Emergency braking system and vehicle

Abstract

A vehicle (10), comprising an emergency braking system (100), wherein the emergency braking system (100) is a braking system independent of an original braking system (200) of the vehicle, and the emergency braking system (100) comprises: a control device (110), a parking brake air circuit (120), and a first control valve (130) arranged on the parking brake air circuit (120). The parking brake air circuit (120) is connected to a brake air chamber (300) of the vehicle; and the control device (110) is electrically connected to the first control valve (130), such that when the emergency braking system (100) performs a parking brake operation, the first control valve (130) is in communication, and air in the parking brake air circuit (120) between the brake air chamber (300) and the first control valve (130) is discharged through the first control valve (130) to achieve braking.

Description

Emergency braking system and vehicle

[0001] The present application claims priority to the Chinese patent publication with the publication number 202421575966.3, the title of which is "Emergency braking system and vehicle", filed in the China Patent Office on July 4, 2024, the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to, but is not limited to, the technical field of vehicles, and in particular to an emergency braking system and a vehicle. BACKGROUND

[0003] With the rapid development of the automobile industry, automobile safety is increasingly valued by people, and the braking performance of the automobile is directly related to personal safety and property safety.

[0004] In the related art, some countries' traffic departments have formulated new technical requirements, requiring vehicles, especially buses, to be equipped with an EDSS (Emergency Driving Stop System). The EDSS can automatically control the vehicle to stop smoothly when detecting that the driver's physical condition is not good, but there is a risk of coasting, which affects driving safety. SUMMARY

[0005] An object of the present application is to provide a new technical solution for an emergency braking system.

[0006] According to a first aspect of the present application, an emergency braking system is provided, which is a braking system independent of the original braking system of a vehicle, and the emergency braking system comprises a control device, a parking brake gas circuit, and a first control valve arranged on the parking brake gas circuit; wherein,

[0007] The parking brake gas circuit is connected to a brake chamber of the vehicle;

[0008] The control device is electrically connected to the first control valve, so that in the case that the emergency braking system performs a parking brake operation, the first control valve is communicated, the gas in the parking brake gas circuit between the brake chamber and the first control valve is discharged through the first control valve, and braking is achieved.

[0009] In some embodiments of the present application, the emergency braking system further comprises a service brake gas circuit and a second control valve arranged on the service brake gas circuit, wherein,

[0010] One end of the service brake gas circuit is connected to a gas storage device of the vehicle, and the other end of the service brake gas circuit is connected to the brake chamber of the vehicle.

[0011] In some embodiments of the present application, the second control valve is a relay valve, and the relay valve comprises a first electromagnetic valve, a second electromagnetic valve and a third electromagnetic valve; wherein,

[0012] The electric connection end of the first electromagnetic valve is connected with the control device, the first gas path connection end of the first electromagnetic valve is connected with the gas inlet of the gas storage device, and the second gas path connection end of the first electromagnetic valve is connected with the first gas path connection end of the second electromagnetic valve and the first gas path connection end of the third electromagnetic valve;

[0013] The electric connection end of the second electromagnetic valve is connected with the control device, and the second gas path connection end of the second electromagnetic valve is communicated with the atmosphere;

[0014] The second gas path connection end of the third electromagnetic valve is connected with the gas inlet of the gas storage device, the third gas path connection end of the third electromagnetic valve is connected with the brake chamber of the vehicle, and the fourth gas path connection end of the third electromagnetic valve is communicated with the atmosphere.

[0015] In some embodiments of the present application, when the emergency braking system performs the service braking operation, the first electromagnetic valve is connected, the second electromagnetic valve is disconnected, and the third electromagnetic valve is in the air intake position;

[0016] The gas of the gas storage device enters the brake chamber through the third electromagnetic valve.

[0017] In some embodiments of the present application, when the emergency braking system stops performing the service braking operation, the first electromagnetic valve is disconnected, the second electromagnetic valve is connected, and the third electromagnetic valve is in the exhaust position;

[0018] The gas in the service braking gas path between the first electromagnetic valve and the third electromagnetic valve is discharged through the second electromagnetic valve, and the gas in the brake chamber and the gas in the service braking gas path between the brake chamber and the third electromagnetic valve are discharged.

[0019] In some embodiments of the present application, when the emergency braking system keeps performing the service braking operation, the first electromagnetic valve and the second electromagnetic valve are both disconnected, and the third electromagnetic valve is in the gas holding position;

[0020] The gas pressure of the service braking gas path between the third electromagnetic valve and the brake chamber and the gas pressure in the brake chamber remain unchanged.

[0021] In some embodiments of the present application, the second control valve comprises a fourth electromagnetic valve; wherein,

[0022] The electric connection end of the fourth electromagnetic valve is connected with the control device, the first gas path connection end of the fourth electromagnetic valve is connected with the brake chamber, and the second gas path connection end of the fourth electromagnetic valve is communicated with the atmosphere.

[0023] In some embodiments of the present application, the number of the first control valves is determined according to the number of brake chambers participating in the parking braking.

[0024] In some embodiments of the present application, when the emergency braking system performs a parking brake operation, the first electromagnetic valve is disconnected, the second electromagnetic valve is connected, and the gas in the service brake gas circuit between the first electromagnetic valve and the third electromagnetic valve is discharged through the second electromagnetic valve, and the gas in the brake chamber and the gas in the service brake gas circuit between the brake chamber and the third electromagnetic valve are discharged.

