Brake system, vehicle and vehicle group

Abstract

To quickly generate brake force when switching a brake system.SOLUTION: A brake system 40 includes: a brake command output section 43 which outputs a brake command; a supply section 51 which supplies fluid when the brake command is output; a different supply section 56 which supplies fluid different from the fluid supplied from the supply section when the brake command is output; a passing fluid control section 60 which is connected to the supply section and the different supply section and passes at least one of the fluid and the different fluid when the fluid and the different fluid are supplied; and a brake force output section 70 which is connected to the passing fluid control section and outputs brake force using at least one fluid supplied from the passing fluid control section 60.SELECTED DRAWING: Figure 2

Description

Technical Field

[0001] The present invention relates to a braking system, a vehicle, and a vehicle group.

Background Art

[0002] Patent Document 1 discloses a braking system having two brake systems. However, in the braking system disclosed in Patent Document 1, when braking force is required, air is supplied only to one of the brake systems. Therefore, in order to switch from one brake system to the other and output braking force due to the occurrence of an abnormality, first, an abnormality in one brake system is detected, then the other brake system is started up, and thereafter, air needs to be supplied and filled to the other brake system. That is, in the conventional braking system, when switching the brake system, the output of the braking force is delayed due to electrical switching processing, air filling, and the like.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The present invention has been made in consideration of such points, and an object thereof is to rapidly generate braking force when switching a brake system.

Means for Solving the Problems

[0005] The braking system according to the present invention includes a braking command output unit that outputs a braking command, a supply unit that supplies a fluid when the braking command is output, another supply unit that supplies a fluid different from the fluid supplied from the supply unit when the braking command is output, A passage flow control unit that is connected to the supply unit and the other supply unit and allows at least one of the fluid and the other fluid to pass through when the fluid and the other fluid are supplied. A braking force output unit that is connected to the passage flow control unit and outputs a braking force using at least one of the fluids supplied from the passage flow control unit.

[0006] In the braking system according to the present invention, the passage flow control unit may allow a high-pressure fluid among the fluid and the other fluid to flow into the braking force output unit.

[0007] In the braking system according to the present invention, the pressure of the fluid supplied to the passage flow control unit and the pressure of the other fluid supplied to the passage flow control unit may be different.

[0008] In the braking system according to the present invention, when the pressure of the fluid and the pressure of the other fluid are the same, the passage flow control unit may allow only the fluid to flow into the braking force output unit.

[0009] In the braking system according to the present invention, the passage flow control unit may include a double check valve.

[0010] The braking system according to the present invention includes an abnormality detection unit that detects an abnormality in the supply unit and the other supply unit, and the supply of fluid from the supply unit in which an abnormality is detected to the passage flow control unit may be stopped.

[0011] The braking system according to the present invention may include an abnormality detection unit that monitors the presence or absence of the inflow of the fluid into the passage flow control unit and the presence or absence of the inflow of the other fluid into the passage flow control unit when the braking command is output.

[0012] The vehicle according to the present invention includes any one of the braking systems according to the present invention described above.

[0013] The vehicle according to the present invention may be provided with an automatic control unit that automatically controls the braking system.

[0014] In the vehicle according to the present invention, the automatic control unit may control the braking system based on information regarding the travel of a platoon vehicle that forms a platoon with the vehicle.

[0015] The vehicle group according to the present invention includes at least one of the vehicles according to the present invention described above, and includes a plurality of vehicles that form a platoon and travel.

Advantages of the Invention

[0016] According to the present invention, braking force can be rapidly generated when switching the brake system.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying Out the Invention

[0018] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the drawings attached to this specification, for the convenience of illustration and easier understanding, the scale, the aspect ratio of the vertical and horizontal dimensions, etc. are appropriately changed and exaggerated from those of the actual object.

[0019] The vehicle 10 of this embodiment has a braking system 40 that generates braking force by fluid pressure. This braking system 40 has two systems of operating fluid supply parts for supplying operating fluid, and in particular, it is devised so that braking force can be generated quickly when switching between the two systems of operating fluid supply parts. This vehicle 10 can be applied to railway vehicles, etc. without being particularly limited, but typically can be applied to automobiles having a hydraulic braking system or a pneumatic braking system. Further, the automobile to which the vehicle 10 of this embodiment is applied may be a commercial vehicle such as a truck or a bus, or even a passenger car for people to ride, as in the illustrated example.

[0020] Hereinafter, an embodiment will be described with reference to the illustrated specific examples.

[0021] As shown in FIG. 1, the vehicle 10 has a vehicle body 11 and wheels 12 rotatably held on the vehicle body 11. Further, the vehicle 10 has a drive system 20, a steering system 30, and a braking system 40.

[0022] The drive system 20 supplies a rotational driving force to the wheels 12. In the illustrated example, the drive system 20 has a drive operation input part 21, a drive command output part 23, and a driving force supply part 25. The drive operation input part 21 is an input part for the operator of the vehicle 10 to input an operation, and an accelerator pedal can be exemplified. The operator of the vehicle 10 inputs an operation amount corresponding to the magnitude of the desired rotational driving force to the drive operation input part 21. More specifically, when the desired rotational driving force is large, a larger operation amount is input to the drive operation input part 21, and when the desired rotational driving force is small, a smaller operation amount is input to the drive operation input part 21.

