A vehicle redundant braking system, vehicle control system, and vehicle

Abstract

The utility model relates to vehicle control technical field discloses a kind of vehicle redundancy brake system, vehicle control system and vehicle, system includes: first redundancy solenoid valve, second redundancy solenoid valve, whole vehicle controller, electronic parking brake module valve and two-position two-way electromagnetic valve.Specifically, increase first redundancy solenoid valve between front axle air reservoir and first bridge control module, increase second redundancy solenoid valve between rear axle air reservoir and second bridge control module, whereby, when the main brake system of vehicle fails, redundancy solenoid valve is opened by whole vehicle controller control, and whole vehicle braking is realized.If redundancy solenoid valve fails, vehicle sends instruction to electronic parking brake system by whole vehicle controller, and braking is implemented, until parking.When whole vehicle is powered off, the condition that whole vehicle controller fails, two-position two-way electromagnetic valve opens, and exhaust brake is carried out through electronic parking brake module valve, until vehicle parking.Through multiple redundancy, the safety of vehicle is effectively guaranteed.

Description

Technical Field

[0001] This utility model relates to the field of vehicle control technology, specifically to a vehicle redundant braking system, a vehicle control system, and a vehicle. Background Technology

[0002] Vehicle automation control in the commercial vehicle sector is a brand-new field in the process of industrial intelligence. With the continuous development of vehicle automation control technology, some commercial vehicles have begun to deploy vehicle automation control systems. In order to ensure the safety of the vehicle automation control process, the vehicle's brake-by-wire system must have a brake-by-wire redundancy backup function.

[0003] In related technologies, one proposed approach is to install a bridge control module in a redundant braking system. This solution requires the bridge control module to communicate with the vehicle to respond to the vehicle's target deceleration request. However, currently, vehicle manufacturers primarily rely on mature products from suppliers for their bridge control modules, and these suppliers often do not provide open interfaces between the bridge control module and the control unit. This results in low compatibility of the bridge control module in practical applications, making it difficult to implement the redundant backup function of the braking system. Another approach involves adding a redundant solenoid valve. This solution connects the redundant solenoid valve to the control port of the bridge control module valve, and another air source port of the redundant solenoid valve is connected to the air reservoir assembly. The wiring harness of the redundant solenoid valve is connected to the vehicle controller. The closing of the redundant solenoid valve is controlled by the high and low voltage levels of the vehicle controller. The drawback of this approach is that the redundant solenoid valve is controlled by the vehicle controller; if the vehicle controller fails or loses power, redundant braking cannot be implemented. Furthermore, if the air reservoir assembly or the pipelines connecting to the air reservoir malfunction and cannot provide a high-pressure air source, redundant braking also cannot be implemented.

[0004] In summary, the redundant braking schemes in related technologies have unavoidable design flaws that affect functionality and make them difficult to meet the needs of various application scenarios. Therefore, how to provide a more reliable redundant braking scheme has become an urgent technical problem to be solved. Utility Model Content

[0005] In view of this, the present invention provides a vehicle redundant braking system, a vehicle control system, and a vehicle, which effectively improves the reliability of the drive-by-wire chassis and ensures the safety of the vehicle's automatic control process with a more reliable redundant braking scheme.

[0006] In a first aspect, this utility model provides a vehicle redundant braking system, which includes: The first redundant solenoid valve has its inlet end connected to the front axle air reservoir, its outlet end connected to the first axle control module, and its control end connected to the vehicle controller. The second redundant solenoid valve has its inlet end connected to the rear axle air reservoir, its outlet end connected to the second axle control module, and its control end connected to the vehicle controller. The vehicle controller is used to control the opening of the first redundant solenoid valve and the second redundant solenoid valve when the vehicle's electronic braking system fails, so that the air intake ports of the first bridge control module and the second bridge control module are opened to achieve vehicle braking. The two-position two-way solenoid valve has its air inlet connected to the control port of the electronic parking brake module valve, and its air outlet connected to the air. The control harness is connected to the vehicle ignition start signal terminal. The air inlet of the two-position two-way solenoid valve opens when the vehicle ignition start signal terminal is de-energized. The electronic parking brake module valve applies exhaust braking when the intake end of the two-position two-way solenoid valve is opened, until the vehicle is parked.

