Commercial vehicle brake redundancy system and vehicle

Abstract

The invention relates to the technical field of vehicles, and particularly discloses a commercial vehicle brake redundant system and a vehicle, the commercial vehicle brake redundant system comprises an air supply mechanism, an ADV controller, a main brake mechanism and a redundant brake mechanism, the ADV controller issues a brake instruction to a main control valve of the main brake mechanism, and controls a first valve group, a second valve group and a third valve group to switch the brake state; and then the front shaft braking assembly, the middle shaft braking assembly and the rear shaft braking assembly apply braking force to the front shaft, the middle shaft and the rear shaft correspondingly, so that braking is achieved. When communication between the main controller and the ADV controller is interrupted, the redundant braking mechanism is connected with the main controller and the ADV controller, and then normal work of the braking redundant system is guaranteed. When the main controller breaks down, the redundant braking mechanism receives an instruction of the ADV controller, the redundant braking mechanism can control the working states of the front axle braking assembly, the middle axle braking assembly and the rear axle braking assembly, the braking redundant system of the commercial vehicle is provided with a braking redundant function, and the safety of vehicle running is further improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and particularly to a braking redundancy system for commercial vehicles and a vehicle. Background Art

[0002] With the development of automotive technology, vehicle intelligence has become an inevitable trend of development, and the highest level of vehicle autonomous driving is driverless. On the one hand, the driverless technology of commercial vehicles can reduce labor costs, and on the other hand, it can avoid traffic accidents. Especially in relatively closed places such as mines and ports, the application prospect of driverless commercial vehicles is very broad.

[0003] As the core component of the execution layer of driverless commercial vehicles, the reliability of the electronically controlled braking system directly affects the safety of the whole vehicle. However, most of the existing electronically controlled braking systems for driverless vehicles currently have only one electronically controlled circuit, and once it fails, automatic braking cannot be achieved.

[0004] Therefore, there is an urgent need for a braking redundancy system for commercial vehicles to solve the above problems. Summary of the Invention

[0005] The purpose of the present invention is to provide a braking redundancy system for commercial vehicles and a vehicle to solve the problem that the electronically controlled braking system in the related art lacks a braking redundancy function.

[0006] On the one hand, the present invention provides a braking redundancy system for commercial vehicles, and the braking redundancy system for commercial vehicles includes:

[0007] A gas supply mechanism for generating and storing gas;

[0008] An ADV controller;

[0009] A main braking mechanism, including a main controller, a first valve group, a second valve group, a third valve group, a front axle braking assembly, an intermediate axle braking assembly, and a rear axle braking assembly. The main controller is communicatively connected to the ADV controller. The gas supply mechanism selectively supplies gas to the first valve group, the second valve group, and the third valve group. The first valve group selectively supplies gas to the front axle braking assembly to apply a braking force to the front axle. The second valve group selectively supplies gas to the intermediate axle braking assembly to apply a braking force to the intermediate axle. The third valve group selectively supplies gas to the rear axle braking assembly to apply a braking force to the rear axle. The main controller is communicatively connected to the first valve group, the second valve group, and the third valve group respectively to control the working states of the first valve group, the second valve group, and the third valve group;

[0010] A redundant braking mechanism is communicatively connected to the ADV controller and the main controller respectively, and the redundant braking mechanism can control the working states of the front axle braking assembly, the intermediate axle braking assembly, and the rear axle braking assembly.

[0011] As a preferred technical solution of the commercial vehicle braking redundancy system, the air supply mechanism selectively supplies air to the redundant braking mechanism, and the redundant braking mechanism selectively supplies air to the control air ports of the first valve group and the second valve group to control the working states of the first valve group and the second valve group. The redundant braking mechanism controls the air supply mechanism to selectively supply air to the third valve group to control the working state of the third valve group.

[0012] As a preferred technical solution of the commercial vehicle braking redundancy system, the first valve group is a single-channel pressure control module, including a first air inlet, a first air outlet, and a first control port. The first air inlet is communicated with the air supply port of the air supply mechanism, and the first control port is communicated with the air outlet of the redundant braking mechanism.

[0013] The front axle braking assembly includes a first ABS solenoid valve, a front axle wheel speed sensor, and a front axle brake. The first air outlet is communicated with the air inlet of the first ABS solenoid valve, the air outlet of the first ABS solenoid valve is communicated with the air inlet of the front axle brake, the front axle brake is used to apply the front axle braking force, the first ABS solenoid valve is communicatively connected to the main controller, and the front axle wheel speed sensor is communicatively connected to the first valve group.

[0014] As a preferred technical solution of the commercial vehicle braking redundancy system, the second valve group is a two-channel pressure control module, including a second air inlet a, a second air outlet a, a second control port a, a second air inlet b, a second air outlet b, and a second control port b. The second air inlet a and the second air inlet b are both communicated with the air supply port of the air supply mechanism, and the second control port a and the second control port b are both communicated with the air outlet of the redundant braking mechanism.