[0023] The drive command output unit 23 outputs a drive command according to the magnitude of the operation amount input to the drive operation input unit 21. The drive command output unit 23 includes, for example, a processor, a memory, and the like. The drive command output unit 23 generates and outputs an electrical signal of a drive command according to the operation amount input to the drive operation input unit 21 based on, for example, a table or the like previously recorded in the memory. The drive command output unit 23 may be a part of an ECU (Electronic Control Unit) that functions as a control device for the entire vehicle 10, or a part of its configuration may be shared with the ECU. Further, the drive command output unit 23 may share at least a part of its configuration with the steering command output unit 33 and the braking command output unit 43 described later.

[0024] The driving force supply unit 25 generates and outputs a driving force for rotating the wheels 12 according to the drive command output from the drive command output unit 23. The driving force supply unit 25 typically includes an engine or a motor. In the illustrated example, the driving force supply unit 25 outputs a driving force for rotating the axle 14 to the axle 14 that connects a pair of wheels 12 forming the rear wheels.

[0025] The steering system 30 supplies a driving force for adjusting the direction of the wheels 12. In the illustrated example, the steering system 30 includes a steering operation input unit 31, a steering command output unit 33, and a steering force supply unit 35. The steering operation input unit 31 is an input unit to which the operator of the vehicle 10 inputs an operation, and a steering wheel can be exemplified. The operator of the vehicle 10 inputs an operation amount according to the magnitude of the desired steering amount to the steering operation input unit 31. More specifically, when the desired steering amount is large, a larger operation amount is input to the steering operation input unit 31, and when the desired steering amount is small, a smaller operation amount is input to the steering operation input unit 31.

[0026] The steering command output unit 33 outputs a steering command according to the magnitude of the operation amount input to the steering operation input unit 31. The steering command output unit 33 includes, for example, a processor, a memory, and the like. The steering command output unit 33 generates and outputs an electrical signal of a steering command according to the steering amount input to the steering operation input unit 31 based on, for example, a table or the like recorded in advance in the memory. The steering command output unit 33 may be a part of the ECU that functions as a control device for the entire vehicle 10, or may share a part of the configuration with the ECU.

[0027] The steering force supply unit 35 generates and outputs a driving force for changing the direction of the wheel 12 according to the driving command output from the steering command output unit 33. As the steering force supply unit 35, a mechanism that amplifies and outputs the steering force using a hydraulic circuit or the like can be used. In the illustrated example, the steering force supply unit 35 outputs a driving force for changing the direction of the wheel 12 to the shaft 13 that connects a pair of wheels 12 forming the front wheels.

[0028] Next, the braking system 40 will be described. In the present embodiment, the braking system 40 includes a braking command output unit 43 that outputs a braking command, and a braking force supply unit 45 that outputs a braking force according to the braking command output from the braking command output unit 43.

[0029] In the illustrated example, the braking system 40 has a braking operation input unit 41 as an input unit to which an operator of the vehicle 10, such as a brake pedal, inputs an operation. The operator of the vehicle 10 inputs an operation amount according to the magnitude of the desired braking force to the braking operation input unit 41. More specifically, when the desired braking force is large, a larger operation amount is input to the braking operation input unit 41, and when the desired braking force is small, a smaller operation amount is input to the braking operation input unit 41.

[0030] The braking command output unit 43 outputs a braking command according to the magnitude of the operation amount input to the braking operation input unit 41. The braking command output unit 43 includes, for example, a processor, a memory, and the like. The braking command output unit 43 generates and outputs an electric signal of a braking command according to the operation amount input to the braking operation input unit 41 based on, for example, a table or the like recorded in advance in the memory. The braking command output unit 43 may be a part of the ECU that functions as a control device for the entire vehicle 10, or may share a part of the configuration with the ECU.

[0031] As shown in FIG. 1, the braking force supply unit 45 includes a working fluid supply unit 50 that supplies a working fluid according to the braking command output from the braking command output unit 43, and a braking force output unit 70 that outputs a braking force using the working fluid supplied from the working fluid supply unit 50. The illustrated braking force output unit 70 includes a brake actuator 71 that is operated by the working fluid supplied from the working fluid supply unit 50, and a friction member 72 held by the brake actuator 71. The brake actuator 71 and the friction member 72 are provided separately for each wheel 12. The brake actuator 71 can be a fluid pressure cylinder. The friction member 72 functions as, for example, a shoe. The friction member 72 generates a frictional force with the rotating wheel 12 and brakes the rotation of the wheel 12.

[0032] Next, the working fluid supply unit 50 will be described. FIG. 2 shows a detailed configuration of the working fluid supply unit 50.

[0033] As shown in FIG. 2, the working fluid supply unit 50 mainly includes a first working fluid supply unit (supply unit) 51, a second working fluid supply unit (another supply unit) 56, and a passing fluid control unit 60. The first working fluid supply unit 51 supplies a first fluid (fluid) to the passing fluid control unit 60 when a braking command is output from the braking command output unit 43. The second working fluid supply unit 56 supplies a second fluid (another fluid) to the passing fluid control unit 60 when a braking command is output from the braking command output unit 43.