[0025] In some embodiments of the present application, the emergency braking system further comprises a one-way valve, wherein the other end of the service brake gas circuit is connected to the brake chamber of the vehicle through the one-way valve.

[0026] In some embodiments of the present application, the emergency braking system further comprises a driver abnormality determination device; wherein the driver abnormality determination device is electrically connected to the control device.

[0027] In some embodiments of the present application, the emergency braking system further comprises an alarm device; wherein the alarm device is electrically connected to the control device.

[0028] According to a second aspect of the present application, a vehicle is provided, comprising: a vehicle controller, a vehicle original braking system, a gas storage device, a brake chamber, and an emergency braking system according to any one of the first aspect; wherein,

[0029] The vehicle controller is electrically connected to the vehicle original braking system;

[0030] The vehicle original braking system is connected to the gas circuit of the gas storage device and the brake chamber.

[0031] In some embodiments of the present application, the service brake gas circuit of the vehicle original braking system and the service brake gas circuit of the emergency braking system are connected to the brake chamber through a one-way valve.

[0032] In some embodiments of the present application, when the vehicle original braking system and the emergency braking system are both started, the gas with a higher pressure value in the gas circuit of the vehicle original braking system and the gas circuit of the emergency braking system enters the brake chamber through the one-way valve.

[0033] In some embodiments of the present application, the vehicle controller is electrically connected to the control device, and the vehicle original braking system is electrically connected to the control device.

[0034] The emergency braking system provided by the application has independent control device, parking brake gas path and first control valve arranged on the parking brake gas path, the gas in the parking brake gas path between the brake chamber and the first control valve is discharged through the first control valve to realize parking brake, in addition, the emergency braking system can work independently of the original braking system of the vehicle, and can still realize braking function under the condition that the original braking system of the vehicle fails, meet the requirement of redundant setting in the safety level, and the emergency braking system can be directly installed on the vehicle, which is convenient for modification.

[0035] The features and advantages of the embodiments of the present specification will become apparent from the following detailed description of exemplary embodiments of the present specification with reference to the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0036] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the present specification and, together with the description, serve to explain the principles of embodiments of the present specification.

[0037] Fig. 1 is a schematic block diagram of an emergency braking system according to an embodiment of the present application.

[0038] Fig. 2 is a schematic block diagram of an emergency braking system according to an embodiment of the present application.

[0039] Fig. 3 is an electrical schematic diagram of an emergency braking system according to an embodiment of the present application.

[0040] Fig. 4 is a schematic block diagram of an emergency braking system according to an embodiment of the present application.

[0041] Fig. 5 is an electrical schematic diagram of an emergency braking system according to an embodiment of the present application.

[0042] Fig. 6 is an electrical schematic diagram of an emergency braking system according to an embodiment of the present application.

[0043] Fig. 7 is an electrical schematic diagram of an emergency braking system according to an embodiment of the present application.

[0044] Fig. 8 is an electrical schematic diagram of an emergency braking system according to an embodiment of the present application.

[0045] Fig. 9 is an electrical schematic diagram of an emergency braking system according to an embodiment of the present application.

[0046] Fig. 10 is a schematic block diagram of an emergency braking system according to an embodiment of the present application.

[0047] Fig. 11 is a schematic block diagram of a vehicle according to an embodiment of the present application.

[0048] Fig. 12 is a mechanical architecture diagram of a vehicle original braking system according to an embodiment of the present application.

[0049] Fig. 13 is a connection relationship diagram of a control valve in a vehicle original braking system and an emergency braking system according to an embodiment of the present application.

[0050] Fig. 14 is a braking flow diagram of an emergency braking system according to an embodiment of the present application.

[0051] Fig. 15 is a braking process diagram of an emergency braking system according to an embodiment of the present application.

[0052] BRIEF DESCRIPTION OF DRAWINGS 100, emergency braking system; 110, control device; 120, parking brake air path; 130, first control valve; 131, first control valve a; 132, first control valve b; 133, first control valve c; 134, first control valve d; 140, service brake air path; 141, service brake air path 1; 142, service brake air path 2; 143, third service brake air path 3; 144, service brake air path 4; 145, service brake air path 5; 150, second control valve; 151, first electromagnetic valve; 152, second electromagnetic valve; 153, third electromagnetic valve; 160, check valve; 170, driver abnormality determination device; 180, alarm device; 190, air reservoir device; 200, vehicle original braking system; 300, brake chamber; 310, front axle left brake chamber; 320, front axle right brake chamber; 330, rear axle left brake chamber; 340, rear axle right brake chamber; 400, air reservoir device; 500, vehicle control unit; 10, vehicle. DETAILED DESCRIPTION

[0053] Various exemplary embodiments of the present specification will now be described in detail with reference to the accompanying drawings.

[0054] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way limiting to the scope of the embodiments of the present specification and the applications or uses thereof.

[0055] It is noted that like numbers and letters refer to like items throughout the drawings, and no further discussions on the same shall be undertaken.

[0056] According to a first aspect of the present application, an emergency braking system 100 is provided.