[0015] The intermediate axle braking assembly includes a first intermediate axle braking member and a second intermediate axle braking member. The first intermediate axle braking member includes a first intermediate axle brake and a first intermediate axle speed sensor. The air inlet of the first intermediate axle brake is communicated with the second air outlet a, and the first intermediate axle speed sensor is communicatively connected to the second valve group. The second intermediate axle braking member includes a second intermediate axle brake, and the air inlet of the second intermediate axle brake is communicated with the second air outlet b.

[0016] As a preferred technical solution of the commercial vehicle braking redundancy system, the third valve group is a single-channel pressure control module, including a third air inlet, a third air outlet, and a third control port. The third air inlet is communicated with the air supply port of the air supply mechanism, and the redundant braking mechanism controls the third control port to be selectively communicated with the air supply port of the air supply mechanism.

[0017] The rear axle braking assembly includes a rear axle wheel speed sensor and a rear axle brake. The third air outlet is communicated with the air inlet of the rear axle brake. The rear axle brake is used to apply a rear axle braking force, and the rear axle wheel speed sensor is communicatively connected to the third valve group.

[0018] As a preferred technical solution of the commercial vehicle braking redundancy system, it further includes an ASR solenoid valve and a second ABS solenoid valve. The air supply port of the air supply mechanism is communicated with the air inlet of the ASR solenoid valve. The air outlet of the ASR solenoid valve is communicated with the air inlet of the second ABS solenoid valve. The air outlet of the second ABS solenoid valve is communicated with the third control port.

[0019] The redundant braking mechanism includes a backup redundancy module, and the backup redundancy module is communicatively connected to the main controller, the ASR solenoid valve and the second ABS solenoid valve.

[0020] As a preferred technical solution of the commercial vehicle braking redundancy system, the redundant braking mechanism further includes a redundant front axle wheel speed sensor, a redundant intermediate axle speed sensor and a redundant rear axle wheel speed sensor. The redundant front axle wheel speed sensor is used to monitor the speed of the front axle. The redundant intermediate axle speed sensor is used to monitor the speed of the second intermediate axle. The redundant rear axle wheel speed sensor is used to monitor the speed of the rear axle. The redundant front axle wheel speed sensor, the redundant intermediate axle speed sensor and the redundant rear axle wheel speed sensor are all communicatively connected to the backup redundancy module.

[0021] As a preferred technical solution of the commercial vehicle braking redundancy system, it further includes an EPB mechanism, including an EPB controller, a first parking relay actuator and a second parking relay actuator. The EPB controller is communicatively connected to the ADV controller. The air inlet of the EPB controller is communicated with the air supply port of the air supply mechanism. The air outlet of the EPB controller is respectively communicated with the control port of the first parking relay actuator and the control port of the second parking relay actuator. The air inlets of the first parking relay actuator and the second parking relay actuator are both communicated with the air supply port of the air supply mechanism. The air outlet of the first parking relay actuator is respectively communicated with the front axle brake and the first intermediate axle brake. The air outlet of the second parking relay actuator is respectively communicated with the rear axle brake and the second intermediate axle brake.

[0022] As a preferred technical solution of the commercial vehicle braking redundancy system, the air supply mechanism includes an air compressor, an APU processor, a front axle air storage tank, an intermediate axle air storage tank, a rear axle air storage tank and a parking air storage tank. The compressed air produced by the air compressor enters the front axle air storage tank, the intermediate axle air storage tank, the rear axle air storage tank and the parking air storage tank after passing through the APU processor. The air supply port of the front axle air storage tank is communicated with the air inlet of the first valve group. The air outlet of the intermediate axle air storage tank is respectively communicated with the second air inlet a and the second air inlet b. The air supply port of the rear axle air storage tank is communicated with the air inlet of the ASR solenoid valve. The air supply port of the parking air storage tank is communicated with the air inlet of the EPB controller, the air inlet of the first parking relay and the air inlet of the second parking relay.

[0023] On the other hand, the present invention provides a vehicle including the commercial vehicle braking redundancy system in any of the above solutions.

[0024] The beneficial effects of the present invention are as follows:

[0025] The present invention provides a commercial vehicle braking redundancy system and a vehicle. The commercial vehicle braking redundancy system includes a gas supply mechanism, an ADV controller, a main braking mechanism, and a redundant braking mechanism. The gas supply mechanism is used to generate and store gas. The main braking mechanism includes a main controller, a first valve group, a second valve group, a third valve group, a front axle braking assembly, an intermediate axle braking assembly, and a rear axle braking assembly. The main controller is communicatively connected to the ADV controller. The gas supply mechanism selectively supplies gas to the first valve group, the second valve group, and the third valve group. The first valve group selectively supplies gas to the front axle braking assembly to apply a braking force to the front axle. The second valve group selectively supplies gas to the intermediate axle braking assembly to apply a braking force to the intermediate axle. The third valve group selectively supplies gas to the rear axle braking assembly to apply a braking force to the rear axle. The main controller is respectively communicatively connected to the first valve group, the second valve group, and the third valve group to control the working states of the first valve group, the second valve group, and the third valve group. The redundant braking mechanism is respectively communicatively connected to the ADV controller and the main controller, and the redundant braking mechanism can control the working states of the front axle braking assembly, the intermediate axle braking assembly, and the rear axle braking assembly. When a vehicle equipped with the commercial vehicle braking redundancy system is traveling, if the ADV controller issues a braking command to the main control valve of the main braking mechanism at this time, the main control valve controls the first valve group, the second valve group, and the third valve group to switch the braking state, and then the front axle braking assembly, the intermediate axle braking assembly, and the rear axle braking assembly respectively apply braking forces to the front axle, the intermediate axle, and the rear axle to achieve vehicle braking. When the communication between the main controller and the ADV controller is interrupted, at this time, the redundant braking mechanism acts as a gateway to connect the main controller and the ADV controller, and then relevant information is transmitted and received, so as to ensure the normal operation of the commercial vehicle braking redundancy system. When the main controller fails, the redundant braking mechanism starts to work. The redundant braking mechanism receives the instructions of the vehicle's ADV controller and calculates the braking requirements of each axle according to the braking control commands of the ADV controller. The redundant braking mechanism can control the working states of the front axle braking assembly, the intermediate axle braking assembly, and the rear axle braking assembly to achieve the vehicle deceleration control function. In summary, the commercial vehicle braking redundancy system is provided with a braking redundancy function, which further improves the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of the gas circuit of the commercial vehicle braking redundancy system in the embodiment of the present invention;

