WO2018186443A1 - Air supply system - Google Patents

Air supply system Download PDF

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Publication number
WO2018186443A1
WO2018186443A1 PCT/JP2018/014421 JP2018014421W WO2018186443A1 WO 2018186443 A1 WO2018186443 A1 WO 2018186443A1 JP 2018014421 W JP2018014421 W JP 2018014421W WO 2018186443 A1 WO2018186443 A1 WO 2018186443A1
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WO
WIPO (PCT)
Prior art keywords
brake
air
passage
air supply
pressure
Prior art date
Application number
PCT/JP2018/014421
Other languages
French (fr)
Japanese (ja)
Inventor
田中　克典
太田　祐介
Original Assignee
ナブテスコオートモーティブ 株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ナブテスコオートモーティブ 株式会社 filed Critical ナブテスコオートモーティブ 株式会社
Priority to JP2019511284A priority Critical patent/JP7053583B2/en
Publication of WO2018186443A1 publication Critical patent/WO2018186443A1/en
Priority to JP2022055895A priority patent/JP7284310B2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
    • B60T13/26—Compressed-air systems
    • B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring

Definitions

  • the present invention relates to an air supply system that supplies air to and discharges air from a brake mechanism that operates and releases a service brake of a vehicle.
  • Vehicles such as trucks are provided with a pneumatic brake system that uses compressed air as a power source.
  • the pneumatic brake system includes a brake mechanism that operates and releases a service brake (foot brake), a brake mechanism that operates and releases a parking brake, and an air supply system that supplies compressed air stored in the compressor to each brake mechanism.
  • a service brake foot brake
  • a brake mechanism that operates and releases a parking brake
  • an air supply system that supplies compressed air stored in the compressor to each brake mechanism.
  • an air supply system controlled by an electronic control unit has been proposed (see, for example, Patent Document 1).
  • the air supply system includes a discharge port for discharging unnecessary air in the air circuit at each end of the air circuit. Moisture in the atmosphere or moisture in the exhaust adheres to this outlet, and when the attached moisture becomes low temperature, the exhaust from the outlet may be hindered and affect the brake opening operation. There is.
  • An object of the present invention is to provide an air supply system with improved security.
  • An air supply system that solves the above problem is an air supply system that supplies compressed air to a brake mechanism that operates and releases a service brake of a vehicle with air pressure, and supplies and discharges air pressure to and from the brake mechanism.
  • a first air supply unit configured to supply and discharge air pressure to and from the brake mechanism, and the brake mechanism to the first air supply unit and the second air supply unit.
  • a selection unit configured to communicate one selected from among the air supply units so that the selected one supplies and discharges air pressure to the brake mechanism, and the first air supply unit supplies air pressure.
  • the first air passage for discharging and the second air supply portion are provided between the second passage for discharging air pressure, and the direction from the second passage to the first passage is arranged in order. Includes a check valve for the direction, the.
  • the air pressure of the passage (second passage) in which the second air supply unit discharges air pressure is increased, the air pressure is normally released to the atmosphere.
  • the first air supply unit comes out through a passage (first passage) for supplying and discharging air pressure. Therefore, even when inconvenience such as freezing of the discharge port occurs in the passage through which the second air supply unit discharges air pressure, the air pressure can be discharged through the first air supply unit.
  • a brake mechanism when one system is operating, it is preferable that the other system is stopped.
  • the second air supply passage is The air pressure is preferably discharged from the passage for discharging the air pressure.
  • the second air supply unit supplies and discharges air pressure to and from the brake mechanism instead of the first air supply unit when the first air supply unit is stopped. It is configured.
  • the said selection part is comprised so that the direction which has a higher air pressure from the said 1st air supply part and the said 2nd air supply part may be selected.
  • the selection unit is a so-called shuttle valve, and in the system in which high air pressure is selected by the selection unit and the first air supply unit is made redundant, an air supply having a backup second air supply unit is provided. Security can be enhanced in the system.
  • an orifice is connected in series to the check valve.
  • the air supply system includes a forced brake unit configured to supply air pressure to the brake mechanism in place of the first air supply unit and the second air supply unit, and the second air supply unit includes: A switching unit configured to select a higher air pressure from the second air supply unit and the forced brake unit and communicate with the selection unit is provided.
  • the safety of the air supply system in which the brake system is made redundant by the forced brake unit in addition to the first air supply unit and the second air supply unit is improved.
  • the reliability of a redundant air supply system such as an unmanned driving vehicle running in a row can be further improved.
  • the security of the air supply system can be improved.
  • FIG. 1 The figure which shows the formation which the vehicle carrying the air supply system of one Embodiment forms.
  • the block diagram of the pneumatic brake system of embodiment of FIG. The circuit diagram which shows schematic structure of the air supply system of embodiment of FIG.
  • the pneumatic brake system activates and deactivates the parking brake and the service brake.
  • a platoon is formed by a vehicle 1 such as a truck (cargo vehicle) provided with an integrated carrier.
  • the vehicles 1 forming the platoon include a leading vehicle 1a driven by a driver and an unmanned subsequent vehicle 1b.
  • the vehicle 1 includes a master ECU (Electronic Control Unit) 60 that controls the platooning.
  • the master ECU 60 of the leading vehicle 1a and the master ECU 60 of each succeeding vehicle 1b transmit and receive various types of information by wireless communication, and the leading vehicle 1a and the following vehicle 1b travel while maintaining a constant inter-vehicle distance.
  • the leading vehicle 1a activates the brake based on the driver's braking operation
  • the following vehicle 1b activates the brake following the vehicle 1 when the vehicle 1 traveling just before decelerates. Since the leading vehicle 1a is a vehicle that is driven by the driver, the pneumatic brake system of the leading vehicle 1a and the pneumatic brake system of the following vehicle 1b do not have to be the same, but are identical. Also good. In the present embodiment, the pneumatic brake system of the leading vehicle 1a and the pneumatic brake system of the following vehicle 1b have the same configuration. Moreover, in FIG. 1, although the formation was formed by the three vehicles 1, the number of the vehicles 1 which form a formation should just be plural.
  • the vehicle 1 includes a brake chamber 50 as a brake mechanism, a first brake module 100 as a first air supply unit, a second brake module 200 as a second air supply unit, and a forced brake module constituting a forced brake unit. 300.
  • the brake chamber 50 is provided for each wheel of the vehicle 1.
  • the first brake module 100 is provided for each wheel of the vehicle 1.
  • the second brake module 200 is provided for each wheel of the vehicle 1.
  • the forced brake module 300 is provided for each wheel of the vehicle 1 so as to be connected to the second brake module 200.
  • FIG. 2 the brake chamber 50, the 1st brake module 100, the 2nd brake module 200, and the forced brake module 300 provided with respect to one wheel among several wheels are shown.
  • FIG. 2 the illustration of the brake chamber 50, the first brake module 100, the second brake module 200, and the forced brake module 300 provided for the wheels other than the above-described one of the plurality of wheels is omitted. is doing.
  • the first brake module 100 is a brake module that operates in a normal state.
  • the vehicle 1 uses the first brake module 100 in preference to the second brake module 200 if the first brake module 100 is in a normal state.
  • the vehicle 1 uses the second brake module 200 when the first brake module 100 is not in the normal state.
  • the case where the first brake module 100 is not in the normal state is an emergency state in which the first brake module 100 cannot be used.
  • the input port 14 of the first brake module 100 is connected to the brake air tank 10.
  • a filter 12 that dries the compressed air stored in the brake air tank 10 is provided between the first output path 11 and the first tank path 13 that connect the brake air tank 10 and the input port 14.
  • the output port 15 of the first brake module 100 is connected to the brake chamber 50 via the first brake passage 16, the shuttle valve 40, and the chamber connection passage 41.
  • the brake chamber 50 includes a first control chamber 51 that controls the service brake and a second control chamber 52 that controls the parking brake.
  • the brake chamber 50 has a spring 55 and a push rod 54 having a wedge 53 at the tip.
  • the push rod 54 is urged by the urging force of the spring 55 so that the wedge 53 moves in the direction in which the wedge 53 extends from the brake chamber 50. That is, the extending direction is a direction in which the wedge 53 moves toward a brake lining (not shown) provided on the wheel.
  • the air stored in the brake air tank 10 is supplied from the first brake module 100 to the first control chamber 51 by an amount corresponding to the amount of operation of the driver's brake pedal. Further, when not in the normal state, the air stored in the suspension air tank 20 is supplied to the first control chamber 51 via the second brake module 200.
  • the push rod 54 moves toward the wheel by the air pressure of the first control chamber 51.
  • the wedge 53 provided at the tip of the push rod 54 is inserted into the brake lining and the brake lining is expanded, the service brake is operated by friction between the brake shoe and the brake lining.
  • the wedge 53 is withdrawn from the brake lining and the service brake is released.
  • the second control chamber 52 is connected to another air supply system (not shown) via the port P5.
  • the spring 55 When air is discharged from the second control chamber 52 to another air supply system, the spring 55 extends to move the push rod 54 toward the wheel. And the parking brake act
  • Another air supply system is an air supply system for a parking brake, and is provided separately from the first brake module 100, the second brake module 200, or the forced brake module 300 described above.
  • the brake chamber 50 having the second control chamber 52 is provided on the rear wheel of the vehicle 1.
  • the front chamber of the vehicle 1 includes a first control chamber 51, a push rod 54, and a wedge 53. (Not shown) is provided. Since the brake chamber operates and releases the service brake, air is supplied to and discharged from the brake chamber by the first brake module 100 or the second brake module 200.
  • the input port 26 of the second brake module 200 is connected to the suspension air tank 20 provided in the air suspension (suspension device) of the vehicle 1 via the first passage 25, the on-off valve 24, the filter 22 and the second tank passage 23.
  • a filter 22 that dries the compressed air stored in the suspension air tank 20 is provided between the second output path 21 and the second tank passage 23.
  • the filter 22 is provided downstream of the filter 22 and the second tank passage 23.
  • An opening / closing valve 24 for opening and closing the passage is provided between the passage 1 and the passage 25.
  • the output port 27 of the second brake module 200 is connected to the first control chamber 51 of the brake chamber 50 via the second brake passage 28, the shuttle valve 40, and the chamber connection passage 41.
  • the input port 31 of the forced brake module 300 is connected to the suspension air tank 20 via the first passage 25, the on-off valve 24, the second tank passage 23, the filter 22, and the second output passage 21.
  • the output port 32 of the forced brake module 300 is connected to the second brake module 200 via the fourth passage 33.
  • the fourth passage 33 is a passage for outputting an air pressure signal (pilot pressure) to the second brake module 200.
  • the on-off valve 24 is always open and supplies compressed air to the output port 27 of the second brake module 200.
  • the on-off valve 24 is closed when it is desired to release the forced brake after the forced brake operation by the forced brake module 300. More specifically, when the on-off valve 24 is closed, compressed air is not supplied to the second brake module 200 or the forced brake module 300. Therefore, the second brake module 200 cannot supply compressed air to the first control chamber 51 of the brake chamber 50. Therefore, regardless of the operation state of the second brake module 200 or the forced brake module 300, the forced brake module 300 The service brake (forced brake) that is forcibly operated is also released.
  • the first brake module 100 is controlled by the first control device 61.
  • the second brake module 200 is controlled by the second control device 62.
  • the forced brake module 300 is controlled by the master ECU 60.
  • the master ECU 60, the first control device 61, and the second control device 62 are connected to an in-vehicle network 64 such as a CAN (Controller Area Network) and configured to be able to transmit and receive various types of information.
  • the master ECU 60 receives vehicle information from the vehicle speed sensor 63 and other sensors, and transmits commands to the first control device 61 and the second control device 62.
  • the first control device 61 and the second control device 62 execute various processes based on commands from the master ECU 60.
  • the first control device 61, the second control device 62, and the master ECU 60 determine whether the first brake module 100 and the second brake module 200 are normal or abnormal independently or through mutual monitoring, and share the determination result.
  • the air pressure detected by the fourth pressure sensor (U / P) 320 as a detector is acquired in the master ECU 60.
  • the fourth pressure sensor 320 detects the air pressure in the third passage 316 of the forced brake module 300.
  • the first brake module 100 can adjust the braking force by the control from the first control device 61.
  • the second brake module 200 can adjust the braking force by the control from the second control device 62.
  • the forced brake module 300 the air pressure is set to a predetermined forced brake pressure.
  • the forced brake pressure is set to a pressure that can give a braking force that can be stopped appropriately from a predetermined low speed (for example, 20 km / h), but if it can be stopped properly, an arbitrary value obtained as an experiment or a logical value is set. can do.
  • the brake air tank 10, the suspension air tank 20, the first brake module 100, the second brake module 200, and the forced brake module 300, and a portion including a connection portion between these tanks and modules are pneumatic.
  • the master ECU 60, the first control device 61, the second control device 62, and the brake chamber 50 constitute a pneumatic brake system.
  • FIG. 3 shows a first brake module 100, a second brake module 200 provided for one wheel, and a forced brake module 300 connected to the second brake module 200.
  • the first brake module 100, the second brake module 200, the forced brake module 300, and a portion including a connection portion between these modules correspond to an air supply system.
  • the side close to the brake air tank 10 and the suspension air tank 20 is the upstream side and close to the brake chamber 50 regardless of the air flow direction.
  • the side will be described as the downstream side. That is, in the case of supply, air flows in the forward direction from the upstream side to the downstream side, but in the case of discharge, the air flows in the reverse direction from the downstream side to the upstream side.
  • the first brake module 100 will be described.
  • a brake valve (not shown) is connected to the port P1, and an air pressure signal from the brake valve (not shown) corresponding to an operation by the driver is input via the port P1.
  • the brake air tank 10 is connected to the port P2, and compressed air is supplied from the brake air tank 10 through the port P2.
  • the first brake passage 16 is connected to the brake chamber 50, and a pneumatic signal for brake operation supplied to the brake chamber 50 is output from the first brake passage 16 (16A, 16B).
  • the first brake module 100 includes a first electromagnetic control valve 110, a second electromagnetic control valve 120, a third electromagnetic control valve 130, a first pressure adjustment valve 140, and a first pressure gauge 150.
  • the second shuttle valve 40 ⁇ / b> A and the third shuttle valve 40 ⁇ / b> B are connected to the downstream side of the first pressure adjustment valve 140.
  • the first electromagnetic control valve 110 has a brake valve circuit 114 connected to the upstream side and a first pressure regulating valve 140 connected to the downstream side via a first brake pressure signal passage 125.
  • the first electromagnetic control valve 110 has a signal input port 111 connected to the first control device 61.
  • the first pressure regulating valve 140 is a valve that outputs air having a pressure corresponding to the air pressure signal input to the signal input port 141 to the output side.
  • the first brake pressure signal passage 125 is connected to the signal input port 141
  • the first tank passage 13 and the discharge passage 135 are connected to the input side
  • the first brake passage 16 is connected to the output side. Has been.
  • the second electromagnetic control valve 120 and the third electromagnetic control valve 130 are connected in series via the first brake pressure signal passage 125 and are connected to the first pressure adjustment valve 140 via the first brake pressure signal passage 125.
  • the second electromagnetic control valve 120 has the first tank passage 13 connected to the upstream side and the third electromagnetic control valve 130 and the first pressure adjustment valve 140 connected to the downstream side via the first brake pressure signal passage 125.
  • the third electromagnetic control valve 130 has a first brake pressure signal passage 125 connected to the upstream side and a discharge passage 135 connected to the downstream side.
  • the signal input port 121 of the second electromagnetic control valve 120 and the signal input port 131 of the third electromagnetic control valve 130 are each connected to the first control device 61.
  • the first pressure regulating valve 140 is supplied with air pressure according to the operation of the second electromagnetic control valve 120 and the third electromagnetic control valve 130 via the first brake pressure signal passage 125.
  • a discharge port 160 is connected to the downstream side of the discharge path 135.
  • the discharge port 160 is a terminal device for discharging the air supplied to the air supply circuit, and opens the discharge path 135 to the atmosphere.
