Brake mechanism of unmanned vehicle and unmanned vehicle

Abstract

The utility model provides a braking mechanism of an unmanned vehicle and the unmanned vehicle. The braking mechanism comprises a retarder, an exhaust regulating valve and an electric control braking system EBS. The retarder is installed on a chassis of the unmanned vehicle, and under the condition that the unmanned vehicle needs to be braked currently, a gear control mechanism used for driving the retarder is arranged at a corresponding gear to generate first braking force; the exhaust regulating valve is mounted at the engine exhaust pipe and is used for driving the exhaust regulating valve to close the engine exhaust pipe and generate second braking force under the condition that the first braking force does not meet the braking force required by current braking; and the EBS is used for braking under the condition that both the first braking force and the second braking force cannot meet the required braking force. The braking mechanism is more reasonable and effective in arrangement, the braking requirement of the vehicle can be met in time, and the vehicle running safety is improved.

Description

Technical Field

[0001] The present disclosure relates to the field of unmanned driving technology, and in particular to a braking mechanism of an unmanned vehicle and the unmanned vehicle. Background Art

[0002] In daily driving, vehicles need to brake frequently, such as passing through intersections, turning, and encountering red lights. A reliable braking system is the basis for safe driving of vehicles. Especially in emergency situations, the braking system plays a vital role, which can control the vehicle to stop in time to avoid accidents. For unmanned vehicles with larger tonnage, such as unmanned mining vehicles, due to the high speed, large mass, and difficulty in controlling the driving state of the vehicle, the requirements for the braking system of the unmanned vehicle are higher.

[0003] In the related art, the braking device mechanisms installed for larger unmanned vehicles are of a single type. In an emergency, the single type of braking mechanism cannot meet the braking demand in time, posing a greater safety hazard to vehicle driving. Utility Model Content

[0004] The embodiments of the present disclosure provide a braking mechanism for an unmanned vehicle and an unmanned vehicle, so as to solve the problem in the related art that a single type of braking mechanism cannot meet the braking demand of the vehicle in a timely manner.

[0005] Based on the above problems, in a first aspect, a braking mechanism of an unmanned vehicle is provided, comprising: a retarder, an exhaust regulating valve, and an electronically controlled braking system EBS;

[0006] The retarder is installed on the chassis of the unmanned vehicle. When the unmanned vehicle currently needs to brake, the gear control mechanism for driving the retarder is set to the corresponding gear to generate a first braking force;

[0007] The exhaust regulating valve is installed at the exhaust pipe of the engine, and is used to drive the exhaust regulating valve to close the exhaust pipe of the engine to generate a second braking force when the first braking force does not meet the braking force required for the current braking;

[0008] The EBS is used for braking when both the first braking force and the second braking force cannot meet the required braking force.

[0009] In combination with the first aspect, in a possible implementation, the retarder is used to drive the gear control mechanism of the retarder to set the initial gear to the gear corresponding to the current vehicle speed when the unmanned vehicle currently needs to brake and the current vehicle speed reaches a preset speed threshold; and drive the gear control mechanism of the retarder to adjust the initial gear to generate the first braking force.

[0010] In combination with the first aspect, in a possible implementation, the exhaust regulating valve is used to drive the exhaust regulating valve to close the engine exhaust pipe to generate a second braking force when the gear position of the retarder has reached the highest gear, the first braking force does not meet the required braking force, and the current engine speed reaches a preset speed threshold.

[0011] In combination with the first aspect, in a possible implementation, the retarder is also used to drive the retarder to reduce the first braking force by adjusting the gear position of the gear control mechanism when the braking force jointly generated by the first braking force and the second braking force exceeds the required braking force.

[0012] In combination with the first aspect, in a possible implementation manner, the exhaust regulating valve is further used to drive the exhaust regulating valve to close the engine exhaust pipe to generate a third braking force when the unmanned vehicle currently needs to brake, the current vehicle speed does not reach a preset speed threshold, and the current engine speed reaches a preset speed threshold;

[0013] The EBS is further configured to perform braking when the third braking force cannot satisfy the required braking force.

[0014] In combination with the first aspect, in a possible implementation manner, the EBS is further used to perform braking when the first braking force does not meet the required braking force and the current engine speed does not reach a preset speed threshold.