[0057] The emergency braking system 100 of the embodiment comprises a control device 110, a parking brake gas path 120 and a first control valve arranged on the parking brake gas path 120. The parking brake gas path 120 is connected with a brake chamber of the vehicle. The control device 110 is electrically connected with the first control valve 130, so that, when the emergency braking system 100 performs a parking brake operation, the first control valve 130 is communicated, the gas in the parking brake gas path 120 between the brake chamber and the first control valve is discharged through the first control valve, and braking is realized.

[0058] The emergency braking system 100 provided by the application has an independent control device 110, a parking brake gas path 120 and a first control valve arranged on the parking brake gas path 120. The parking brake gas path 120 is communicated through the first control valve, the gas in the parking brake gas path 120 between the brake chamber and the first control valve is discharged through the first control valve, and parking brake is realized. In addition, the emergency braking system 100 can independently work independently of the original braking system 200 of the vehicle. In the case that the original braking system 200 of the vehicle fails, the braking function can still be realized, the requirement of redundancy setting in the safety level is met, and the emergency braking system 100 can be directly installed on the vehicle, which is convenient for modification.

[0059] In one embodiment, the emergency braking system 100 further comprises a service brake gas path 140 and a second control valve 150 arranged on the service brake gas path. One end of the service brake gas path 140 is connected with a gas storage device 190 of the vehicle, and the other end of the service brake gas path 140 is connected with a brake chamber 300 of the vehicle, as shown in FIG. 2.

[0060] The emergency braking system 100 provided by the embodiment further has a service brake gas path and a second control valve 150 arranged on the service brake gas path. By controlling the second control valve 150, the service brake gas path is made to intake air, the service brake is realized, or the service brake gas path 140 is made to discharge air, the service brake is stopped to be executed, or the gas in the service brake gas path is made to be kept, the service brake is kept to be executed.

[0061] The control device 110 can be a data processor. The control device 110 and the control valves are in data interaction through a special CAN. The control device 110 can send a control instruction to the control valves. The control instruction is to be communicated or disconnected. The control valves can feed back the execution results of themselves to the control device 110.

[0062] The control device 110 can control the service brake gas path to intake air, the service brake gas path to discharge air, the service brake gas path to keep the gas or the parking brake gas path 120 to discharge air through the first control valve 130 and the second control valve 150.

[0063] The brake chamber is divided into two completely isolated chambers, i.e. a front chamber and a rear chamber. The front chamber is connected with the service brake air path, and the rear chamber is connected with the parking brake air path 120. By controlling the second control valve 150, the gas enters the front chamber through the service brake air path, and the diaphragm in the front chamber is used to push the top rod clamp to achieve the service brake. The gas in the parking brake air path 120 between the rear chamber and the first control valve is discharged through the first control valve, the parking spring is returned, the top rod clamp is pushed, and the parking brake is achieved.

[0064] In one embodiment, the second control valve 150 is a relay valve. The relay valve includes a first electromagnetic valve 151, a second electromagnetic valve 152, and a third electromagnetic valve 153.

[0065] FIG. 3 is an electrical schematic diagram of the emergency brake system 100 according to one embodiment of the present application. Referring to FIG. 3, the second control valve 150 includes a first electromagnetic valve 151, a second electromagnetic valve 152, and a third electromagnetic valve 153.

[0066] The electrical connection end of the first electromagnetic valve 151 is connected with the control device 110, the first air path connection end of the first electromagnetic valve 151 is connected with the gas inlet of the gas storage device 190, and the second air path connection end of the first electromagnetic valve 151 is connected with the first air path connection end of the second electromagnetic valve 152 and the first air path connection end of the third electromagnetic valve 153.

[0067] The electrical connection end of the second electromagnetic valve 152 is connected with the control device 110, and the second air path connection end of the second electromagnetic valve 152 is communicated with the atmosphere.

[0068] The second air path connection end of the third electromagnetic valve 153 is connected with the gas inlet of the gas storage device 190, the third air path connection end of the third electromagnetic valve 153 is connected with the one-way valve 160, and the fourth air path connection end of the third electromagnetic valve 153 is communicated with the atmosphere.

[0069] In one embodiment, referring to FIG. 3, the electrical connection end of the first control valve is connected with the control device 110, the first air path connection end of the first control valve is connected with the brake chamber, and the second air path connection end of the first control valve is communicated with the atmosphere.

[0070] The number of the first control valve 130 is determined according to the number of the brake chambers participating in the parking brake. That is, the number of the first control valve 130 is equal to the number of the brake chambers participating in the parking brake.

[0071] The number of the brake chambers shown in FIG. 3 is one, and the number of the first control valves connected with the brake chambers is one, which is only an example and does not limit the present application.

[0072] It should be noted that the first control valve 130 and the second control valve 150 can be two independent control valves, or one control valve. When the first control valve 130 and the second control valve 150 are one control valve, the control valve includes two parts, one part implements the function of the first control valve, and the other part implements the function of the second control valve.

[0073] In one embodiment, referring to FIG. 4, the emergency braking system 100 further includes a one-way valve 160. The other end of the service braking air path is connected to the brake chamber of the vehicle through the one-way valve 160.

