JP2021084521A - Brake system, vehicle, and vehicle group - Google Patents

Abstract

PROBLEM TO BE SOLVED: To quickly generate a braking force when switching a brake system. A braking system 40 is supplied from a braking command output unit 43 that outputs a braking command, a supply unit 51 that supplies a fluid when a braking command is output, and a supply unit when a braking command is output. Another supply unit 56 that supplies a fluid different from the fluid to be generated, and at least one fluid of the fluid and another fluid when the fluid and another fluid are supplied by connecting to the supply unit and another supply unit. It has a passing fluid control unit 60 for passing through the fluid, and a braking force output unit 70 which is connected to the passing fluid control unit and outputs a braking force using at least one fluid supplied from the passing fluid control unit 60. There is. [Selection diagram] Fig. 2

Description

The present invention relates to braking systems, vehicles and vehicle groups.

Patent Document 1 discloses a braking system having a two-system brake. However, in the braking system disclosed in Patent Document 1, when a braking force is required, air is supplied to only one of the braking systems. Therefore, in order to switch from one brake system to the other brake system and output the braking force when an abnormality occurs, first detect the abnormality in one brake system, then start up the other brake system, and then start up the other brake system. It is necessary to supply and fill the other brake system with air. That is, in the conventional braking system, when the brake system is switched, the output of the braking force is delayed due to the electrical switching process, the filling of air, and the like.

Japanese Unexamined Patent Publication No. 63-13854

The present invention has been made in consideration of such a point, and an object of the present invention is to quickly generate a braking force when switching the brake system.

The braking system according to the present invention
A braking command output unit that outputs a braking command and
A supply unit that supplies fluid when the braking command is output, and
When the braking command is output, another supply unit that supplies a fluid different from the fluid supplied from the supply unit, and another supply unit.
A passing fluid control unit that is connected to the supply unit and the other supply unit and passes at least one of the fluid and the other fluid when the fluid and the other fluid are supplied.
A braking force output unit that is connected to the passing fluid control unit and outputs a braking force using at least one of the fluids supplied from the passing fluid control unit is provided.

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

In the braking system according to the present invention, the pressure of the fluid supplied to the passing fluid control unit and the pressure of the other fluid supplied to the passing fluid control unit may be different.

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 passing fluid control unit may allow only the fluid to flow into the braking force output unit.

In the braking system according to the present invention, the passing fluid control unit may include a double check valve.

The braking system according to the present invention
An abnormality detection unit for detecting an abnormality in the supply unit and another supply unit is provided.
The supply of the fluid from the supply unit in which the abnormality is detected to the passing fluid control unit may be stopped.

An abnormality in which the braking system according to the present invention monitors the presence or absence of the inflow of the fluid into the passing fluid control unit and the presence or absence of the inflow of the other fluid into the passing fluid control unit when the braking command is output. A detection unit may be provided.

The vehicle according to the invention comprises any of the braking systems according to the invention described above.

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

In the vehicle according to the present invention, the automatic control unit may control the braking system based on information regarding the running of the platoon vehicle forming the platoon with the vehicle.

The vehicle group according to the present invention includes a plurality of vehicles that include at least one of the vehicles according to the present invention described above and travel in a platoon.

According to the present invention, a braking force can be quickly generated when the brake system is switched.

FIG. 1 is a diagram for explaining an embodiment of the present invention, and is a diagram showing a configuration of a vehicle. FIG. 2 is a diagram showing a configuration of a braking system included in the vehicle of FIG. FIG. 3 is a cross-sectional view showing a passing fluid control unit included in the braking system of FIG. FIG. 4 is a diagram for explaining the operation of the braking system of FIG. FIG. 5 is a diagram for explaining other operations of the braking system of FIG. FIG. 6 is a view corresponding to FIG. 3 and is a cross-sectional view for explaining a modification of the passing fluid control unit. FIG. 7 is a diagram corresponding to FIG. 1 and is a diagram for explaining a modification of the vehicle. FIG. 8 is a diagram showing a vehicle group including the vehicle of FIG. 7.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the drawings attached to the present specification, the scale, aspect ratio, etc. are appropriately changed from those of the actual product and exaggerated for the convenience of illustration and comprehension.