[0015] In combination with the first aspect, in a possible implementation, the EBS is also used to brake when the unmanned vehicle currently needs to brake, the current vehicle speed does not reach a preset speed threshold, and the current engine speed does not reach a preset speed threshold.

[0016] In combination with the first aspect, in a possible implementation manner, the retarder includes: a working chamber, a liquid storage tank, and a control valve; the working chamber includes a stator and a rotor, the rotor is connected to the transmission shaft of the unmanned vehicle through a hollow shaft, and rotates with the transmission shaft; the working chamber is connected to the liquid storage tank; the liquid storage tank is connected to the control valve connected to the gas tank;

[0017] When the unmanned vehicle currently needs to brake and the current vehicle speed reaches a preset speed threshold, the retarder is used to drive the gear control mechanism of the retarder to be set to a corresponding gear, so that the control valve obtains a corresponding opening, and the gas in the gas tank corresponding to the opening is pumped into the liquid storage tank, and the working fluid in the liquid storage tank is pumped into the working chamber to generate a first braking force through the rotation of the rotor.

[0018] In combination with the first aspect, in a possible implementation manner, the exhaust regulating valve includes: a valve body, a rotating shaft, a valve plate and a power mechanism; the valve plate is fixed in a cavity of the valve body through the rotating shaft; the valve plate is connected to the power mechanism through the rotating shaft;

[0019] When the first braking force does not meet the required braking force and the current engine speed reaches a preset speed threshold, the exhaust regulating valve is used to drive the power mechanism to push the valve plate to rotate around the rotating shaft through the rotating shaft to close the engine exhaust pipe and generate a second braking force.

[0020] In a second aspect, an unmanned vehicle is provided, comprising a braking mechanism as described in the first aspect, or in combination with any possible implementation of the first aspect.

[0021] The beneficial effects of the embodiments of the present disclosure include:

[0022] The braking mechanism of an unmanned vehicle and the unmanned vehicle provided by the embodiment of the present disclosure include: a retarder, an exhaust regulating valve, and an electronically controlled braking system (EBS); the retarder is installed on the chassis of the unmanned vehicle, and when the unmanned vehicle currently needs to brake, the gear control mechanism for driving the retarder is set at the corresponding gear to generate a first braking force; the exhaust regulating valve is installed at the exhaust pipe of the engine, and when the first braking force does not meet the braking force required for the current braking, the exhaust regulating valve is used to close the exhaust pipe of the engine to generate a second braking force; the EBS is used to brake when both the first braking force and the second braking force cannot meet the required braking force. The braking mechanism provided by the embodiment of the present disclosure includes: three different types of retarder, exhaust regulating valve, and EBS, and the three braking mechanisms cooperate with each other. First, the retarder responds to the braking demand and provides the first braking force. When the first braking force cannot meet the currently required braking force, the exhaust regulating valve is driven to generate the second braking force. When both the first braking force and the second braking force cannot meet the currently required braking force, the EBS is finally used for braking. The three braking mechanisms cooperate with each other and adopt different technologies for coordinated braking. Compared with the related technology that only adopts a single braking mechanism, the braking mechanism setting is more reasonable and effective, which can meet the braking needs of the vehicle in time and improve the safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 A schematic top view of an unmanned vehicle equipped with a braking mechanism provided by an embodiment of the present disclosure;

[0024] Figure 2 A schematic diagram of the structure of a retarder provided in an embodiment of the present disclosure;

[0025] Figure 3 A schematic diagram of the exhaust control valve structure provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0026] The embodiments of the present disclosure provide a brake mechanism for an unmanned vehicle and an unmanned vehicle. The preferred embodiments of the present disclosure are described below in conjunction with the drawings of the specification. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present disclosure, and are not used to limit the present disclosure. In addition, the embodiments in the present application and the features in the embodiments can be combined with each other if there is no conflict.