[0074] The service braking air path of the original braking system 200 of the vehicle and the service braking air path of the emergency braking system 100 are both connected to the brake chamber through the one-way valve 160. In the case where both the original braking system 200 of the vehicle and the emergency braking system 100 are started, the gas with a larger pressure value in the service braking air path of the original braking system 200 of the vehicle and the service braking air path of the emergency braking system 100 passes through the one-way valve 160 and enters the brake chamber.

[0075] It should be noted that the one-way valve 160 is an independent component independent of the first control valve and the second control valve 150, or can be an integrated component with the first control valve and the second control valve 150.

[0076] FIG. 5 is an electrical schematic diagram of the emergency braking system 100 according to another embodiment of the present application.

[0077] Referring to FIG. 5, the vehicle includes four brake chambers, namely a front axle left brake chamber 310, a front axle right brake chamber 320, a rear axle left brake chamber 330, and a rear axle right brake chamber 340.

[0078] The first air path connection end of the first control valve a 131 is connected to the front axle left brake chamber 310, and the second air path connection end of the first control valve a 131 is open to the atmosphere.

[0079] The first air path connection end of the first control valve b 132 is connected to the front axle right brake chamber 320, and the second air path connection end of the first control valve b 132 is open to the atmosphere.

[0080] The first air path connection end of the first control valve c 133 is connected to the rear axle left brake chamber 330, and the second air path connection end of the first control valve c 133 is open to the atmosphere.

[0081] The first air path connection end of the first control valve d 134 is connected to the rear axle right brake chamber 340, and the second air path connection end of the first control valve d 134 is open to the atmosphere.

[0082] Correspondingly, the number of one-way valves 160 is four. Each one-way valve 160 is connected to a corresponding brake chamber.

[0083] In one embodiment, in the case that the emergency braking system 100 performs service braking operation, the first electromagnetic valve 151 is connected, the second electromagnetic valve 152 is disconnected, and the third electromagnetic valve 153 is in the air intake position. The gas in the gas storage device 190 enters the brake chamber via the third electromagnetic valve 153, so that the vehicle performs service braking.

[0084] In this application, the number of service braking gas paths is five, which are defined as service braking gas path 1 141, service braking gas path 2 142, service braking gas path 3 143, service braking gas path 4 144, and service braking gas path 5 145.

[0085] Specifically, referring to FIG. 6, the gas in the gas storage device 190 moves the third electromagnetic valve 153 to the air intake position via the service braking gas path 1 141, that is, the gas in the gas storage device 190 enters from the air inlet, passes through the first electromagnetic valve 151, and enters the third electromagnetic valve 153, moving the third electromagnetic valve 153 to the air intake position. In this way, the service braking gas path 2 142 is opened, and the gas in the gas storage device 190 can enter each brake chamber via the service braking gas path between the third electromagnetic valve 153 and the one-way valve 160, the service braking gas path between the one-way valve 160 and each brake chamber, to realize service braking of the vehicle. After the gas enters each brake chamber, the diaphragm in the brake chamber is used to push the top rod to clamp the caliper, to realize service braking.

[0086] In one embodiment, in the case that the emergency braking system 100 stops performing service braking operation, the first electromagnetic valve 151 is disconnected, the second electromagnetic valve 152 is connected, and the third electromagnetic valve 153 is in the air exhaust position. The gas in the service braking gas path between the first electromagnetic valve 151 and the third electromagnetic valve 153 is exhausted via the second electromagnetic valve 152, and the gas in the brake chamber and the service braking gas path between the brake chamber and the third electromagnetic valve 153 is exhausted, to release the service braking of the vehicle. The exhaust here is to the atmosphere.

[0087] Specifically, referring to FIG. 7, the first electromagnetic valve 151 is disconnected, and the third electromagnetic valve 153 loses the gas pressure source and is turned to the air exhaust position under the action of the return spring. The gas in the service braking gas path 3 143 is exhausted, that is, the gas in the service braking gas path 3 143 between the first electromagnetic valve 151 and the third electromagnetic valve 153 is exhausted via the second electromagnetic valve 152. The gas in the service braking gas path 4 144 connected to each brake chamber is exhausted, that is, the gas in each brake chamber, the service braking gas path between each brake chamber and the one-way valve 160, and the service braking gas path between the one-way valve 160 and the third electromagnetic valve 153 is exhausted.

[0088] In one embodiment, when the emergency braking system 100 keeps performing the service braking operation, the first electromagnetic valve 151 and the second electromagnetic valve 152 are both disconnected, and the third electromagnetic valve 153 is in the gas holding position; the gas pressure of the service braking gas circuit between the third electromagnetic valve 153 and the brake chamber, and the gas pressure in the brake chamber remain unchanged.

[0089] Specifically, referring to FIG. 8, the first electromagnetic valve 151 and the second electromagnetic valve 152 are both disconnected. The third electromagnetic valve 153 is moved upward by the return spring, cutting off the air supply circuit between the air inlet of the gas storage device 190 and the third electromagnetic valve 153, and not communicating with the atmosphere, so that the gas pressure in the service braking gas circuit 5145 connected to each brake chamber remains unchanged. Each brake chamber maintains the state of clamping the brake caliper, so that the vehicle remains in the service braking state.