  • the exhaust port 160 may stagnate the air, the air pressure output from the first brake passage 16 of the first brake module 100 does not become an appropriate pressure, and the operation of the brake chamber 50 is poor. May also occur. Therefore, the discharge port 160 of the so-called first brake module 100 that is used in a normal state in the present embodiment has a configuration in which the possibility of stagnation of air is reduced.
  • the shape of the discharge port 160 may be devised to make it difficult for water to adhere, Measures can be taken to prevent freezing by attaching to a position where exposure to the outside air is low. Therefore, the discharge port 160 of the present embodiment allows the first brake module 100 to operate normally even in a low temperature environment. Such a discharge port 160 requires cost, requires maintenance, or has a restriction on the installation position.
  • the first pressure gauge 150 is connected to the first control device 61 and outputs the detected value to the first control device 61.
  • the first electromagnetic control valve 110, the second electromagnetic control valve 120, and the third electromagnetic control valve 130 are controlled by the first control device 61. More specifically, the second electromagnetic control valve 120 is controlled by the first control device 61 to connect the first tank passage 13 and the first brake pressure signal passage 125, the first tank passage 13, and the first tank passage 13. The position can be changed to two of a blocking position for blocking the brake pressure signal passage 125.
  • the second electromagnetic control valve 120 is in the connected position by the urging force of the valve spring 122 in the non-energized state, and is in the cutoff position in the energized state.
  • the third electromagnetic control valve 130 shuts off the connection position where the first brake pressure signal passage 125 and the discharge passage 135 are communicated with each other and the first brake pressure signal passage 125 and the discharge passage 135 under the control of the first control device 61.
  • the position can be changed to two of the blocking position.
  • the third electromagnetic control valve 130 is in the connected position by the urging force of the valve spring 132 in the non-energized state, and is in the cutoff position in the energized state.
  • the air pressure signal of the first brake pressure signal passage 125 is adjusted by the control of the first control device 61.
  • the second electromagnetic control valve 120 is in the connection position and the third electromagnetic control valve 130 is in the cutoff position, the pressure of the compressed air in the brake air tank 10 is applied to the signal input port 141 of the first pressure regulating valve 140.
  • the current air pressure is applied to the signal input port 141 of the first pressure regulating valve 140.
  • the signal input port 141 of the first pressure regulating valve 140 is opened to atmospheric pressure.
  • the first electromagnetic control valve 110 is connected to the brake valve circuit 114 and the first brake pressure signal passage 125 by the control of the first control device 61, and the brake valve circuit 114 and the first brake pressure signal passage 125.
  • the position can be changed to two of the blocking position for blocking the.
  • the first electromagnetic control valve 110 becomes a connection position by the urging force of the valve spring 112 in a non-energized state, and becomes a cutoff position in the energized state. More specifically, when the air supply system is normal, the first electromagnetic control valve 110 is energized to be in a cut-off position, and when there is an abnormality in the air supply system, it is de-energized to be in a connected position.
  • the upstream side of the first pressure regulating valve 140 is connected to the brake air tank 10 via the first brake pressure signal passage 125, and the downstream side is connected to the first brake passage 16.
  • the first pressure regulating valve 140 outputs compressed air having a pressure corresponding to the air pressure signal input to the signal input port 141 to the first brake passage 16.
  • the first brake module 100 receives the air pressure signal adjusted by the control of the second electromagnetic control valve 120 and the third electromagnetic control valve 130 as the first pressure regulating valve 140.
  • the compressed air corresponding to the input air pressure signal is output from the first pressure regulating valve 140.
  • the air pressure signal according to the operation by the driver from the brake valve (not shown) is the signal input port 141 of the first pressure regulating valve 140.
  • the compressed air corresponding to the input air pressure signal is output from the first pressure regulating valve 140.
  • a first pressure gauge (U / P) 150 is provided in the first brake passage 16, and a detection value of the first pressure gauge 150 is input to the first controller 61, and a second electromagnetic control valve is provided. Pressure adjustment by 120 and the third electromagnetic control valve 130 is performed.
  • the forced brake module 300 will be described.
  • the suspension air tank 20 is connected to the port P4, and compressed air is supplied from the suspension air tank 20 via the port P4.
  • the fourth passage 33 is connected to the brake chamber 50 via the second brake module 200, and the pneumatic signal for forced braking supplied to the brake chamber 50 is transmitted to the first brake passage 16 (16A, 16B). ).
  • the forced brake module 300 includes a sixth electromagnetic control valve 310 and a pneumatic control valve 330.
  • a sixth electromagnetic control valve 310 and a pneumatic control valve 330 are connected in series.
  • the sixth electromagnetic control valve 310 is connected to the suspension air tank 20 via the port P4, the second tank passage 23, the on-off valve 24, and the first passage 25.
  • the sixth electromagnetic control valve 310 is a three-port two-position valve.
  • the first passage 25 and a discharge passage 315 connected to the discharge port 340 for discharging circuit air are connected to the upstream side, and the third passage is connected to the downstream side. 316 is connected.
  • the sixth electromagnetic control valve 310 is controlled by the master ECU 60 to which the signal input port 311 is connected.
  • the sixth electromagnetic control valve 310 shuts off the first passage 25 from the connection position that connects the first passage 25 and the third passage 316, and The position can be changed to two of the discharge position connecting the passage 316 and the discharge path 315.
  • the sixth electromagnetic control valve 310 is configured to be in the connected position by the urging force of the valve spring 312 and is in the connected position in the non-energized state and in the discharged position in the energized state.
  • the pneumatic control valve 330 is a valve that is controlled by a pneumatic signal of a three-port two-position valve.
  • the upstream side is connected to the third passage 316 and the discharge passage 315 on the sixth electromagnetic control valve 310 side, and the downstream side is the fourth. Connected to the passage 33.
  • the pneumatic control valve 330 has a discharge position for blocking the upstream third passage 316 and connecting the fourth passage 33 downstream of the pneumatic control valve 330 to the discharge passage 315, the third passage 316 and the fourth passage 33. It is configured to be able to change the position to two of the connection positions that communicate with each other.
  • the signal input port 331 of the pneumatic control valve 330 is connected to the second control chamber 52 of the brake chamber 50 via the port P5.
  • the parking brake when the parking brake is activated by discharging air from the second control chamber 52, no air pressure signal is input to the signal input port 331. Conversely, when the parking brake is activated by supplying air to the second control chamber 52, an air pressure signal is input to the signal input port 331.
  • the air pressure control valve 330 is configured to be in the discharge position by the urging force of the valve spring 332. When the air pressure signal is not input to the signal input port 331, the air pressure control valve 330 is in the discharge position. Become.
  • a suspension air tank 20 is connected to a port P3 via a second tank passage 23, an on-off valve 24 and a first passage 25, and compressed air is supplied from the suspension air tank 20 via the port P3. Supplied.
  • the second brake passage 28 is connected to the brake chamber 50, and a pneumatic signal for brake operation supplied to the brake chamber 50 is output from the second brake passage 28.
  • the second brake module 200 includes a fourth electromagnetic control valve 220, a fifth electromagnetic control valve 230, a first shuttle valve 240, and a second pressure adjustment valve 250 as a switching unit.
  • a second shuttle valve 40A as a selection unit and a third shuttle valve 40B as a selection unit are connected to the downstream side of the second brake passage 28.
  • the first to third shuttle valves 240, 40A, 40B are two-input one-output valves.
  • the first shuttle valve 240 has a first passage 25 connected to one input, a second brake air pressure signal passage 225 connected to the other input, and a selected brake air pressure signal passage 241 connected to the output.
  • the first brake passage 16 (16A) is connected to one input
  • the second brake passage 28 is connected to the other input
  • the chamber connection passage 41A is connected to the output.
  • a second pressure gauge 270 is connected to the chamber connection path 41A.
  • the first brake passage 16 (16B) is connected to one input
  • the second brake passage 28 is connected to the other input
  • the chamber connection passage 41B is connected to the output.
  • a third pressure gauge 271 is connected to the chamber connection path 41B.
  • the signal input port 221 of the fourth electromagnetic control valve 220 and the signal input port 231 of the fifth electromagnetic control valve 230 are each connected to the second control device 62. Therefore, the fourth electromagnetic control valve 220 and the fifth electromagnetic control valve 230 are controlled by the second control device 62.
  • the fourth electromagnetic control valve 220 is controlled by the second control device 62 so that the first passage 25 and the second brake air pressure signal passage 225 communicate with each other, and the first passage 25 and the second brake air pressure signal passage 225.
  • the position can be changed to two of the blocking position for blocking the.
  • the fourth electromagnetic control valve 220 is in the connected position by the urging force of the valve spring 222 in the non-energized state, and is in the cutoff position in the energized state.
  • the fifth electromagnetic control valve 230 shuts off the connection position where the second brake air pressure signal path 225 and the discharge path 235 communicate with each other and the second brake air pressure signal path 225 and the discharge path 235 under the control of the second control device 62.
  • the position can be changed to two of the blocking position.
  • the fifth electromagnetic control valve 230 becomes a connection position by the urging force of the valve spring 232 in a non-energized state, and becomes a cutoff position in the energized state.
  • the air pressure signal of the second brake air pressure signal passage 225 is adjusted by the control of the second control device 62.
  • the air pressure signal from the second brake air pressure signal passage 225 is input to the other input of the first shuttle valve 240.
  • the second control device 62, the fourth electromagnetic control valve 220, and the fifth electromagnetic control valve 230 are normal, the first passage 25 connected to one input is open to atmospheric pressure and no air pressure is applied.
  • the first shuttle valve 240 outputs the air pressure signal from the second brake air pressure signal passage 225 to the selected brake air pressure signal passage 241 that is an output.
  • the second pressure regulating valve 250 is a valve that outputs air having a pressure corresponding to the air pressure signal input to the signal input port 251 to the output side.
  • the selected brake air pressure signal passage 241 is connected to the signal input port 251
  • the first passage 25 and the discharge passage 235 are connected to the input side
  • the second brake passage 28 is connected to the output side. Yes.
  • the air pressure signal from the first shuttle valve 240 is applied to the signal input port 251 of the second pressure regulating valve 250.
  • the fourth electromagnetic control valve 220 is in the cutoff position and the fifth electromagnetic control valve 230 is in the cutoff position, the current air pressure is applied to the signal input port 251 of the second pressure regulating valve 250.
  • the signal input port 251 of the second pressure regulating valve 250 is opened to atmospheric pressure.
  • the second pressure regulating valve 250 outputs the air pressure corresponding to the air pressure signal input to the signal input port 251 to the second brake passage 28.
  • the second pressure regulating valve 250 also opens the second brake passage 28 to atmospheric pressure when the signal input port 251 is opened to atmospheric pressure.
  • the second brake module 200 is controlled by the second control device 62 and the master ECU 60 so that the second brake passage 28 is always open to the atmosphere if the operation of the first brake module 100 is normal.
  • the first brake passage 16 (16A, 16B) is connected to one input, and the second brake passage 28 is connected to the other input.
  • the second shuttle valve 40A has an output side chamber connection path 41A connected to the brake chamber 50 via a port P10, and the third shuttle valve 40B has an output side chamber connection path 41B via a port P11.
  • a brake chamber not shown
  • Air pressure is output.
  • the first brake passage 16 is opened to the atmosphere, and the second brake module 200 or the forced brake module 300 is inserted into the second brake passage 28 of the second brake module 200.
  • the adjusted air pressure is output.
  • the air pressure transmitted from the second brake passage 28 is output to the chamber connection paths 41A and 41B.
  • the chamber connection path 41A is provided with a second pressure gauge (U / P) 270
  • the chamber connection path 41B is provided with a third pressure gauge (U / P) 271.
  • These second pressure gauges 270 are provided.
  • the detection value of the 3rd pressure gauge 271 is input into the 2nd control apparatus 62, and the pressure adjustment by the 4th electromagnetic control valve 220 and the 5th electromagnetic control valve 230 is performed.
  • the fourth electromagnetic control valve 220 needs to be in the cutoff position and the fifth electromagnetic control valve 230 needs to be in the connection position.
  • the discharge path 235 on the output side of the fifth electromagnetic control valve 230 needs to be opened to the atmosphere by the discharge port 236.
  • the exhaust port 236 adheres to moisture contained in the exhaust gas or the outside air, and there is a possibility that the discharge of the air is hindered due to freezing.
  • the discharge port 236 is a discharge port that is not used regularly, I want to avoid it if it can be complicated or costly.
  • the second brake air pressure signal passage 225 is not released to the atmospheric pressure when the second brake module 200 is operated, so that the service brake is not released or the release is insufficient. If you drive with the brake applied, the brake may overheat.
  • the air supply system of the present embodiment has a configuration for allowing the second brake air pressure signal passage 225 to be opened to the atmospheric pressure even when the ventilation of the discharge port 236 is obstructed.
  • an orifice 280 and a check valve (check valve) 282 are provided in series between the discharge passage 235 of the second brake module 200 and the first brake passage 16A extending from the first brake module 100.
  • An orifice 281 and a check valve (check valve) 283 are provided in series between the passage 235 and the first brake passage 16B.
  • Each check valve 282, 283 allows air flow in the direction from the discharge passage 235 to the first brake passage 16, while allowing air flow in the direction from the first brake passage 16 to the discharge passage 235. It has a configuration that does not.
  • the air pressure in the discharge passage 235 of the second brake module 200 is high, the air can escape to the first brake module 100, while the compressed air supplied from the first brake passage 16 of the first brake module 100 is discharged from the second brake module 100.
  • the brake chamber 50 operates without exiting to 200.
  • Each of the orifices 280 and 281 is provided in order to relieve a sudden pressure fluctuation generated in the discharge passage 235 and transmit it to the first brake passage 16.
  • the first brake module 100 connects the first brake passage 16 to the outlet 160 because no air pressure signal is input to the signal input port 141 of the first pressure regulating valve 140. . That is, the first brake passage 16 is open to the atmosphere. Therefore, even if the air cannot be discharged from the discharge port 236 due to freezing or the like, or the air is not sufficiently discharged, the air in the discharge path 235 flows into each orifice 280 and the check valve 282 or the orifice 281. It is discharged to the first brake passage 16 through the check valve 283. For this reason, when the second brake module 200 is operating, even when air cannot be discharged from the discharge port 236, the occurrence of inconvenience that the brake pressure does not decrease is suppressed.
  • the following effects can be obtained. (1) Even when the air pressure of the discharge passage (second passage) 235 in which the second brake module 200 discharges air pressure is normally released to the atmosphere, the air pressure is increased by each check valve 282. , 283, the first brake module 100 comes out to the first brake passage (first passage) 16 for supplying and discharging air pressure. Therefore, even when the inconvenience such as freezing of the discharge port 340 occurs in the discharge path 235 where the second brake module 200 discharges air pressure, the air pressure can be discharged through the first brake module 100. become. Usually, as a brake mechanism, when one of the modules is operating, the other system is preferably stopped.
  • the first brake module 100 that is stopped when the second brake module 200 is operating has the first brake passage 16 that supplies and discharges the air pressure thereof opened to the atmospheric pressure.
  • the air pressure is preferably discharged from the discharge path 235 through which the brake module 200 discharges the air pressure.
  • the first brake module 100 that is normally used is often configured to have a higher resistance to inconvenience such as freezing, and therefore, there is a problem with the discharge port 236 that discharges the second brake module 200. Even so, there is a high probability that the first air supply unit can properly discharge air from the discharge path that supplies and discharges air pressure.
  • the backup second brake module 200 is In the air supply system which has, security can be improved.
  • the safety of the air supply system in which the brake system is made redundant by the forced brake module 300 in addition to the first brake module 100 and the second brake module 200 is improved.
  • the reliability of a redundant air supply system such as an unmanned driving vehicle running in a row can be further improved.
  • the air supply system may be provided in the leading vehicle 1a, in the unattended subsequent vehicle 1b, or in both of them.
  • the forced brake module 300 is set to a predetermined forced brake pressure.
  • the present invention is not limited to this, and a pressure reducing valve may be provided in the forced brake module to adjust the air pressure.
  • the pressure reducing valve is adjusted so that the brake pressure increases as the rear vehicle increases so that the braking force increases as the vehicle after the platoon travels. The collision is prevented by reducing the speed earlier than before.