The vehicle 10 of the present embodiment has a braking system 40 that generates a braking force by fluid pressure. The braking system 40 has two working fluid supply units for supplying the working fluid, and in particular, is devised so that a braking force can be quickly generated when the two working fluid supply parts are switched. There is. The vehicle 10 can be applied to a railroad vehicle or the like without particular limitation, but can be typically applied to an automobile having a hydraulic braking system or a pneumatic braking system. Further, the automobile to which the vehicle 10 of the present embodiment is applied may be a commercial vehicle such as a truck or a bus, or a passenger car for a person to ride, as shown in the illustrated example.

Hereinafter, one embodiment will be described with reference to the illustrated specific example.

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

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

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 electric signal of the drive command according to the operation amount input to the drive operation input unit 21, based on, for example, a table or the like recorded in the memory in advance. 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 may share a part of the configuration with the ECU. Further, the drive command output unit 23 may share at least a part of the configuration with the steering command output unit 33 and the braking command output unit 43, which will be described later.

The driving force supply unit 25 generates and outputs a driving force for rotating the wheels 12 in response to the drive command output from the drive command output unit 23. The driving force supply unit 25 is typically 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 connecting the pair of wheels 12 forming the rear wheels.

The steering system 30 supplies a driving force that adjusts the orientation 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 for inputting an operation by the operator of the vehicle 10, and can exemplify a steering wheel. The operator of the vehicle 10 inputs an operation amount corresponding to the desired magnitude of the 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. Enter in.

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 electric signal of the steering command according to the steering amount input to the steering operation input unit 31, for example, based on 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.

The steering force supply unit 35 generates and outputs a driving force for changing the direction of the wheels 12 in response 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 by 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 wheels 12 to the shaft 13 connecting the pair of wheels 12 forming the front wheels.

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 in response to a braking command output from the braking command output unit 43. Have.

In the illustrated example, the braking system 40 has a braking operation input unit 41 as an input unit for inputting an operation by the operator of the vehicle 10 such as a brake pedal. The operator of the vehicle 10 inputs an operation amount corresponding to the desired magnitude of the 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. Enter in.

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 the braking command according to the operation amount input to the braking operation input unit 41, for example, based on a table or the like recorded in the memory in advance. 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.

As shown in FIG. 1, the braking force supply unit 45 includes a working fluid supply unit 50 that supplies a working fluid in response to a braking command output from the braking command output unit 43, and an operation supplied from the working fluid supply unit 50. It has a braking force output unit 70 that outputs a braking force using a fluid. The illustrated braking force output unit 70 includes a braking actuator 71 operated by the working fluid supplied from the working fluid supply unit 50, and a friction member 72 held by the braking actuator 71. The braking actuator 71 and the friction member 72 are separately provided on each wheel 12. The braking 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 to brake the rotation of the wheel 12.

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

As shown in FIG. 2, the working fluid supply unit 50 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 as main components. Included as. The first working fluid supply unit 51 supplies the 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 the second fluid (another fluid) to the passing fluid control unit 60 when the braking command is output from the braking command output unit 43.

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 electric 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 electric wiring 81.

Further, 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, for example, a gas such as air or a liquid such as 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 further 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 can supply fluid to the passing fluid control unit 60 via the fluid supply pipe 82.

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

The first working fluid supply unit 51 and the second working fluid supply unit 56 receive a braking command in parallel from the braking command output unit 43. Further, 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 fluids that can be used in the braking force output unit 70 to generate the braking force, and are typically the same.

