A redundant brake air path system for vehicle aebs

Abstract

The utility model relates to vehicle braking technical field, concretely relates to a kind of redundancy brake air path system for vehicle AEBS, including main gas source entrance, brake outlet, discharge outlet and spare gas source entrance;Proportional solenoid valve, its inlet is connected in the main gas source entrance;Normally open solenoid valve, its inlet is connected in the proportional solenoid valve outlet;Normally closed solenoid valve, its inlet is connected in the main gas source entrance;Double-way check valve, including first air inlet, second air inlet and exhaust port, the first air inlet is connected in the normally open solenoid valve outlet, the second air inlet is connected in the spare gas source entrance, the exhaust port is connected in the brake outlet;Controller is used to control air path system air inlet and outlet.A kind of redundancy brake air path system for vehicle AEBS is provided to solve the problems of low AEBS braking air path reliability in the prior art, inability to maintain basic braking function after failure of key components, and inability of brake control to meet high-level auxiliary driving needs.

Description

Technical Field

[0001] This utility model relates to the field of vehicle braking technology, and in particular to a redundant braking air circuit system for vehicle AEBS. Background Technology

[0002] With the development of automotive electronics technology, Automatic Emergency Braking Systems (AEBS) have become an important active safety feature in commercial and passenger vehicles. They achieve braking through pneumatically driven actuators. Existing AEBS brake air circuits mostly use a single electronically controlled pressure regulating valve (such as a proportional solenoid valve) to achieve precise control of braking pressure. However, in the complex operating environment of a vehicle, such precision electronically controlled valves may fail due to electrical faults, mechanical jamming, or other reasons, leading to the loss of the entire AEBS function and posing a serious safety hazard. Furthermore, existing redundant brake air circuit systems based on on / off solenoid valves can only achieve binary braking of "on" or "off," and cannot regulate pressure, thus failing to meet the braking control requirements of advanced driver assistance functions.

[0003] Therefore, there is an urgent need for a redundant braking system that is highly reliable, can maintain basic braking function even after the failure of key components, and can meet the braking control requirements of advanced driver assistance systems. Utility Model Content

[0004] The purpose of this invention is to provide a redundant braking air circuit system for vehicle AEBS, in order to solve the problems of low reliability of the AEBS braking air circuit in the prior art, inability to maintain basic braking function after failure of key components, and inability of braking control to meet the needs of advanced driver assistance systems.

[0005] The technical solution of this utility model is: a redundant braking air circuit system for vehicle AEBS, comprising: a main air source inlet, a brake outlet, an exhaust outlet and a backup air source inlet; A proportional solenoid valve, the inlet of which is connected to the main air source inlet; A normally open solenoid valve, the inlet of which is connected to the outlet of the proportional solenoid valve; A normally closed solenoid valve, the inlet of which is connected to the main gas source inlet; A dual-way one-way valve includes a first air inlet, a second air inlet, and an exhaust port. The first air inlet is connected to the outlet of the normally open solenoid valve, the second air inlet is connected to the inlet of the backup air source, and the exhaust port is connected to the brake outlet. The controller is used to control the air intake and exhaust of the gas circuit system and is electrically connected to the proportional solenoid valve, the normally open solenoid valve and the normally closed solenoid valve.

[0006] Preferably, the dual-way one-way valve is configured to allow gas to flow from the first inlet or the second inlet to the exhaust port, with preference given to the one with higher inlet gas pressure. At the same time, gas is allowed to flow in reverse from the exhaust port to the first air inlet, while gas is prohibited from flowing in reverse from the exhaust port to the second air inlet.

[0007] Preferably, it also includes a pressure sensor for detecting the pressure at the brake outlet and is electrically connected to the controller.

[0008] Preferably, it also includes a muffler connected between the proportional solenoid valve and the discharge outlet.