  • the braking force is not adjusted by adjusting the pressure of the compressed air, but the braking control is performed so that the vehicle does not collide when traveling in the row by adjusting the timing of applying the brake. it can.
  • first control device 61, the second control device 62, and the master ECU 60 are individual devices.
  • present invention is not limited to this, and two or more of the first control device, the second control device, and the master ECU may be a single control device and have the function.
  • the forced brake module 300 is provided in the air supply system, but the present invention is not limited thereto, and the forced brake module may not be provided in the air supply system. Even at this time, the safety of the pneumatic brake system is enhanced by the first brake module and the second brake module.
  • the present invention is not limited to this, and if a check valve is provided between the discharge path of the second brake module and the first brake path, the orifice need not be provided.
  • the case where the high air pressure of the first brake module 100 or the second brake module 200 is selected by the second and third shuttle valves 40A and 40B is illustrated.
  • the present invention is not limited to this, and an appropriate brake module may be selected using an electromagnetic control valve or a pneumatic control valve.
  • the present invention is not limited to this, and even when the first brake module is operating, the first brake module may be stopped and the second brake module may be operated.
  • each orifice or each check valve may be collectively provided in at least one of the first brake module and the second brake module.
  • the first brake module 100 is exemplified for the case where the downstream side of the first pressure regulating valve 140 is connected to the second shuttle valve 40A and the third shuttle valve 40B.
  • the present invention is not limited to this, and the number of shuttle valves connected to the downstream side of the first pressure regulating valve may be one or plural.
  • the second brake module 200 has been illustrated for the case where the second shuttle valve 40A and the third shuttle valve 40B are connected to the downstream side of the second brake passage 28.
  • the present invention is not limited to this, and the number of shuttle valves connected to the downstream side of the second brake passage may be one, or may be three or more.
  • two of the series circuit of one orifice 280 and check valve 282 and the other circuit of the other orifice 281 and check valve 283 are provided between the second brake module 200 and the first brake module 100.
  • the case where a set of circuits is provided has been illustrated.
  • the present invention is not limited to this, and only one series circuit may be provided between the second brake module and the first brake module, or three or more may be provided.
  • the air supply system has been described as constituting the brake system of the vehicle 1 that performs platooning.
  • the air supply system may be mounted on a brake system of a vehicle that travels alone without performing platooning.
  • the air supply system is described as being mounted on a cargo vehicle including a cargo bed.
  • the air supply system may be mounted on other vehicles such as a passenger car, a connected vehicle in which a trailer is connected to a tractor, and a railway vehicle.
  • third shuttle valve 41, 41A, 41B ... Chamber connection path, 50 ... Brake chamber, 51 ... First control chamber, 52 ... Second control chamber, 53 ... Wedge, 54 ... Push rod, 55 ... Spring, 60 ... Master ECU, 6 DESCRIPTION OF SYMBOLS ... 1st control apparatus, 62 ... 2nd control apparatus, 63 ... Vehicle speed sensor, 64 ... In-vehicle network, 100 ... 1st brake module, 110 ... 1st electromagnetic control valve, 112 ... Valve spring, 114 ... Brake valve circuit, 120 2nd electromagnetic control valve, 122 ... Valve spring, 125 ... 1st brake pressure signal passage, 130 ... 3rd electromagnetic control valve, 132 ...
  • sixth electromagnetic control valve 312 ... valve spring, 315 ... discharge passage, 316 ... third passage, 320 ... fourth pressure sensor, 330 ... pneumatic control valve, 331 ... signal input port, 332 ... valve spring, 340 ... discharge port, P1, P2, P3, P4, P5, P10, P11 ... port.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)

Abstract

Provided is an air supply system which supplies compressed air to a brake mechanism that operates and releases a service brake of a vehicle using air pressure, the air supply system comprising: a first air supply unit; a second air supply unit; a selection unit that is configured to establish communication between the brake mechanism and one air supply unit selected from the first and second air supply units, and to cause the selected air supply unit to perform supply and discharge of air pressure to/from the brake mechanism; and a check valve that is provided between a first passage through which the first air supply unit performs supply and discharge of air pressure and a second passage through which the second air supply unit performs discharge of air pressure, the direction from the second passage toward the first passage being set as the forward direction.

Description

空気供給システムAir supply system
　本発明は、車両のサービスブレーキを作動及び解除するブレーキ機構に対して空気の供給及び空気の排出を行う空気供給システムに関する。 The present invention relates to an air supply system that supplies air to and discharges air from a brake mechanism that operates and releases a service brake of a vehicle.
　トラック等の車両には、動力源を圧縮空気とする空気圧ブレーキシステムが設けられている。空気圧ブレーキシステムは、サービスブレーキ（フットブレーキ）を作動及び解除するブレーキ機構と、パーキングブレーキを作動及び解除するブレーキ機構と、コンプレッサに貯留された圧縮空気を各ブレーキ機構に供給する空気供給システムとを備えている。最近では、電子制御ユニットによって制御される空気供給システムが提案されている（例えば、特許文献１参照）。 Vehicles such as trucks are provided with a pneumatic brake system that uses compressed air as a power source. The pneumatic brake system includes a brake mechanism that operates and releases a service brake (foot brake), a brake mechanism that operates and releases a parking brake, and an air supply system that supplies compressed air stored in the compressor to each brake mechanism. I have. Recently, an air supply system controlled by an electronic control unit has been proposed (see, for example, Patent Document 1).
　また、空気供給システムに異常が生じた場合に、その異常が生じた空気供給システムに替わってブレーキ機構に空気を供給する保安用の空気供給システムも提案されている。 Also, a safety air supply system that supplies air to the brake mechanism in place of an air supply system in which an abnormality has occurred has been proposed in the event of an abnormality in the air supply system.
特開２００７－３２６５１６号公報JP 2007-326516 A
　上記のように空気供給システムを２重化したとしても、凍結に対する保安機能としてはなお改善の余地がある。すなわち、空気供給システムは、空気回路の各末端に空気回路内の不要な空気を排出する排出口を備えている。この排出口には大気中の水分や排気中の水分が付着して、付着した水分が低温になると凍結して排出口からの空気の排出が阻害されて、ブレーキの開放動作に影響を及ぼすおそれがある。 Even if the air supply system is duplicated as described above, there is still room for improvement as a security function against freezing. That is, the air supply system includes a discharge port for discharging unnecessary air in the air circuit at each end of the air circuit. Moisture in the atmosphere or moisture in the exhaust adheres to this outlet, and when the attached moisture becomes low temperature, the exhaust from the outlet may be hindered and affect the brake opening operation. There is.
　本発明の目的は、保安性を高めた空気供給システムを提供することにある。 An object of the present invention is to provide an air supply system with improved security.
　上記課題を解決する空気供給システムは、車両のサービスブレーキを空気圧で作動及び解除するブレーキ機構に圧縮空気を供給する空気供給システムであって、前記ブレーキ機構に対して空気圧の供給及び排出を行うように構成された第１空気供給部と、前記ブレーキ機構に対して空気圧の供給及び排出を行うように構成された第２空気供給部と、前記ブレーキ機構に前記第１空気供給部及び前記第２空気供給部のうちから選択した一方を連通させて、前記ブレーキ機構に対する空気圧の供給及び排出を当該選択した一方に行わせるように構成された選択部と、前記第１空気供給部が空気圧の供給及び排出を行う第１通路と前記第２空気供給部が空気圧の排出を行う第２通路との間に設けられ、前記第２通路から前記第１通路への方向を順方向とするチェック弁と、を備える。 An air supply system that solves the above problem is an air supply system that supplies compressed air to a brake mechanism that operates and releases a service brake of a vehicle with air pressure, and supplies and discharges air pressure to and from the brake mechanism. A first air supply unit configured to supply and discharge air pressure to and from the brake mechanism, and the brake mechanism to the first air supply unit and the second air supply unit. A selection unit configured to communicate one selected from among the air supply units so that the selected one supplies and discharges air pressure to the brake mechanism, and the first air supply unit supplies air pressure. And the first air passage for discharging and the second air supply portion are provided between the second passage for discharging air pressure, and the direction from the second passage to the first passage is arranged in order. Includes a check valve for the direction, the.
　このような構成によれば、通常は大気開放されている、第２空気供給部が空気圧の排出を行う通路（第２通路）の空気圧が高くなったようなときであれ、その空気圧がチェック弁を介して、第１空気供給部が空気圧の供給及び排出を行う通路（第１通路）に抜けるようになる。よって、排出口の凍結などの不都合が第２空気供給部が空気圧の排出を行う通路に生じて空気圧が抜けないときであっても、第１空気供給部を通じての空気圧の排出が可能になる。通常、ブレーキ機構としては、１系統が作動しているとき、他の系統は停止していることが好ましい。すなわち、第２空気供給路が作動している場合に停止している第１空気供給部はその空気圧の供給及び排出を行う通路が大気圧に開放されていることから、第２空気供給路が空気圧の排出を行う通路から空気圧の排出が好適になされる。これにより、空気供給システムの保安性を高めることができる。 According to such a configuration, even when the air pressure of the passage (second passage) in which the second air supply unit discharges air pressure is increased, the air pressure is normally released to the atmosphere. Thus, the first air supply unit comes out through a passage (first passage) for supplying and discharging air pressure. Therefore, even when inconvenience such as freezing of the discharge port occurs in the passage through which the second air supply unit discharges air pressure, the air pressure can be discharged through the first air supply unit. Usually, as a brake mechanism, when one system is operating, it is preferable that the other system is stopped. That is, since the passage for supplying and discharging the air pressure of the first air supply section that is stopped when the second air supply passage is operating is opened to the atmospheric pressure, the second air supply passage is The air pressure is preferably discharged from the passage for discharging the air pressure. Thereby, the security of an air supply system can be improved.
　上記空気供給システムについて、前記第２空気供給部は、前記第１空気供給部が停止しているとき、前記第１空気供給部に替わって、前記ブレーキ機構に対する空気圧の供給及び排出を行うように構成されている。 In the air supply system, the second air supply unit supplies and discharges air pressure to and from the brake mechanism instead of the first air supply unit when the first air supply unit is stopped. It is configured.
　このような構成によれば、冗長化された空気供給システムについて、作動する機会の少ない第２空気供給部について保安性を高めることができる。つまり、一般に常用される第１空気供給部の方が凍結等の不都合に高い耐性を有する構成とされていることが多いため、第２空気供給部の排出を行う排出口に不都合が生じていたとしても、第１空気供給部が空気圧の供給及び排出を行う排出路から適正に排出できる蓋然性が高い。 According to such a configuration, it is possible to improve the security of the redundant air supply system for the second air supply unit that is less likely to operate. That is, since the generally used first air supply unit is often configured to have higher resistance to inconvenience such as freezing, there is a problem in the discharge port for discharging the second air supply unit. Even so, there is a high probability that the first air supply unit can properly discharge air from the discharge path that supplies and discharges air pressure.
　上記空気供給システムについて、前記選択部は、前記第１空気供給部及び前記第２空気供給部からより高い空気圧を有する方を選択するように構成されている。
　このような構成によれば、選択部はいわゆるシャトル弁であり、高い空気圧が選択部で選択され、第１空気供給部を冗長化したシステムにおいて、バックアップ用の第２空気供給部を有する空気供給システムにおいて保安性を高めることができる。 About the said air supply system, the said selection part is comprised so that the direction which has a higher air pressure from the said 1st air supply part and the said 2nd air supply part may be selected.
According to such a configuration, the selection unit is a so-called shuttle valve, and in the system in which high air pressure is selected by the selection unit and the first air supply unit is made redundant, an air supply having a backup second air supply unit is provided. Security can be enhanced in the system.
　上記空気供給システムについて、前記チェック弁には、オリフィスが直列に接続されている。
　このような構成によれば、空気圧の排出が行われると第２空気供給部が空気圧の排出を行う通路に急激な圧力変動が生じるおそれがある。圧力変動がオリフィスを介して第１空気供給部が空気圧の供給及び排出を行う通路に伝わるので、該通路に印加される圧力変動が緩和されるようになる。これにより、第２空気供給部が空気圧の排出を行う通路の空気圧が第１空気供給部に抜けたとしても、第１空気供給部に不都合などが生じるおそれが低減される。 In the air supply system, an orifice is connected in series to the check valve.
According to such a configuration, when the air pressure is discharged, there is a possibility that a sudden pressure fluctuation occurs in the passage through which the second air supply unit discharges the air pressure. Since the pressure fluctuation is transmitted to the passage through which the first air supply unit supplies and discharges the air pressure via the orifice, the pressure fluctuation applied to the passage is reduced. Thereby, even if the air pressure of the passage through which the second air supply unit discharges the air pressure is lost to the first air supply unit, the possibility of inconvenience occurring in the first air supply unit is reduced.
　上記空気供給システムについて、前記第１空気供給部及び前記第２空気供給部に替わって空気圧を前記ブレーキ機構に供給するように構成された強制ブレーキ部を備え、前記第２空気供給部は、前記第２空気供給部及び前記強制ブレーキ部のうちからより高い空気圧を有する方を選択して前記選択部に連通するように構成された切替部を備える。 The air supply system includes a forced brake unit configured to supply air pressure to the brake mechanism in place of the first air supply unit and the second air supply unit, and the second air supply unit includes: A switching unit configured to select a higher air pressure from the second air supply unit and the forced brake unit and communicate with the selection unit is provided.
　このような構成によれば、ブレーキシステムが第１空気供給部と第２空気供給部とに加え強制ブレーキ部で冗長化された空気供給システムの保安性が高められる。例えば、隊列走行する無人運転車両のように冗長化された空気供給システムの信頼性がより高められるようになる。 According to such a configuration, the safety of the air supply system in which the brake system is made redundant by the forced brake unit in addition to the first air supply unit and the second air supply unit is improved. For example, the reliability of a redundant air supply system such as an unmanned driving vehicle running in a row can be further improved.
　本発明によれば、空気供給システムの保安性を高めることができる。 According to the present invention, the security of the air supply system can be improved.
一実施形態の空気供給システムが搭載された車両が形成する隊列を示す図。The figure which shows the formation which the vehicle carrying the air supply system of one Embodiment forms. 図１の実施形態の空気圧ブレーキシステムのブロック図。The block diagram of the pneumatic brake system of embodiment of FIG. 図１の実施形態の空気供給システムの概略構成を示す回路図。The circuit diagram which shows schematic structure of the air supply system of embodiment of FIG.
　以下、図１～図３を参照して、空気供給システムを、隊列走行を行う車両の空気圧ブレーキシステムに適用した一実施形態について説明する。空気圧ブレーキシステムは、パーキングブレーキとサービスブレーキとを作動及び解除する。 Hereinafter, an embodiment in which the air supply system is applied to a pneumatic brake system for a vehicle that performs platooning will be described with reference to FIGS. 1 to 3. The pneumatic brake system activates and deactivates the parking brake and the service brake.