[0090] In one embodiment, when the emergency braking system 100 performs the parking brake operation, the first control valve is connected, and the gas in the parking brake gas circuit 120 between the brake chamber and the first control valve is discharged through the first control valve. The first electromagnetic valve 151 is disconnected, the second electromagnetic valve 152 is connected, the gas in the service braking gas circuit between the first electromagnetic valve 151 and the third electromagnetic valve 153 is discharged through the second electromagnetic valve 152, and the gas in the brake chamber and the service braking gas circuit between the brake chamber and the third electromagnetic valve 153 is discharged. The discharge here is to the atmosphere.

[0091] Specifically, referring to FIG. 9, the first control valve a 131, the first control valve b 132, the first control valve c 133, and the first control valve d 134 are all connected, the gas in the parking brake gas circuit 120 between each brake chamber and the corresponding first control valve is discharged through the corresponding first control valve, the parking spring is returned, the top rod is clamped to implement the parking brake. After the parking brake is implemented, the first electromagnetic valve 151 is disconnected, the second electromagnetic valve 152 is connected, the gas in the service braking gas circuit between the first electromagnetic valve 151 and the third electromagnetic valve 153 is discharged through the second electromagnetic valve 152, and the gas in each brake chamber, the service braking gas circuit between each brake chamber and the corresponding one-way valve 160, and the service braking gas circuit between each one-way valve 160 and the third electromagnetic valve 153 is discharged.

[0092] In one embodiment, the one-way valve 160 and the brake chamber are connected in series with a gas pressure sensor. The gas pressure sensor is used to transmit the monitored gas circuit pressure value to the control device 110. The gas circuit pressure value is used to feedback the execution result of the control instruction issued by the control device 110.

[0093] Referring to FIG. 3, the one-way valve 160 and the brake chamber are connected in series with a gas pressure sensor.

[0094] In one embodiment, referring to FIG. 10, the emergency braking system 100 further comprises a driver abnormality determination device 170. The driver abnormality determination device 170 is electrically connected with the control device 110.

[0095] The driver abnormality determination device 170 is a device for providing a start signal or a release signal for the emergency braking system 100. The driver abnormality determination device 170 can be a switch operated by a person. The driver abnormality determination device 170 can also be an electronic monitoring device capable of sensing the change of vital signs of the driver, for example, an electronic camera and an image processor. The driver abnormality determination device 170 can also be a smart wearable device, for example, a head ring or a hand ring. The smart wearable device can monitor the heart rate, blood pressure and blood oxygen of the driver.

[0096] In one embodiment, referring to FIG. 10, the emergency braking system 100 further comprises an alarm device 180. The alarm device 180 is electrically connected with the control device 110.

[0097] The control device 110 is configured to send an alarm instruction to the alarm device 180 after the emergency braking system 100 is started.

[0098] The alarm device 180 is configured to execute the alarm instruction sent by the control device 110 to achieve the sound and light alarm for pedestrians, passengers and other vehicles. The alarm device 180 includes but is not limited to a voice alarm, a warning light, a brake light and a double flash light.

[0099] According to a second aspect of the present application, a vehicle is provided.

[0100] Referring to FIG. 11, the vehicle comprises a vehicle control unit 500, a vehicle original braking system 200, a gas storage device 190, a brake chamber and an emergency braking system 100 according to any one of the above embodiments.

[0101] The vehicle control unit 500 (VCU, Vehicle control unit) is electrically connected with the vehicle original braking system 200.

[0102] The vehicle original braking system 200 is connected with the gas storage device 190 and the brake chamber in gas circuit.

[0103] The vehicle original braking system 200 can be an electronic brake system (EBS, Electronic Brake Systems).

[0104] Figure 12 is a mechanical architecture diagram of the original braking system 200 of the vehicle according to an embodiment of the present application. Referring to Figure 12, the air compressor compresses air, and the last high-temperature gas is delivered to the condenser through the wet air cylinder. When passing through the condenser, the water, oil and other pollutants are thrown onto the inner wall of the valve body due to the spiral structure inside the condenser. The pollutants flow along the inner wall to the outlet, and the temperature of the compressed air is reduced. The gas from the condenser reaches the dryer, is filtered and dried by the dryer, and then is divided into three paths by the three-way valve and the four-loop protection valve. The three paths respectively enter three groups of air cylinders, i.e., the front brake air supply cylinder, the rear brake air supply cylinder and the parking air supply cylinder. The front brake air supply cylinder is connected with the front brake chamber. The rear brake air supply cylinder is connected with the rear brake chamber. The parking air supply cylinder is connected with the front brake chamber and the rear brake chamber respectively. The parking air supply cylinder is also connected with the hand brake valve and the parking relay valve. During driving brake, the diaphragm in the brake chamber pushes the top rod to clamp the caliper. During parking brake, the parking spring resets and pushes the top rod to clamp the caliper.

[0105] Referring to Figure 13, the connection relationship between the control valves in the emergency braking system 100 and the original braking system of the vehicle. Figure 13 is only a schematic diagram, and the connection relationship between the control valves in the emergency braking system 100 can be referred to Figures 3 and 5.

[0106] In an embodiment, the driving brake air path of the original braking system 200 of the vehicle and the driving brake air path of the emergency braking system 100 are connected with the brake chamber through the one-way valve 160.

[0107] In an embodiment, the one-way valve 160 is a double-way one-way valve 160. For details, refer to the one-way valve 160 shown in Figures 3 and 5.