However, the present invention is not limited to the illustrated example, and two fluid sources 15 may be prepared. For example, the first working fluid supply unit 51 receives a fluid supply from the first fluid source, and the second working fluid supply unit 56 receives a second fluid source (another) different from the first fluid source (fluid source). The fluid may be supplied from the fluid source).

The first working fluid supply unit 51 and the second working fluid supply unit 56 will be described in more detail.

The first working 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 electric wiring 81. The first braking control unit 52 receives a braking command from the braking command output unit 43 via the electric wiring 81. The first braking control unit 52 is electrically connected to the first fluid control valve 53 via the electric 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 electric wiring 81. The operation command transmitted from the first braking control unit 52 to the first fluid control valve 53 is an electric signal and is generated based on the braking command.

The first braking control unit 52 may be configured to include, for example, a processor, a memory, and the like. The first braking control unit 52 may be composed of a control unit incorporated in the first fluid control valve 53. The first braking control unit 52 generates and outputs an electric signal of an operation command corresponding to the braking command from the braking command output unit 43, for example, based on a table or the like prepared in advance. Therefore, the operation command generated by the first braking control unit 52 reflects 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 according to the magnitude of the operation amount input to the braking operation input unit 41.

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.

The second working fluid supply unit 56 has 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 the electric wiring 81. The second braking control unit 57 receives a braking command from the braking command output unit 43 via the electric wiring 81. The second braking control unit 57 is electrically connected to the second fluid control valve 58 via the electric 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 electric wiring 81. The operation command transmitted from the second braking control unit 57 to the second fluid control valve 58 is an electric signal and is generated based on the braking command.

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, and the like. The second braking control unit 57 may be composed of a control unit incorporated in the second fluid control valve 58. The second braking control unit 57 generates and outputs an electric signal of an operation command corresponding to the braking command from the braking command output unit 43, for example, based on a table or the like prepared in advance. Therefore, the operation command generated by the second braking control unit 57 reflects 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 according to the magnitude of the operation amount input to the braking operation input unit 41.

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 the fluid supply pipe 82 extending from the fluid source 15 to the passing fluid control unit 60. 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 opening 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 by closing the fluid supply pipe 82.

Next, the passing fluid control unit 60 will be described. The passing fluid control unit 60 constitutes a confluence 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 is connected to the first working fluid supply unit 51 to supply the first fluid, and is connected to the second working fluid supply unit 56 to supply the second fluid. It forms a confluence with the fluid supply pipe 82. The passing fluid control unit 60 passes at least one of the first fluid and the second fluid.

In the illustrated example, the passing fluid control unit 60 is configured 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, in the double check valve 61, the fluid flowing into the double check valve 61 flows to the first working fluid supply unit 51 (first fluid control valve 53) and the second working fluid supply unit 56 (second fluid control valve 58). Regulate that.

As a specific configuration, the double check valve 61 has a casing 62 and a valve moving body 63 housed in the casing 62. The casing 62 has a first opening 62a connected to a fluid supply pipe 82 communicating with the first fluid control valve 53, a second opening 62b connected to a fluid supply pipe 82 communicating with the second fluid control valve 58, and a braking force output unit. It has a third opening 62c to which a fluid supply pipe 82 leading to 70 is connected. The first opening 62a and the second opening 62b are arranged so as 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 can move in the casing 62 in the longitudinal direction of 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 so as not to be closed by the valve moving body 63.

In the passing fluid control unit 60 shown in FIG. 3, the fluid having 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. Only is supplied to the braking force output unit 70 via the third opening 62c. For example, when the pressure of the first fluid is higher than the pressure of the second fluid, the valve moving body 63 is pressed onto the second opening 62b by the first fluid, as shown by the alternate long and short dash line in FIG. 2 The 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 passing 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. To. At this time, the second fluid is supplied from the working fluid supply unit 50 to the passing fluid control unit 60, and this second fluid is supplied to the braking force output unit 70.

