module (3) and the air inlets of the two control units are connected to the air source (1), the air outlet of the first control module (3) is connected to the air inlet of the solenoid valve group, the air outlet of the solenoid valve group is used to connect to the front chamber (36) of the two brakes of vehicle I axle respectively, the air outlet of one control unit is used to connect to the front chamber (36) of the brake on one side of vehicle II axle and the front chamber (36) of the brake on the same side of vehicle III axle respectively, and the air outlet of the other control unit is used to connect to the front chamber (36) of the brake on the other side of vehicle II axle and the front chamber (36) of the brake on the same side of vehicle III axle respectively. The first control module (3) includes a second electromagnetic reversing valve (28) and a second pressure reducing valve (22). The air inlet of the second electromagnetic reversing valve (28) is connected to the air source (1), the air outlet of the second electromagnetic reversing valve (28) is connected to the control terminal of the second pressure reducing valve (22), the air inlet of the second pressure reducing valve (22) is connected to the air source (1), and the air outlet of the second pressure reducing valve (22) is connected to the air inlet of the electromagnetic valve group. The control unit includes a first brake solenoid directional valve and a brake pressure reducing valve. The air inlet of the first brake solenoid directional valve is connected to the air source (1). The air outlet of the first brake solenoid directional valve is connected to the control terminal of the brake pressure reducing valve. The air inlet of the brake pressure reducing valve is connected to the air source (1). The air outlet of the brake pressure reducing valve is used to connect to the front chamber (36) of the brake on one side of the vehicle II axle and the front chamber (36) of the brake on the same side of the vehicle III axle, respectively. The system also includes a travel redundant solenoid valve (19), a front axle check valve (17), and a third solenoid directional valve (29). The first air inlet of the travel redundant solenoid valve (19) is connected to the air source (1), the air outlet of the travel redundant solenoid valve (19) is connected to the first air inlet of the front axle check valve (17), the air outlet of the front axle check valve (17) is connected to the air inlet of the third solenoid directional valve (29), and the air outlet of the third solenoid directional valve (29) is connected to the control terminal of the second pressure reducing valve (22).

2. The vehicle autonomous driving braking system according to claim 1, characterized in that, The solenoid valve group includes a first solenoid valve (4) and a second solenoid valve (5). The outlet of the second pressure reducing valve (22) is connected to the inlet of the first solenoid valve (4) and the inlet of the second solenoid valve (5), respectively. The outlet of the first solenoid valve (4) is used to connect to the front chamber (36) of one of the brakes of the vehicle I axle, and the outlet of the second solenoid valve (5) is used to connect to the front chamber (36) of the other brake of the vehicle I axle.

3. The vehicle autonomous driving braking system according to claim 1, characterized in that, It also includes a parking module (8) and a relay valve (25). The air inlet of the parking module (8) is connected to the air source (1). The air outlet of the parking module (8) is connected to the rear chambers (37) of the two brakes of the vehicle I axle and the control end of the relay valve (25). The first air inlet of the relay valve (25) is connected to the air source (1). The air outlet of the relay valve (25) is connected to the rear chambers (37) of the two brakes of the vehicle II axle and the rear chambers (37) of the two brakes of the vehicle III axle.

4. The vehicle autonomous driving braking system according to claim 3, characterized in that, The parking module (8) includes a first electromagnetic reversing valve (26) and a fifth pressure reducing valve (27). The air inlet of the first electromagnetic reversing valve (26) is connected to the air source (1), the air outlet of the first electromagnetic reversing valve (26) is connected to the control terminal of the fifth pressure reducing valve (27), the air inlet of the fifth pressure reducing valve (27) is connected to the air source (1), and the air outlet of the fifth pressure reducing valve (27) is connected to the rear chamber (37) of the two brakes of the vehicle I axle and the control terminal of the relay valve (25).

5. The vehicle autonomous driving braking system according to claim 1, characterized in that, It also includes a rear axle check valve (18), and the control unit also includes a second brake solenoid directional valve. The first air inlet of the rear axle check valve (18) is connected to the air outlet of the travel redundant solenoid valve (19). The air outlet of the rear axle check valve (18) is connected to the air inlet of the second brake solenoid directional valve in each of the two control units. The air outlet of the second brake solenoid directional valve is connected to the control terminal of the brake pressure reducing valve in the control unit.

6. The vehicle autonomous driving braking system according to claim 4, characterized in that, It also includes a parking solenoid valve (20), the air inlet of which is connected to the air outlet of the first solenoid reversing valve (26) and the air outlet of the fifth pressure reducing valve (27), respectively. The first air outlet of the parking solenoid valve (20) is blocked, a check valve is installed on the second air outlet of the parking solenoid valve (20), and another check valve is installed on the second air inlet of the relay valve (25).

7. The vehicle autonomous driving braking system according to any one of claims 1-6, characterized in that, It also includes wheel speed sensors, which are used to detect the wheel speeds of the two wheels of the vehicle's I axle and the two wheels of the vehicle's III axle, respectively.

Images