[0027] The present disclosure provides a braking mechanism for an unmanned vehicle, such as Figure 1 As shown, it includes: a retarder 101, an exhaust regulating valve 102, and an electronic brake system (EBS);

[0028] The retarder 101 is installed on the chassis 103 of the unmanned vehicle. When the unmanned vehicle currently needs to brake, the gear control mechanism for driving the retarder 101 is set to the corresponding gear to generate a first braking force;

[0029] The exhaust regulating valve 102 is installed at the exhaust pipe of the engine, and is used to drive the exhaust regulating valve to close the exhaust pipe of the engine to generate a second braking force when the first braking force does not meet the braking force required for the current braking;

[0030] The EBS is used for braking when both the first braking force and the second braking force cannot meet the required braking force.

[0031] In the disclosed embodiment, a plurality of different types of brake mechanisms are provided to achieve braking by cooperating with each other. According to the different braking principles of the various brake mechanisms, the installation positions of the various different types of brake mechanisms in the unmanned vehicle are also different.

[0032] Figure 1 A schematic diagram of a top view of an unmanned vehicle provided in an embodiment of the present disclosure, such as Figure 1 As shown, the retarder 101 can be installed on the chassis 103 of the unmanned vehicle, for example, it can be arranged in front of or behind the transmission. A gear control mechanism (the installation position is not limited and not shown in the figure) for controlling the gear position of the retarder 101 can also be provided, and the retarder 101 can be started or closed by the gear control mechanism, and the gear position of the retarder 101 can be adjusted. The first braking force corresponding to different gear positions is different, and usually the higher the gear position, the greater the first braking force generated. The retarder 101 provided in the embodiment of the present disclosure can be implemented as various types of retarders, for example: engine retarder, hydraulic retarder, electric turbine retarder, motor retarder and aerodynamic retarder, etc., which are not limited here.

[0033] Continue to refer to Figure 1The exhaust regulating valve 102 can be installed at the exhaust pipe of the engine, for example, between the exhaust manifold and the muffler, and works by closing the exhaust brake valve between the exhaust manifold and the muffler. In the case where the engine of the unmanned vehicle is installed in the front of the vehicle, the exhaust regulating valve 102 can be installed at Figure 1 The EBS is not shown in the figure because its installation location is scattered. It can be installed according to the existing installation method.

[0034] In the disclosed embodiment, if there is a need for braking, not only are the above three different braking mechanisms provided for braking, but the above three different braking mechanisms will not be turned on at the same time, but will be turned on in a certain priority order. Since EBS braking will cause mechanical wear of the brake parts (brake shoes, brake pads, etc.), and the retarder 101 will not cause wear of the service brake mechanical parts during braking, the heat generated by the working fluid is easy to conduct and dissipate, which is particularly suitable for empty and heavy load long downhill scenes, and will not cause brake failure due to long-term braking. Therefore, retarder 101 braking is the preferred braking method among multiple braking methods; exhaust braking is to achieve the purpose of deceleration by continuously consuming the kinetic energy of the vehicle during driving. Similar to retarder braking, it can also reduce the use of service brakes and reduce the wear of service brake mechanical parts. Therefore, it can be used as the second option for service brakes. When the braking force generated by the combined braking of the previous two types of braking cannot meet the current braking demand, EBS braking is turned on.

[0035] During implementation, the retarder 101 can be turned on first to generate the first braking force. When the first braking force does not meet the current braking demand, the exhaust regulating valve is driven to close the engine exhaust pipe to generate the second braking force. Finally, when the combined braking of the first braking force and the second braking force still cannot meet the current braking demand, the EBS can be used for braking. It can be seen that setting the priority of EBS opening to the lowest reduces the mechanical wear of the brake parts and prolongs the life of the vehicle. In addition, different types of braking mechanisms will not be blindly turned on at the same time when the braking demand is generated (which may cause danger due to excessive braking force or cause unnecessary energy waste). Instead, during the braking process, different braking mechanisms are used to intervene in braking at different times according to the current braking effect, which is more scientific and reasonable, avoids the danger caused by the sudden increase of braking force, and can intervene in different braking mechanisms according to the braking demand sequence, adjust the braking force in real time, and can meet the braking demand of the vehicle in time, thereby improving the safety of vehicle driving.