　図１を参照して、隊列走行について説明する。隊列走行においては、荷台が一体に設けられたトラック（カーゴ車両）等の車両１によって隊列が形成される。隊列を形成する車両１には、運転者により運転される先頭車両１ａと、無人の後続車両１ｂとが含まれる。車両１は、隊列走行を制御するマスタＥＣＵ（電子制御装置：Ｅｌｅｃｔｒｏｎｉｃ　Ｃｏｎｔｒｏｌ　Ｕｎｉｔ）６０をそれぞれ備える。先頭車両１ａのマスタＥＣＵ６０と、各後続車両１ｂのマスタＥＣＵ６０とは、無線通信によって各種情報を送受信し、先頭車両１ａと後続車両１ｂとは、一定の車間距離を維持しながら走行する。先頭車両１ａは、運転者のブレーキ操作に基づきブレーキを作動し、後続車両１ｂは、直前を走行中の車両１が減速したときに当該車両１に追従してブレーキを作動させる。なお、先頭車両１ａは運転者により運転操作される車両であるため、先頭車両１ａの空気圧ブレーキシステムと後続車両１ｂの空気圧ブレーキシステムとは同じ構成である必要は無いが、同一の構成であってもよい。本実施形態では、先頭車両１ａの空気圧ブレーキシステム及び後続車両１ｂの空気圧ブレーキシステムは同一の構成とする。また、図１では、３台の車両１によって隊列を形成したが、隊列を形成する車両１の数は複数であればよい。 Referring to FIG. 1, the process of running in a row will be described. In platooning, a platoon is formed by a vehicle 1 such as a truck (cargo vehicle) provided with an integrated carrier. The vehicles 1 forming the platoon include a leading vehicle 1a driven by a driver and an unmanned subsequent vehicle 1b. The vehicle 1 includes a master ECU (Electronic Control Unit) 60 that controls the platooning. The master ECU 60 of the leading vehicle 1a and the master ECU 60 of each succeeding vehicle 1b transmit and receive various types of information by wireless communication, and the leading vehicle 1a and the following vehicle 1b travel while maintaining a constant inter-vehicle distance. The leading vehicle 1a activates the brake based on the driver's braking operation, and the following vehicle 1b activates the brake following the vehicle 1 when the vehicle 1 traveling just before decelerates. Since the leading vehicle 1a is a vehicle that is driven by the driver, the pneumatic brake system of the leading vehicle 1a and the pneumatic brake system of the following vehicle 1b do not have to be the same, but are identical. Also good. In the present embodiment, the pneumatic brake system of the leading vehicle 1a and the pneumatic brake system of the following vehicle 1b have the same configuration. Moreover, in FIG. 1, although the formation was formed by the three vehicles 1, the number of the vehicles 1 which form a formation should just be plural.
　次に、図２を参照して、車両１のブレーキシステムの概略構成について説明する。
　車両１は、ブレーキ機構としてのブレーキチャンバ５０と、第１空気供給部としての第１ブレーキモジュール１００と、第２空気供給部としての第２ブレーキモジュール２００と、強制ブレーキ部を構成する強制ブレーキモジュール３００とを備えている。ブレーキチャンバ５０は、車両１の車輪毎に設けられる。また、第１ブレーキモジュール１００は、車両１の車輪毎に設けられる。また、第２ブレーキモジュール２００は、車両１の車輪毎に設けられる。また、強制ブレーキモジュール３００は、第２ブレーキモジュール２００に接続するかたちで車両１の車輪毎に設けられる。図２では、複数の車輪のうち、1つの車輪に対して設けられたブレーキチャンバ５０、第１ブレーキモジュール１００、第２ブレーキモジュール２００及び強制ブレーキモジュール３００を示している。一方、図２では、複数の車輪のうち、前述した１つの車輪以外の車輪に対して設けられたブレーキチャンバ５０、第１ブレーキモジュール１００、第２ブレーキモジュール２００及び強制ブレーキモジュール３００の図示を省略している。 Next, a schematic configuration of the brake system of the vehicle 1 will be described with reference to FIG.
The vehicle 1 includes a brake chamber 50 as a brake mechanism, a first brake module 100 as a first air supply unit, a second brake module 200 as a second air supply unit, and a forced brake module constituting a forced brake unit. 300. The brake chamber 50 is provided for each wheel of the vehicle 1. The first brake module 100 is provided for each wheel of the vehicle 1. The second brake module 200 is provided for each wheel of the vehicle 1. Further, the forced brake module 300 is provided for each wheel of the vehicle 1 so as to be connected to the second brake module 200. In FIG. 2, the brake chamber 50, the 1st brake module 100, the 2nd brake module 200, and the forced brake module 300 provided with respect to one wheel among several wheels are shown. On the other hand, in FIG. 2, the illustration of the brake chamber 50, the first brake module 100, the second brake module 200, and the forced brake module 300 provided for the wheels other than the above-described one of the plurality of wheels is omitted. is doing.
　第１ブレーキモジュール１００は、通常状態であるときに動作するブレーキモジュールである。車両１は、第１ブレーキモジュール１００が通常状態であれば、第２ブレーキモジュール２００よりも優先して第１ブレーキモジュール１００を使用する。一方、車両１は、第１ブレーキモジュール１００が通常状態ではない場合、第２ブレーキモジュール２００を使用する。第１ブレーキモジュール１００が通常状態ではない場合とは、第１ブレーキモジュール１００が使用できない非常状態等である。 The first brake module 100 is a brake module that operates in a normal state. The vehicle 1 uses the first brake module 100 in preference to the second brake module 200 if the first brake module 100 is in a normal state. On the other hand, the vehicle 1 uses the second brake module 200 when the first brake module 100 is not in the normal state. The case where the first brake module 100 is not in the normal state is an emergency state in which the first brake module 100 cannot be used.
　第１ブレーキモジュール１００の入力ポート１４は、ブレーキ用エアタンク１０に接続されている。ブレーキ用エアタンク１０と入力ポート１４とを接続する第１出力路１１と第１タンク通路１３との間には、ブレーキ用エアタンク１０に貯留された圧縮空気を乾燥するフィルタ１２が設けられている。第１ブレーキモジュール１００の出力ポート１５は、第１ブレーキ通路１６、シャトル弁４０及びチャンバ接続路４１を介してブレーキチャンバ５０に接続されている。 The input port 14 of the first brake module 100 is connected to the brake air tank 10. A filter 12 that dries the compressed air stored in the brake air tank 10 is provided between the first output path 11 and the first tank path 13 that connect the brake air tank 10 and the input port 14. The output port 15 of the first brake module 100 is connected to the brake chamber 50 via the first brake passage 16, the shuttle valve 40, and the chamber connection passage 41.
　ブレーキチャンバ５０は、サービスブレーキを制御する第１制御室５１と、パーキングブレーキを制御する第２制御室５２とを備えている。また、ブレーキチャンバ５０は、スプリング５５と、先端に楔５３を備えるプッシュロッド５４とを有している。プッシュロッド５４は、スプリング５５の付勢力によって、楔５３がブレーキチャンバ５０から伸長する方向に移動するように付勢されている。伸長する方向とはすなわち、楔５３が車輪に設けられたブレーキライニング（図示略）に向かって移動する方向である。通常状態では、第１制御室５１には、ブレーキ用エアタンク１０に貯留されていた空気が、第１ブレーキモジュール１００から運転者のブレーキペダルの操作量に応じた量だけ供給される。また、通常状態ではないとき、第１制御室５１には、サスペンション用エアタンク２０に貯留されていた空気が、第２ブレーキモジュール２００を介して供給される。 The brake chamber 50 includes a first control chamber 51 that controls the service brake and a second control chamber 52 that controls the parking brake. The brake chamber 50 has a spring 55 and a push rod 54 having a wedge 53 at the tip. The push rod 54 is urged by the urging force of the spring 55 so that the wedge 53 moves in the direction in which the wedge 53 extends from the brake chamber 50. That is, the extending direction is a direction in which the wedge 53 moves toward a brake lining (not shown) provided on the wheel. In the normal state, the air stored in the brake air tank 10 is supplied from the first brake module 100 to the first control chamber 51 by an amount corresponding to the amount of operation of the driver's brake pedal. Further, when not in the normal state, the air stored in the suspension air tank 20 is supplied to the first control chamber 51 via the second brake module 200.
　第１制御室５１に空気が供給されると、第１制御室５１の空気圧によってプッシュロッド５４が車輪に向かって移動する。そして、プッシュロッド５４の先に設けられた楔５３がブレーキライニングに差し込まれ、ブレーキライニングを押し広げると、ブレーキシューとブレーキライニングとの摩擦によりサービスブレーキが作動する。逆に、第１制御室５１から第１ブレーキモジュール１００に空気が排出されると、楔５３がブレーキライニングから退出して、サービスブレーキが解除される。 When the air is supplied to the first control chamber 51, the push rod 54 moves toward the wheel by the air pressure of the first control chamber 51. When the wedge 53 provided at the tip of the push rod 54 is inserted into the brake lining and the brake lining is expanded, the service brake is operated by friction between the brake shoe and the brake lining. Conversely, when air is discharged from the first control chamber 51 to the first brake module 100, the wedge 53 is withdrawn from the brake lining and the service brake is released.
　第２制御室５２は、ポートＰ５を介して図示しない別の空気供給システムに接続されている。第２制御室５２から別の空気供給システムに空気が排出されると、スプリング５５が伸張してプッシュロッド５４を車輪に向かって移動させる。そして、楔５３が車輪に設けられたブレーキライニングを押し広げることで、パーキングブレーキが作動する。逆に、第２制御室５２に別の空気供給システムから空気が供給されると、スプリング５５が圧縮されて、楔５３がブレーキライニングから退出し、パーキングブレーキが解除される。別の空気供給システムは、パーキングブレーキ用の空気供給システムであって、上述した第１ブレーキモジュール１００、第２ブレーキモジュール２００又は強制ブレーキモジュール３００とは別に設けられている。 The second control chamber 52 is connected to another air supply system (not shown) via the port P5. When air is discharged from the second control chamber 52 to another air supply system, the spring 55 extends to move the push rod 54 toward the wheel. And the parking brake act | operates because the wedge 53 spreads the brake lining provided in the wheel. Conversely, when air is supplied to the second control chamber 52 from another air supply system, the spring 55 is compressed, the wedge 53 is retracted from the brake lining, and the parking brake is released. Another air supply system is an air supply system for a parking brake, and is provided separately from the first brake module 100, the second brake module 200, or the forced brake module 300 described above.
　なお、第２制御室５２を有するブレーキチャンバ５０は、車両１の後輪に設けられるものであって、車両１の前輪には、第１制御室５１、プッシュロッド５４及び楔５３を備えるブレーキチャンバ（図示略）が設けられている。このブレーキチャンバは、サービスブレーキを作動及び解除させるものであることから、このブレーキチャンバにも、第１ブレーキモジュール１００又は第２ブレーキモジュール２００によって空気が供給及び排出される。 The brake chamber 50 having the second control chamber 52 is provided on the rear wheel of the vehicle 1. The front chamber of the vehicle 1 includes a first control chamber 51, a push rod 54, and a wedge 53. (Not shown) is provided. Since the brake chamber operates and releases the service brake, air is supplied to and discharged from the brake chamber by the first brake module 100 or the second brake module 200.
　第２ブレーキモジュール２００の入力ポート２６は、第１通路２５、開閉弁２４、フィルタ２２及び第２タンク通路２３を介して、車両１のエアサスペンション（懸架装置）に備えられるサスペンション用エアタンク２０に接続されている。第２出力路２１と第２タンク通路２３との間には、サスペンション用エアタンク２０に貯留された圧縮空気を乾燥するフィルタ２２が設けられ、フィルタ２２の下流にあって第２タンク通路２３と第１通路２５との間には通路を開閉する開閉弁２４が設けられている。第２ブレーキモジュール２００の出力ポート２７は、第２ブレーキ通路２８、シャトル弁４０、チャンバ接続路４１を介して、ブレーキチャンバ５０の第１制御室５１に接続されている。 The input port 26 of the second brake module 200 is connected to the suspension air tank 20 provided in the air suspension (suspension device) of the vehicle 1 via the first passage 25, the on-off valve 24, the filter 22 and the second tank passage 23. Has been. A filter 22 that dries the compressed air stored in the suspension air tank 20 is provided between the second output path 21 and the second tank passage 23. The filter 22 is provided downstream of the filter 22 and the second tank passage 23. An opening / closing valve 24 for opening and closing the passage is provided between the passage 1 and the passage 25. The output port 27 of the second brake module 200 is connected to the first control chamber 51 of the brake chamber 50 via the second brake passage 28, the shuttle valve 40, and the chamber connection passage 41.
　強制ブレーキモジュール３００の入力ポート３１は、第１通路２５、開閉弁２４、第２タンク通路２３、フィルタ２２及び第２出力路２１を介して、サスペンション用エアタンク２０に接続されている。強制ブレーキモジュール３００の出力ポート３２は、第４通路３３を介して、第２ブレーキモジュール２００に接続されている。第４通路３３は、第２ブレーキモジュール２００に空気圧信号（パイロット圧）を出力するための通路である。 The input port 31 of the forced brake module 300 is connected to the suspension air tank 20 via the first passage 25, the on-off valve 24, the second tank passage 23, the filter 22, and the second output passage 21. The output port 32 of the forced brake module 300 is connected to the second brake module 200 via the fourth passage 33. The fourth passage 33 is a passage for outputting an air pressure signal (pilot pressure) to the second brake module 200.
　開閉弁２４は、常時開かれており、第２ブレーキモジュール２００の出力ポート２７に圧縮空気を供給している。一方、開閉弁２４は、強制ブレーキモジュール３００による強制ブレーキ作動後、この強制ブレーキを解除したいときに閉じられる。詳述すると、開閉弁２４が閉じられると、第２ブレーキモジュール２００や強制ブレーキモジュール３００に圧縮空気が供給されなくなる。よって、第２ブレーキモジュール２００は、ブレーキチャンバ５０の第１制御室５１に圧縮空気を供給できなくなることから、第２ブレーキモジュール２００や強制ブレーキモジュール３００の動作状態にかかわらず、強制ブレーキモジュール３００が強制的に作動させたサービスブレーキ（強制ブレーキ）も解除される。 The on-off valve 24 is always open and supplies compressed air to the output port 27 of the second brake module 200. On the other hand, the on-off valve 24 is closed when it is desired to release the forced brake after the forced brake operation by the forced brake module 300. More specifically, when the on-off valve 24 is closed, compressed air is not supplied to the second brake module 200 or the forced brake module 300. Therefore, the second brake module 200 cannot supply compressed air to the first control chamber 51 of the brake chamber 50. Therefore, regardless of the operation state of the second brake module 200 or the forced brake module 300, the forced brake module 300 The service brake (forced brake) that is forcibly operated is also released.
　第１ブレーキモジュール１００は、第１制御装置６１によって制御される。第２ブレーキモジュール２００は、第２制御装置６２によって制御される。強制ブレーキモジュール３００は、マスタＥＣＵ６０によって制御される。マスタＥＣＵ６０、第１制御装置６１及び第２制御装置６２は、ＣＡＮ（Ｃｏｎｔｒｏｌｌｅｒ　Ａｒｅａ　Ｎｅｔｗｏｒｋ）等の車載ネットワーク６４に接続され、各種情報を送受信可能に構成されている。マスタＥＣＵ６０は、車速センサ６３や、その他のセンサから車両情報が入力され、第１制御装置６１及び第２制御装置６２に対して指令を送信する。第１制御装置６１及び第２制御装置６２は、マスタＥＣＵ６０からの指令に基づき各種処理を実行する。また、第１制御装置６１、第２制御装置６２及びマスタＥＣＵ６０は、単独又は相互監視を通じて第１ブレーキモジュール１００、第２ブレーキモジュール２００の正常や異常を判定するとともに、判定結果を共有する。また、マスタＥＣＵ６０には、検出器としての第４圧力センサ（Ｕ／Ｐ）３２０に検出された空気圧を取得する。第４圧力センサ３２０は、強制ブレーキモジュール３００の第３通路３１６の空気圧を検出する。 The first brake module 100 is controlled by the first control device 61. The second brake module 200 is controlled by the second control device 62. The forced brake module 300 is controlled by the master ECU 60. The master ECU 60, the first control device 61, and the second control device 62 are connected to an in-vehicle network 64 such as a CAN (Controller Area Network) and configured to be able to transmit and receive various types of information. The master ECU 60 receives vehicle information from the vehicle speed sensor 63 and other sensors, and transmits commands to the first control device 61 and the second control device 62. The first control device 61 and the second control device 62 execute various processes based on commands from the master ECU 60. The first control device 61, the second control device 62, and the master ECU 60 determine whether the first brake module 100 and the second brake module 200 are normal or abnormal independently or through mutual monitoring, and share the determination result. In addition, the air pressure detected by the fourth pressure sensor (U / P) 320 as a detector is acquired in the master ECU 60. The fourth pressure sensor 320 detects the air pressure in the third passage 316 of the forced brake module 300.