[0007] This utility model relates to a redundant braking system for vehicles. A first redundant solenoid valve is added between the front axle air reservoir and the first axle control module, and a second redundant solenoid valve is added between the rear axle air reservoir and the second axle control module. Thus, without altering the overall vehicle layout, redundant solenoid valves are added between the axle control modules and the air reservoirs. When the vehicle's electronic braking system fails, the vehicle controller opens these redundant solenoid valves to achieve vehicle braking. Furthermore, a two-position two-way solenoid valve is added. The inlet of this two-position two-way solenoid valve is connected to the control port of the electronic parking brake module valve, and the outlet is open to air. The control wiring harness is connected to the vehicle ignition start signal terminal. The inlet of the two-position two-way solenoid valve opens when the vehicle ignition start signal terminal is de-energized. Therefore, when the inlet of the two-position two-way solenoid valve is open, the electronic parking brake module valve performs exhaust braking until the vehicle is parked. Through multiple safeguards, vehicle braking is achieved, ensuring vehicle safety even when both the vehicle ignition start signal terminal and the vehicle controller fail.

[0008] In some optional implementations, the vehicle controller is also used to send a parking command to the electronic parking brake module valve to achieve parking when the vehicle speed is less than a set threshold, provided that the air intake ports of the first bridge control module and the second bridge control module are open.

[0009] This utility model relates to a redundant braking system for vehicles. When the vehicle controller is braking with the air intakes of the first and second axle control modules open, if the vehicle speed is below a set threshold, it determines that the vehicle has come to a complete stop and sends a parking command to the electronic parking brake module valve to achieve parking. This enables safe and stable parking operation of the vehicle, significantly improving vehicle safety.

[0010] In some alternative implementations, the vehicle controller is also used to send redundant braking messages to the parking central controller of the electronic parking brake system when the vehicle's electronic braking system fails, and the parking central controller controls the electronic parking brake system to achieve vehicle braking.

[0011] In some alternative implementations, when both the vehicle controller and the electronic braking system are in normal working condition, the two-position two-way solenoid valve is energized and engaged, disconnecting the inlet and outlet ends of the two-position two-way solenoid valve.

[0012] This utility model's vehicle redundant braking system, when both the vehicle controller and the electronic braking system are functioning normally, energizes and engages a 2-position 2-way solenoid valve, disconnecting its inlet and outlet ends. Therefore, when both the vehicle controller and the electronic braking system fail, the 2-position 2-way solenoid valve de-energizes and opens, connecting its inlet and outlet ends, and the electronic parking brake module valve applies exhaust braking, thus parking the vehicle. Therefore, through multiple braking redundancies, the vehicle's redundancy safety and braking reliability are significantly improved.

[0013] In some optional implementations, the vehicle redundant braking system further includes an anti-lock braking solenoid valve, the air inlet of which is connected to the air outlet of the first bridge control module or the air outlet of the second bridge control module, and the air outlet of which is connected to the brake chamber.

[0014] In some alternative implementations, the brake chamber includes a single-chamber brake chamber and a dual-chamber brake chamber.

[0015] In some optional implementations, the first bridge control module is a single-channel bridge control module; The second bridge control module is a dual-channel bridge control module.

[0016] In some alternative implementations, the vehicle redundant braking system further includes: The gas generation system is used to generate compressed gas for parking. The gas generation system includes an air filter, a muffler, an air compressor, and an air dryer. The outlet of the gas generation system is connected to the parking air tank, the front axle air tank, and the rear axle air tank. The parking air reservoir's outlet is connected to the inlet of the electronic parking brake module valve.

[0017] Secondly, the present invention provides a vehicle control system, which includes the vehicle redundant braking system of the first aspect or any corresponding embodiment described above.

[0018] Thirdly, the present invention provides a vehicle, which includes the vehicle control system of the second aspect or any corresponding embodiment described above. Attached Figure Description

[0019] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram illustrating the working principle of the vehicle redundant braking system according to an embodiment of this utility model; Figure 2 This is a schematic diagram of another vehicle redundant braking system according to an embodiment of the present invention.