[0034] In the illustrated example, the first working fluid supply unit 51 and the second working fluid supply unit 56 are electrically connected to the braking command output unit 43 via the electrical wiring 81. The first working fluid supply unit 51 and the second working fluid supply unit 56 receive a braking command from the braking command output unit 43 via the electrical wiring 81.

[0035] Also, in the illustrated example, the vehicle 10 has a fluid source 15 that functions as a fluid supply source. The first working fluid supply unit 51 and the second working fluid supply unit 56 are connected to the fluid source 15 via the fluid supply pipe 82. The first working fluid supply unit 51 and the second working fluid supply unit 56 are supplied with a fluid, such as a gas like air or a liquid like oil, from the fluid source 15 via the fluid supply pipe 82. Further, the first working fluid supply unit 51 and the second working fluid supply unit 56 are connected to the passing fluid control unit 60 via the fluid supply pipe 82. The first working fluid supply unit 51 and the second working fluid supply unit 56 are capable of supplying fluid to the passing fluid control unit 60 via the fluid supply pipe 82.

[0036] As an example, when the working fluid supplied to the braking force output unit 70 is a liquid such as oil, the fluid source 15 can have a liquid tank and a pump. When the working fluid supplied to the braking force output unit 70 is a gas such as air, the fluid source 15 can have a compressor.

[0037] The first working fluid supply unit 51 and the second working fluid supply unit 56 receive braking commands from the braking command output unit 43 in parallel. Also, the first working fluid supply unit 51 and the second working fluid supply unit 56 supply the fluid supplied from the fluid source 15 to the passing fluid control unit 60 in parallel. That is, the first working fluid supply unit 51 and the second working fluid supply unit 56 constitute two systems of working fluid supply units provided in parallel. Therefore, the first fluid (fluid) supplied from the first working fluid supply unit 51 to the passing fluid control unit 60 and the second fluid (another fluid) supplied from the second working fluid supply unit 56 to the passing fluid control unit 60 are both fluids that can be used to generate braking force at the braking force output unit 70 and are typically the same.

[0038] However, not limited to the illustrated example, two fluid sources 15 may be provided. For example, the first operating fluid supply unit 51 may receive fluid supply from the first fluid source, and the second operating fluid supply unit 56 may receive fluid supply from a second fluid source (a different fluid source) different from the first fluid source (the fluid source).

[0039] The first operating fluid supply unit 51 and the second operating fluid supply unit 56 will be described in more detail.

[0040] The first operating fluid supply unit 51 includes a first braking control unit 52 that receives a braking command from the braking command output unit 43, and a first fluid control valve 53 that is operated by the first braking control unit 52. The first braking control unit 52 is electrically connected to the braking command output unit 43 via the electrical wiring 81. The first braking control unit 52 receives a braking command from the braking command output unit 43 via the electrical wiring 81. The first braking control unit 52 is electrically connected to the first fluid control valve 53 via the electrical wiring 81. The first braking control unit 52 transmits an operation command for operating the first fluid control valve 53 to the first fluid control valve 53 via the electrical wiring 81. The operation command transmitted from the first braking control unit 52 to the first fluid control valve 53 is an electrical signal generated based on the braking command.

[0041] The first braking control unit 52 may be configured to include, for example, a processor, a memory, etc. The first braking control unit 52 may be constituted by a control unit incorporated in the first fluid control valve 53. The first braking control unit 52 generates and outputs an electrical signal of an operation command corresponding to the braking command from the braking command output unit 43 based on, for example, a previously prepared table, etc. Therefore, the operation command generated by the first braking control unit 52 will reflect the operation amount input to the braking operation input unit 41 in the illustrated example. That is, the first braking control unit 52 outputs a braking command corresponding to the magnitude of the operation amount input to the braking operation input unit 41.

[0042] The first fluid control valve 53 is a solenoid valve that operates in response to an operation command from the first braking control unit 52. The first fluid control valve 53 may be an electromagnetic on-off valve that opens and closes in response to an operation command, or may be an electromagnetic proportional valve whose opening degree can be adjusted in response to an operation command. The first fluid control valve 53 is located on a fluid supply pipe 82 extending from the fluid source 15 to the passing fluid control unit 60. The first fluid control valve 53 allows the inflow of the first fluid from the fluid source 15 to the passing fluid control unit 60 by opening the fluid supply pipe 82. The first fluid control valve 53 shuts off the first inflow of fluid from the fluid source 15 to the passing fluid control unit 60 by closing the fluid supply pipe 82.

[0043] The second working fluid supply unit 56 includes a second braking control unit 57 that receives a braking command from the braking command output unit 43, and a second fluid control valve 58 that is operated by the second braking control unit 57. The second braking control unit 57 is electrically connected to the braking command output unit 43 via an electrical wiring 81. The second braking control unit 57 receives a braking command from the braking command output unit 43 via the electrical wiring 81. The second braking control unit 57 is electrically connected to the second fluid control valve 58 via the electrical wiring 81. The second braking control unit 57 transmits an operation command for operating the second fluid control valve 58 to the second fluid control valve 58 via the electrical wiring 81. The operation command transmitted from the second braking control unit 57 to the second fluid control valve 58 is an electrical signal generated based on the braking command.