[0027] Figure 2 It is a schematic diagram of the gas circuit of the first valve group of the commercial vehicle braking redundancy system in the embodiment of the present invention;

[0028] Figure 3 It is a schematic diagram of the gas circuit of the second valve group of the commercial vehicle braking redundancy system in the embodiment of the present invention;

[0029] Figure 4Schematic diagram of the air circuit of the third valve group of the commercial vehicle braking redundancy system in the embodiment of the present invention;

[0030] Figure 5 Schematic diagram of the air circuit of the EPB controller of the commercial vehicle braking redundancy system in the embodiment of the present invention.

[0031] In the figure:

[0032] 1. Air supply mechanism; 11. Air compressor; 12. APU processor; 13. Front axle air storage tank; 14. Intermediate axle air storage tank; 15. Rear axle air storage tank; 16. Parking air storage tank;

[0033] 2. ADV controller;

[0034] 31. Main controller; 32. First valve group; 321. First air inlet; 322. First air outlet; 323. First control port; 33. Second valve group; 331. Second air inlet a; 332. Second air outlet a; 333. Second control port a; 334. Second air inlet b; 335. Second air outlet b; 336. Second control port b; 34. Third valve group; 341. Third air inlet; 342. Third air outlet; 343. Third control port; 35. Front axle braking assembly; 351. First ABS solenoid valve; 352. Front axle wheel speed sensor; 353. Front axle brake; 361. First intermediate axle braking member; 3611. First intermediate axle brake; 3612. First intermediate axle speed sensor; 362. Second intermediate axle braking member; 37. Rear axle braking assembly; 371. Rear axle wheel speed sensor; 372. Rear axle brake;

[0035] 41. Backup redundancy module; 42. Redundant front axle wheel speed sensor; 43. Redundant intermediate axle speed sensor; 44. Redundant rear axle wheel speed sensor;

[0036] 51. ASR solenoid valve; 52. Second ABS solenoid valve;

[0037] 61. EPB controller; 611. First EPB switch valve; 612. Second EPB switch valve; 613. EPB relay valve; 62. First parking relay; 63. Second parking relay;

[0038] 71. First normally open valve; 72. First normally closed pressure increasing valve; 73. First normally closed pressure reducing valve; 74. First relay valve;

[0039] 81. Second normally open valve a; 82. Second normally closed pressure increasing valve a; 83. Second normally closed pressure reducing valve a; 84. Second relay valve a; 85. Second normally open valve b; 86. Second normally closed pressure increasing valve b; 87. Second normally closed pressure reducing valve b; 88. Second relay valve b;

[0040] 91. Third normally open valve; 92. Third normally closed pressure valve; 93. Third normally closed pressure reducing valve; 94. Third relay valve. Detailed implementation manner

[0041] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts shall fall within the protection scope of the present invention.

[0042] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions, and moreover, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the first feature has a lower horizontal height than the second feature.

[0043] In the description of the present invention, it should be noted that unless otherwise clearly specified and defined, the terms "installed", "connected" and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0044] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals indicate the same or similar elements or elements with the same or similar functions from beginning to end. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present invention and cannot be understood as a limitation to the present invention.