[0036] In another embodiment provided by the present disclosure, Figure 1As shown, the retarder 101 is used to drive the gear control mechanism of the retarder 101 to set the initial gear to the gear corresponding to the current vehicle speed when the unmanned vehicle currently needs to brake and the current vehicle speed reaches a preset speed threshold; and drive the gear control mechanism of the retarder 101 to adjust the initial gear to generate a first braking force.

[0037] In the disclosed embodiment, in order to maximize the braking effect of the retarder 101 and obtain a better braking effect, certain conditions can be set for the intervention of the retarder 101, that is, a preset speed threshold can be set. When the speed of the unmanned vehicle reaches the preset speed threshold, the retarder 101 can be preferentially involved in braking. In order to be able to intervene in time, the retarder 101 can determine the initial gear according to the current vehicle speed. During implementation, a feedforward compensation table can be pre-set, and different openings of the retarder 101 corresponding to different vehicle speeds, that is, different gears, can be calibrated in the feedforward compensation table to ensure that the retarder 101 can quickly obtain the initial opening according to the current vehicle speed and quickly intervene in braking. However, the initial gear is only a preset empirical value in the early stage, and often cannot meet the current braking demand in different scenarios (for example: different slopes of the current road, different air resistances generated by the current weather, etc.). Therefore, the initial gear can be further adjusted according to the braking demand to generate the first braking force.

[0038] Furthermore, the unmanned vehicle can monitor the driving state of the vehicle through the vehicle controller (VCU, Vehicle Control Unit). The retarder 101 can obtain the current vehicle speed through the VCU, and intervene in braking when the current vehicle speed reaches a preset speed threshold. While the retarder 101 continues to further adjust the initial gear according to the braking demand, it can determine the difference between the target acceleration and the current acceleration according to the target speed corresponding to this braking, and perform feedback compensation on the braking force required for the current braking to obtain the target gear after adjusting the initial gear, and drive it to be set at the target gear to generate the first braking force.

[0039] Further, the gear of the retarder 101 may include a switch gear, a constant speed gear and at least one brake gear. The switch gear may be used to open or close the retarder 101. The constant speed gear may be used to control the unmanned vehicle at a specified speed so that the unmanned vehicle maintains the specified speed for driving. The brake gear may have at least one gear, and generally the higher the gear, the greater the braking force generated.

[0040] In another embodiment provided by the present disclosure, Figure 1 As shown, the exhaust regulating valve 102 is used to drive the exhaust regulating valve to close the engine exhaust pipe and generate a second braking force when the gear position of the retarder 101 has reached the highest gear position, the first braking force does not meet the required braking force, and the current engine speed reaches a preset speed threshold.

[0041] In this embodiment, during the first start-up braking process, the retarder 101 may still be unable to meet the currently required braking force even when it has reached the highest gear (i.e., the opening reaches the maximum, generating the highest braking force). At this time, it is possible to consider starting the exhaust brake (i.e., driving the exhaust regulating valve 102 to close the engine exhaust pipe). In order to maximize the role of the exhaust brake and achieve a better braking effect, certain conditions can be set for the intervention of the exhaust brake, i.e., a preset speed threshold can be set. When the current engine speed reaches the preset speed threshold, the exhaust regulating valve 102 can intervene in the braking.

[0042] During implementation, the current engine speed can be obtained through the VCU to determine whether to start the exhaust regulating valve 102 to intervene in the brake. In addition, the braking force of the exhaust brake can also be obtained by a pre-calibration method.

[0043] In another embodiment provided by the present disclosure, Figure 1 As shown, the retarder 101 is also used to drive the retarder 101 to reduce the first braking force by adjusting the gear position of the gear control mechanism when the braking force generated by the first braking force and the second braking force exceeds the required braking force.

[0044] As mentioned above, exhaust braking will only be activated when the retarder 101 reaches the maximum gear and still cannot meet the current braking demand. The size of the second braking force generated by the exhaust braking cannot be adjusted, so the braking force generated by the first braking force and the second braking force may exceed the required braking force. At this time, the first braking force can be adjusted, for example: lowering the gear of the gear control mechanism to reduce the first braking force and obtain a suitable braking force that meets the current braking demand.