[0044] The second braking control unit 57 may be configured in the same manner as the first braking control unit 52. That is, the second braking control unit 57 may be configured to include, for example, a processor, a memory, etc. The second braking control unit 57 may be constituted by a control unit incorporated in the second fluid control valve 58. The second braking control unit 57 generates and outputs an electrical signal of an operation command corresponding to the braking command from the braking command output unit 43 based on, for example, a previously prepared table or the like. Therefore, the operation command generated by the second braking control unit 57 comes to reflect the operation amount input to the braking operation input unit 41 in the illustrated example. That is, the second braking control unit 57 outputs a braking command corresponding to the magnitude of the operation amount input to the braking operation input unit 41.

[0045] The second fluid control valve 58 is a solenoid valve that operates in response to an operation command from the second braking control unit 57. The second fluid control valve 58 may be configured in the same manner as the first fluid control valve 53. That is, the second fluid control valve 58 may be an electromagnetic on-off valve that opens and closes in response to an operation command, or may be an electromagnetic proportional valve whose opening degree can be adjusted in response to an operation command. The second fluid control valve 58 is located on a fluid supply pipe 82 extending from the fluid source 15 to the passing fluid control unit 60. By opening the fluid supply pipe 82, the second fluid control valve 58 allows the inflow of the second fluid from the fluid source 15 to the passing fluid control unit 60. By closing the fluid supply pipe 82, the second fluid control valve 58 shuts off the inflow of the second fluid from the fluid source 15 to the passing fluid control unit 60.

[0046] Next, the passing fluid control unit 60 will be described. The passing fluid control unit 60 constitutes a confluence portion of the first fluid supplied from the first working fluid supply unit 51 and the second fluid supplied from the second working fluid supply unit 56. In other words, the passing fluid control unit 60 forms a confluence portion of a fluid supply pipe 82 connected to the first working fluid supply unit 51 to supply the first fluid and a fluid supply pipe 82 connected to the second working fluid supply unit 56 to supply the second fluid. The passing fluid control unit 60 allows at least one of the first fluid and the second fluid to pass through.

[0047] In the illustrated example, the passing fluid control unit 60 is constituted by a double check valve 61. As shown in FIG. 3, the double check valve 61 allows the supplied fluid to flow toward the braking force output unit 70. On the other hand, the double check valve 61 restricts the fluid flowing into it from flowing into the first working fluid supply unit 51 (the first fluid control valve 53) or the second working fluid supply unit 56 (the second fluid control valve 58).

[0048] Specifically, the double check valve 61 has a casing 62 and a valve moving body 63 accommodated in the casing 62. The casing 62 has a first opening 62a to which a fluid supply pipe 82 leading to the first fluid control valve 53 is connected, a second opening 62b to which a fluid supply pipe 82 leading to the second fluid control valve 58 is connected, and a third opening 62c to which a fluid supply pipe 82 leading to the braking force output unit 70 is connected. The first opening 62a and the second opening 62b are arranged to face each other in the longitudinal direction of the casing 62. The valve moving body 63 is made of, for example, a sphere and is movable in the longitudinal direction of the casing 62 within the casing 62. The valve moving body 63 can close the first opening 62a by being pressed toward the first opening 62a. Similarly, the valve moving body 63 can close the second opening 62b by being pressed toward the second opening 62b. On the other hand, the third opening 62c is configured not to be closed by the valve moving body 63.

[0049] In the passage fluid control unit 60 shown in FIG. 3, only the fluid with the higher pressure among the first fluid supplied from the first working fluid supply unit 51 and the second fluid supplied from the second working fluid supply unit 56 is supplied to the braking force output unit 70 through the third opening 62c. For example, when the pressure of the first fluid is higher than the pressure of the second fluid, as shown by the two-dot chain line in FIG. 3, the valve moving body 63 is pressed onto the second opening 62b by the first fluid, and the second opening 62b is closed by the valve moving body 63. At this time, the first fluid is supplied from the working fluid supply unit 50 to the passage fluid control unit 60, and this first fluid is supplied to the braking force output unit 70. On the other hand, when the pressure of the second fluid is higher than the pressure of the first fluid, the valve moving body 63 is pressed onto the first opening 62a by the second fluid, and the first opening 62a is closed by the valve moving body 63. At this time, the second fluid is supplied from the working fluid supply unit 50 to the passage fluid control unit 60, and this second fluid is supplied to the braking force output unit 70.

[0050] In the example shown in FIG. 3, when the pressure of the first fluid is the same as the pressure of the second fluid, the valve moving body 63 is positioned between the first opening 62a and the second opening 62b within the casing 62. At this time, both the first fluid and the second fluid flow into the casing 62 and are supplied to the braking force output unit 70 via the third opening 62c.

[0051] Incidentally, when using the above-described passage flow control unit 60, by adjusting at least one of the first fluid control valve 53 and the second fluid control valve 58 or installing a throttle, etc., the pressure of one of the first fluid and the second fluid supplied to the passage flow control unit 60 may be made lower than the pressure of the other of the first fluid and the second fluid supplied to the passage flow control unit 60. According to such an example, the operation of the valve moving body 63 within the casing 62 can be suppressed, and the fluid supply from the operating fluid supply unit 50 to the braking force output unit 70 can be stabilized.