In the example shown in FIG. 3, when the pressure of the first fluid and the pressure of the second fluid are the same, the valve moving body 63 is placed between the first opening 62a and the second opening 62b in the casing 62. Located in. 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 through the third opening 62c.

When the above-mentioned passing fluid control unit 60 is used, it is supplied to the passing fluid control unit 60 by adjusting at least one of the first fluid control valve 53 and the second fluid control valve 58, installing a throttle, and the like. The pressure of one of the first fluid and the second fluid may be lower than the pressure of the other of the first fluid and the second fluid supplied to the passing fluid control unit 60. According to such an example, the operation of the valve moving body 63 in the casing 62 can be suppressed, and the fluid supply from the working fluid supply unit 50 to the braking force output unit 70 can be stabilized.

Further, as shown in FIG. 6, the double check valve 61 may have a pushing member 64 that pushes the valve moving body 63 toward one of the first opening 62a and the second opening 62b. In the illustrated example, the pushing member 64 pushes the valve moving body 63 toward the second opening 62b. Therefore, when no fluid is supplied to the passing fluid control unit 60, or when the pressures of the supplied first fluid and the second fluid are the same, the second opening 62b is closed by the valve moving body 63. Therefore, the supply of the first fluid takes precedence over the supply of the second fluid. When the pressure of the first fluid and the pressure of the second fluid are the same, the passing fluid control unit 60 causes 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 or equal to the value corresponding to the force pushing the valve moving body 63 by the pushing member 64 or more than the pressure of the first fluid, the second fluid passes through the passing fluid control unit 60. Then, it is supplied to the braking force output unit 70. Even in such an example, the operation of the valve moving body 63 in the casing 62 can be suppressed, and the fluid supply from the working fluid supply unit 50 to the braking force output unit 70 can be stabilized.

By the way, as shown in FIG. 2, the braking system 40 has an abnormality detection unit 75. The abnormality detection unit 75 detects an abnormality in the first working fluid supply unit 51 and the second working fluid supply unit 56. Further, it is preferable that the abnormality detection unit 75 can detect the abnormality of 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 in the first working fluid supply unit 51, and a second abnormality detection unit 75 that detects the presence or absence of an abnormality in the second working fluid supply unit 56. It has an abnormality detection unit 77 and. The first abnormality detection unit 76 and the second abnormality detection unit 77 are electrically connected to the detector 78 or can communicate wirelessly with the detector 78, respectively. The first abnormality detection unit 76 and the second abnormality detection unit 77 determine the presence / absence of an abnormality based on the information regarding the presence / absence of the abnormality detected by the detector 78.

For example, the abnormality detection unit 75 determines whether or not the first fluid has flowed into the passing fluid control unit 60 and the inflow of the second fluid into the passing fluid control unit 60 when the braking command is output from the braking command output unit 43. The presence or absence may be monitored. At this time, the presence or absence of inflow of fluid can be monitored by using a pressure sensor (detector) provided in the fluid supply pipe 82 as an example.

Further, the abnormality detection unit 75 monitors 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 when the braking operation input unit 41 is operated. You may do so. Further, 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 when the braking operation input unit 41 is operated. Further, the abnormality detection unit 75 may monitor the operating state of the first braking control unit 52 and the second braking control unit 57. Whether or not there is a command and confirmation of the operating status can be determined based on, for example, a change in current.

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, the abnormality detection unit 75 notifies the first braking control unit 52 and the second braking control unit 57 of the existence of the abnormality, and supplies the fluid from the working fluid supply unit having the abnormality to the passing fluid control unit 60. You may want to stop it. Further, when the abnormality detection unit 75 detects the abnormality, the abnormality detection unit 75 notifies the control system higher than the braking system 40, for example, the ECU functioning as the control device of the entire vehicle 10, of the occurrence of the abnormality, and further warns the existence of the abnormality. It may be displayed by a light.