[0009] Preferably, the controller is further configured to execute a normal braking mode, in which both the normally open solenoid valve and the normally closed solenoid valve are de-energized, and gas enters from the main gas source inlet, passes through the proportional solenoid valve, the normally open solenoid valve and the dual-way check valve in sequence, and is discharged from the braking outlet.

[0010] Preferably, the controller is further configured to execute a first-level redundant braking mode. When the proportional solenoid valve fails, it controls both the normally open solenoid valve and the normally closed solenoid valve to be energized. Gas enters from the main gas source inlet, passes through the normally closed solenoid valve and the dual-way check valve in sequence, and is discharged from the braking outlet.

[0011] Preferably, the controller is further configured to execute a two-stage redundant braking mode, whereby when the proportional solenoid valve, the normally open solenoid valve, and the normally closed solenoid valve all fail, gas is allowed to enter through the backup gas source inlet and exit from the braking outlet via the dual-way check valve.

[0012] Preferably, the controller is further configured to execute a brake release mode, controlling both the normally open solenoid valve and the normally closed solenoid valve to be de-energized, so that the compressed air in the actuator passes sequentially through the brake outlet, the two-way check valve, the normally open solenoid valve and the proportional solenoid valve, and is discharged into the exhaust outlet from the silencer connected to the proportional solenoid valve.

[0013] Compared with the prior art, the advantages of this utility model are: (1) By constructing a mechanism of “normal braking mode”, “first-level redundant braking mode” and “second-level redundant braking mode”, the system can still provide emergency braking force through an independent backup air source in extreme cases such as failure of proportional solenoid valve or failure of proportional solenoid valve, normally open solenoid valve and normally closed solenoid valve at the same time, thereby improving the safety of the vehicle under complex working conditions.

[0014] (2) By designing the normally open solenoid valve of the exhaust path to be in the power-off conduction mode, the brake line can exhaust gas once the power is cut off or a release command is received, regardless of the working mode of the circuit system. This prevents the vehicle from continuously locking up due to circuit failure or control logic disorder, thus ensuring driving safety.

[0015] (3) By using a proportional solenoid valve in conjunction with a pressure sensor to form a closed-loop control system, the braking pressure is adjusted, which meets the braking control requirements of the high-order control system in normal braking mode. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments: Figure 1 This is a schematic diagram of the AEBS function start-up air circuit for the first working mode of this utility model; Figure 2 This is a schematic diagram of the AEBS function start-up air circuit for the second working mode of this utility model; Figure 3 This is a schematic diagram of the AEBS function start-up air circuit for the third working mode of this utility model; Figure 4 This utility model provides a schematic diagram of the air path for the AEBS function to be deactivated in three working modes. The components are: 1. Main air source inlet; 2. Braking outlet; 3. Exhaust outlet; 4. Backup air source inlet. Detailed Implementation

[0017] The present invention will be further described in detail below with reference to specific embodiments: like Figures 1 to 4 As shown, a redundant braking air circuit system for vehicle AEBS includes a main air source inlet 1, a brake outlet 2, an exhaust outlet 3, a backup air source inlet 4, a proportional solenoid valve, a normally open solenoid valve, a normally closed solenoid valve, a two-way check valve, a controller, a pressure sensor, and a muffler.

[0018] The main air source inlet 1 is usually connected to the vehicle's main air reservoir and is the main pressure source of the system; the backup air source inlet 4 is connected to a separate backup air reservoir and serves as the final safety guarantee in case the main air circuit fails completely; the brake outlet 2 is connected to the vehicle's brake actuator (AEBS) and is used to output brake pressure; the exhaust outlet 3 is used to discharge the exhaust gas in the system into the atmosphere.

[0019] The proportional solenoid valve is connected to the main air source inlet 1. The proportional solenoid valve can adjust the output air pressure according to the electrical signal sent by the controller to control the braking pressure, thereby improving the AEBS braking experience while preventing wheel lock-up, and meeting the braking control requirements of advanced driver assistance systems.