[0052] Also, as shown in FIG. 6, the double check valve 61 may have a pressing member 64 that presses the valve moving body 63 toward one of the first opening 62a and the second opening 62b. In the illustrated example, the pressing member 64 presses the valve moving body 63 toward the second opening 62b. Therefore, when fluid is not supplied to the passage flow control unit 60 or when the pressures of the supplied first fluid and second fluid are the same, the second opening 62b is closed by the valve moving body 63. Therefore, the supply of the first fluid is prioritized over the supply of the second fluid. When the pressures of the first fluid and the second fluid are the same, the passage flow control unit 60 allows only the first fluid to flow into the braking force output unit 70. In this example, when the pressure of the second fluid becomes greater than the pressure of the first fluid by a value corresponding to the force that presses the valve moving body 63 by the pressing member 64 or more, the second fluid passes through the passage flow control unit 60 and is supplied to the braking force output unit 70. Also in such an example, the operation of the valve moving body 63 within the casing 62 can be suppressed, and the fluid supply from the operating fluid supply unit 50 to the braking force output unit 70 can be stabilized.

[0053] Incidentally, as shown in FIG. 2, the braking system 40 has an abnormality detection unit 75. The abnormality detection unit 75 detects abnormalities in the first working fluid supply unit 51 and the second working fluid supply unit 56. Furthermore, it is preferable that the abnormality detection unit 75 be capable of detecting an abnormality in the braking system 40. In the illustrated example, the abnormality detection unit 75 has a first abnormality detection unit 76 that detects the presence or absence of an abnormality regarding the first working fluid supply unit 51, and a second abnormality detection unit 77 that detects the presence or absence of an abnormality regarding the second working fluid supply unit 56. The first abnormality detection unit 76 and the second abnormality detection unit 77 are each electrically connected to a detector 78 or are capable of wireless communication with the detector 78. The first abnormality detection unit 76 and the second abnormality detection unit 77 determine the presence or absence of an abnormality based on information regarding the presence or absence of an abnormality detected by the detector 78.

[0054] For example, when a braking command is output from the braking command output unit 43, the abnormality detection unit 75 may monitor the presence or absence of the inflow of the first fluid into the passing fluid control unit 60 and the presence or absence of the inflow of the second fluid into the passing fluid control unit 60. At this time, as an example, the presence or absence of the inflow of the fluid can be monitored using a pressure sensor (detector) provided in the fluid supply pipe 82.

[0055] Also, when the braking operation input unit 41 is operated, the abnormality detection unit 75 may monitor the presence or absence of a braking command from the braking command output unit 43 to both the first braking control unit 52 and the second braking control unit 57. Furthermore, when the braking operation input unit 41 is operated, the abnormality detection unit 75 may monitor the presence or absence of an operation command to both the first fluid control valve 53 and the second fluid control valve 58. Furthermore, the abnormality detection unit 75 may monitor the operating states of the first braking control unit 52 and the second braking control unit 57. The presence or absence of a command and the confirmation of the operating status can be determined based on, for example, a change in current.

[0056] The abnormality detection unit 75 is electrically connected to the first braking control unit 52 and the second braking control unit 57. When the abnormality detection unit 75 detects an abnormality, it may notify the first braking control unit 52 and the second braking control unit 57 of the presence of the abnormality and stop the fluid supply from the operating fluid supply unit having the abnormality to the passage fluid control unit 60. Further, when the abnormality detection unit 75 detects an abnormality, it may notify the occurrence of the abnormality to a control system higher than the braking system 40, for example, an ECU that functions as a control device for the entire vehicle 10, and further cause the presence of the abnormality to be displayed by a warning lamp.

[0057] Next, the operation of the braking system 40 having the above configuration will be described.

[0058] First, the driver of the vehicle 10 inputs an operation to the braking operation input unit 41. At this time, the driver inputs an operation amount corresponding to the magnitude of the braking force to be applied to the wheels 12 of the vehicle 10 to the braking operation input unit 41. The braking command output unit 43 detects the operation to the braking operation input unit 41. The braking command output unit 43 generates a braking command corresponding to the operation amount applied to the braking operation input unit 41 and transmits the braking command to the operating fluid supply unit 50 of the braking force supply unit 45. At this time, the braking command output unit 43 transmits the braking command in parallel to both the first operating fluid supply unit 51 and the second operating fluid supply unit 56 of the operating fluid supply unit 50.

[0059] Also, regardless of the presence or absence of a braking command, fluid is supplied in parallel from the fluid source 15 toward the first fluid control valve 53 of the first operating fluid supply unit 51 and the second fluid control valve 58 of the second operating fluid supply unit 56.

[0060] Then, the first braking control unit 52 of the first operating fluid supply unit 51 transmits an operation command to the first fluid control valve 53 so as to be able to supply the first fluid to the passage fluid control unit 60 at a flow rate and pressure corresponding to the braking command transmitted from the braking command output unit 43. The first fluid control valve 53 opens the fluid supply pipe 82 in response to the operation command from the first braking control unit 52. In this way, the first operating fluid supply unit 51 supplies the fluid supplied from the fluid source 15 to the passage fluid control unit 60 as the first fluid.