[0045] During implementation, the speed and acceleration of the unmanned vehicle can be monitored through the VCU. When it is detected that the speed of the unmanned vehicle decreases too quickly under the action of the second braking force and the speed is less than the target speed, a gear reduction message can be sent to the retarder 101. The retarder 101 determines the gear that needs to be adjusted according to the current speed and the target speed, and drives the gear control mechanism to reduce the gear to reduce the first braking force.

[0046] In another embodiment provided by the present disclosure, Figure 1 As shown, the exhaust regulating valve 102 is also used to drive the exhaust regulating valve 102 to close the engine exhaust pipe to generate a third braking force when the unmanned vehicle currently needs to brake, the current vehicle speed does not reach the preset speed threshold, and the current engine speed reaches the preset speed threshold;

[0047] EBS is also used to brake when the third brake force cannot meet the required braking force.

[0048] In this embodiment, when the unmanned vehicle currently needs to brake, according to the preset braking priority, the retarder 101 braking should be adopted first. However, if the current vehicle speed does not reach the preset speed threshold, the retarder 101 braking cannot produce a better effect. Therefore, when the current engine speed reaches the preset speed threshold, the exhaust brake with the second priority can be used as the preferred braking method, and the exhaust regulating valve 102 is driven to close the engine exhaust pipe to generate the third braking force. And when the third braking force cannot meet the braking demand, EBS is used for intervention braking.

[0049] In another embodiment provided by the present disclosure, Figure 1 As shown, the EBS is also used to brake when the first braking force does not meet the required braking force and the current engine speed does not reach a preset speed threshold.

[0050] In the disclosed embodiment, according to the preset braking priority, when the first braking force generated by the retarder 101 cannot meet the braking demand, exhaust braking can be started first. However, if the current engine speed does not reach the preset speed threshold, a better braking effect cannot be achieved. At this time, exhaust braking can be omitted and EBS braking can be used directly.

[0051] In another embodiment provided by the present disclosure, Figure 1 As shown, EBS is also used to brake when the unmanned vehicle currently needs to brake, the current vehicle speed does not reach a preset speed threshold, and the current engine speed does not reach a preset speed threshold.

[0052] In the disclosed embodiment, although the braking priority is set, for better braking effect, if the current vehicle speed does not reach the preset speed threshold, the retarder 101 braking will not be performed, and if the current engine speed does not reach the preset speed threshold, exhaust braking will not be performed, and finally EBS can be directly used for braking.

[0053] In another embodiment provided by the present disclosure, Figure 2 As shown, the retarder 101 includes: a working chamber 201, a liquid storage tank 202, and a control valve 203; the working chamber 201 includes a stator and a rotor, the rotor is connected to the transmission shaft of the unmanned vehicle through a hollow shaft, and rotates with the transmission shaft; the working chamber 201 is connected to the liquid storage tank 202; the liquid storage tank 202 is connected to the control valve 203 connected to the gas storage tank 204;

[0054] When the unmanned vehicle currently needs to brake and the current vehicle speed reaches a preset speed threshold, the retarder 101 is used to drive the gear control mechanism of the retarder to be set to a corresponding gear, so that the control valve 203 obtains a corresponding opening, and the gas in the gas tank 204 corresponding to the opening is pumped into the liquid storage tank 202, and the corresponding amount of working fluid in the liquid storage tank 202 is pumped into the working chamber 201, so as to generate a first braking force through the rotation of the rotor.

[0055] In the disclosed embodiment, a stator with blades and a rotor with blades (not shown in the figure) are provided in the working chamber 201 of the retarder 101. The rotor can rotate with the transmission shaft of the unmanned vehicle, and the working fluid is hit on the stator during the rotation process, generating a reaction force, i.e., a braking torque, thereby playing a role in reducing the vehicle speed. By controlling the gear control mechanism of the retarder 101, the opening of the control valve 203 can be controlled. The higher the gear corresponding to the gear control mechanism, the larger the opening of the corresponding control valve 203, the more gas is injected into the liquid storage tank 202 in the gas tank 204, and the more working fluid is pressed into the working chamber 201, the greater the first braking force generated. During implementation, a controller can be provided, and the gear control mechanism and the control valve 203 are respectively connected to the controller. When the gear of the gear control mechanism changes, the controller receives a control signal, and drives the control valve 203 to make corresponding adjustments according to the control signal to obtain the corresponding opening.