[0021] Explanation of reference numerals in the attached figures: 101 First redundant solenoid valve; 102 Second redundant solenoid valve; 103 Vehicle controller; 104 Two-position two-way solenoid valve; 105 Electronic parking brake module valve; 106, front axle air reservoir; 107, rear axle air reservoir; 108, First bridge control module; 109, Second bridge control module; 201, Air filter; 202, Muffler; 203, Air compressor; 204, Air dryer; 205, Parking air reservoir; 206, Single-chamber brake chamber; 207, Double-chamber brake chamber; 208, Wheel speed sensor; 209, Parking central controller; 210, Wiring harness assembly; 211, Anti-lock solenoid valve; 212, Single-channel bridge control module; 213, Dual-channel bridge control module; 214, Vehicle KL 15 Electric; 215, Electronic Parking Brake Switch; 216, Tire. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0023] This invention aims to provide a vehicle redundant braking system, a vehicle control system, and a vehicle to address the problem of how to provide a more reliable redundant braking solution. Specifically, this vehicle redundant braking system can be applied to the brake-by-wire braking system of autonomous commercial vehicles operating at low to medium speeds. This invention's vehicle redundant braking system meets the requirements for redundant backup braking in vehicle brake-by-wire systems. When the main braking system fails, the vehicle redundant braking system establishes braking pressure, providing braking force to the entire vehicle to execute commands from the autonomous driving system, thereby ensuring the safety of the vehicle's redundant brake-by-wire system and meeting the autonomous emergency braking requirements in the event of an autonomous driving system failure.

[0024] According to an embodiment of the present invention, a vehicle redundant braking system embodiment is provided. It should be noted that the components and connection relationships shown in the flowcharts and other structural diagrams in the accompanying drawings are illustrative and can be reasonably adjusted according to actual needs in actual applications.

[0025] This embodiment provides a vehicle redundant braking system, which can be used in the automatic control system of a vehicle, such as a brake-by-wire system for commercial vehicles traveling at low to medium speeds. Figure 1 This is a schematic diagram illustrating the working principle of a vehicle redundant braking system according to an embodiment of the present invention. Figure 1 As shown, the vehicle's redundant braking system can be divided into three parts. The first part is the vehicle's basic service braking equipment, which may include a first redundant solenoid valve 101, a second redundant solenoid valve 102, a front axle air reservoir 106, a rear axle air reservoir 107, a first axle control module 108, and a second axle control module 109. Vehicle braking is achieved by controlling the above basic service braking equipment through the vehicle controller 103. The second part is the vehicle's parking brake system, which may include an electronic parking brake module valve 105. The third part is the vehicle's redundant braking system, which may include the electronic parking brake module valve 105 and a two-position two-way solenoid valve 104.

[0026] The first redundant solenoid valve 101 has its inlet connected to the front axle air reservoir 106, its outlet connected to the first bridge control module 108, and its control terminal connected to the vehicle controller 103. The second redundant solenoid valve 102 has its inlet connected to the rear axle air reservoir 107, its outlet connected to the second bridge control module 109, and its control terminal connected to the vehicle controller 103. The vehicle controller 103 controls the opening of the first and second redundant solenoid valves 101 and 102 when the vehicle's electronic braking system (EBS) fails, thereby opening the air inlets of the first and second bridge control modules 108 and 109 to achieve vehicle braking. The two-position two-way solenoid valve 104 has its inlet connected to the control port of the electronic parking brake module valve 105, its outlet connected to air, and its control wiring harness connected to the vehicle ignition start signal terminal. The inlet of the two-position two-way solenoid valve 104 opens when the vehicle ignition start signal terminal is de-energized. When the intake end of the two-position two-way solenoid valve is opened, the electronic parking brake module valve 105 performs exhaust braking until the vehicle is parked.

[0027] It should be noted that, Figure 1 The outlet, inlet, and control terminals of components such as the first redundant solenoid valve 101 are not shown. In actual applications, the connections are made according to the component structure and specific requirements.

[0028] In some alternative implementations, when both the vehicle controller 103 and the electronic braking system are in normal working condition, the two-position two-way solenoid valve 104 is energized and engaged, and the air inlet and outlet of the two-position two-way solenoid valve 104 are disconnected.

[0029] Specifically, when the vehicle is in an unmanned driving condition and the vehicle is powered on and running normally, the two-position two-way solenoid valve 104 is energized and engaged. At this time, the air inlet and outlet of the two-position two-way solenoid valve 104 are disconnected, that is, the control port of the electronic parking brake (EPB) module valve is isolated from the atmosphere.