[0061] Similarly, the second braking control unit 57 of the second working fluid supply unit 56 receives the same braking command as the first braking control unit 52 from the braking command output unit 43. The second braking control unit 57 transmits an operation command to the second fluid control valve 58 so as to supply the second fluid to the passing fluid control unit 60 at a flow rate and pressure corresponding to the braking command transmitted from the braking command output unit 43. The second fluid control valve 58 opens the fluid supply pipe 82 in response to the operation command from the second braking control unit 57. As a result, the second working fluid supply unit 56 supplies the fluid supplied from the fluid source 15 to the passing fluid control unit 60 as the second fluid.

[0062] The passing fluid control unit 60 supplies at least one of the first fluid supplied from the first working fluid supply unit 51 and the second fluid supplied from the second working fluid supply unit 56 to the braking force output unit 70. In the example shown in FIG. 4, inside the passing fluid control unit 60, the flow path of the second fluid is closed by the valve moving body 63. As a result, the first fluid supplied from the first working fluid supply unit 51 passes through the passing fluid control unit 60 and is supplied from the working fluid supply unit 50 to the braking force output unit 70 via the fluid supply pipe 82.

[0063] The braking force output unit 70 generates and outputs a braking force using the working fluid supplied from the working fluid supply unit 50. In the illustrated example, the braking force output unit 70 presses the friction member 72 against the wheel 12 by a braking actuator 71 operated by the working fluid. Due to the contact between the friction member 72 and the wheel 12, a frictional force that brakes the rotation of the wheel 12 is generated.

[0064] Next, with reference to FIG. 5, the operation when an abnormality occurs in the working fluid supply unit 50 will be described. In the following description, it is assumed that an abnormality has occurred in the first working fluid supply unit 51 in a state where the first fluid supplied from the first working fluid supply unit 51 to the passing fluid control unit 60 as described above with reference to FIG. 4 is being supplied to the braking force output unit 70.

[0065] In the example shown in FIG. 5, an abnormality has occurred in the first working fluid supply unit 51, and the first fluid cannot be supplied from the first working fluid supply unit 51 to the flow control unit 60 at a desired pressure and a desired flow rate. However, not only the first fluid from the first working fluid supply unit 51 but also the second fluid is supplied to the flow control unit 60 from the second working fluid supply unit 56. When the pressure of the first fluid decreases due to the abnormality of the first working fluid supply unit 51, the second fluid pushes the pushing member 64 toward the first opening 62a. As a result, the first opening 62a is closed and the second opening 62b is opened, and the second fluid passes through the flow control unit 60 instead of the first fluid. That is, the working fluid supply unit 50 supplies the second fluid to the braking force output unit 70 instead of the first fluid. The switching from the first fluid to the second fluid is performed at the moment when the pressure of the first fluid can no longer be maintained. That is, after the supply of the first fluid from the first working fluid supply unit 51 stops, it is not necessary to wait for the electrical startup of the second braking control unit 57 of the second working fluid supply unit 56 or for the second fluid control valve 58 to be filled with fluid.

[0066] Particularly, in the illustrated example, the flow control unit 60 can change the flow path with a mechanical structure. That is, it is possible to start supplying the second fluid instead of the first fluid without waiting for the detection of an abnormality by the abnormality detection unit 75 and the stop of the supply of the first fluid from the first working fluid supply unit 51 based on the signal from the abnormality detection unit 75.

[0067] In the embodiment described above, the braking system 40 includes a braking command output unit 43 that outputs a braking command, a supply unit (first working fluid supply unit) 51 that supplies fluid when the braking command is output, another supply unit (second working fluid supply unit) 56 that supplies a fluid different from the fluid supplied from the supply unit 51 when the braking command is output, a passage flow control unit 60 that is connected to the supply unit 51 and the other supply unit 56 and allows at least one of the fluid and the other fluid to pass through when the fluid and the other fluid are supplied, and a braking force output unit 70 that is connected to the passage flow control unit 60 and outputs a braking force using at least one of the fluids supplied from the passage flow control unit 60. According to such an embodiment, when the braking command is output, fluid is supplied from the supply unit (first working fluid supply unit) 51 to the passage flow control unit 60, and another fluid is supplied from the other supply unit 56 to the passage flow control unit 60 through a path different from that of the supply unit 51. That is, when the braking command is output, fluid is supplied to the passage flow control unit 60 connected to the braking force output unit 70 in parallel through two paths. Since both the supply unit 51 and the other supply unit 56 start operating based on the same control command, compared with a system that starts the operation of the other after an abnormality in one of the supply unit 51 and the other supply unit 56 is detected, the delay associated with electrical switching and the delay associated with the flow of fluid can be effectively reduced. Thereby, it is possible to effectively prevent the generation of braking force from being delayed from the braking force output unit 70 when switching between the supply unit 51 and the other supply unit 56.