[0108] In an embodiment, when both the original braking system 200 of the vehicle and the emergency braking system 100 are started, the gas with a larger pressure value in the driving brake air path of the original braking system 200 of the vehicle and the driving brake air path of the emergency braking system 100 enters the brake chamber through the one-way valve 160.

[0109] When the pressure value of the air path of the original braking system 200 of the vehicle is greater than the pressure value of the air path of the emergency braking system 100, the gas of the air path of the original braking system 200 of the vehicle enters the brake chamber through the double-way one-way valve 160 to perform braking. When the pressure value of the air path of the emergency braking system 100 is greater than the pressure value of the air path of the original braking system 200 of the vehicle, the gas of the air path of the emergency braking system 100 enters the brake chamber through the double-way one-way valve 160 to perform braking.

[0110] In an embodiment, the vehicle controller 500 is electrically connected with the control device 110, and the original braking system 200 of the vehicle is electrically connected with the control device 110.

[0111] The vehicle controller 500 can interact with the control device 110. The vehicle controller 500 is configured to provide the required park state signal or throttle state signal to the control device 110. The control device 110 is configured to send the disable throttle instruction to the vehicle controller 500. The vehicle controller 500 is configured to receive and execute the disable throttle instruction.

[0112] The vehicle original brake system 200 can interact with the control device 110. The vehicle original brake system 200 is configured to send the required vehicle speed signal and brake pedal state signal to the control unit. The emergency brake system 100 sends the result signal that the parking brake has been implemented to the vehicle original brake system 200 after executing the parking brake.

[0113] In an embodiment, the vehicle further comprises a steering control device 110. The emergency brake system 100 is configured to straighten the vehicle or park the vehicle to the side.

[0114] In an embodiment, the vehicle further comprises an electronic parking brake (EPB). The emergency brake system 100 is configured to send the parking brake instruction to the EPB. The EPB executes the parking brake after receiving the parking brake instruction sent by the emergency brake system 100.

[0115] The control device 110 of the emergency brake system 100 communicates with the vehicle controller 500, the vehicle original brake system 200, the steering control device 110 and the electronic parking brake through the vehicle CAN network.

[0116] In an embodiment, the brake function implementation of the emergency brake system 100 includes three stages: function preparation stage, driving brake stage and parking brake stage.

[0117] Referring to FIG. 14, after the vehicle is powered on, the function preparation stage includes checking whether the system itself has a fault. In the case that the emergency brake system 100 has a fault, the emergency brake system 100 is not available. In the case that the emergency brake system 100 has no fault, the emergency brake system 100 can be used normally. It is determined whether the vehicle is in motion, and a determination result is obtained. In the case that the determination result is no, the emergency brake system 100 does not respond. In the case that the determination result is yes, the brake instruction can be executed.

[0118] In the service braking phase, it is determined whether the emergency braking system 100 is activated, and a determination result is obtained. In the case where the determination result is yes, the control device 110 sends an alarm instruction to the alarm device 180, and the alarm device 180 executes an alarm after receiving the alarm instruction. The alarm of the alarm device 180 will continue until the emergency braking system 100 is deactivated or the vehicle is powered off.

[0119] In the case where the determination result is yes, it is determined whether the activation of the emergency braking system 100 is based on the driver triggering. It should be noted that the activation of the emergency braking system 100 can be based on the driver triggering or passenger activation. The braking intensity corresponding to the activation of the emergency braking system 100 based on the driver triggering and the passenger activation is different. In the case where it is determined that the activation of the emergency braking system 100 is based on the driver triggering, braking is performed according to the first braking intensity. In the case where it is determined that the activation of the emergency braking system 100 is based on the passenger triggering, braking is first performed according to the second braking intensity for a preset time length, and then braking is performed according to the third braking intensity. The first braking intensity is the largest, the third braking intensity is the second, and the second braking intensity is the smallest.

[0120] Compared with the braking process of the emergency braking system 100 activated by the driver and the emergency braking system 100 activated by the passenger, the emergency braking system 100 activated by the passenger has an additional weak braking process, i.e., the braking performed according to the second braking intensity, so that a reaction time is provided for the driver, the problem of passenger mis-triggering is avoided, and the driver can deactivate the activated braking.

[0121] It should be noted that after the emergency braking system 100 is activated, the accelerator is disabled.

[0122] In the parking braking phase, the emergency braking system 100 performs parking braking when the vehicle speed is reduced to 0. After the parking braking is completed, the emergency braking system 100 sends a parking state message to the vehicle CAN network.

[0123] FIG. 15 is a schematic diagram of a braking process of the emergency braking system 100 according to an embodiment of the present application.

[0124] Referring to FIG. 15, mode A is that the passenger in the vehicle activates the emergency braking system 100, and mode B is that the driver activates the emergency braking system 100. Based on mode A, the emergency braking system 100 first performs a weak braking process for a total of 3.2 seconds and then performs a strong braking process until the vehicle is stopped. Based on mode B, there is no weak braking process.

[0125] Based on mode A, the air pressure value output by the emergency braking system 100 first rises from 0 to a% of the maximum output air pressure Pmax within T1 time, then continues to 3.2 seconds, and then rises to Pmax within T2 time. When the vehicle speed is reduced to within 10 km / h under the action of the emergency braking system 100, the output air pressure value is reduced at a rate of "b% Pmax per n seconds" until the vehicle speed is reduced to 0. After the vehicle speed is reduced to 0, the emergency braking system 100 implements the parking brake, and the residual air pressure value is quickly released.