[0030] Furthermore, redundant braking is triggered when the vehicle experiences a braking system failure. The specific triggering mechanism is as follows: If the vehicle ignition start signal is normal and the vehicle is driving normally, but the vehicle's own EBS (Electronic Brake System) fails, while the vehicle control unit (VCU) is operating normally, the VCU can send an opening command to the first redundant solenoid valve 101 and the second redundant solenoid valve 102. This causes high-pressure gas to flow into both control port 4 of the first bridge control module 108 and control port 4 of the second bridge control module 109, opening the air inlets of both modules and initiating braking.

[0031] In some alternative implementations, the vehicle ignition start signal terminal can be the vehicle KL15 electrical 214.

[0032] In some optional implementations, the vehicle controller 103 is also used to send a parking command to the electronic parking brake module valve 105 to achieve parking when the air intake ports of the first bridge control module 108 and the second bridge control module 109 are open and the vehicle speed is less than a set threshold.

[0033] For example, the set threshold can be 0 km / h, or other values ​​set according to actual conditions, such as 2 km / h. Here, the limitation that the vehicle speed is less than the set threshold is used to characterize the vehicle coming to a complete stop. Thus, after the vehicle comes to a complete stop, the vehicle controller 103 sends a parking command to the electronic parking brake module valve 105 and also controls the vehicle to park.

[0034] This utility model relates to a redundant braking system for vehicles. When the vehicle controller is braking with the air intakes of the first and second axle control modules open, if the vehicle speed is below a set threshold, it determines that the vehicle has come to a complete stop and sends a parking command to the electronic parking brake module valve to achieve parking. This enables safe and stable parking operation of the vehicle, significantly improving vehicle safety.

[0035] In some alternative implementations, if at least one of the first redundant solenoid valve 101 or the second redundant solenoid valve 102 fails, the vehicle cannot achieve parking by sending an opening command to the first redundant solenoid valve 101 or the second redundant solenoid valve 102 through the vehicle controller 103. However, in this case, the vehicle can send a command to the electronic parking brake module valve 105 of the electronic parking brake system through the vehicle controller 103 to apply the brakes until parking.

[0036] Therefore, in addition to the first layer of redundant braking achieved by adding a first redundant solenoid valve and a second redundant solenoid valve, the vehicle adds another layer of redundant braking, further improving vehicle safety.

[0037] In some optional implementations, the vehicle controller 103 is also used to send redundant braking messages to the parking central controller 209 of the electronic parking brake system when the vehicle's electronic braking system fails, and the parking central controller 209 controls the electronic parking brake system to achieve vehicle braking.

[0038] Specifically, if the vehicle's KL 15 electrical system 214 is functioning normally and the vehicle is driving normally, and the vehicle's own EBS fails, but the vehicle controller 103 is operating normally, after receiving the fault message, the vehicle controller 103 sends a redundant braking message to the parking central controller 209 of the EPB (Electronic Parking Brake) system, requesting the EPB system to implement vehicle braking and apply parking after the vehicle has come to a complete stop.

[0039] In some alternative implementations, when both the vehicle controller 103 and the electronic braking system fail, the two-position two-way solenoid valve 104 is de-energized and disconnected, and the air inlet and outlet of the two-position two-way solenoid valve 104 are connected. The electronic parking brake module valve 105 then applies exhaust braking to stop the vehicle and put it into parking mode.

[0040] Specifically, a two-position two-way solenoid valve 104, along with related piping and wiring harness connections, is added to the conventional braking system. The air inlet of the two-position two-way solenoid valve 104 is connected to the control port of the electronic parking brake module valve 105, while the air outlet of the two-position two-way solenoid valve 104 is directly open to the atmosphere. The wiring harness of the two-position two-way solenoid valve 104 is connected to the vehicle's KL 15 electrical 214. This two-position two-way solenoid valve 104 can be a normally open valve.

[0041] When the vehicle's KL 15 electrical system 214 suddenly loses power and the vehicle controller 103 becomes unusable, the vehicle controller 103 cannot send vehicle control commands to the EBS and EPB parking brake systems. However, at this time, since both the vehicle's KL 15 electrical system 214 and the vehicle controller 103 are de-energized, the intake port of the two-position two-way solenoid valve 104 immediately opens, connecting the intake and exhaust ends. This allows the control port 4 of the electronic parking brake module valve 105 to be connected to the atmosphere. At this time, the electronic parking brake module valve 105 applies exhaust braking until the vehicle stops parking.