[0068] In a specific example of the above-described embodiment, the passage flow control unit 60 is configured to allow only the high-pressure fluid among the fluid and the other fluid to flow into the braking force output unit 70. According to this example, the flow of fluid and the amount of fluid in the supply unit 51, the other supply unit 56, and the passage flow control unit 60 can be stabilized, and the reliability of the braking system 40 can be improved.

[0069] In a specific example of the above-described embodiment, the pressure of another fluid supplied to the passage fluid control unit 60 can be set lower than the pressure of the fluid supplied to the passage fluid control unit 60. According to this example, the operation of the passage fluid control unit 60 can be stabilized, and the reliability of the braking system 40 can be improved.

[0070] In a specific example of the above-described embodiment, when the pressure of the fluid and the pressure of another fluid are the same, the passage fluid control unit 60 is configured to allow only the fluid from the supply unit 51 to flow into the braking force output unit 70. According to this example, the operation of the passage fluid control unit 60 can be stabilized. Further, such a passage fluid control unit 60 can be realized simply and inexpensively by using a double check valve 61 (see FIG. 6) having a fixed position by a pressing member 64. Also, the amount of fluid flowing into the braking force output unit 70 can be stabilized.

[0071] In a specific example of the above-described embodiment, the passage fluid control unit 60 is configured to include a double check valve 61. According to this example, the passage fluid control unit 60 can be configured simply, and the flow of the fluid in the supply unit 51, another supply unit 56, and the passage fluid control unit 60 can be stabilized. Further, since it operates mechanically independently of braking commands and other electrical signals, the delay associated with electrical switching can be effectively eliminated as compared with the case where the supply unit 51 and another supply unit 56 are operated sequentially.

[0072] In a specific example of the above-described embodiment, the braking system 40 has an abnormality detection unit 75 that detects abnormalities in the supply unit 51 and another supply unit 56, and the supply of fluid from the supply units 51, 56 in which an abnormality is detected to the passage fluid control unit 60 is stopped. According to such an example, the fluid supplied from the fluid source 15 can be effectively utilized, and braking can be performed stably. Also, the spread of unintended problems caused by the supply units 51, 56 that have caused an abnormality can be effectively prevented.

[0073] In a specific example of the above-described embodiment, when a braking command is output, the abnormality detection unit 75 monitors the presence or absence of the supply of fluid from the supply unit 51 to the passing flow control unit 60 and the presence or absence of the supply of another fluid from another supply unit 56 to the passing flow control unit 60. According to such an example, it is possible to monitor the presence or absence of an abnormality in the other supply unit while a liquid is being supplied from either one of the supply units. Therefore, it becomes possible to quickly detect an abnormality that has occurred in the supply unit 51 and another supply unit 56 by using the abnormality detection unit 75.

[0074] Although the embodiment has been described with reference to specific examples, the specific examples are not intended to limit the embodiment. The above-described embodiment can be implemented with various other specific examples, and various omissions, replacements, changes, additions, etc. can be made without departing from the gist thereof.

[0075] Hereinafter, with reference to the drawings, an example of a modification will be described. In the following description and the drawings used in the following description, for parts that can be configured in the same manner as the above-described specific example, the same reference numerals as those used for the corresponding parts in the above-described specific example are used, and duplicate descriptions are omitted.

[0076] In the above-described specific example, the vehicle 10 has been shown as an example that is operated by a driver, but it is not limited thereto. The vehicle 10 may be a vehicle capable of automatic driving by automatic control. Further, the vehicle 10 may be a vehicle capable of both automatic driving by automatic control and normal driving by a driver. Since the above-described braking system 40 has two systems of working fluid supply units and can quickly switch the working fluid supply units, it is suitable for a vehicle 10 capable of automatic driving by automatic control.

[0077] Here, in this specification, "automatic control" means control based on information received from the outside through the communication device 92, information received from the sensor 91, and information input in advance, rather than sequential operation inputs by a person riding in the vehicle.

[0078] FIG. 7 shows an example of a vehicle 10 capable of both autonomous driving and normal driving. The vehicle 10 shown in FIG. 7 has an automatic control unit 90 that automatically controls each component of the vehicle 10. In the vehicle 10 shown in FIG. 7, the automatic control unit 90 is electrically connected to a drive system 20, a steering system 30, and a braking system 40. The automatic control unit 90 is configured to transmit signals regarding the operation amount to the drive command output unit 23 of the drive system 20, the steering command output unit 33 of the steering system 30, and the braking command output unit 43 of the braking system 40.

[0079] The automatic control unit 90 has a calculation unit 90a and a recording unit 90b. The recording unit 90b records various information that can be used for autonomous driving by automatic control, such as the departure location, destination, planned route, target speed, and weather. The calculation unit 90a controls the drive system 20, the steering system 30, the braking system 40, etc. based on the information sequentially obtained from the sensor 91 and the communication device 92, and the information pre-recorded in the recording unit 90b.

[0080] The calculation unit 90a of the automatic control unit 90 is configured to include a processor and a memory. The automatic control unit 90 may be a part of an ECU that functions as a control device for the entire vehicle 10, or may share a part of its configuration with the ECU. Also, the automatic control unit 90 may share at least a part of its configuration with the drive command output unit 23, the steering command output unit 33, and the braking command output unit 43. Alternatively, the automatic control unit 90 may have corresponding configurations separately from the drive command output unit 23, the steering command output unit 33, and the braking command output unit 43.