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

First, the operator of the vehicle 10 inputs an operation to the braking operation input unit 41. At this time, the operator 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 an operation on the braking operation input unit 41. The braking command output unit 43 generates a braking command according to the amount of operation applied to the braking operation input unit 41, and transmits the braking command to the working 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 working fluid supply unit 51 and the second working fluid supply unit 56 of the working fluid supply unit 50.

Further, regardless of the presence or absence of the braking command, the fluid flows in parallel from the fluid source 15 toward the first fluid control valve 53 of the first working fluid supply section 51 and the second fluid control valve 58 of the second working fluid supply section 56. Is being supplied.

Then, the first braking control unit 52 of the first working fluid supply unit 51 can supply the first 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. , Sends an operation command to the first fluid control valve 53. The first fluid control valve 53 opens the fluid supply pipe 82 in response to an operation command from the first braking control unit 52. In this way, the first working fluid supply unit 51 supplies the fluid supplied from the fluid source 15 to the passing fluid control unit 60 as the first fluid.

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 gives an operation command to the second fluid control valve 58 so that the second fluid can be supplied 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. To send. The second fluid control valve 58 opens the fluid supply pipe 82 in response to an 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.

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, the flow path of the second fluid is closed by the valve moving body 63 in the passing fluid control unit 60. 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. ing.

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 the braking actuator 71 operated by the working fluid. The contact between the friction member 72 and the wheel 12 generates a frictional force that brakes the rotation of the wheel 12.

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, in a state where the first fluid supplied from the first working fluid supply unit 51 described above to the passing fluid control unit 60 is supplied to the braking force output unit 70 with reference to FIG. 4, the first It is assumed that an abnormality occurs in the working fluid supply unit 51.

In the example shown in FIG. 5, an abnormality occurs in the first working fluid supply unit 51, and the first fluid passes through the first fluid at a desired pressure and a desired flow rate from the first working fluid supply unit 51 to the passing fluid control unit 60. It is no longer possible to supply to the control unit 60. However, not only the first fluid from the first working fluid supply unit 51 but also the second fluid is supplied to the passing fluid control unit 60 from the second working fluid supply unit 56. When the pressure of the first fluid drops 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 passing fluid control unit 60 in place of the first fluid. That is, in the working fluid supply unit 50, the second fluid is supplied to the braking force output unit 70 instead of the first fluid. The switching from the first fluid to the second fluid is carried out at the moment when the pressure of the first fluid cannot be maintained. That is, after the supply of the first fluid from the first working fluid supply unit 51 is stopped, the fluid is electrically raised by the second braking control unit 57 of the second working fluid supply unit 56 and the fluid is supplied to the second fluid control valve 58. You don't have to wait to be filled.

In particular, in the illustrated example, the passing fluid control unit 60 can change the flow path by a mechanical structure. That is, without waiting for the abnormality detection unit 75 to detect the abnormality and the supply stop of the first fluid from the first working fluid supply unit 51 based on the signal from the abnormality detection unit 75, the second fluid is replaced with the second fluid. The fluid supply can be started.

In one embodiment described above, the braking system 40 includes a braking command output unit 43 that outputs a braking command and a supply unit (first working fluid supply unit) that supplies fluid when the braking command is output. 51, another supply unit (second working fluid supply unit) 56 that supplies a fluid different from the fluid supplied from the supply unit 51 when a braking command is output, the supply unit 51, and another supply unit. A passing fluid control unit 60 connected to 56 and passing at least one of the fluid and another fluid when a fluid and another fluid is supplied, and a passing fluid control unit 60 connected to the passing fluid control unit 60. It has a braking force output unit 70 that outputs a braking force using at least one of the fluids supplied from. According to such an embodiment, the fluid is supplied from the supply unit (first working fluid supply unit) 51 to the passing fluid control unit 60 with the output of the braking command, and the path is different from that of the supply unit 51. Another fluid is supplied to the passing fluid control unit 60 from another supply unit 56. That is, when the braking command is output, the fluid is supplied in parallel to the passing fluid control unit 60 connected to the braking force output unit 70 in two paths. Since both the supply unit 51 and the other supply unit 56 start the operation based on the same control command, the system that starts the operation of the other after the abnormality of one of the supply unit 51 and the other supply unit 56 is detected. Compared with, the delay due to electrical switching and the delay due to fluid flow can be effectively reduced. As a result, it is possible to effectively prevent the generation of braking force from the braking force output unit 70 from being delayed when the supply unit 51 and another supply unit 56 are switched.