[0042] This utility model's vehicle redundant braking system, when both the vehicle controller and the electronic braking system are in normal working condition, energizes and engages the two-position two-way solenoid valve, disconnecting its air inlet and outlet. Thus, through multiple braking redundancies, the vehicle's redundancy safety and braking reliability are significantly improved.

[0043] This utility model relates to a redundant braking system for vehicles. A first redundant solenoid valve is added between the front axle air reservoir and the first axle control module, and a second redundant solenoid valve is added between the rear axle air reservoir and the second axle control module. Thus, without altering the overall vehicle layout, redundant solenoid valves are added between the axle control module and the air reservoir. When the vehicle's electronic braking system fails, the vehicle controller opens these redundant solenoid valves to achieve vehicle braking. Furthermore, a two-position two-way solenoid valve is added, with its inlet connected to the control port of the electronic parking brake module valve, and its outlet open to air. The control wiring harness is connected to the vehicle ignition start signal terminal. The inlet of the two-position two-way solenoid valve opens when the vehicle ignition start signal terminal is de-energized. Therefore, when the inlet of the two-position two-way solenoid valve is open, the electronic parking brake module valve performs exhaust braking until the vehicle is parked. Through multiple safeguards, vehicle braking is achieved, ensuring vehicle safety even when both the vehicle ignition start signal terminal and the vehicle controller fail.

[0044] This embodiment provides a vehicle redundant braking system, which can be used for automatic vehicle control, such as a brake-by-wire system for commercial vehicles traveling at low to medium speeds. Figure 2 This is a structural schematic diagram of another vehicle redundant braking system according to an embodiment of the present utility model, as shown below. Figure 2 As shown, the vehicle redundant braking system may include a first redundant solenoid valve 101, a second redundant solenoid valve 102, a vehicle controller 103, a two-position two-way solenoid valve 104, an electronic parking brake module valve 105, an anti-lock braking solenoid valve 211, a brake chamber, an air braking system, and a parking air reservoir 205, etc.

[0045] The air inlet of the anti-lock braking system (ABS) solenoid valve is connected to the air outlet of the first bridge control module 108 or the air outlet of the second bridge control module 109, and the air outlet of the anti-lock braking solenoid valve 211 is connected to the brake chamber. Figure 2 (Shown in the connection of single-chamber brake chamber 206 and double-chamber brake chamber 207).

[0046] In some alternative embodiments, the brake chamber includes a single-chamber brake chamber 206 and a dual-chamber brake chamber 207.

[0047] In some alternative implementations, the first bridge control module 108 can be a single-channel bridge control module 212, and the second bridge control module 109 can be a dual-channel bridge control module 213.

[0048] In practical applications, both the first bridge control module 108 and the second bridge control module 109 can be selected as either a single-channel bridge control module 212 or a dual-channel bridge control module 213, depending on actual needs.

[0049] In some alternative implementations, the vehicle redundant braking system also includes an air braking system and a parking air reservoir 205.

[0050] Specifically, the gas generation system generates compressed gas for parking. The gas generation system may include an air filter, a muffler 202, an air compressor 203, and an air dryer 204. The outlet of the gas generation system is connected to the parking air reservoir 205, the front axle air reservoir 106, and the rear axle air reservoir 107. The outlet of the parking air reservoir 205 is connected to the inlet of the electronic parking brake module valve 105.

[0051] The air dryer 204 can be an air dryer 204 with a four-circuit valve. The parking air reservoir 205 is mainly used for parking operations after the vehicle has come to a complete stop. It can be controlled by the electronic parking brake module valve 105 to realize the parking operation of the vehicle.

[0052] Furthermore, if the vehicle controller 103 and the electronic parking brake system are functioning normally during braking, the vehicle needs to be controlled based on the vehicle speed collected by wheel speed sensors 208 positioned at appropriate locations near multiple tires 216. Specifically, the parking brake central controller 209 of the electronic parking brake system is connected to the single-channel bridge control module 212, the multi-channel bridge control module, and multiple wheel speed sensors 208 via the wiring harness assembly 210 of the electronic parking brake system, detecting the real-time speed of the vehicle through the wheel speed sensors 208. When the vehicle speed exceeds the maximum speed limit of the current road segment, a warning is issued, or the vehicle is controlled to perform braking operations through the single-channel bridge control module 212 and the multi-channel bridge control module. This utility model's implementation of a redundant braking system also requires braking devices (not shown in the figure) configured on the vehicle's tires 216, and the usage method is similar to the conventional braking process, so it will not be described in detail here.