[0126] The implementation process of mode B is similar to that of mode A, but there is no weak braking process.

[0127] The time length value and speed value shown in FIG. 15 are only an example and do not limit the present application.

[0128] The release of the emergency braking system 100 interrupts the deceleration of the vehicle by the emergency braking system 100. If the vehicle is already in the parking state, the release function is not available. If the vehicle is being decelerated by the emergency braking system 100, i.e., in the driving braking phase of the emergency braking system 100, the release function is effective. Specifically, the user interrupts the function of the emergency braking system 100 through the release switch, the emergency braking system 100 stops the braking action, the release of the throttle is disabled, and the alarm action of the alarm device 180 is stopped.

[0129] The vehicle provided by the present application has two independent braking systems. The emergency braking system 100 has independent control device 110, control valve, system components of driving brake air path and parking brake air path 120, and can realize driving brake and parking brake. Only by borrowing the original air storage device 190 of the vehicle, the braking function can be realized, which is convenient for modification. In addition, the emergency braking system 100 can work independently of the original braking system 200 of the vehicle. In the case of failure of the original braking system 200 of the vehicle, the braking function can still be realized, which meets the requirement of redundancy setting in the safety level.

[0130] Each embodiment in the specification is described in a progressive manner, and the same and similar parts between each embodiment can be referred to each other. Each embodiment mainly describes the difference from other embodiments. For the electric vehicle embodiment, the relevant part can be referred to the part of the method embodiment.

[0131] The above-described embodiments of the application can be implemented in any of various ways. For example, the embodiments can be implemented using software, hardware or both. For example, the software, which includes computer readable instructions, can be written in any of various programming languages, for example, C, C++, Fortran, Pascal, Java, Visual Basic, etc. It has proven convenient at times, to refer to such arrangement of instructions as modules, which are software, hardware, or a combination of software and hardware that is implemented in a computing device or other processing machine. As will be appreciated by one of ordinary skill in the art, modules can be stored on and / or transmitted over computer readable storage media. Also, the various embodiments can be implemented in connection with various hardware, software, and / or firmware components, which can each be implemented with stored computer readable instructions, which this description sometimes refers to as a "computer program," "module" or "system." Furthermore, the software implemented aspects of embodiments of the application are not limited to standalone applications. Rather, the software can be implemented in a network environment, such as a cloud computing or other distributed computing environment. In this context, the software can be implemented as a service, an application programming interface (API), or other component which utilizes remote processing, storage, and / or other resources managed by one or more servers.

[0132] Embodiments of the present description can be a system, a method, and / or a computer program product. The computer program product can include a computer readable storage medium (or media) having computer program instructions thereon for causing a processor to carry out aspects of embodiments of the present description.

[0133] The computer readable storage medium can be a tangible device that can retain and store instructions for use by an instruction execution device. The computer readable storage medium can be, for example, but is not limited to, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium include the following: a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random access memory (SRAM), a portable compact disc read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanically encoded device such as punch-cards or punched tape, a magnetically encoded device such as magnetic strip cards, an optically encoded device such as a compact disc (CD) or DVD, and / or any suitable combination of the foregoing. A computer readable storage medium, as used herein, is not to be construed as being transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission media (e.g., light pulses passing through a fiber-optic cable), or electrical signals transmitted through a wire.

[0134] Computer readable program instructions described herein can be downloaded to respective computing / processing devices from a computer readable storage medium or to an external computer or external storage device via a network, for example, the Internet, a local area network, a wide area network and / or a wireless network. The network can comprise copper transmission cables, optical transmission fibers, wireless transmission, routers, firewalls, switches, gateway computers and / or edge servers. A network adapter card or network interface in each computing / processing device receives computer readable program instructions from the network and forwards the computer readable program instructions for storage in a computer readable storage medium within the respective computing / processing device.

[0135] The computer program product of the second aspect can include a computer readable storage medium. The computer readable storage medium can include instructions. The instructions can include one or both of: instructions for causing a computer to implement a method as described above; and instructions for causing a computer to operate based on a system as described above. The computer readable storage medium can include one or more of: a magnetic disk; a magnetic disk drive; a magnetic tape; a magneto-optical drive; a solid state drive; a semiconductor drive; a flash drive; an optical drive; a holographic drive; a holographic medium; a memory stick; a floppy disk; a flexible disk; a hard disk; a hard disk drive; a holographic disk; a holographic disk drive; a RAM drive; a ROM drive; a flash drive; an optical drive; a solid state drive; a solid state drive; a DVD; a DVD drive; a DVD-ROM; a DVD-RW; a DVD+RW; a Blu-Ray disk; a Blu-Ray disk drive; a memory stick; a memory card; an electrical connection via one or more busses; an other appropriate device.

[0136] Embodiments of the present description have been described above, the description is exemplary only, and is not exhaustive or limited to the disclosed embodiments. Many modifications and variations of the described embodiments are possible in light of the above teachings. The choice of words in this document is intended to convey the best of the principles of the embodiments, practical applications, or improvements to the technology in the market, or to enable other ordinary skilled persons in the art to understand the embodiments disclosed herein.