[0081] Further, as shown in FIG. 8, the vehicle 10 described above may be configured to form a vehicle group 100 that travels in a platoon with other vehicles. The leading vehicle 10A of the vehicle group 100 traveling in a platoon may be a vehicle that travels under normal driving by a driver, or may be a vehicle that travels under autonomous driving by automatic control. On the other hand, it is preferable that the following vehicle 10B following the leading vehicle 10A is a vehicle that performs autonomous driving. The vehicle 10 described above can be used as either the leading vehicle 10A or the following vehicle 10B. Each of the vehicles 10A and 10B traveling in a platoon travels while maintaining a certain inter-vehicle distance, for example, while acquiring information regarding the travel of other vehicles via the communication device 92. At this time, the automatic control unit 90 controls the braking system 40 based on information regarding the travel of the vehicle 10 and other platoon vehicles that form the platoon. Since the braking system 40 described above has two systems of working fluid supply units and can quickly switch the working fluid supply units, it is suitable for the vehicle group 100 that performs platoon running on the premise of autonomous driving by automatic control.

[0082] Furthermore, as already described, the working fluid used in the braking system 40 may be a gas such as air, or may be a liquid such as oil. Correspondingly, as the braking force output unit 70, a pneumatic actuator such as a pneumatic actuator can be used, or a hydraulic actuator such as a hydraulic actuator can also be used.

Explanation of Signs

[0083] 10 Vehicle 40 Braking System 43 Braking Command Output Unit 51 First Working Fluid Supply Unit (Supply Unit) 56 Second Working Fluid Supply Unit (Another Supply Unit) 60 Passing Flow Control Unit 61 Double Check Valve 70 Braking Force Output Unit 75 Abnormality Detection Unit 90 Automatic Control Unit 100 Vehicle Group 100

Claims

1. A braking command output unit that outputs a braking command, A supply unit that supplies fluid when the braking command is output, Another supply unit that supplies a fluid different from the fluid supplied from the supply unit when the braking command is output, A passage flow control unit connected to the supply unit and the another supply unit, and allowing at least one of the fluid and the another fluid to pass through when the fluid and the another fluid are supplied, A braking force output unit connected to the passage flow control unit and outputting a braking force using at least one of the fluids supplied from the passage flow control unit, By installing a throttle in the fluid supply pipe included in one of the supply unit and the another supply unit, the pressure of the fluid supplied to the passage flow control unit and the pressure of the another fluid supplied to the passage flow control unit are different, The passage flow control unit includes a double check valve having a casing and a valve moving body housed in the casing, The casing has a first opening for supplying the fluid from the supply unit, a second opening for supplying the another fluid from the another supply unit, and a third opening communicating with the braking force output unit, The first opening and the second opening are arranged to face each other in the longitudinal direction of the casing, and the third opening is located between the first opening and the second opening of the casing, The valve moving body is made of a sphere and is movable in the longitudinal direction of the casing within the casing, When the pressure of the fluid supplied to the double check valve is higher than the pressure of the another fluid, the valve moving body is pushed toward the second opening by the fluid, and the fluid flows to the braking force output unit, A braking system in which when the pressure of the another fluid supplied to the double check valve is higher than the pressure of the fluid, the valve moving body is pushed toward the first opening by the another fluid, and the another fluid flows to the braking force output unit.

2. The passage flow control unit causes the high-pressure fluid among the fluid and the another fluid to flow into the braking force output unit. The braking system according to claim 1.

3. Both the supply unit and the another supply unit start operating based on the same control command from the braking command output unit, When an abnormality is detected in one of the supply unit and the other supply unit, without waiting for the supply of fluid from the one supply unit to the passing fluid control unit to stop, fluid is supplied from the other supply unit to the passing fluid control unit. The braking system according to claim 2.

4. The passing fluid control unit allows only the fluid to flow into the braking force output unit when the pressure of the fluid and the pressure of the other fluid are the same. The braking system according to any one of claims 1 to 3.

5. The double check valve has a pressing member that presses the valve moving body toward the second opening, and when the pressure of the fluid supplied to the first opening and the pressure of the fluid supplied to the second opening are the same, only the fluid supplied to the first opening is allowed to flow into the braking force output unit. The braking system according to any one of claims 1 to 3.

6. It includes an abnormality detection unit that detects abnormalities in the supply unit and the other supply unit. The supply of fluid from the supply unit in which the abnormality is detected to the passing fluid control unit stops. The braking system according to any one of claims 1 to 5.

7. When the braking command is output, it includes an abnormality detection unit that monitors the presence or absence of the inflow of the fluid to the passing fluid control unit and the presence or absence of the inflow of the other fluid to the passing fluid control unit. The braking system according to any one of claims 1 to 6.

8. A vehicle including the braking system according to any one of claims 1 to 7.

9. The vehicle according to claim 8, including an automatic control unit that automatically controls the braking system.

10. The automatic control unit controls the braking system based on information regarding the running of the queue vehicles that form a queue with the vehicle. The vehicle according to claim 9.

11. A group of vehicles including at least one vehicle according to any one of claims 8 to 10 and forming a queue and running.

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