[0020] The inlet of the normally open solenoid valve is connected to the outlet of the proportional solenoid valve. The normally open solenoid valve remains open when the air circuit system is de-energized to ensure that the brake line can smoothly exhaust air in the power-off state, preventing the vehicle from locking up unexpectedly.

[0021] The normally closed solenoid valve is connected to the main air source inlet 1. The normally closed solenoid valve is de-energized during normal operation and energized when the proportional solenoid valve fails, thus creating an emergency braking path.

[0022] The dual-way check valve includes a first inlet, a second inlet, and an exhaust port. The first inlet is connected to the outlet of a normally open solenoid valve, the second inlet is connected to the backup air source inlet 4, and the exhaust port is connected to the brake outlet 2. The dual-way check valve is configured to allow gas to flow from either the first or second inlet to the exhaust port, with priority given to the gas with the higher pressure. Simultaneously, it allows gas to flow in reverse from the exhaust port to the first inlet, while prohibiting gas from flowing in reverse from the exhaust port to the second inlet.

[0023] A pressure sensor is used to detect the pressure at brake outlet 2 and is electrically connected to the controller. This forms a closed-loop feedback loop in the system. The pressure sensor monitors the actual braking pressure in real time and compares it with the target pressure. The controller then controls the proportional solenoid valve to dynamically adjust the output air pressure, ensuring stable braking force.

[0024] The silencer is connected between the proportional solenoid valve and the discharge outlet 3 to absorb and reduce the noise generated when high-pressure gas is rapidly discharged.

[0025] The controller is used to control the air intake and exhaust of the air circuit system and is electrically connected to the proportional solenoid valve, the normally open solenoid valve, and the normally closed solenoid valve. The controller is configured to output corresponding control commands based on received vehicle status signals and feedback signals from pressure sensors to manage the on / off state of each solenoid valve and the drive current of the proportional solenoid valve (thereby regulating the output air pressure), thereby enabling the system to switch between different operating modes and operate stably.

[0026] The controller is further configured to perform normal braking mode: AEBS function activation (reference) Figure 1 When no fault is detected in the circuit system, both the normally open and normally closed solenoid valves are de-energized. Gas enters through the main gas source inlet 1, passes sequentially through the proportional solenoid valve, the normally open solenoid valve, and the two-way check valve, and then exits from the brake outlet 2. During normal braking mode, the pressure adjustment capability of the proportional solenoid valve is utilized to achieve comfortable, smooth, and controllable automatic emergency braking control, directly serving advanced driver assistance functions.

[0027] The controller is also configured to perform a first-level redundant braking mode: AEBS function activation (reference) Figure 2 When the proportional solenoid valve fails, both the normally open and normally closed solenoid valves are energized, and the gas enters from the main gas source inlet 1, passes through the normally closed solenoid valve and the double-way check valve in sequence, and is discharged from the brake outlet 2.

[0028] The controller is also configured to perform a two-stage redundant braking mode; AEBS function activation (reference) Figure 3 When the proportional solenoid valve, normally open solenoid valve and normally closed solenoid valve all fail, the gas is allowed to enter through the backup gas source inlet 4 and exit through the brake outlet 2 via the double-way check valve.

[0029] It is worth noting that a key design feature of this invention is that, regardless of whether the system is in the normal braking mode, the first-level redundant braking mode, or the second-level redundant braking mode, the braking release (i.e., the release of the braking mode) is the same, and the controller operation is as follows: AEBS function disabled (see reference) Figure 4 The system de-energizes both the normally open and normally closed solenoid valves, allowing compressed air from the actuator to sequentially pass through brake outlet 2, the two-way check valve, the normally open solenoid valve, and the proportional solenoid valve, before exiting through the muffler connected to the proportional solenoid valve into exhaust outlet 3. This ensures that the braking function can be reliably released regardless of any faults in the electrical system, effectively preventing the vehicle from locking up unexpectedly.