In one specific example of the above-described embodiment, the passing fluid control unit 60 causes only the high-pressure fluid among the fluid and another fluid to flow into the braking force output unit 70. According to this example, the flow and the amount of fluid in the supply unit 51, another supply unit 56, and the passing fluid control unit 60 can be stabilized, and the reliability of the braking system 40 can be improved.

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

In one specific example of the above-described embodiment, when the pressure of the fluid and the pressure of another fluid are the same, the passing fluid control unit 60 causes only the fluid from the supply unit 51 to flow into the braking force output unit 70. I did. According to this example, the operation of the passing fluid control unit 60 can be stabilized. Further, such a passing fluid control unit 60 can be realized easily and inexpensively by using a double check valve 61 (see FIG. 6) having a fixed position by the pushing member 64. In addition, the amount of fluid flowing into the braking force output unit 70 can be stabilized.

In one specific example of the above-described embodiment, the passing fluid control unit 60 includes a double check valve 61. According to this example, the passing fluid control unit 60 can have a simple configuration, and the fluid flow in the supply unit 51, another supply unit 56, and the passing fluid control unit 60 can be stabilized. In addition, since it operates mechanically independently of the braking command and other electrical signals, the delay associated with electrical switching is effectively eliminated as compared with the case where the supply unit 51 and another supply unit 56 are sequentially operated. can do.

In one specific example of the above-described embodiment, the braking system 40 has an abnormality detection unit 75 for detecting an abnormality in the supply unit 51 and another supply unit 56, and passes through the supply units 51 and 56 in which the abnormality is detected. The supply of the fluid to the 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 stably performed. In addition, it is possible to effectively prevent the spread of unintended defects caused by the supply units 51 and 56 that have caused the abnormality.

In one specific example of the above-described embodiment, the abnormality detection unit 75 determines whether or not fluid is supplied from the supply unit 51 to the passing fluid control unit 60 and the passing fluid control unit 60 when a braking command is output. Monitors for the presence or absence of another fluid being supplied from another supply unit 56 to. According to such an example, it is possible to monitor the presence or absence of an abnormality in the other supply unit while the liquid is being supplied from one of the supply units. Therefore, it is 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.

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

Hereinafter, an example of modification will be described with reference to the drawings. In the following description and the drawings used in the following description, the same reference numerals as those used for the corresponding parts in the above-mentioned specific examples are used for the parts that can be configured in the same manner as the above-mentioned specific examples, and the same reference numerals are used, and duplicate explanations are given. Is omitted.

In the specific example described above, the vehicle 10 has been shown as an example of being operated by a driver, but the vehicle 10 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 the operator. The braking system 40 described above has two working fluid supply units and can quickly switch the working fluid supply unit, and is therefore suitable for the vehicle 10 capable of automatic driving by automatic control. Is.

Here, in the present specification, "automatic control" is not a sequential operation input by a person in a vehicle, but information received from the outside through a communication device 92, information received from a sensor 91, and input in advance. It means informed control.

FIG. 7 shows an example of a vehicle 10 that enables both automatic driving and normal driving. The vehicle 10 shown in FIG. 7 has an automatic control unit 90 that automatically controls each configuration of the vehicle 10. In the vehicle 10 shown in FIG. 7, the automatic control unit 90 is electrically connected to the drive system 20, the steering system 30, and the braking system 40. The automatic control unit 90 has come to transmit a signal 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. There is.