[0045] As Figures 1 to 4As shown in the figure, this embodiment provides a braking redundancy system for commercial vehicles. The braking redundancy system for commercial vehicles includes a gas supply mechanism 1, an ADV controller 2, a main braking mechanism, and a redundant braking mechanism. The gas supply mechanism 1 is used to generate and store gas. The main braking mechanism includes a main controller 31, a first valve group 32, a second valve group 33, a third valve group 34, a front axle braking assembly 35, an intermediate axle braking assembly, and a rear axle braking assembly 37. The main controller 31 is communicatively connected to the ADV controller 2. The gas supply mechanism 1 selectively supplies gas to the first valve group 32, the second valve group 33, and the third valve group 34. The first valve group 32 selectively supplies gas to the front axle braking assembly 35 to apply braking force to the front axle. The second valve group 33 selectively supplies gas to the intermediate axle braking assembly to apply braking force to the intermediate axle. The third valve group 34 selectively supplies gas to the rear axle braking assembly 37 to apply braking force to the rear axle. The main controller 31 is respectively communicatively connected to the first valve group 32, the second valve group 33, and the third valve group 34 to control the working states of the first valve group 32, the second valve group 33, and the third valve group 34. The redundant braking mechanism is respectively communicatively connected to the ADV controller 2 and the main controller 31, and the redundant braking mechanism can control the working states of the front axle braking assembly 35, the intermediate axle braking assembly, and the rear axle braking assembly 37. When a vehicle equipped with this braking redundancy system for commercial vehicles is traveling, if the ADV controller 2 issues a braking command to the main control valve of the main braking mechanism at this time, the main control valve controls the first valve group 32, the second valve group 33, and the third valve group 34 to switch the braking state, and then the front axle braking assembly 35, the intermediate axle braking assembly, and the rear axle braking assembly 37 respectively apply braking force to the front axle, the intermediate axle, and the rear axle to achieve vehicle braking. When the communication between the main controller 31 and the ADV controller 2 is interrupted, at this time, the redundant braking mechanism acts as a gateway to connect the main controller 31 and the ADV controller 2, and then relevant information is transmitted and received, so as to ensure the normal operation of the braking redundancy system for commercial vehicles. When the main controller 31 fails, the redundant braking mechanism starts to work. The redundant braking mechanism receives the instructions of the vehicle's ADV controller 2 and calculates the braking requirements of each axle according to the braking control commands of the ADV controller 2. The redundant braking mechanism can control the working states of the front axle braking assembly 35, the intermediate axle braking assembly, and the rear axle braking assembly 37 to achieve the vehicle deceleration control function. In summary, this braking redundancy system for commercial vehicles is provided with a braking redundancy function, which further improves the safety of vehicle driving.

[0046] Optionally, the ADV controller 2 and the main controller 31 are communicatively connected through a first CAN bus; the ADV controller 2 and the redundant braking mechanism are communicatively connected through a second CAN bus.

[0047] Optionally, the braking redundancy system for commercial vehicles further includes a main power supply and a redundant power supply. The main power supply supplies power to the ADV controller 2, thereby enabling the whole vehicle to be powered on. When the main power supply fails, the redundant power supply supplies power to the redundant braking mechanism.

[0048] Optionally, the air supply mechanism 1 selectively supplies air to the redundant braking mechanism, and the redundant braking mechanism selectively supplies air to the control air ports of the first valve group 32 and the second valve group 33 to control the operating states of the first valve group 32 and the second valve group 33. The redundant braking mechanism controls the air supply mechanism 1 to selectively supply air to the third valve group 34 to control the operating state of the third valve group 34. In this embodiment, the first valve group 32 and the second valve group 33 are actuated to the braking state by a pneumatic control signal. At the same time, the third valve group 34 is controlled to switch to the braking state by an electric control signal to achieve the vehicle deceleration control function.

[0049] Optionally, the first valve group 32 is a single-channel pressure control module. The first valve group 32 includes a first air inlet 321, a first air outlet 322, and a first control port 323. The first air inlet 321 is communicated with the air supply port of the air supply mechanism 1, and the first control port 323 is communicated with the air outlet of the redundant braking mechanism; the front axle braking assembly 35 includes a first ABS solenoid valve 351, a front axle wheel speed sensor 352, and a front axle brake 353. The first air outlet 322 is communicated with the air inlet of the first ABS solenoid valve 351, the air outlet of the first ABS solenoid valve 351 is communicated with the air inlet of the front axle brake 353, and the front axle brake 353 is used to apply the front axle braking force. The first ABS solenoid valve 351 is communicatively connected to the main controller 31, and the front axle wheel speed sensor 352 is communicatively connected to the first valve group 32. In this embodiment, there are two sets of the first ABS solenoid valve 351, the front axle wheel speed sensor 352, and the front axle brake 353, respectively corresponding to the two front gear rings of the front axle.

[0050] Optionally, the front axle brake 353 is a brake spring cylinder.

[0051] For the specific structure of the first valve group 32, optionally, the first valve group 32 includes a first normally open valve 71, a first normally closed pressure increasing valve 72, a first normally closed pressure reducing valve 73, and a first relay valve 74. The air inlet of the first relay valve 74 is communicated with the air supply port of the air supply mechanism 1, and the air outlet of the first relay valve is communicated with the air inlet of the front axle braking assembly 35. The air inlet of the first normally closed pressure increasing valve 72 is communicated with the pipeline between the first relay valve 74 and the air supply mechanism 1, and the air outlet of the first normally closed pressure increasing valve 72 is communicated with the control port of the first relay valve 74. The air inlet of the first normally closed pressure reducing valve 73 is communicated with the pipeline between the first normally closed pressure increasing valve 72 and the first relay valve 74. The air inlet of the first normally open valve 71 is communicated with the air supply port of the redundant braking mechanism, and the air outlet of the first normally open valve 71 is communicated with the control port of the first relay valve 74. Among them, the air inlet of the first relay valve is the first air inlet 321, the air outlet of the first relay valve is the first air outlet 322, and the air inlet of the first normally open valve 71 is the first control port 323. The main controller 31 can control the working states of the first normally open valve 71, the first normally closed pressure increasing valve 72, and the first normally closed pressure reducing valve 73, thereby realizing the electric control of the first valve group 32. When the first valve group 32 is powered off, the first control port 323 intakes air, thereby realizing the pneumatic control of the first valve group 32.