　第１ブレーキモジュール１００は、第１制御装置６１からの制御によってブレーキ力を調整することができる。第２ブレーキモジュール２００は、第２制御装置６２からの制御によってブレーキ力を調整することができる。一方、強制ブレーキモジュール３００は空気圧が所定の強制ブレーキ圧に設定されている。強制ブレーキ圧は、所定の低速（例えば２０ｋｍ／ｈ）から適切に停止できる制動力を付与することができる圧力に設定されるが、適切に停止できれば実験や論理値として得られる任意の値を設定することができる。 The first brake module 100 can adjust the braking force by the control from the first control device 61. The second brake module 200 can adjust the braking force by the control from the second control device 62. On the other hand, in the forced brake module 300, the air pressure is set to a predetermined forced brake pressure. The forced brake pressure is set to a pressure that can give a braking force that can be stopped appropriately from a predetermined low speed (for example, 20 km / h), but if it can be stopped properly, an arbitrary value obtained as an experiment or a logical value is set. can do.
　なお、本実施形態では、ブレーキ用エアタンク１０、サスペンション用エアタンク２０、第１ブレーキモジュール１００、第２ブレーキモジュール２００、及び強制ブレーキモジュール３００と、これらタンク及びモジュール同士の接続部分を含む部分とが空気圧ブレーキシステムを構成する。また、マスタＥＣＵ６０、第１制御装置６１、第２制御装置６２、及び、ブレーキチャンバ５０が空気圧ブレーキシステムを構成する。 In this embodiment, the brake air tank 10, the suspension air tank 20, the first brake module 100, the second brake module 200, and the forced brake module 300, and a portion including a connection portion between these tanks and modules are pneumatic. Configure the brake system. The master ECU 60, the first control device 61, the second control device 62, and the brake chamber 50 constitute a pneumatic brake system.
　次に、図３を参照して、第１ブレーキモジュール１００、第２ブレーキモジュール２００及び強制ブレーキモジュール３００の概略構成について説明する。また、図３では、１つの車輪に対して設けられた第１ブレーキモジュール１００、第２ブレーキモジュール２００と、その第２ブレーキモジュール２００に接続する強制ブレーキモジュール３００を示している。なお、本実施形態では、第１ブレーキモジュール１００、第２ブレーキモジュール２００、及び強制ブレーキモジュール３００と、これらモジュール同士の接続部分を含む部分とが空気供給システムに相当する。 Next, schematic configurations of the first brake module 100, the second brake module 200, and the forced brake module 300 will be described with reference to FIG. 3 shows a first brake module 100, a second brake module 200 provided for one wheel, and a forced brake module 300 connected to the second brake module 200. In the present embodiment, the first brake module 100, the second brake module 200, the forced brake module 300, and a portion including a connection portion between these modules correspond to an air supply system.
　なお、第１ブレーキモジュール１００、第２ブレーキモジュール２００や強制ブレーキモジュール３００では、空気の流れる方向にかかわらず、ブレーキ用エアタンク１０やサスペンション用エアタンク２０に近い側を上流側とし、ブレーキチャンバ５０に近い側を下流側として説明する。つまり、供給の場合、空気は上流側から下流側へ順方向に流れるが、排出の場合、空気は下流側から上流側へ逆方向に流れる。 In the first brake module 100, the second brake module 200, and the forced brake module 300, the side close to the brake air tank 10 and the suspension air tank 20 is the upstream side and close to the brake chamber 50 regardless of the air flow direction. The side will be described as the downstream side. That is, in the case of supply, air flows in the forward direction from the upstream side to the downstream side, but in the case of discharge, the air flows in the reverse direction from the downstream side to the upstream side.
　まず、第１ブレーキモジュール１００について説明する。第１ブレーキモジュール１００は、ポートＰ１にブレーキバルブ（図示略）が接続され、ポートＰ１を介して運転者による操作に応じたブレーキバルブ（図示略）からの空気圧信号が入力される。また、第１ブレーキモジュール１００は、ポートＰ２にブレーキ用エアタンク１０が接続され、ポートＰ２を介してブレーキ用エアタンク１０から圧縮空気が供給される。また、第１ブレーキモジュール１００は、第１ブレーキ通路１６がブレーキチャンバ５０に接続され、ブレーキチャンバ５０に供給するブレーキ操作用の空気圧信号を第１ブレーキ通路１６（１６Ａ，１６Ｂ）から出力する。 First, the first brake module 100 will be described. In the first brake module 100, a brake valve (not shown) is connected to the port P1, and an air pressure signal from the brake valve (not shown) corresponding to an operation by the driver is input via the port P1. In the first brake module 100, the brake air tank 10 is connected to the port P2, and compressed air is supplied from the brake air tank 10 through the port P2. In the first brake module 100, the first brake passage 16 is connected to the brake chamber 50, and a pneumatic signal for brake operation supplied to the brake chamber 50 is output from the first brake passage 16 (16A, 16B).
　第１ブレーキモジュール１００は、第１電磁制御弁１１０、第２電磁制御弁１２０、第３電磁制御弁１３０、第１圧力調整弁１４０、及び、第１圧力計１５０を備えている。また、第１ブレーキモジュール１００は、第１圧力調整弁１４０の下流側に第２シャトル弁４０Ａ及び第３シャトル弁４０Ｂが接続されている。 The first brake module 100 includes a first electromagnetic control valve 110, a second electromagnetic control valve 120, a third electromagnetic control valve 130, a first pressure adjustment valve 140, and a first pressure gauge 150. In the first brake module 100, the second shuttle valve 40 </ b> A and the third shuttle valve 40 </ b> B are connected to the downstream side of the first pressure adjustment valve 140.
　第１電磁制御弁１１０は、上流側にブレーキバルブ回路１１４が接続され、下流側に第１ブレーキ圧力信号通路１２５を介して第１圧力調整弁１４０が接続されている。第１電磁制御弁１１０は、信号入力ポート１１１が第１制御装置６１に接続されている。 The first electromagnetic control valve 110 has a brake valve circuit 114 connected to the upstream side and a first pressure regulating valve 140 connected to the downstream side via a first brake pressure signal passage 125. The first electromagnetic control valve 110 has a signal input port 111 connected to the first control device 61.
　第１圧力調整弁１４０は、信号入力ポート１４１に入力された空気圧信号に対応する圧力の空気を出力側に出力する弁である。第１圧力調整弁１４０は、信号入力ポート１４１に第１ブレーキ圧力信号通路１２５が接続され、入力側に第１タンク通路１３及び排出路１３５が接続され、出力側に第１ブレーキ通路１６が接続されている。 The first pressure regulating valve 140 is a valve that outputs air having a pressure corresponding to the air pressure signal input to the signal input port 141 to the output side. In the first pressure regulating valve 140, the first brake pressure signal passage 125 is connected to the signal input port 141, the first tank passage 13 and the discharge passage 135 are connected to the input side, and the first brake passage 16 is connected to the output side. Has been.
　第２電磁制御弁１２０及び第３電磁制御弁１３０は、第１ブレーキ圧力信号通路１２５を介して直列接続されているとともに、第１ブレーキ圧力信号通路１２５を介して第１圧力調整弁１４０に接続されている。第２電磁制御弁１２０は、上流側に第１タンク通路１３が接続され、下流側に第１ブレーキ圧力信号通路１２５を介して第３電磁制御弁１３０及び第１圧力調整弁１４０が接続されている。第３電磁制御弁１３０は、上流側に第１ブレーキ圧力信号通路１２５が接続され、下流側に排出路１３５が接続される。第２電磁制御弁１２０の信号入力ポート１２１及び第３電磁制御弁１３０の信号入力ポート１３１はそれぞれ第１制御装置６１に接続されている。すなわち、第１圧力調整弁１４０には、第１ブレーキ圧力信号通路１２５を介して第２電磁制御弁１２０と第３電磁制御弁１３０と動作に応じた空気の圧力が供給される。排出路１３５の下流側には排出口１６０が接続される。排出口１６０は、空気供給回路に供給された空気を排出するための端末装置であって、排出路１３５を大気開放している。また、排出口１６０は、空気の排出が滞るようなことがあると、第１ブレーキモジュール１００の第１ブレーキ通路１６から出力される空気圧が適正な圧力にならず、ブレーキチャンバ５０の作動に不良を生じるおそれもある。そこで、本実施形態で通常状態で使用される、いわゆる常用される第１ブレーキモジュール１００の排出口１６０は、空気の排出が滞るおそれが低減される構成を有している。例えば、排出口１６０は、排出口１６０に付着した水分が凍結して空気の流れを悪化させたり、妨害したりするおそれがあるため、その形状を水分が付着しづらい形状に工夫したり、ヒータを取り付けたり、外気への暴露が少ない位置へ取り付けたりすること等で凍結を抑えることができる対策が施されている。よって、本実施形態の排出口１６０は、低温環境下でも第１ブレーキモジュール１００が正常に作動するようにしている。なお、こうした排出口１６０は、コストを要したり、メンテナンスが必要であったり、設置位置に制約があったりする。 The second electromagnetic control valve 120 and the third electromagnetic control valve 130 are connected in series via the first brake pressure signal passage 125 and are connected to the first pressure adjustment valve 140 via the first brake pressure signal passage 125. Has been. The second electromagnetic control valve 120 has the first tank passage 13 connected to the upstream side and the third electromagnetic control valve 130 and the first pressure adjustment valve 140 connected to the downstream side via the first brake pressure signal passage 125. Yes. The third electromagnetic control valve 130 has a first brake pressure signal passage 125 connected to the upstream side and a discharge passage 135 connected to the downstream side. The signal input port 121 of the second electromagnetic control valve 120 and the signal input port 131 of the third electromagnetic control valve 130 are each connected to the first control device 61. That is, the first pressure regulating valve 140 is supplied with air pressure according to the operation of the second electromagnetic control valve 120 and the third electromagnetic control valve 130 via the first brake pressure signal passage 125. A discharge port 160 is connected to the downstream side of the discharge path 135. The discharge port 160 is a terminal device for discharging the air supplied to the air supply circuit, and opens the discharge path 135 to the atmosphere. In addition, if the exhaust port 160 may stagnate the air, the air pressure output from the first brake passage 16 of the first brake module 100 does not become an appropriate pressure, and the operation of the brake chamber 50 is poor. May also occur. Therefore, the discharge port 160 of the so-called first brake module 100 that is used in a normal state in the present embodiment has a configuration in which the possibility of stagnation of air is reduced. For example, since the water attached to the discharge port 160 may freeze and deteriorate the flow of air or interfere with the discharge port 160, the shape of the discharge port 160 may be devised to make it difficult for water to adhere, Measures can be taken to prevent freezing by attaching to a position where exposure to the outside air is low. Therefore, the discharge port 160 of the present embodiment allows the first brake module 100 to operate normally even in a low temperature environment. Such a discharge port 160 requires cost, requires maintenance, or has a restriction on the installation position.
　第１圧力計１５０は、第１制御装置６１に接続されており、検出値を第１制御装置６１へ出力する。
　第１電磁制御弁１１０、第２電磁制御弁１２０、第３電磁制御弁１３０は、第１制御装置６１によって制御される。詳述すると、第２電磁制御弁１２０は、第１制御装置６１による制御によって、第１タンク通路１３と第１ブレーキ圧力信号通路１２５とを連通する接続位置と、第１タンク通路１３と第１ブレーキ圧力信号通路１２５とを遮断する遮断位置との２つに位置を変更可能に構成されている。第２電磁制御弁１２０は、非通電状態でバルブスプリング１２２の付勢力により接続位置となり、通電状態で遮断位置となる。第３電磁制御弁１３０は、第１制御装置６１による制御によって、第１ブレーキ圧力信号通路１２５と排出路１３５とを連通する接続位置と、第１ブレーキ圧力信号通路１２５と排出路１３５とを遮断する遮断位置との２つに位置を変更可能に構成されている。第３電磁制御弁１３０は、非通電状態でバルブスプリング１３２の付勢力により接続位置となり、通電状態で遮断位置となる。 The first pressure gauge 150 is connected to the first control device 61 and outputs the detected value to the first control device 61.
The first electromagnetic control valve 110, the second electromagnetic control valve 120, and the third electromagnetic control valve 130 are controlled by the first control device 61. More specifically, the second electromagnetic control valve 120 is controlled by the first control device 61 to connect the first tank passage 13 and the first brake pressure signal passage 125, the first tank passage 13, and the first tank passage 13. The position can be changed to two of a blocking position for blocking the brake pressure signal passage 125. The second electromagnetic control valve 120 is in the connected position by the urging force of the valve spring 122 in the non-energized state, and is in the cutoff position in the energized state. The third electromagnetic control valve 130 shuts off the connection position where the first brake pressure signal passage 125 and the discharge passage 135 are communicated with each other and the first brake pressure signal passage 125 and the discharge passage 135 under the control of the first control device 61. The position can be changed to two of the blocking position. The third electromagnetic control valve 130 is in the connected position by the urging force of the valve spring 132 in the non-energized state, and is in the cutoff position in the energized state.
　第２電磁制御弁１２０及び第３電磁制御弁１３０は、第１制御装置６１の制御によって第１ブレーキ圧力信号通路１２５の空気圧信号が調節される。第２電磁制御弁１２０が接続位置及び第３電磁制御弁１３０が遮断位置であることにより、第１圧力調整弁１４０の信号入力ポート１４１には、ブレーキ用エアタンク１０の圧縮空気の圧力が印加される。また、第２電磁制御弁１２０が遮断位置及び第３電磁制御弁１３０が遮断位置であることにより、第１圧力調整弁１４０の信号入力ポート１４１には、現状の空気圧の印加が維持される。また、第２電磁制御弁１２０が遮断位置及び第３電磁制御弁１３０が接続位置であることにより、第１圧力調整弁１４０の信号入力ポート１４１は、大気圧に開放される。 In the second electromagnetic control valve 120 and the third electromagnetic control valve 130, the air pressure signal of the first brake pressure signal passage 125 is adjusted by the control of the first control device 61. When the second electromagnetic control valve 120 is in the connection position and the third electromagnetic control valve 130 is in the cutoff position, the pressure of the compressed air in the brake air tank 10 is applied to the signal input port 141 of the first pressure regulating valve 140. The In addition, when the second electromagnetic control valve 120 is in the cutoff position and the third electromagnetic control valve 130 is in the cutoff position, the current air pressure is applied to the signal input port 141 of the first pressure regulating valve 140. Further, when the second electromagnetic control valve 120 is in the cutoff position and the third electromagnetic control valve 130 is in the connection position, the signal input port 141 of the first pressure regulating valve 140 is opened to atmospheric pressure.
　第１電磁制御弁１１０は、第１制御装置６１による制御によって、ブレーキバルブ回路１１４と第１ブレーキ圧力信号通路１２５とを連通する接続位置と、ブレーキバルブ回路１１４と第１ブレーキ圧力信号通路１２５とを遮断する遮断位置との２つに位置を変更可能に構成されている。第１電磁制御弁１１０は、非通電状態でバルブスプリング１１２の付勢力により接続位置となり、通電状態で遮断位置となる。詳述すると、第１電磁制御弁１１０は、空気供給システムが正常であるとき、通電状態とされて遮断位置となり、空気供給システムに異常があるとき、非通電状態とされて接続位置となる。 The first electromagnetic control valve 110 is connected to the brake valve circuit 114 and the first brake pressure signal passage 125 by the control of the first control device 61, and the brake valve circuit 114 and the first brake pressure signal passage 125. The position can be changed to two of the blocking position for blocking the. The first electromagnetic control valve 110 becomes a connection position by the urging force of the valve spring 112 in a non-energized state, and becomes a cutoff position in the energized state. More specifically, when the air supply system is normal, the first electromagnetic control valve 110 is energized to be in a cut-off position, and when there is an abnormality in the air supply system, it is de-energized to be in a connected position.
　第１圧力調整弁１４０は、上流側が第１ブレーキ圧力信号通路１２５を介してブレーキ用エアタンク１０に接続され、下流側が第１ブレーキ通路１６に接続されている。第１圧力調整弁１４０は、その信号入力ポート１４１に入力される空気圧信号に応じた圧力の圧縮空気を第１ブレーキ通路１６に出力する。 The upstream side of the first pressure regulating valve 140 is connected to the brake air tank 10 via the first brake pressure signal passage 125, and the downstream side is connected to the first brake passage 16. The first pressure regulating valve 140 outputs compressed air having a pressure corresponding to the air pressure signal input to the signal input port 141 to the first brake passage 16.