Claims

1. An emergency braking system (100) that is independent of a vehicle's original braking system (200), the emergency braking system (100) comprising: The control device (110) is electrically connected with the first control valve, so that when the emergency braking system (100) performs the parking brake operation, the first control valve is communicated, the gas in the parking brake gas path (120) between the brake chamber and the first control valve is discharged through the first control valve, and braking is realized. The parking brake gas path (120) is connected with a brake chamber of the vehicle. The control device (110) is electrically connected with the first control valve, so that when the emergency braking system (100) performs the parking brake operation, the first control valve is communicated, the gas in the parking brake gas path (120) between the brake chamber and the first control valve is discharged through the first control valve, and braking is realized.

2. The system of claim 1, wherein, The emergency braking system (100) further comprises a service brake gas path and a second control valve (150) arranged on the service brake gas path, wherein One end of the service brake gas path is connected with a gas storage device (190) of the vehicle, and the other end of the service brake gas path is connected with the brake chamber of the vehicle.

3. The system of claim 2, wherein, The second control valve (150) is a relay valve, which comprises a first electromagnetic valve (151), a second electromagnetic valve (152) and a third electromagnetic valve (153). The first gas path connection end of the first electromagnetic valve (151) is connected with the gas inlet of the gas storage device (190), and the second gas path connection end of the first electromagnetic valve (151) is connected with the first gas path connection end of the second electromagnetic valve (152) and the first gas path connection end of the third electromagnetic valve (153). The second gas path connection end of the third electromagnetic valve (153) is connected with the gas inlet of the gas storage device (190), the third gas path connection end of the third electromagnetic valve (153) is connected with the brake chamber of the vehicle, and the fourth gas path connection end of the third electromagnetic valve (153) is communicated with the atmosphere. When the emergency braking system (100) performs the service brake operation, the first electromagnetic valve (151) is communicated, the second electromagnetic valve (152) is disconnected, and the third electromagnetic valve (153) is in the air intake position.

4. The system of claim 3, wherein, The gas of the gas storage device (190) enters the brake chamber through the third electromagnetic valve (153). When the emergency braking system (100) stops performing the service brake operation, the first electromagnetic valve (151) is disconnected, the second electromagnetic valve (152) is communicated, and the third electromagnetic valve (153) is in the exhaust position.

5. The system of claim 3 or 4, wherein, The gas in the service brake gas path between the first electromagnetic valve (151) and the third electromagnetic valve (153) is discharged through the second electromagnetic valve (152), and the gas in the brake chamber and the gas in the service brake gas path between the brake chamber and the third electromagnetic valve (153) are discharged. ​ 6. The system of claim 3, wherein, In the case that the emergency brake system (100) keeps performing the service brake operation, the first electromagnetic valve (151) and the second electromagnetic valve (152) are both disconnected, and the third electromagnetic valve (153) is in a gas holding position. The gas pressure of the service brake gas circuit between the third electromagnetic valve (153) and the brake chamber and the gas pressure in the brake chamber remain unchanged.

7. The system of any one of claims 3 to 6, wherein, The number of the first control valves is determined according to the number of the brake chambers participating in the parking brake.

8. The system of any one of claims 3 to 7, wherein, In the case that the emergency brake system (100) performs the parking brake operation, the first electromagnetic valve (151) is disconnected, the second electromagnetic valve (152) is connected, the gas in the service brake gas circuit between the first electromagnetic valve (151) and the third electromagnetic valve (153) is discharged through the second electromagnetic valve (152), and the gas in the brake chamber and the gas in the service brake gas circuit between the brake chamber and the third electromagnetic valve (153) is discharged.

9. The system of any one of claims 2 to 8, wherein, The emergency brake system (100) further comprises a one-way valve (160), wherein the other end of the service brake gas circuit is connected with the brake chamber of the vehicle through the one-way valve (160).

10. The system of any one of claims 1 to 9, wherein, The emergency brake system (100) further comprises a driver abnormality determination device (170), wherein the driver abnormality determination device (170) is electrically connected with the control device (110).

11. The system of any one of claims 1 to 10, wherein, The emergency brake system (100) further comprises an alarm device (180), wherein the alarm device (180) is electrically connected with the control device (110).

12. A vehicle comprising the emergency brake system (100) according to any one of claims 1-11.

13. The vehicle of claim 12, wherein, The vehicle further comprises: a vehicle control unit (500), a vehicle original brake system (200), a gas storage device (190), and a brake chamber; The vehicle control unit (500) is electrically connected with the vehicle original brake system (200). The vehicle original brake system (200) is connected with the gas storage device (190) and the brake chamber.

14. The vehicle of claim 13, wherein, The service brake gas circuit of the vehicle original brake system (200) and the service brake gas circuit of the emergency brake system (100) are connected with the brake chamber through the one-way valve (160).

15. The vehicle of claim 14, wherein, In the case that the vehicle original brake system (200) and the emergency brake system (100) are both started, the gas with a larger pressure value in the service brake gas circuit of the vehicle original brake system (200) and the service brake gas circuit of the emergency brake system (100) enters the brake chamber through the one-way valve (160).

16. The vehicle of claim 13, wherein, The vehicle control unit (500) is electrically connected with the control device (110), and the vehicle original brake system (200) is electrically connected with the control device (110).

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