[0030] The above embodiments are only for illustrating the technical concept and features of this utility model, and are intended to enable those skilled in the art to understand the content of this utility model and implement it accordingly. They should not be construed as limiting the scope of protection of this utility model. It is obvious to those skilled in the art that this utility model is not limited to the details of the above exemplary embodiments, and that it can be implemented in other specific forms without departing from the spirit or basic characteristics of this utility model. Therefore, the embodiments should be considered exemplary and non-limiting in all respects. The scope of this utility model is defined by the appended claims rather than the foregoing description, and therefore, all changes falling within the meaning and scope of the equivalents of the claims are intended to be included within this utility model.

Claims

1. A redundant braking air circuit system for vehicle AEBS, characterized in that: It includes the main air source inlet, brake outlet, exhaust outlet, and backup air source inlet; A proportional solenoid valve, the inlet of which is connected to the main air source inlet; A normally open solenoid valve, the inlet of which is connected to the outlet of the proportional solenoid valve; A normally closed solenoid valve, the inlet of which is connected to the main gas source inlet; A dual-way one-way valve includes a first air inlet, a second air inlet, and an exhaust port. The first air inlet is connected to the outlet of the normally open solenoid valve, the second air inlet is connected to the inlet of the backup air source, and the exhaust port is connected to the brake outlet. The controller is used to control the air intake and exhaust of the gas circuit system and is electrically connected to the proportional solenoid valve, the normally open solenoid valve and the normally closed solenoid valve.

2. A redundant braking air circuit system for vehicle AEBS according to claim 1, characterized in that: The dual-way check valve is configured to allow gas to flow from the first inlet or the second inlet to the exhaust port, with preference given to the gas with higher pressure. At the same time, gas is allowed to flow in reverse from the exhaust port to the first air inlet, while gas is prohibited from flowing in reverse from the exhaust port to the second air inlet.

3. A redundant braking air circuit system for vehicle AEBS according to claim 2, characterized in that: It also includes a pressure sensor for detecting the pressure at the brake outlet and is electrically connected to the controller.

4. A redundant braking air circuit system for vehicle AEBS according to claim 1, characterized in that: It also includes a muffler connected between the proportional solenoid valve and the discharge outlet.

5. A redundant braking air circuit system for vehicle AEBS according to claim 1, characterized in that: The controller is further configured to execute a normal braking mode, which de-energizes both the normally open solenoid valve and the normally closed solenoid valve. Gas enters through the main gas source inlet, passes through the proportional solenoid valve, the normally open solenoid valve, and the dual-way check valve in sequence, and then exits from the braking outlet.

6. A redundant braking air circuit system for vehicle AEBS according to claim 5, characterized in that: The controller is also configured to execute a first-level redundant braking mode. When the proportional solenoid valve fails, it controls both the normally open solenoid valve and the normally closed solenoid valve to be energized. Gas enters from the main gas source inlet, passes through the normally closed solenoid valve and the dual-way check valve in sequence, and is discharged from the braking outlet.

7. A redundant braking air circuit system for vehicle AEBS according to claim 6, characterized in that: The controller is also configured to execute a two-stage redundant braking mode. When the proportional solenoid valve, the normally open solenoid valve, and the normally closed solenoid valve all fail, gas is allowed to enter through the backup gas source inlet and exit through the brake outlet via the dual-way check valve.

8. A redundant braking air circuit system for vehicle AEBS according to any one of claims 5-7, characterized in that: The controller is also configured to execute a brake release mode, controlling both the normally open solenoid valve and the normally closed solenoid valve to be de-energized, so that the compressed air in the actuator passes sequentially through the brake outlet, the two-way check valve, the normally open solenoid valve and the proportional solenoid valve, and is discharged into the exhaust outlet from the silencer connected to the proportional solenoid valve.

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