　よって、第１ブレーキモジュール１００は、第１電磁制御弁１１０が遮断位置にあるとき、第２電磁制御弁１２０及び第３電磁制御弁１３０の制御によって調節された空気圧信号が第１圧力調整弁１４０の信号入力ポート１４１に入力されるとともに、入力された空気圧信号に応じた圧縮空気が第１圧力調整弁１４０から出力される。一方、第１ブレーキモジュール１００は、第１電磁制御弁１１０が接続位置のとき、ブレーキバルブ（図示略）からの運転者による操作に応じた空気圧信号が第１圧力調整弁１４０の信号入力ポート１４１に入力されるとともに、入力された空気圧信号に応じた圧縮空気が第１圧力調整弁１４０から出力される。 Therefore, when the first electromagnetic control valve 110 is in the shut-off position, the first brake module 100 receives the air pressure signal adjusted by the control of the second electromagnetic control valve 120 and the third electromagnetic control valve 130 as the first pressure regulating valve 140. The compressed air corresponding to the input air pressure signal is output from the first pressure regulating valve 140. On the other hand, in the first brake module 100, when the first electromagnetic control valve 110 is in the connected position, the air pressure signal according to the operation by the driver from the brake valve (not shown) is the signal input port 141 of the first pressure regulating valve 140. , And the compressed air corresponding to the input air pressure signal is output from the first pressure regulating valve 140.
　また、第１ブレーキ通路１６には第１圧力計（Ｕ／Ｐ）１５０が設けられており、この第１圧力計１５０の検出値が第１制御装置６１に入力されて、第２電磁制御弁１２０及び第３電磁制御弁１３０による圧力調整が行われるようになっている。 In addition, a first pressure gauge (U / P) 150 is provided in the first brake passage 16, and a detection value of the first pressure gauge 150 is input to the first controller 61, and a second electromagnetic control valve is provided. Pressure adjustment by 120 and the third electromagnetic control valve 130 is performed.
　次に、強制ブレーキモジュール３００について説明する。強制ブレーキモジュール３００は、ポートＰ４にサスペンション用エアタンク２０が接続され、ポートＰ４を介してサスペンション用エアタンク２０から圧縮空気が供給される。また、強制ブレーキモジュール３００は、第４通路３３が第２ブレーキモジュール２００を介してブレーキチャンバ５０に接続され、ブレーキチャンバ５０に供給する強制ブレーキ用の空気圧信号を第１ブレーキ通路１６（１６Ａ，１６Ｂ）から出力させる。 Next, the forced brake module 300 will be described. In the forced brake module 300, the suspension air tank 20 is connected to the port P4, and compressed air is supplied from the suspension air tank 20 via the port P4. Further, in the forced brake module 300, the fourth passage 33 is connected to the brake chamber 50 via the second brake module 200, and the pneumatic signal for forced braking supplied to the brake chamber 50 is transmitted to the first brake passage 16 (16A, 16B). ).
　強制ブレーキモジュール３００は、第６電磁制御弁３１０及び空気圧制御弁３３０を備えている。強制ブレーキモジュール３００は、第６電磁制御弁３１０及び空気圧制御弁３３０を直列接続させている。また、第６電磁制御弁３１０は、サスペンション用エアタンク２０がポートＰ４、第２タンク通路２３、開閉弁２４及び第１通路２５を介して接続されている。 The forced brake module 300 includes a sixth electromagnetic control valve 310 and a pneumatic control valve 330. In the forced brake module 300, a sixth electromagnetic control valve 310 and a pneumatic control valve 330 are connected in series. The sixth electromagnetic control valve 310 is connected to the suspension air tank 20 via the port P4, the second tank passage 23, the on-off valve 24, and the first passage 25.
　第６電磁制御弁３１０は、３ポート２位置弁であって、上流側に第１通路２５及び回路の空気を排出する排出口３４０に接続する排出路３１５が接続され、下流側に第３通路３１６が接続される。第６電磁制御弁３１０は、信号入力ポート３１１が接続されるマスタＥＣＵ６０によって制御され、第１通路２５と第３通路３１６とを連通する接続位置と、第１通路２５を遮断するとともに、第３通路３１６と排出路３１５とを接続する排出位置との２つに位置を変更可能に構成されている。第６電磁制御弁３１０は、バルブスプリング３１２の付勢力により接続位置となるように構成され、非通電状態で接続位置となり、通電状態で排出位置となる。 The sixth electromagnetic control valve 310 is a three-port two-position valve. The first passage 25 and a discharge passage 315 connected to the discharge port 340 for discharging circuit air are connected to the upstream side, and the third passage is connected to the downstream side. 316 is connected. The sixth electromagnetic control valve 310 is controlled by the master ECU 60 to which the signal input port 311 is connected. The sixth electromagnetic control valve 310 shuts off the first passage 25 from the connection position that connects the first passage 25 and the third passage 316, and The position can be changed to two of the discharge position connecting the passage 316 and the discharge path 315. The sixth electromagnetic control valve 310 is configured to be in the connected position by the urging force of the valve spring 312 and is in the connected position in the non-energized state and in the discharged position in the energized state.
　空気圧制御弁３３０は、３ポート２位置弁の空気圧信号によって制御される弁であって、上流側が第６電磁制御弁３１０側の第３通路３１６と排出路３１５とに接続され、下流側が第４通路３３に接続される。空気圧制御弁３３０は、上流側の第３通路３１６を遮断して空気圧制御弁３３０の下流側の第４通路３３を排出路３１５に接続する排出位置、第３通路３１６と第４通路３３とを連通する接続位置との２つに位置を変更可能に構成されている。空気圧制御弁３３０の信号入力ポート３３１は、ポートＰ５を介して、ブレーキチャンバ５０の第２制御室５２に接続されている。よって、第２制御室５２から空気が排出されることでパーキングブレーキが作動したとき、信号入力ポート３３１には空気圧信号が入力されない。逆に、第２制御室５２に空気が供給されることでパーキングブレーキが作動したとき、信号入力ポート３３１には空気圧信号が入力される。空気圧制御弁３３０は、バルブスプリング３３２の付勢力により排出位置となるように構成され、信号入力ポート３３１に空気圧信号を入力しない場合には排出位置となり、空気圧信号を入力した場合には接続位置となる。 The pneumatic control valve 330 is a valve that is controlled by a pneumatic signal of a three-port two-position valve. The upstream side is connected to the third passage 316 and the discharge passage 315 on the sixth electromagnetic control valve 310 side, and the downstream side is the fourth. Connected to the passage 33. The pneumatic control valve 330 has a discharge position for blocking the upstream third passage 316 and connecting the fourth passage 33 downstream of the pneumatic control valve 330 to the discharge passage 315, the third passage 316 and the fourth passage 33. It is configured to be able to change the position to two of the connection positions that communicate with each other. The signal input port 331 of the pneumatic control valve 330 is connected to the second control chamber 52 of the brake chamber 50 via the port P5. Therefore, when the parking brake is activated by discharging air from the second control chamber 52, no air pressure signal is input to the signal input port 331. Conversely, when the parking brake is activated by supplying air to the second control chamber 52, an air pressure signal is input to the signal input port 331. The air pressure control valve 330 is configured to be in the discharge position by the urging force of the valve spring 332. When the air pressure signal is not input to the signal input port 331, the air pressure control valve 330 is in the discharge position. Become.
　次に、第２ブレーキモジュール２００について説明する。第２ブレーキモジュール２００は、ポートＰ３にサスペンション用エアタンク２０が第２タンク通路２３、開閉弁２４及び第１通路２５を介して接続されており、ポートＰ３を介してサスペンション用エアタンク２０から圧縮空気が供給される。また、第２ブレーキモジュール２００は、第２ブレーキ通路２８がブレーキチャンバ５０に接続され、ブレーキチャンバ５０に供給するブレーキ操作用の空気圧信号を第２ブレーキ通路２８から出力する。 Next, the second brake module 200 will be described. In the second brake module 200, a suspension air tank 20 is connected to a port P3 via a second tank passage 23, an on-off valve 24 and a first passage 25, and compressed air is supplied from the suspension air tank 20 via the port P3. Supplied. In the second brake module 200, the second brake passage 28 is connected to the brake chamber 50, and a pneumatic signal for brake operation supplied to the brake chamber 50 is output from the second brake passage 28.
　第２ブレーキモジュール２００は、第４電磁制御弁２２０、第５電磁制御弁２３０、第１シャトル弁２４０、及び、切替部としての第２圧力調整弁２５０を備えている。また、第２ブレーキモジュール２００は、第２ブレーキ通路２８の下流側に選択部としての第２シャトル弁４０Ａ及び選択部としての第３シャトル弁４０Ｂが接続される。第１～第３シャトル弁２４０，４０Ａ，４０Ｂは、２入力１出力の弁である。 The second brake module 200 includes a fourth electromagnetic control valve 220, a fifth electromagnetic control valve 230, a first shuttle valve 240, and a second pressure adjustment valve 250 as a switching unit. In the second brake module 200, a second shuttle valve 40A as a selection unit and a third shuttle valve 40B as a selection unit are connected to the downstream side of the second brake passage 28. The first to third shuttle valves 240, 40A, 40B are two-input one-output valves.
　第１シャトル弁２４０は、一方の入力に第１通路２５が接続され、他方の入力に第２ブレーキ空気圧信号通路２２５が接続され、出力に選択ブレーキ空気圧信号通路２４１が接続されている。 The first shuttle valve 240 has a first passage 25 connected to one input, a second brake air pressure signal passage 225 connected to the other input, and a selected brake air pressure signal passage 241 connected to the output.
　第２シャトル弁４０Ａは、一方の入力に第１ブレーキ通路１６（１６Ａ）が接続され、他方の入力に第２ブレーキ通路２８が接続され、出力にチャンバ接続路４１Ａが接続されている。チャンバ接続路４１Ａには、第２圧力計２７０が接続されている。 In the second shuttle valve 40A, the first brake passage 16 (16A) is connected to one input, the second brake passage 28 is connected to the other input, and the chamber connection passage 41A is connected to the output. A second pressure gauge 270 is connected to the chamber connection path 41A.
　第３シャトル弁４０Ｂは、一方の入力に第１ブレーキ通路１６（１６Ｂ）が接続され、他方の入力に第２ブレーキ通路２８が接続され、出力にチャンバ接続路４１Ｂが接続されている。チャンバ接続路４１Ｂには、第３圧力計２７１が接続されている。 In the third shuttle valve 40B, the first brake passage 16 (16B) is connected to one input, the second brake passage 28 is connected to the other input, and the chamber connection passage 41B is connected to the output. A third pressure gauge 271 is connected to the chamber connection path 41B.
　第４電磁制御弁２２０の信号入力ポート２２１及び第５電磁制御弁２３０の信号入力ポート２３１はそれぞれ、第２制御装置６２に接続されている。よって、第４電磁制御弁２２０及び第５電磁制御弁２３０は、第２制御装置６２に制御される。 The signal input port 221 of the fourth electromagnetic control valve 220 and the signal input port 231 of the fifth electromagnetic control valve 230 are each connected to the second control device 62. Therefore, the fourth electromagnetic control valve 220 and the fifth electromagnetic control valve 230 are controlled by the second control device 62.
　第４電磁制御弁２２０は、第２制御装置６２による制御によって、第１通路２５と第２ブレーキ空気圧信号通路２２５とを連通する接続位置と、第１通路２５と第２ブレーキ空気圧信号通路２２５とを遮断する遮断位置との２つに位置を変更可能に構成されている。第４電磁制御弁２２０は、非通電状態でバルブスプリング２２２の付勢力により接続位置となり、通電状態で遮断位置となる。 The fourth electromagnetic control valve 220 is controlled by the second control device 62 so that the first passage 25 and the second brake air pressure signal passage 225 communicate with each other, and the first passage 25 and the second brake air pressure signal passage 225. The position can be changed to two of the blocking position for blocking the. The fourth electromagnetic control valve 220 is in the connected position by the urging force of the valve spring 222 in the non-energized state, and is in the cutoff position in the energized state.
　第５電磁制御弁２３０は、第２制御装置６２による制御によって、第２ブレーキ空気圧信号通路２２５と排出路２３５とを連通する接続位置と、第２ブレーキ空気圧信号通路２２５と排出路２３５とを遮断する遮断位置との２つに位置を変更可能に構成されている。第５電磁制御弁２３０は、非通電状態でバルブスプリング２３２の付勢力により接続位置となり、通電状態で遮断位置となる。 The fifth electromagnetic control valve 230 shuts off the connection position where the second brake air pressure signal path 225 and the discharge path 235 communicate with each other and the second brake air pressure signal path 225 and the discharge path 235 under the control of the second control device 62. The position can be changed to two of the blocking position. The fifth electromagnetic control valve 230 becomes a connection position by the urging force of the valve spring 232 in a non-energized state, and becomes a cutoff position in the energized state.
　第４電磁制御弁２２０及び第５電磁制御弁２３０は、第２制御装置６２の制御によって第２ブレーキ空気圧信号通路２２５の空気圧信号が調節される。第４電磁制御弁２２０が接続位置及び第５電磁制御弁２３０が遮断位置であることにより、第１シャトル弁２４０の他方の入力に第２ブレーキ空気圧信号通路２２５からの空気圧信号が入力される。第２制御装置６２や、第４電磁制御弁２２０及び第５電磁制御弁２３０が正常である場合、一方の入力に接続された第１通路２５は大気圧に開放されていて空気圧が印加されないことから、第１シャトル弁２４０は、出力である選択ブレーキ空気圧信号通路２４１に第２ブレーキ空気圧信号通路２２５からの空気圧信号を出力する。 In the fourth electromagnetic control valve 220 and the fifth electromagnetic control valve 230, the air pressure signal of the second brake air pressure signal passage 225 is adjusted by the control of the second control device 62. When the fourth electromagnetic control valve 220 is in the connection position and the fifth electromagnetic control valve 230 is in the cutoff position, the air pressure signal from the second brake air pressure signal passage 225 is input to the other input of the first shuttle valve 240. When the second control device 62, the fourth electromagnetic control valve 220, and the fifth electromagnetic control valve 230 are normal, the first passage 25 connected to one input is open to atmospheric pressure and no air pressure is applied. Thus, the first shuttle valve 240 outputs the air pressure signal from the second brake air pressure signal passage 225 to the selected brake air pressure signal passage 241 that is an output.
　第２圧力調整弁２５０は、信号入力ポート２５１に入力された空気圧信号に対応する圧力の空気を出力側に出力する弁である。第２圧力調整弁２５０は、信号入力ポート２５１に選択ブレーキ空気圧信号通路２４１が接続され、入力側に第１通路２５及び排出路２３５が接続され、出力側に第２ブレーキ通路２８が接続されている。 The second pressure regulating valve 250 is a valve that outputs air having a pressure corresponding to the air pressure signal input to the signal input port 251 to the output side. In the second pressure regulating valve 250, the selected brake air pressure signal passage 241 is connected to the signal input port 251, the first passage 25 and the discharge passage 235 are connected to the input side, and the second brake passage 28 is connected to the output side. Yes.
　第２圧力調整弁２５０の信号入力ポート２５１には、第１シャトル弁２４０からの空気圧信号が印加される。このとき、第４電磁制御弁２２０が遮断位置及び第５電磁制御弁２３０が遮断位置であることにより、第２圧力調整弁２５０の信号入力ポート２５１には、現状の空気圧の印加が維持される。また、第４電磁制御弁２２０が遮断位置及び第５電磁制御弁２３０が接続位置であることにより、第２圧力調整弁２５０の信号入力ポート２５１は大気圧に開放される。 The air pressure signal from the first shuttle valve 240 is applied to the signal input port 251 of the second pressure regulating valve 250. At this time, since the fourth electromagnetic control valve 220 is in the cutoff position and the fifth electromagnetic control valve 230 is in the cutoff position, the current air pressure is applied to the signal input port 251 of the second pressure regulating valve 250. . Further, when the fourth electromagnetic control valve 220 is in the cutoff position and the fifth electromagnetic control valve 230 is in the connection position, the signal input port 251 of the second pressure regulating valve 250 is opened to atmospheric pressure.