[0052] Optionally, the second valve group 33 is a dual-channel pressure control module, including a second air inlet a 331, a second air outlet a 332, a second control port a 333, a second air inlet b 334, a second air outlet b 335, and a second control port b 336. Both the second air inlet a 331 and the second air inlet b 334 are communicated with the air supply port of the air supply mechanism 1, and both the second control port a 333 and the second control port b 336 are communicated with the air outlet of the redundant braking mechanism. The intermediate axle braking assembly includes a first intermediate axle braking member 361 and a second intermediate axle braking member 362. The first intermediate axle braking member 361 includes a first intermediate axle brake 3611 and a first intermediate axle speed sensor 3612. The air inlet of the first intermediate axle brake 3611 is communicated with the second air outlet a 332, and the first intermediate axle speed sensor 3612 is communicatively connected with the second valve group 33. The second intermediate axle braking member 362 includes a second intermediate axle brake, and the air inlet of the second intermediate axle brake is communicated with the second air outlet b 335. In this embodiment, two sets of the first intermediate axle braking members 361 are provided, which are respectively opposite to the two tooth rings of the first intermediate axle, and two sets of the second intermediate axle braking members 362 are provided, which are respectively opposite to the two tooth rings of the second intermediate axle.

[0053] Optionally, after the second air inlet a 331 and the second air inlet b 334 are combined, they are communicated with the air supply port of the air supply mechanism 1.

[0054] After the second control port a 333 and the second control port b 336 are combined, they are communicated with the air outlet of the redundant braking mechanism.

[0055] Optionally, both the first intermediate shaft brake 3611 and the second intermediate shaft brake are brake spring cylinders.

[0056] For the specific structure of the second valve group 33, optionally, the second valve group 33 includes a second normally open valve a81, a second normally closed pressure valve a82, a second normally closed pressure reducing valve a83, a second relay valve a84, a second normally open valve b85, a second normally closed pressure valve b86, a second normally closed pressure reducing valve b87, and a second relay valve b88. The air inlet of the second relay valve a84 is communicated with the air supply port of the air supply mechanism 1. The air outlet of the second relay a is communicated with the air inlet of the first intermediate shaft brake 3611. The air inlet of the second normally closed pressure valve a82 is communicated with the pipeline between the second relay valve a84 and the air supply mechanism 1. The air outlet of the second normally closed pressure valve a82 is communicated with the control port of the second relay valve a84. The air inlet of the second normally closed pressure reducing valve is communicated with the pipeline between the second normally closed pressure valve a82 and the second relay valve a84. The air inlet of the second normally open valve a81 is communicated with the air supply port of the redundant braking mechanism. The air outlet of the second normally open valve a81 is communicated with the control port of the second relay valve a84;

[0057] The air inlet of the second relay valve b88 is communicated with the air supply port of the air supply mechanism 1. The air outlet of the second relay b is communicated with the air inlet of the first intermediate shaft brake assembly. The air inlet of the second normally closed pressure valve b86 is communicated with the pipeline between the second relay valve b88 and the air supply mechanism 1. The air outlet of the second normally closed pressure valve b86 is communicated with the control port of the second relay valve b88. The air inlet of the second normally closed pressure reducing valve is communicated with the pipeline between the second normally closed pressure valve b86 and the second relay valve b88. The air inlet of the second normally open valve b85 is communicated with the air supply port of the redundant braking mechanism. The air outlet of the second normally open valve b85 is communicated with the control port of the second relay valve b88;

[0058] Wherein, the air inlet of the second relay valve a84 is the second air inlet a331, and the air inlet of the second relay valve b88 is the second air inlet b334; the air outlet of the second relay valve a84 is the second air outlet a332, and the air outlet of the second relay valve b88 is the second air outlet b335; the air inlet of the second normally open valve a81 is the second control port a333, and the air inlet of the second normally open valve b85 is the second control port b336.

[0059] The main controller 31 can control the working states of the second normally open valve a81, the second normally closed pressure valve a82, the second normally closed pressure reducing valve a83, the second normally open valve b85, the second normally closed pressure valve b86, and the second normally closed pressure reducing valve b87. Thus, the electric control of the second valve group 33 is realized. When the second valve group 33 is powered off, the second control port a333 and the second control port b336 intake air, thereby realizing the pneumatic control of the second valve group 33.

[0060] Optionally, the third valve group 34 is a single-channel pressure control module, including a third air inlet 341, a third air outlet 342, and a third control port 343. The third air inlet 341 is communicated with the air supply port of the air supply mechanism 1, and the redundant braking mechanism controls the selective communication between the third control port 343 and the air supply port of the air supply mechanism 1; the rear axle braking assembly 37 includes a rear axle wheel speed sensor 371 and a rear axle brake 372. The third air outlet 342 is communicated with the air inlet of the rear axle brake 372, and the rear axle brake 372 is used to apply the rear axle braking force. The rear axle wheel speed sensor 371 is communicatively connected to the third valve group 34. In this embodiment, there are two sets of the rear axle wheel speed sensor 371 and the rear axle brake 372, respectively corresponding to the two rear gear rings of the rear axle.