[0056] Furthermore, the liquid storage tank 202 may be an oil tank, and the working fluid may be oil. After the heated working fluid flows out of the working chamber 201, it may also enter the heat exchanger, and the working fluid may be cooled by water in the engine water circulation. The retarder 101 converts the kinetic energy of the vehicle into heat energy, and dissipates it through the cooling system of the engine to achieve the deceleration and braking of the vehicle.

[0057] In another embodiment provided by the present disclosure, Figure 3 As shown, the exhaust regulating valve 102 includes: a valve body 301, a rotating shaft 302, a valve plate 303 and a power mechanism 304; the valve plate 303 is fixed in the cavity of the valve body 301 through the rotating shaft 302; the valve plate 303 is connected to the power mechanism 304 through the rotating shaft 302;

[0058] When the first braking force does not meet the required braking force and the current engine speed reaches the preset speed threshold, the exhaust regulating valve 102 is used to drive the power mechanism 304 to push the valve plate 303 to rotate around the rotating shaft 302 through the rotating shaft 302 to close the engine exhaust pipe and generate a second braking force.

[0059] In the disclosed embodiment, the exhaust regulating valve 102 (also called exhaust brake butterfly valve) mainly includes a valve body 301 and a power mechanism 304. One end of the valve body 301 is connected to the exhaust pipe, and the other end is connected to the engine. The power mechanism 304 drives the rotating shaft 302, thereby driving the valve plate 303 connected to the rotating shaft 302 to rotate around the rotating shaft 302, and the engine exhaust pipe is closed or opened by rotating to different angles.

[0060] When the unmanned vehicle is running normally, the valve plate 303 is in the open position, parallel to the airflow direction, the engine is in a normal working state, and the exhaust gas is discharged into the atmosphere through the valve body 301 and the exhaust pipe (the exhaust gas flow direction is shown as direction a in the figure); when the unmanned vehicle needs to brake, the power mechanism 304 is driven, Figure 3 In the figure, the power mechanism is a cylinder as an example, including a cylinder 3041 and a cylinder push rod 3042. The cylinder is ventilated to move the cylinder push rod 3042 forward, pushing the valve plate 303 to rotate around the rotating shaft 302 to an angle that closes the engine exhaust pipe, thereby generating a second braking force.

[0061] Based on the same disclosed concept, the embodiments of the present disclosure also provide an unmanned vehicle. Since the principles of the problems solved by these unmanned vehicles are similar to those of the aforementioned braking mechanisms, the implementation of the unmanned vehicles can refer to the implementation of the aforementioned methods, and the repeated parts will not be repeated.

[0062] The disclosed embodiments also provide an unmanned vehicle, comprising the braking mechanism described in any of the above embodiments.

[0063] The braking mechanism of an unmanned vehicle and the unmanned vehicle provided by the disclosed embodiment take into account that if only one method is used to enter the braking force distribution, it will not be able to respond to the braking demand in time, which is easy to cause danger, and it is impossible to fully utilize the characteristics of various braking methods to maximize the advantages of each braking method. Therefore, the disclosed embodiment fully considers the current state of the vehicle and the advantages of different braking methods, dynamically distributes the braking force, fully utilizes the retarder for braking on the basis of meeting the vehicle speed conditions, effectively reduces the mechanical loss caused by braking, fully utilizes the control method of the retarder braking closed loop, dynamically adjusts the opening of the retarder, and fully utilizes the exhaust brake to provide braking force when the engine speed reaches a certain level, consumes the kinetic energy of the vehicle during driving, and achieves the dual effects of reducing the driving force and increasing the braking force. The excess braking is provided by EBS braking. That is, driving safety is guaranteed, and energy waste is avoided, and the advantages of different braking methods are maximized.

[0064] Those skilled in the art will appreciate that the accompanying drawings are merely schematic diagrams of a preferred embodiment, and the devices in the accompanying drawings are not necessarily required for implementing the present disclosure.

[0065] Those skilled in the art can understand that the modules in the device in the embodiment can be distributed in the device in the embodiment according to the description of the embodiment, or can be changed accordingly and located in one or more devices different from the present embodiment. The devices in the above embodiments can be combined into one device, or can be further divided into multiple sub-devices.