　よって、第２圧力調整弁２５０は、信号入力ポート２５１に入力された空気圧信号に応じた空気圧を第２ブレーキ通路２８に出力する。また、第２圧力調整弁２５０は、信号入力ポート２５１が大気圧に開放されているとき第２ブレーキ通路２８も大気圧に開放する。なお、第２ブレーキモジュール２００は、第１ブレーキモジュール１００の動作が正常であれば、第２ブレーキ通路２８は常に大気開放されるように第２制御装置６２及びマスタＥＣＵ６０により制御されている。 Therefore, the second pressure regulating valve 250 outputs the air pressure corresponding to the air pressure signal input to the signal input port 251 to the second brake passage 28. The second pressure regulating valve 250 also opens the second brake passage 28 to atmospheric pressure when the signal input port 251 is opened to atmospheric pressure. The second brake module 200 is controlled by the second control device 62 and the master ECU 60 so that the second brake passage 28 is always open to the atmosphere if the operation of the first brake module 100 is normal.
　第２シャトル弁４０Ａ及び第３シャトル弁４０Ｂはそれぞれ、一方の入力に第１ブレーキ通路１６（１６Ａ，１６Ｂ）が接続され、他方の入力に第２ブレーキ通路２８が接続されている。また、第２シャトル弁４０Ａは、出力側であるチャンバ接続路４１ＡがポートＰ１０を介してブレーキチャンバ５０に接続され、第３シャトル弁４０Ｂは、出力側であるチャンバ接続路４１ＢがポートＰ１１を介してブレーキチャンバ５０とは別のブレーキチャンバ（図示略）に接続される。第１ブレーキモジュール１００の動作が正常であれば、第２ブレーキモジュール２００の第２ブレーキ通路２８は大気開放されているので、各チャンバ接続路４１Ａ，４１Ｂには第１ブレーキ通路１６から伝達される空気圧が出力される。一方、第１ブレーキモジュール１００の動作が異常であれば、第１ブレーキ通路１６が大気開放されるとともに、第２ブレーキモジュール２００の第２ブレーキ通路２８に第２ブレーキモジュール２００又は強制ブレーキモジュール３００で調整された空気圧が出力される。そして、各チャンバ接続路４１Ａ，４１Ｂには第２ブレーキ通路２８から伝達される空気圧が出力される。また、チャンバ接続路４１Ａには第２圧力計（Ｕ／Ｐ）２７０が設けられ、チャンバ接続路４１Ｂには第３圧力計（Ｕ／Ｐ）２７１が設けられており、これら第２圧力計２７０及び第３圧力計２７１の検出値が第２制御装置６２に入力されて、第４電磁制御弁２２０及び第５電磁制御弁２３０による圧力調整が行われるようになっている。 In each of the second shuttle valve 40A and the third shuttle valve 40B, the first brake passage 16 (16A, 16B) is connected to one input, and the second brake passage 28 is connected to the other input. The second shuttle valve 40A has an output side chamber connection path 41A connected to the brake chamber 50 via a port P10, and the third shuttle valve 40B has an output side chamber connection path 41B via a port P11. Are connected to a brake chamber (not shown) separate from the brake chamber 50. If the operation of the first brake module 100 is normal, the second brake passage 28 of the second brake module 200 is open to the atmosphere, so that the first brake passage 16 is transmitted to the chamber connection passages 41A and 41B. Air pressure is output. On the other hand, if the operation of the first brake module 100 is abnormal, the first brake passage 16 is opened to the atmosphere, and the second brake module 200 or the forced brake module 300 is inserted into the second brake passage 28 of the second brake module 200. The adjusted air pressure is output. The air pressure transmitted from the second brake passage 28 is output to the chamber connection paths 41A and 41B. The chamber connection path 41A is provided with a second pressure gauge (U / P) 270, and the chamber connection path 41B is provided with a third pressure gauge (U / P) 271. These second pressure gauges 270 are provided. And the detection value of the 3rd pressure gauge 271 is input into the 2nd control apparatus 62, and the pressure adjustment by the 4th electromagnetic control valve 220 and the 5th electromagnetic control valve 230 is performed.
　ところで、第２ブレーキモジュール２００の第２ブレーキ空気圧信号通路２２５を大気圧に開放するためには、第４電磁制御弁２２０が遮断位置及び第５電磁制御弁２３０が接続位置である必要があるとともに、第５電磁制御弁２３０の出力側の排出路２３５が排出口２３６によって大気開放されている必要がある。しかしながら、排出口２３６は、外気温が低温であるとき、排気や外気に含まれている水分が付着し、これらが凍結することで空気の排出が妨げられるおそれがある。そこで、第１ブレーキモジュール１００の排出口１６０と同様に、排出口２３６の構造を工夫したりヒータを取り付けたりすることも考えられるが、排出口２３６は、常用されない排出口であるため、構造を複雑にしたり、コストをかけることはできれば避けたい。その一方、排出口２３６の通気が妨げられると、第２ブレーキモジュール２００が作動したとき第２ブレーキ空気圧信号通路２２５が大気圧に開放されなくなるため、サービスブレーキが解除されなかったり、解除が不足してブレーキがかかったまま走行して、ブレーキが過熱したりするおそれもある。 By the way, in order to open the second brake air pressure signal path 225 of the second brake module 200 to the atmospheric pressure, the fourth electromagnetic control valve 220 needs to be in the cutoff position and the fifth electromagnetic control valve 230 needs to be in the connection position. The discharge path 235 on the output side of the fifth electromagnetic control valve 230 needs to be opened to the atmosphere by the discharge port 236. However, when the outside air temperature is low, the exhaust port 236 adheres to moisture contained in the exhaust gas or the outside air, and there is a possibility that the discharge of the air is hindered due to freezing. Thus, like the discharge port 160 of the first brake module 100, it is conceivable to devise the structure of the discharge port 236 or attach a heater. However, since the discharge port 236 is a discharge port that is not used regularly, I want to avoid it if it can be complicated or costly. On the other hand, if the ventilation of the discharge port 236 is hindered, the second brake air pressure signal passage 225 is not released to the atmospheric pressure when the second brake module 200 is operated, so that the service brake is not released or the release is insufficient. If you drive with the brake applied, the brake may overheat.
　そこで、本実施形態の空気供給システムは、排出口２３６の通気が妨げられたような場合であっても、第２ブレーキ空気圧信号通路２２５を大気圧に開放することができるための構成を備えている。詳述すると、第２ブレーキモジュール２００の排出路２３５と第１ブレーキモジュール１００から延びる第１ブレーキ通路１６Ａとの間に、オリフィス２８０と逆止弁（チェック弁）２８２とを直列に設け、同排出路２３５と第１ブレーキ通路１６Ｂとの間に、オリフィス２８１と逆止弁（チェック弁）２８３とを直列に設けた。各逆止弁２８２，２８３は、排出路２３５から第１ブレーキ通路１６への方向への空気の流れを許容する一方、第１ブレーキ通路１６から排出路２３５への方向への空気の流れは許容しない構成となっている。よって、第２ブレーキモジュール２００の排出路２３５の空気圧が高ければ第１ブレーキモジュール１００に抜けるようになる一方、第１ブレーキモジュール１００の第１ブレーキ通路１６から供給される圧縮空気は第２ブレーキモジュール２００に抜けることなくブレーキチャンバ５０が作動する。各オリフィス２８０，２８１は、排出路２３５に生じた急激な気圧変動を緩和して第１ブレーキ通路１６に伝達させるために設けられている。 Therefore, the air supply system of the present embodiment has a configuration for allowing the second brake air pressure signal passage 225 to be opened to the atmospheric pressure even when the ventilation of the discharge port 236 is obstructed. Yes. More specifically, an orifice 280 and a check valve (check valve) 282 are provided in series between the discharge passage 235 of the second brake module 200 and the first brake passage 16A extending from the first brake module 100. An orifice 281 and a check valve (check valve) 283 are provided in series between the passage 235 and the first brake passage 16B. Each check valve 282, 283 allows air flow in the direction from the discharge passage 235 to the first brake passage 16, while allowing air flow in the direction from the first brake passage 16 to the discharge passage 235. It has a configuration that does not. Therefore, if the air pressure in the discharge passage 235 of the second brake module 200 is high, the air can escape to the first brake module 100, while the compressed air supplied from the first brake passage 16 of the first brake module 100 is discharged from the second brake module 100. The brake chamber 50 operates without exiting to 200. Each of the orifices 280 and 281 is provided in order to relieve a sudden pressure fluctuation generated in the discharge passage 235 and transmit it to the first brake passage 16.
　次に、上記のように構成された空気供給システムの作用について説明する。
　第２ブレーキモジュール２００が作動しているとき、第１ブレーキモジュール１００は、第１圧力調整弁１４０の信号入力ポート１４１に空気圧信号が入力されないので、第１ブレーキ通路１６を排出口１６０に接続させる。つまり、第１ブレーキ通路１６は、大気開放されている。よって、凍結等によって排出口２３６から空気の排出ができなかったり、空気の排出が不十分であったりしても、排出路２３５の空気が各オリフィス２８０と逆止弁２８２、又は、オリフィス２８１と逆止弁２８３を通って第１ブレーキ通路１６に排出される。このため、第２ブレーキモジュール２００が作動しているとき、排出口２３６から空気の排出ができないような場合であっても、ブレーキ圧が低下しない不都合の発生が抑制されるようになる。 Next, the operation of the air supply system configured as described above will be described.
When the second brake module 200 is in operation, the first brake module 100 connects the first brake passage 16 to the outlet 160 because no air pressure signal is input to the signal input port 141 of the first pressure regulating valve 140. . That is, the first brake passage 16 is open to the atmosphere. Therefore, even if the air cannot be discharged from the discharge port 236 due to freezing or the like, or the air is not sufficiently discharged, the air in the discharge path 235 flows into each orifice 280 and the check valve 282 or the orifice 281. It is discharged to the first brake passage 16 through the check valve 283. For this reason, when the second brake module 200 is operating, even when air cannot be discharged from the discharge port 236, the occurrence of inconvenience that the brake pressure does not decrease is suppressed.
　以上説明したように、本実施形態によれば、以下の効果が得られるようになる。
　（１）通常は大気開放されている、第２ブレーキモジュール２００が空気圧の排出を行う排出路（第２通路）２３５の空気圧が高くなったようなときであれ、その空気圧が各逆止弁２８２，２８３を介して、第１ブレーキモジュール１００が空気圧の供給及び排出を行う第１ブレーキ通路（第１通路）１６に抜けるようになる。よって、排出口３４０の凍結などの不都合が第２ブレーキモジュール２００が空気圧の排出を行う排出路２３５に生じて空気圧が抜けないときであっても、第１ブレーキモジュール１００を通じての空気圧の排出が可能になる。通常、ブレーキ機構としては、モジュールのうちの１系統が作動しているとき、他の系統は停止していることが好ましい。すなわち、第２ブレーキモジュール２００が作動している場合に停止している第１ブレーキモジュール１００はその空気圧の供給及び排出を行う第１ブレーキ通路１６が大気圧に開放されていることから、第２ブレーキモジュール２００が空気圧の排出を行う排出路２３５から空気圧の排出が好適になされる。これにより、空気供給システムの保安性を高めることができる。 As described above, according to the present embodiment, the following effects can be obtained.
(1) Even when the air pressure of the discharge passage (second passage) 235 in which the second brake module 200 discharges air pressure is normally released to the atmosphere, the air pressure is increased by each check valve 282. , 283, the first brake module 100 comes out to the first brake passage (first passage) 16 for supplying and discharging air pressure. Therefore, even when the inconvenience such as freezing of the discharge port 340 occurs in the discharge path 235 where the second brake module 200 discharges air pressure, the air pressure can be discharged through the first brake module 100. become. Usually, as a brake mechanism, when one of the modules is operating, the other system is preferably stopped. That is, the first brake module 100 that is stopped when the second brake module 200 is operating has the first brake passage 16 that supplies and discharges the air pressure thereof opened to the atmospheric pressure. The air pressure is preferably discharged from the discharge path 235 through which the brake module 200 discharges the air pressure. Thereby, the security of an air supply system can be improved.
　（２）第１ブレーキモジュール１００を第２ブレーキモジュール２００が代替できるように冗長化された空気供給システムについて、作動する機会の少ない第２ブレーキモジュール２００について保安性を高めることができる。つまり、一般に常用される第１ブレーキモジュール１００の方が凍結等の不都合に高い耐性を有する構成とされていることが多いため、第２ブレーキモジュール２００の排出を行う排出口２３６に不都合が生じていたとしても、第１空気供給部が空気圧の供給及び排出を行う排出路から適正に排出できる蓋然性も高い。 (2) With respect to the air supply system that is made redundant so that the first brake module 100 can be replaced with the second brake module 200, it is possible to improve the security of the second brake module 200 that is less likely to operate. In other words, the first brake module 100 that is normally used is often configured to have a higher resistance to inconvenience such as freezing, and therefore, there is a problem with the discharge port 236 that discharges the second brake module 200. Even so, there is a high probability that the first air supply unit can properly discharge air from the discharge path that supplies and discharges air pressure.
　（３）第１ブレーキモジュール１００と第２ブレーキモジュール２００とのうち高い空気圧が第２シャトル弁４０Ａで選択され、第１ブレーキモジュール１００を冗長化したシステムにおいて、バックアップ用の第２ブレーキモジュール２００を有する空気供給システムにおいて保安性を高めることができる。 (3) In a system in which high air pressure is selected by the second shuttle valve 40A from the first brake module 100 and the second brake module 200 and the first brake module 100 is made redundant, the backup second brake module 200 is In the air supply system which has, security can be improved.
　（４）空気圧の排出が行われると第２ブレーキモジュール２００が空気圧の排出を行う排出路２３５に急激な圧力変動が生じるおそれがある。圧力変動が各オリフィス２８０，２８１を介して第１ブレーキモジュール１００が空気圧の供給及び排出を行う第１ブレーキ通路１６に伝わるので、該第１ブレーキ通路１６に印加される圧力変動が緩和されるようになる。これにより、第２ブレーキモジュール２００が空気圧の排出を行う通路の空気圧が第１ブレーキモジュール１００に抜けたとしても、第１ブレーキモジュール１００に不都合などが生じるおそれが低減される。 (4) When the air pressure is discharged, there is a possibility that a sudden pressure fluctuation occurs in the discharge path 235 through which the second brake module 200 discharges the air pressure. The pressure fluctuation is transmitted to the first brake passage 16 through which the first brake module 100 supplies and discharges air pressure via the orifices 280 and 281, so that the pressure fluctuation applied to the first brake passage 16 is alleviated. become. As a result, even if the air pressure in the passage through which the second brake module 200 discharges the air pressure is lost to the first brake module 100, the possibility of inconvenience occurring in the first brake module 100 is reduced.
　（５）ブレーキシステムが第１ブレーキモジュール１００と第２ブレーキモジュール２００とに加え強制ブレーキモジュール３００で冗長化された空気供給システムの保安性が高められる。例えば、隊列走行する無人運転車両のように冗長化された空気供給システムの信頼性がより高められるようになる。 (5) The safety of the air supply system in which the brake system is made redundant by the forced brake module 300 in addition to the first brake module 100 and the second brake module 200 is improved. For example, the reliability of a redundant air supply system such as an unmanned driving vehicle running in a row can be further improved.
　（他の実施形態）
　なお、上記実施形態は、以下のような形態をもって実施することもできる。
　・上記空気供給システムは、先頭車両１ａに設けられていても、無人の後続車両１ｂに設けられていても、それらの両方に設けられていてもよい。 (Other embodiments)
In addition, the said embodiment can also be implemented with the following forms.
The air supply system may be provided in the leading vehicle 1a, in the unattended subsequent vehicle 1b, or in both of them.