[0061] Optionally, the rear axle brake 372 is a brake spring cylinder.

[0062] Regarding the specific structure of the third valve group 34, optionally, the third valve group 34 includes a third normally open valve 91, a third normally closed pressure increasing valve 92, a third normally closed pressure reducing valve 93, and a third relay valve 94. The air inlet of the third relay valve 94 is communicated with the air supply port of the air supply mechanism 1, the air outlet of the third relay valve is communicated with the air inlet of the rear axle braking assembly 37, the air inlet of the third normally closed pressure increasing valve 92 is communicated with the pipeline between the third relay valve 94 and the air supply mechanism 1, the air outlet of the third normally closed pressure increasing valve 92 is communicated with the control port of the third relay valve 94, the air inlet of the third normally closed pressure reducing valve 93 is communicated with the pipeline between the third normally closed pressure increasing valve 92 and the third relay valve 94, the air inlet of the third normally open valve 91 is communicated with the air supply port of the redundant braking mechanism, and the air outlet of the third normally open valve 91 is communicated with the control port of the third relay valve 94; the main controller 31 can control the working states of the third normally open valve 91, the third normally closed pressure increasing valve 92, and the third normally closed pressure reducing valve 93. Among them, the air inlet of the third relay valve is the third air inlet 341, the air outlet of the third relay valve is the third air outlet 342, and the air inlet of the third normally open valve 91 is the third control port 343. The main controller 31 can control the working states of the third normally open valve 91, the third normally closed pressure increasing valve 92, and the third normally closed pressure reducing valve 93. Thus, the electric control of the third valve group 34 is realized. When the third valve group 34 is powered off, the third control port 343 admits air, and thus the pneumatic control of the third valve group 34 is realized.

[0063] Optionally, the commercial vehicle braking redundancy system further includes an ASR solenoid valve 51 and a second ABS solenoid valve 52. The air supply port of the air supply mechanism 1 is communicated with the air inlet of the ASR solenoid valve 51. The air outlet of the ASR solenoid valve 51 is communicated with the air inlet of the second ABS solenoid valve 52. The air outlet of the second ABS solenoid valve 52 is communicated with the third control port 343. The redundant braking mechanism includes a backup redundancy module 41, and the backup redundancy module 41 is communicatively connected to the main controller 31, the ASR solenoid valve 51, and the second ABS solenoid valve 52. In this embodiment, the backup redundancy module 41 can issue a connection command to the ASR solenoid valve 51 and the second ABS solenoid valve 52. Then, after the gas of the air supply mechanism 1 passes through the ASR solenoid valve 51 and the second ABS solenoid valve 52 in sequence, it enters the third control port of the third valve group 34, thereby realizing the braking of the rear axle by the rear axle brake 372, so as to realize the electronic control of the third valve group 34 by the backup redundancy module 41.

[0064] Optionally, the redundant braking mechanism further includes a redundant front axle wheel speed sensor 42, a redundant intermediate axle speed sensor 43, and a redundant rear axle wheel speed sensor 44. The redundant front axle wheel speed sensor 42 is used to monitor the rotational speed of the front axle. The redundant intermediate axle speed sensor 43 is used to monitor the rotational speed of the second intermediate axle. The redundant rear axle wheel speed sensor 44 is used to monitor the rotational speed of the rear axle. The redundant front axle wheel speed sensor 42, the redundant intermediate axle speed sensor 43, and the redundant rear axle wheel speed sensor 44 are all communicatively connected to the backup redundancy module 41. In this embodiment, when one or more of the front axle wheel speed sensor 352, the intermediate axle speed sensor, and the rear axle wheel speed sensor 371 fail, the redundant front axle wheel speed sensor 42, the redundant intermediate axle speed sensor 43, and the redundant rear axle wheel speed sensor 44 can be used as substitutes.