[0066] The serial numbers of the above-mentioned embodiments of the present disclosure are only for description and do not represent the advantages or disadvantages of the embodiments.

[0067] Obviously, those skilled in the art can make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the claims of the present disclosure and their equivalents, the present disclosure is also intended to include these modifications and variations.

Claims

1. A braking mechanism for an unmanned vehicle, characterized in that: include: Retarder, exhaust regulating valve, and electronic brake system EBS; The retarder is installed on the chassis of the unmanned vehicle. When the unmanned vehicle currently needs to brake, the gear control mechanism for driving the retarder is set to the corresponding gear to generate a first braking force; The exhaust regulating valve is installed at the exhaust pipe of the engine, and is used to drive the exhaust regulating valve to close the exhaust pipe of the engine to generate a second braking force when the first braking force does not meet the braking force required for the current braking; The EBS is used for braking when both the first braking force and the second braking force cannot meet the required braking force.

2. The brake mechanism according to claim 1, characterized in that: The retarder is used to drive the gear control mechanism of the retarder to set the initial gear to the gear corresponding to the current vehicle speed when the unmanned vehicle currently needs to brake and the current vehicle speed reaches a preset speed threshold; and drive the gear control mechanism of the retarder to adjust the initial gear to generate the first braking force.

3. The brake mechanism according to claim 1, characterized in that: The exhaust regulating valve is used to drive the exhaust regulating valve to close the engine exhaust pipe and generate a second braking force when the gear position of the retarder has reached the highest gear, the first braking force does not meet the required braking force, and the current engine speed reaches a preset speed threshold.

4. The brake mechanism according to claim 1, characterized in that: The retarder is further used to drive the retarder to adjust the gear position of the gear control mechanism to reduce the first braking force when the braking force jointly generated by the first braking force and the second braking force exceeds the required braking force.

5. The brake mechanism according to claim 1, characterized in that: The exhaust regulating valve is further used to drive the exhaust regulating valve to close the engine exhaust pipe to generate a third braking force when the unmanned vehicle currently needs to brake, the current vehicle speed does not reach a preset speed threshold, and the current engine speed reaches a preset speed threshold; The EBS is further configured to perform braking when the third braking force cannot satisfy the required braking force.

6. The brake mechanism according to claim 1, characterized in that: The EBS is further configured to perform braking when the first braking force does not satisfy the required braking force and the current engine speed does not reach a preset speed threshold.

7. The brake mechanism according to claim 1, characterized in that: The EBS is also used to brake when the unmanned vehicle currently needs to brake, the current vehicle speed does not reach a preset speed threshold, and the current engine speed does not reach a preset speed threshold.

8. The brake mechanism according to any one of claims 1 to 6, characterized in that: The retarder comprises: a working chamber, a liquid storage tank, and a control valve; the working chamber comprises a stator and a rotor, the rotor is connected to the transmission shaft of the unmanned vehicle through a hollow shaft and rotates with the transmission shaft; the working chamber is connected to the liquid storage tank; the liquid storage tank is connected to the control valve connected to the gas storage tank; When the unmanned vehicle currently needs to brake and the current vehicle speed reaches a preset speed threshold, the retarder is used to drive the gear control mechanism of the retarder to be set to a corresponding gear, so that the control valve obtains a corresponding opening, and the gas in the gas tank corresponding to the opening is pumped into the liquid storage tank, and the working fluid in the liquid storage tank is pumped into the working chamber to generate a first braking force through the rotation of the rotor.

9. The brake mechanism according to any one of claims 1 to 6, characterized in that: The exhaust regulating valve comprises: a valve body, a rotating shaft, a valve plate and a power mechanism; the valve plate is fixed in the cavity of the valve body through the rotating shaft; the valve plate is connected to the power mechanism through the rotating shaft; When the first braking force does not meet the required braking force and the current engine speed reaches a preset speed threshold, the exhaust regulating valve is used to drive the power mechanism to push the valve plate to rotate around the rotating shaft through the rotating shaft to close the engine exhaust pipe and generate a second braking force.

10. An unmanned vehicle, characterized in that: Comprising a braking mechanism as described in any one of claims 1-9.

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