　・上記実施形態では、強制ブレーキモジュール３００は空気圧が所定の強制ブレーキ圧に設定されている場合について例示した。しかしこれに限らず、強制ブレーキモジュールに減圧弁を設けて空気圧を調整するようにしてもよい。例えば、隊列走行では、減圧弁は、隊列走行の後の車両になるほど強いブレーキ力となるように後の車両ほどブレーキ用の空気圧が大きくなるように調整されており、後の車両が前の車両よりも先に速度を落とすことにより衝突しないようにしている。このような構成によれば、圧縮空気の圧力を調整することによりブレーキ力を調整するのではなく、ブレーキをかける時間的なタイミングを調整することにより隊列走行時に衝突しないように制動制御することもできる。 In the above embodiment, the case where the forced brake module 300 is set to a predetermined forced brake pressure is illustrated. However, the present invention is not limited to this, and a pressure reducing valve may be provided in the forced brake module to adjust the air pressure. For example, in platooning, the pressure reducing valve is adjusted so that the brake pressure increases as the rear vehicle increases so that the braking force increases as the vehicle after the platoon travels. The collision is prevented by reducing the speed earlier than before. According to such a configuration, the braking force is not adjusted by adjusting the pressure of the compressed air, but the braking control is performed so that the vehicle does not collide when traveling in the row by adjusting the timing of applying the brake. it can.
　・上記実施形態では、第１制御装置６１、第２制御装置６２及びマスタＥＣＵ６０がそれぞれ個別の装置である場合について説明した。しかしこれに限らず、第１制御装置、第２制御装置及びマスタＥＣＵの２つ以上が一つの制御装置でその機能が兼ね備えられていてもよい。 In the above embodiment, the case where the first control device 61, the second control device 62, and the master ECU 60 are individual devices has been described. However, the present invention is not limited to this, and two or more of the first control device, the second control device, and the master ECU may be a single control device and have the function.
　・上記実施形態では、空気供給システムに強制ブレーキモジュール３００が設けられている場合について例示したが、これに限らず、空気供給システムに強制ブレーキモジュールが設けられていなくてもよい。このときであれ、第１ブレーキモジュールと第２ブレーキモジュールとで空気圧ブレーキシステムの保安性が高められる。 In the above embodiment, the case where the forced brake module 300 is provided in the air supply system is illustrated, but the present invention is not limited thereto, and the forced brake module may not be provided in the air supply system. Even at this time, the safety of the pneumatic brake system is enhanced by the first brake module and the second brake module.
　・上記実施形態では、第２ブレーキモジュール２００の排出路２３５と第１ブレーキ通路１６との間に各逆止弁２８２，２８３とともに、各オリフィス２８０，２８１を設ける場合について例示した。しかしこれに限らず、第２ブレーキモジュールの排出路と第１ブレーキ通路との間に逆止弁を設ければ、オリフィスを設けなくてもよい。 In the above embodiment, the case where the orifices 280 and 281 are provided together with the check valves 282 and 283 between the discharge passage 235 and the first brake passage 16 of the second brake module 200 is illustrated. However, the present invention is not limited to this, and if a check valve is provided between the discharge path of the second brake module and the first brake path, the orifice need not be provided.
　・上記実施形態では、第２及び第３各シャトル弁４０Ａ，４０Ｂによって、第１ブレーキモジュール１００又は第２ブレーキモジュール２００のうちの高い空気圧が選択される場合について例示した。しかしこれに限らず、適切なブレーキモジュールを電磁制御弁や空気圧制御弁で選択してもよい。 In the above embodiment, the case where the high air pressure of the first brake module 100 or the second brake module 200 is selected by the second and third shuttle valves 40A and 40B is illustrated. However, the present invention is not limited to this, and an appropriate brake module may be selected using an electromagnetic control valve or a pneumatic control valve.
　・上記実施形態では、第２ブレーキモジュール２００は第１ブレーキモジュール１００が停止しているとき、第１ブレーキモジュール１００と切り替わる場合について例示した。しかしこれに限らず、第１ブレーキモジュールが作動しているときであっても、第１ブレーキモジュールを停止させるとともに、第２ブレーキモジュールを作動させてもよい。 In the above embodiment, the case where the second brake module 200 is switched to the first brake module 100 when the first brake module 100 is stopped is illustrated. However, the present invention is not limited to this, and even when the first brake module is operating, the first brake module may be stopped and the second brake module may be operated.
　・上記実施形態では、各オリフィス２８０，２８１及び各逆止弁２８２，２８３が第１ブレーキモジュール１００及び第２ブレーキモジュール２００とは別に設けられる場合について例示した。しかしこれに限らず、各オリフィス又は各逆止弁が第１ブレーキモジュール及び第２ブレーキモジュールの少なくとも一方にまとめて設けられていてもよい。 In the above embodiment, the case where the orifices 280 and 281 and the check valves 282 and 283 are provided separately from the first brake module 100 and the second brake module 200 is illustrated. However, the present invention is not limited to this, and each orifice or each check valve may be collectively provided in at least one of the first brake module and the second brake module.
　・上記実施形態では、第１ブレーキモジュール１００は、第１圧力調整弁１４０の下流側が第２シャトル弁４０Ａ及び第３シャトル弁４０Ｂに接続されている場合について例示した。しかしこれに限らず、第１圧力調整弁の下流側に接続されているシャトル弁は、1つであってもよいし、複数であってもよい。 In the above embodiment, the first brake module 100 is exemplified for the case where the downstream side of the first pressure regulating valve 140 is connected to the second shuttle valve 40A and the third shuttle valve 40B. However, the present invention is not limited to this, and the number of shuttle valves connected to the downstream side of the first pressure regulating valve may be one or plural.
　・上記実施形態では、第２ブレーキモジュール２００は、第２ブレーキ通路２８の下流側に第２シャトル弁４０Ａ及び第３シャトル弁４０Ｂが接続される場合について例示した。しかしこれに限らず、第２ブレーキ通路の下流側に接続されるシャトル弁は１つでもよいし、３つ以上であってもよい。 In the above embodiment, the second brake module 200 has been illustrated for the case where the second shuttle valve 40A and the third shuttle valve 40B are connected to the downstream side of the second brake passage 28. However, the present invention is not limited to this, and the number of shuttle valves connected to the downstream side of the second brake passage may be one, or may be three or more.
　・上記実施形態では、第２ブレーキモジュール２００と第１ブレーキモジュール１００との間に一方のオリフィス２８０及び逆止弁２８２の直列回路と、他方のオリフィス２８１及び逆止弁２８３の直列回路との２組の回路が設けられる場合について例示した。しかしこれに限らず、第２ブレーキモジュールと第１ブレーキモジュールとの間に直列回路が１つだけ設けられてもよいし、３つ以上設けられてもよい。 In the above embodiment, two of the series circuit of one orifice 280 and check valve 282 and the other circuit of the other orifice 281 and check valve 283 are provided between the second brake module 200 and the first brake module 100. The case where a set of circuits is provided has been illustrated. However, the present invention is not limited to this, and only one series circuit may be provided between the second brake module and the first brake module, or three or more may be provided.
　・上記実施形態では、空気供給システムを、隊列走行を行う車両１のブレーキシステムを構成するものとして説明したが、隊列走行を行わず単独で走行する車両のブレーキシステムに搭載してもよい。 In the above embodiment, the air supply system has been described as constituting the brake system of the vehicle 1 that performs platooning. However, the air supply system may be mounted on a brake system of a vehicle that travels alone without performing platooning.
　・上記実施形態では、空気供給システムは、荷台を備えるカーゴ車両に搭載されるものとして説明した。これ以外の態様として、空気供給システムは、乗用車、トラクタにトレーラを連結した連結車両、鉄道車両等、他の車両に搭載されてもよい。 In the above embodiment, the air supply system is described as being mounted on a cargo vehicle including a cargo bed. As an aspect other than this, the air supply system may be mounted on other vehicles such as a passenger car, a connected vehicle in which a trailer is connected to a tractor, and a railway vehicle.
　１…車両、１ａ…先頭車両、１ｂ…後続車両、１０…ブレーキ用エアタンク、１１…第１出力路、１２…フィルタ、１３…第１タンク通路、１４…入力ポート、１５…出力ポート、１６，１６Ａ，１６Ｂ…第１ブレーキ通路、２０…サスペンション用エアタンク、２１…第２出力路、２２…フィルタ、２３…第２タンク通路、２４…開閉弁、２５…第１通路、２６…入力ポート、２７…出力ポート、２８…第２ブレーキ通路、３１…入力ポート、３２…出力ポート、３３…第４通路、４０，４０Ａ…第２シャトル弁、４０，４０Ｂ…第３シャトル弁、４１，４１Ａ，４１Ｂ…チャンバ接続路、５０…ブレーキチャンバ、５１…第１制御室、５２…第２制御室、５３…楔、５４…プッシュロッド、５５…スプリング、６０…マスタＥＣＵ、６１…第１制御装置、６２…第２制御装置、６３…車速センサ、６４…車載ネットワーク、１００…第１ブレーキモジュール、１１０…第１電磁制御弁、１１２…バルブスプリング、１１４…ブレーキバルブ回路、１２０…第２電磁制御弁、１２２…バルブスプリング、１２５…第１ブレーキ圧力信号通路、１３０…第３電磁制御弁、１３２…バルブスプリング、１３５…排出路、１４０…第１圧力調整弁、１４１…信号入力ポート、１５０…第１圧力計、１６０…排出口、２００…第２ブレーキモジュール、２２０…第４電磁制御弁、２２２…バルブスプリング、２２５…第２ブレーキ空気圧信号通路、２３０…第５電磁制御弁、２３２…バルブスプリング、２３５…排出路、２３６…排出口、２４０…第１シャトル弁、２４１…選択ブレーキ空気圧信号通路、２５０…第２圧力調整弁、２５１…信号入力ポート、２７０…第２圧力計、２７１…第３圧力計、２８０，２８１…オリフィス、２８２，２８３…逆止弁、３００…強制ブレーキモジュール、３１０…第６電磁制御弁、３１２…バルブスプリング、３１５…排出路、３１６…第３通路、３２０…第４圧力センサ、３３０…空気圧制御弁、３３１…信号入力ポート、３３２…バルブスプリング、３４０…排出口、Ｐ１，Ｐ２，Ｐ３，Ｐ４，Ｐ５，Ｐ１０，Ｐ１１…ポート。 DESCRIPTION OF SYMBOLS 1 ... Vehicle, 1a ... Lead vehicle, 1b ... Subsequent vehicle, 10 ... Brake air tank, 11 ... 1st output path, 12 ... Filter, 13 ... 1st tank passage, 14 ... Input port, 15 ... Output port, 16, 16A, 16B ... first brake passage, 20 ... suspension air tank, 21 ... second output passage, 22 ... filter, 23 ... second tank passage, 24 ... open / close valve, 25 ... first passage, 26 ... input port, 27 ... output port, 28 ... second brake passage, 31 ... input port, 32 ... output port, 33 ... fourth passage, 40, 40A ... second shuttle valve, 40,40B ... third shuttle valve, 41, 41A, 41B ... Chamber connection path, 50 ... Brake chamber, 51 ... First control chamber, 52 ... Second control chamber, 53 ... Wedge, 54 ... Push rod, 55 ... Spring, 60 ... Master ECU, 6 DESCRIPTION OF SYMBOLS ... 1st control apparatus, 62 ... 2nd control apparatus, 63 ... Vehicle speed sensor, 64 ... In-vehicle network, 100 ... 1st brake module, 110 ... 1st electromagnetic control valve, 112 ... Valve spring, 114 ... Brake valve circuit, 120 2nd electromagnetic control valve, 122 ... Valve spring, 125 ... 1st brake pressure signal passage, 130 ... 3rd electromagnetic control valve, 132 ... Valve spring, 135 ... Discharge path, 140 ... 1st pressure regulating valve, 141 ... Signal Input port 150 ... first pressure gauge 160 ... discharge port 200 ... second brake module 220 ... fourth electromagnetic control valve 222 ... valve spring 225 ... second brake air pressure signal path 230 ... fifth electromagnetic control Valve, 232 ... Valve spring, 235 ... Discharge passage, 236 ... Discharge port, 240 ... First shuttle valve, 241 ... Selection brake Pneumatic signal path, 250 ... second pressure regulating valve, 251 ... signal input port, 270 ... second pressure gauge, 271 ... third pressure gauge, 280,281 ... orifice, 282,283 ... check valve, 300 ... forced brake Module, 310 ... sixth electromagnetic control valve, 312 ... valve spring, 315 ... discharge passage, 316 ... third passage, 320 ... fourth pressure sensor, 330 ... pneumatic control valve, 331 ... signal input port, 332 ... valve spring, 340 ... discharge port, P1, P2, P3, P4, P5, P10, P11 ... port.

Claims (5)

  1. 　車両のサービスブレーキを空気圧で作動及び解除するブレーキ機構に圧縮空気を供給する空気供給システムであって、
    　前記ブレーキ機構に対して空気圧の供給及び排出を行うように構成された第１空気供給部と、
    　前記ブレーキ機構に対して空気圧の供給及び排出を行うように構成された第２空気供給部と、
    　前記ブレーキ機構に前記第１空気供給部及び前記第２空気供給部のうちから選択した一方を連通させて、前記ブレーキ機構に対する空気圧の供給及び排出を当該選択した一方に行わせるように構成された選択部と、
    　前記第１空気供給部が空気圧の供給及び排出を行う第１通路と前記第２空気供給部が空気圧の排出を行う第２通路との間に設けられ、前記第２通路から前記第１通路への方向を順方向とするチェック弁と、を備える
    　空気供給システム。     An air supply system that supplies compressed air to a brake mechanism that operates and releases a service brake of a vehicle with air pressure,
    A first air supply unit configured to supply and discharge air pressure to and from the brake mechanism;
    A second air supply unit configured to supply and discharge air pressure to and from the brake mechanism;
    The brake mechanism is configured to communicate with one selected from the first air supply unit and the second air supply unit, and to supply and discharge air pressure to the brake mechanism. A selection section;
    The first air supply unit is provided between a first passage through which air pressure is supplied and discharged and a second passage through which the second air supply unit discharges air pressure, from the second passage to the first passage. An air supply system comprising: a check valve whose forward direction is the direction of.
  2. 　前記第２空気供給部は、前記第１空気供給部が停止しているとき、前記第１空気供給部に替わって、前記ブレーキ機構に対する空気圧の供給及び排出を行うように構成されている
    　請求項１に記載の空気供給システム。     The second air supply unit is configured to supply and discharge air pressure to and from the brake mechanism instead of the first air supply unit when the first air supply unit is stopped. 2. The air supply system according to 1.
  3. 　前記選択部は、前記第１空気供給部及び前記第２空気供給部からより高い空気圧を有する方を選択するように構成されている
    　請求項１又は２に記載の空気供給システム。     The air supply system according to claim 1, wherein the selection unit is configured to select a higher air pressure from the first air supply unit and the second air supply unit.
  4. 　前記チェック弁には、オリフィスが直列に接続されている
    　請求項１～３のいずれか一項に記載の空気供給システム。     The air supply system according to any one of claims 1 to 3, wherein an orifice is connected in series to the check valve.
  5. 　前記第１空気供給部及び前記第２空気供給部に替わって空気圧を前記ブレーキ機構に供給するように構成された強制ブレーキ部を備え、
    　前記第２空気供給部は、前記第２空気供給部及び前記強制ブレーキ部のうちからより高い空気圧を有する方を選択して前記選択部に連通するように構成された切替部を備える
    　請求項１～４のいずれか一項に記載の空気供給システム。     A forced brake unit configured to supply air pressure to the brake mechanism instead of the first air supply unit and the second air supply unit;
    The second air supply unit includes a switching unit configured to select a higher air pressure from the second air supply unit and the forced brake unit and to communicate with the selection unit. The air supply system according to any one of claims 1 to 4.
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JP2014139079A (en) * 2014-03-06 2014-07-31 Nabtesco Automotive Corp Compressed air supply device for vehicle

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JP2012256167A (en) 2011-06-08 2012-12-27 Japan Automobile Research Institute Platooning control device

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JPS51124717U (en) * 1975-04-07 1976-10-08
JPH03246149A (en) * 1990-02-26 1991-11-01 Nabco Ltd Pressure source for vehicle
JP2014139079A (en) * 2014-03-06 2014-07-31 Nabtesco Automotive Corp Compressed air supply device for vehicle

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