[0053] Therefore, the vehicle redundant braking system provided in this embodiment of the utility model provides a drive-by-wire redundant backup braking function when conventional braking fails. Specifically, while keeping the overall vehicle layout unchanged, simple components such as a first redundant solenoid valve 101 and a second redundant solenoid valve 102 are added. Redundant braking of the vehicle is implemented through the vehicle controller 103 and the added redundant control strategy in the electric braking system.

[0054] Figure 2 For details not described in the illustrated embodiments, please refer to [link / reference]. Figure 1 The implementation details and beneficial effects of the illustrated embodiments will not be repeated here.

[0055] Based on the aforementioned vehicle redundant braking system, this utility model also provides a vehicle control system, which includes the aforementioned vehicle redundant braking system.

[0056] Based on the aforementioned vehicle redundant braking system, this utility model also provides a vehicle, which includes the aforementioned vehicle control system.

[0057] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the present invention.

Claims

1. A vehicle redundant braking system, characterized in that, The vehicle redundant braking system includes: The first redundant solenoid valve has its inlet end connected to the front axle air reservoir, its outlet end connected to the first axle control module, and its control end connected to the vehicle controller. The second redundant solenoid valve has its inlet end connected to the rear axle air reservoir, its outlet end connected to the second axle control module, and its control end connected to the vehicle controller. The vehicle controller is used to control the opening of the first redundant solenoid valve and the second redundant solenoid valve when the vehicle's electronic braking system fails, so that the air intake of the first bridge control module and the second bridge control module opens, thereby realizing vehicle braking. A two-position two-way solenoid valve, wherein the air inlet of the two-position two-way solenoid valve is connected to the control port of the electronic parking brake module valve, the air outlet is connected to the air, and the control wiring harness is connected to the vehicle ignition start signal terminal. The air inlet of the two-position two-way solenoid valve opens when the vehicle ignition start signal terminal is de-energized. The electronic parking brake module valve applies exhaust braking when the air inlet of the two-position two-way solenoid valve is opened, until the vehicle is parked.

2. The vehicle redundant braking system according to claim 1, characterized in that, The vehicle controller is also used to send a parking command to the electronic parking brake module valve to achieve parking when the air intake ports of the first bridge control module and the second bridge control module are open and the vehicle speed is less than a set threshold.

3. The vehicle redundant braking system according to claim 1, characterized in that, The vehicle controller is also used to send redundant braking messages to the parking central controller of the electronic parking brake system when the vehicle's electronic braking system fails. The parking central controller controls the electronic parking brake system to achieve vehicle braking.

4. The vehicle redundant braking system according to claim 1, characterized in that, When both the vehicle controller and the electronic braking system are in normal working condition, the two-position two-way solenoid valve is energized and engaged, and the air inlet and outlet of the two-position two-way solenoid valve are disconnected.

5. The vehicle redundant braking system according to claim 1, characterized in that, The vehicle redundant braking system further includes an anti-lock braking solenoid valve, wherein the air inlet of the anti-lock braking solenoid valve is connected to the air outlet of the first bridge control module or the air outlet of the second bridge control module, and the air outlet of the anti-lock braking solenoid valve is connected to the brake chamber.

6. The vehicle redundant braking system according to claim 5, characterized in that, The brake chamber includes a single-chamber brake chamber and a double-chamber brake chamber.

7. The vehicle redundant braking system according to any one of claims 1-6, characterized in that, The first bridge control module is a single-channel bridge control module; The second bridge control module is a dual-channel bridge control module.

8. The vehicle redundant braking system according to any one of claims 1-6, characterized in that, The vehicle redundant braking system also includes: An air generation system is used to generate compressed gas for parking. The air generation system includes an air filter, a muffler, an air compressor, and an air dryer. The outlet of the air generation system is connected to the parking air tank, the front axle air tank, and the rear axle air tank. A parking air reservoir, the outlet of which is connected to the inlet of the electronic parking brake module valve.

9. A vehicle control system, characterized in that, The vehicle control system includes the vehicle redundant braking system as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicle includes the vehicle control system as described in claim 9.

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