[0065] Optionally, the commercial vehicle braking redundancy system further includes an EPB mechanism. The EPB mechanism includes an EPB controller 61, a first parking relay 62, and a second parking relay 63. The EPB controller 61 is communicatively connected to the ADV controller 2. The air inlet of the EPB controller 61 is in communication with the air supply port of the air supply mechanism 1. The air outlet of the EPB controller 61 is respectively in communication with the control ports of the first parking relay 62 and the second parking relay 63. The air inlets of the first parking relay 62 and the second parking relay 63 are both in communication with the air supply port of the air supply mechanism 1. The air outlet of the first parking relay 62 is respectively in communication with the front axle brake 353 and the first intermediate axle brake 3611. The air outlet of the second parking relay 63 is respectively in communication with the rear axle brake 372 and the second intermediate axle brake. In this embodiment, when the main controller 31 fails and the backup redundancy module 41 also fails, the ADV controller 2 switches to the emergency braking state and controls the EPB mechanism to perform parking and release braking, that is, the EPB controller 61 controls the valve cores of the first parking relay 62 and the second parking relay 63 to move, and then synchronously controls the on-off of the first parking relay 62 and the second parking relay 63 to achieve parking and release braking. For the specific structure of the EPB controller 61, optionally, the EPB controller 61 includes a first EPB switching valve 611, a second EPB switching valve 612, and an EPB relay valve 613. The first EPB switching valve 611 and the second EPB switching valve 612 are connected in series in sequence. The air inlet of the first EPB switching valve 611 is in communication with the air supply port of the air supply mechanism 1. The control port of the EPB relay valve 613 is in communication with the pipeline between the first EPB switching valve 611 and the second EPB switching valve 612. The air inlet of the EPB relay valve 613 is in communication with the air supply port of the air supply mechanism 1. The air outlet of the EPB relay valve 613 is respectively in communication with the control ports of the first parking relay 62 and the second parking relay 63. By controlling the on-off of the first EPB switching valve 611 and the second EPB switching valve 612, the on-off of the EPB relay valve 613 is controlled.

[0066] When the ADV controller 2 fails, or both the first CAN bus and the second CAN bus fail, the backup redundancy module 41 enters the automatic parking state.

[0067] Optionally, the air supply mechanism 1 includes an air compressor 11, an APU processor 12, a front axle air storage tank 13, an intermediate axle air storage tank 14, a rear axle air storage tank 15, and a parking air storage tank 16. After the compressed air produced by the air compressor 11 passes through the APU processor 12, it enters the front axle air storage tank 13, the intermediate axle air storage tank 14, the rear axle air storage tank 15, and the parking air storage tank 16. The air supply port of the front axle air storage tank 13 is communicated with the air inlet of the first valve group 32. The air outlet of the intermediate axle air storage tank 14 is respectively communicated with the second air inlet a331 and the second air inlet b334. The air supply port of the rear axle air storage tank 15 is communicated with the air inlet of the ASR solenoid valve 51. The air supply port of the parking air storage tank 16 is communicated with the air inlet of the EPB controller 61, the air inlet of the first parking relay 62, and the air inlet of the second parking relay 63. In this embodiment, the APU processor 12 can ensure the dryness and cleanliness of the air inside the braking system and keep it in the best working state. Different braking devices are configured with different air storage tanks to ensure that each braking device can reach the rated working pressure, so as to provide a stable and reliable braking effect.

[0068] This embodiment also provides a vehicle, including the commercial vehicle braking redundancy system in the above solution.

[0069] Obviously, the above embodiments of the present invention are merely examples for clearly explaining the present invention, rather than limiting the embodiments of the present invention. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to enumerate all the embodiments here. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. A braking redundancy system for commercial vehicles, characterized in that Comprising: A gas supply mechanism (1) for generating and storing gas; An ADV controller (2); A main braking mechanism, including a main controller (31), a first valve group (32), a second valve group (33), a third valve group (34), a front axle braking assembly (35), an intermediate axle braking assembly, and a rear axle braking assembly (37). The main controller (31) is communicatively connected to the ADV controller (2). The gas supply mechanism (1) selectively supplies gas to the first valve group (32), the second valve group (33), and the third valve group (34). The first valve group (32) selectively supplies gas to the front axle braking assembly (35) to apply braking force to the front axle. The second valve group (33) selectively supplies gas to the intermediate axle braking assembly to apply braking force to the intermediate axle. The third valve group (34) selectively supplies gas to the rear axle braking assembly (37) to apply braking force to the rear axle. The main controller (31) is communicatively connected to the first valve group (32), the second valve group (33), and the third valve group (34) respectively to control the working states of the first valve group (32), the second valve group (33), and the third valve group (34); A redundant braking mechanism, communicatively connected to the ADV controller (2) and the main controller (31) respectively, and the redundant braking mechanism can control the working states of the front axle braking assembly (35), the intermediate axle braking assembly, and the rear axle braking assembly (37).

2. The commercial vehicle braking redundancy system according to claim 1, characterized in that The gas supply mechanism (1) selectively supplies gas to the redundant braking mechanism, and the redundant braking mechanism selectively supplies gas to the control air ports of the first valve group (32) and the second valve group (33) to control the working states of the first valve group (32) and the second valve group (33). The redundant braking mechanism controls the gas supply mechanism (1) to selectively supply gas to the third valve group (34) to control the working state of the third valve group (34).

3. The commercial vehicle braking redundancy system according to claim 2, characterized in that, The first valve group (32) is a single-channel pressure control module, including a first air inlet (321), a first air outlet (322), and a first control port (323). The first air inlet (321) is communicated with the air supply port of the gas supply mechanism (1), and the first control port (323) is communicated with the air outlet of the redundant braking mechanism; The front axle braking assembly (35) includes a first ABS solenoid valve (351), a front axle wheel speed sensor (352), and a front axle brake (353). The first air outlet (322) is communicated with the air inlet of the first ABS solenoid valve (351). The air outlet of the first ABS solenoid valve (351) is communicated with the air inlet of the front axle brake (353). The front axle brake (353) is used to apply front axle braking force. The first ABS solenoid valve (351) is communicatively connected to the main controller (31), and the front axle wheel speed sensor (352) is communicatively connected to the first valve group (32).