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 automatic driving by automatic control, such as a departure place, a target place, a planned route, a target speed, and a weather. The calculation unit 90a controls the drive system 20, the steering system 30, the braking system 40, and the like based on the information sequentially acquired from the sensor 91 and the communication device 92, the information recorded in advance in the recording unit 90b, and the like. ..

The calculation unit 90a of the automatic control unit 90 includes a processor and a memory. The automatic control unit 90 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. Further, the automatic control unit 90 may share at least a part of the 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 a corresponding configuration thereof separately from the drive command output unit 23, the steering command output unit 33, and the braking command output unit 43.

Further, as shown in FIG. 8, the vehicle 10 described above may form a vehicle group 100 that travels in a platoon together with other vehicles. The leading vehicle 10A of the vehicle group 100 traveling in a platoon may be a vehicle traveling by normal driving by the operator, or a vehicle traveling by automatic driving by automatic control. On the other hand, the following vehicle 10B following the leading vehicle 10A is preferably a vehicle that automatically drives. 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 constant inter-vehicle distance, for example, while acquiring information on the traveling of other vehicles via the communication device 92. At this time, the automatic control unit 90 controls the braking system 40 based on the information regarding the running of the vehicle 10 and other platoon vehicles forming the platoon. Since the braking system 40 described above has two systems of working fluid supply parts and can quickly switch the working fluid supply parts, the vehicle performs platooning on the premise of automatic operation by automatic control. Suitable for group 100.

Further, as described above, the working fluid used in the braking system 40 may be a gas such as air or a liquid such as oil. Correspondingly, as the braking force output unit 70, a pressure actuator such as pneumatic pressure can be used, or a hydraulic actuator such as hydraulic pressure can also be used.

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 fluid control unit 61 Double check valve 70 Braking force output unit 75 Abnormality detection unit 90 Automatic control unit 100 Vehicle group 100

Claims (11)

A braking command output unit that outputs a braking command and
A supply unit that supplies fluid when the braking command is output, and
When the braking command is output, another supply unit that supplies a fluid different from the fluid supplied from the supply unit, and another supply unit.
A passing fluid control unit that is connected to the supply unit and the other supply unit and passes at least one of the fluid and the other fluid when the fluid and the other fluid are supplied.
A braking system including a braking force output unit that is connected to the passing fluid control unit and outputs a braking force using at least one of the fluids supplied from the passing fluid control unit. The braking system according to claim 1, wherein the passing fluid control unit causes a high-pressure fluid among the fluid and the other fluid to flow into the braking force output unit. The braking system according to claim 2, wherein the pressure of the fluid supplied to the passing fluid control unit and the pressure of the other fluid supplied to the passing fluid control unit are different. The passage fluid control unit according to any one of claims 1 to 3, wherein when the pressure of the fluid and the pressure of the other fluid are the same, only the fluid flows into the braking force output unit. Braking system. The braking system according to any one of claims 1 to 4, wherein the passing fluid control unit includes a double check valve. An abnormality detection unit for detecting an abnormality in the supply unit and another supply unit is provided.
The braking system according to any one of claims 1 to 5, wherein the supply of the fluid from the supply unit in which the abnormality is detected to the passing fluid control unit is stopped. The claim includes an abnormality detection unit that monitors the presence / absence of the inflow of the fluid into the passing fluid control unit and the presence / absence of the inflow of the other fluid into the passing fluid control unit when the braking command is output. The braking system according to any one of 1 to 6. A vehicle comprising the braking system according to any one of claims 1 to 7. The vehicle according to claim 8, further comprising an automatic control unit that automatically controls the braking system. The vehicle according to claim 9, wherein the automatic control unit controls the braking system based on information on the running of the platoon vehicle forming the platoon with the vehicle. A group of vehicles including at least one vehicle according to any one of claims 8 to 10 and comprising a plurality of vehicles traveling in a platoon.

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