4. The commercial vehicle braking redundancy system according to claim 3, wherein, The second valve group (33) is a dual-channel pressure control module, including a second air inlet a (331), a second air outlet a (332), a second control port a (333), a second air inlet b (334), a second air outlet b (335), and a second control port b (336). The second air inlet a (331) and the second air inlet b (334) are both connected to the air supply port of the air supply mechanism (1). The second control port a (333) and the second control port b (336) are both connected to the air outlet of the redundant braking mechanism; The intermediate shaft braking assembly includes a first intermediate shaft braking member (361) and a second intermediate shaft braking member (362). The first intermediate shaft braking member (361) includes a first intermediate shaft brake (3611) and a first intermediate shaft speed sensor (3612). The air inlet of the first intermediate shaft brake (3611) is connected to the second air outlet a (332). The first intermediate shaft speed sensor (3612) is communicatively connected to the second valve group (33). The second intermediate shaft braking member (362) includes a second intermediate shaft brake, and the air inlet of the second intermediate shaft brake is connected to the second air outlet b (335).

5. The commercial vehicle braking redundancy system according to claim 4, characterized in that, The third valve group (34) is a single-channel pressure control module, including a third air inlet (341), a third air outlet (342), and a third control port (343). The third air inlet (341) is connected to the air supply port of the air supply mechanism (1). The redundant braking mechanism controls the selective connection of the third control port (343) to the air supply port of the air supply mechanism (1); The rear axle braking assembly (37) includes a rear axle wheel speed sensor (371) and a rear axle brake (372). The third air outlet (342) is connected to the air inlet of the rear axle brake (372). The rear axle brake (372) is used to apply a rear axle braking force. The rear axle wheel speed sensor (371) is communicatively connected to the third valve group (34).

6. The commercial vehicle braking redundancy system according to claim 5, wherein, It further includes an ASR solenoid valve (51) and a second ABS solenoid valve (52). The air supply port of the air supply mechanism (1) is connected to the air inlet of the ASR solenoid valve (51). The air outlet of the ASR solenoid valve (51) is connected to the air inlet of the second ABS solenoid valve (52). The air outlet of the second ABS solenoid valve (52) is connected to the third control port (343); The redundant braking mechanism includes a backup redundancy module (41), and the backup redundancy module (41) is communicatively connected to the main controller (31), the ASR solenoid valve (51), and the second ABS solenoid valve (52).

7. The commercial vehicle braking redundancy system according to claim 6, wherein The redundant braking mechanism further includes a redundant front axle wheel speed sensor (42), a redundant intermediate axle speed sensor (43), and a redundant rear axle wheel speed sensor (44). The redundant front axle wheel speed sensor (42) is used to monitor the rotation speed of the front axle. The redundant intermediate axle speed sensor (43) is used to monitor the rotation speed of the second intermediate axle. The redundant rear axle wheel speed sensor (44) is used to monitor the rotation speed of the rear axle. The redundant front axle wheel speed sensor (42), the redundant intermediate axle speed sensor (43), and the redundant rear axle wheel speed sensor (44) are all communicatively connected to the backup redundant module (41).

8. The commercial vehicle braking redundancy system according to claim 6, characterized in that, It further includes an EPB mechanism, including an EPB controller (61), a first parking relay actuator (62), and a second parking relay actuator (63). The EPB controller (61) is communicatively connected to the ADV controller (2). The air inlet of the EPB controller (61) is communicated with the air supply port of the air supply mechanism (1). The air outlet of the EPB controller (61) is respectively communicated with the control ports of the first parking relay actuator (62) and the second parking relay actuator (63). The air inlets of the first parking relay actuator (62) and the second parking relay actuator (63) are both communicated with the air supply port of the air supply mechanism (1). The air outlet of the first parking relay actuator (62) is respectively communicated with the front axle brake (353) and the first intermediate axle brake (3611). The air outlet of the second parking relay actuator (63) is respectively communicated with the rear axle brake (372) and the second intermediate axle brake.

9. The commercial vehicle braking redundancy system according to claim 8, wherein, The air supply mechanism (1) includes an air compressor (11), an APU processor (12), a front axle air storage tank (13), an intermediate axle air storage tank (14), a rear axle air storage tank (15), and a parking air storage tank (16). The compressed air produced by the air compressor (11) enters the front axle air storage tank (13), the intermediate axle air storage tank (14), the rear axle air storage tank (15), and the parking air storage tank (16) after passing through the APU processor (12). The air supply port of the front axle air storage tank (13) is communicated with the air inlet of the first valve group (32). The air outlet of the intermediate axle air storage tank (14) is respectively communicated with the second air inlet a (331) and the second air inlet b (334). The air supply port of the rear axle air storage tank (15) is communicated with the air inlet of the ASR solenoid valve (51). The air supply port of the parking air storage tank (16) is communicated with the air inlet of the EPB controller (61), the air inlet of the first parking relay actuator (62), and the air inlet of the second parking relay actuator (63).

10. A vehicle, characterized in that, It includes a commercial vehicle braking redundancy system according to any one of claims 1-9.

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