CN111252054B - Braking system - Google Patents
Braking system Download PDFInfo
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- CN111252054B CN111252054B CN202010063781.4A CN202010063781A CN111252054B CN 111252054 B CN111252054 B CN 111252054B CN 202010063781 A CN202010063781 A CN 202010063781A CN 111252054 B CN111252054 B CN 111252054B
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- brake
- valve
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- input port
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- 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
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/04—Driver's valves
- B60T15/041—Driver's valves controlling auxiliary pressure brakes, e.g. parking or emergency brakes
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- 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
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/04—Driver's valves
- B60T15/12—Driver's valves combined with relay valves or the like
Abstract
The present invention provides a brake system including: the system comprises a relay, a first brake button, a first air cylinder, a first pressure reducing valve, a first electromagnetic valve and a first double-control relay valve; an output port of the first air cylinder is communicated with an input port of a first pressure reducing valve through a first air pipeline, an output port of the first pressure reducing valve is communicated with a first input port of a first double-control relay valve through a second air pipeline, a second input port of the first double-control relay valve is communicated with a service brake pressure output port, and an output port of the first double-control relay valve is communicated with a brake pressure input port of the multi-axle brake module through a third air pipeline; the first electromagnetic valve is arranged on the second air pipeline; the first end of the first brake button is a positive connecting end of an external power supply, the second end of the first brake button is electrically connected with one end of the control side of the relay, and the other end of the control side of the relay is a negative connecting end of the external power supply; one end of the action side of the relay is connected with the control end of the first electromagnetic valve, and the other end of the action side of the relay is the positive connecting end of an external power supply.
Description
Technical Field
The invention relates to the field of brake, in particular to a brake system.
Background
In the field of automobiles, the braking modes of the automobiles at present are generally mechanical braking, hydraulic braking and pneumatic braking. Among them, pneumatic brakes are commonly used in service brake systems for large vehicles, and large vehicles generally have a service brake system and a parking brake system.
Because the inertia of the large vehicle is relatively large, particularly the ultra-long bus, the inertia is large, and the vehicle body is relatively long. This requires that the extra-long bus have a reliable emergency brake system in addition to the service brake system and the parking brake system. At present, emergency braking of the ultralong bus is mostly realized by adopting a service braking system, or a driver uses the service braking system and a parking braking system to cooperate to realize emergency braking according to experience, and the reliability is lower.
Disclosure of Invention
In view of this, the invention provides a brake system, which can perform emergency braking on a large vehicle and has high reliability.
In order to achieve the above object, the present invention provides the following technical solutions:
in a first aspect, a braking system includes: the system comprises a relay, a first brake button, a first air cylinder, a first pressure reducing valve, a first electromagnetic valve and a first double-control relay valve;
an output port of the first air cylinder is communicated with an input port of the first pressure reducing valve through a first air pipeline, an output port of the first pressure reducing valve is communicated with a first input port of the first double-control relay valve through a second air pipeline, a second input port of the first double-control relay valve is communicated with a service braking pressure output port of a service braking system, and an output port of the first double-control relay valve is communicated with a braking pressure input port of the multi-axle braking module through a third air pipeline;
the first electromagnetic valve is arranged on the second air pipeline;
the first end of the first brake button is a positive connecting end of an external power supply, the second end of the first brake button is electrically connected with one end of the control side of the relay, and the other end of the control side of the relay is a negative connecting end of the external power supply;
one end of the action side of the relay is connected with the control end of the first electromagnetic valve, and the other end of the action side of the relay is the positive connecting end of an external power supply.
With reference to the first aspect, in certain optional embodiments, the system further comprises: the second air cylinder, the second pressure reducing valve, the second electromagnetic valve, the second double-control relay valve and the two-way valve are arranged on the air cylinder;
an output port of the second air cylinder is communicated with an input port of the second pressure reducing valve through a fourth air pipeline, and an output port of the second pressure reducing valve is communicated with a first input port of the second double-control relay valve through a fifth air pipeline;
a second input port of the second double-control relay valve is communicated with a service braking pressure output port of a service braking system;
the two-way valve is arranged on the third air pipeline, wherein an output port of the first double-control relay valve is communicated with a first input port of the two-way valve, and an output port of the two-way valve is communicated with a brake pressure input port of the multi-axle brake module;
an output port of the second double-control relay valve is communicated with a second input port of the two-way valve through a sixth air pipeline;
and the control end of the second electromagnetic valve is connected with the control end of the first electromagnetic valve, and the second electromagnetic valve is arranged on the fifth air pipeline.
In combination with the above embodiment, in some optional embodiments, the system further comprises: and the first end of the first brake button is connected with the first end of the second brake button, and the second end of the second brake button is the positive connecting end of the external power supply.
In combination with the second embodiment, in certain alternative embodiments, the second input port of the first dual-control relay valve and the second input port of the second dual-control relay valve are both in communication with the service brake pressure output port of the service brake system via an air conduit.
With reference to the first aspect, in certain optional embodiments, the system further comprises: the multi-axle brake module, wherein the multi-axle brake module comprises a plurality of one-axle brake modules;
the brake pressure input port of each bridge brake module is communicated with the first end of a brake main pipeline, and the second end of the brake main pipeline is the brake pressure input port of the multi-bridge brake module;
the one-bridge brake module comprises at least two brake transmission mechanisms and two brake execution mechanisms, wherein input ports of the two brake transmission mechanisms are communicated with a brake pressure input port of the one-bridge brake module, output ports of the two brake transmission mechanisms are respectively communicated with input ports of the two brake execution mechanisms, and therefore the two brake execution mechanisms are controlled to brake.
In combination with the above embodiment, in some optional embodiments, the system further comprises: a control device;
the input end of the control equipment is connected with the signal output ends of the multi-bridge brake modules, wherein the signal output ends of the multi-bridge brake modules are connected with the signal output end of each one-bridge brake module;
and the output end of the control equipment is connected with the control end of the first electromagnetic valve.
In some optional embodiments, in combination with the previous embodiment, the control device is a driving computer.
In summary, the present invention provides a braking system, comprising: the system comprises a relay, a first brake button, a first air cylinder, a first pressure reducing valve, a first electromagnetic valve and a first double-control relay valve; an output port of the first air cylinder is communicated with an input port of the first pressure reducing valve through a first air pipeline, an output port of the first pressure reducing valve is communicated with a first input port of the first double-control relay valve through a second air pipeline, a second input port of the first double-control relay valve is communicated with a service braking pressure output port of a service braking system, and an output port of the first double-control relay valve is communicated with a braking pressure input port of the multi-axle braking module through a third air pipeline; the first electromagnetic valve is arranged on the second air pipeline; the first end of the first brake button is a positive connecting end of an external power supply, the second end of the first brake button is electrically connected with one end of the control side of the relay, and the other end of the control side of the relay is a negative connecting end of the external power supply; one end of the action side of the relay is connected with the control end of the first electromagnetic valve, and the other end of the action side of the relay is the positive connecting end of an external power supply. Therefore, the one-key braking system provided by the invention can realize one-key braking through the first brake button, and has lower requirements on the experience of a driver. The driver only needs to press the first brake button when judging that the emergency brake is needed, and the emergency brake can be realized, and the emergency brake is more convenient and reliable. In addition, according to the brake system provided by the invention, the brake pressure output by the first pressure reducing valve and the service brake pressure of the service brake system are superposed through the first double-control relay valve, and the superposed brake pressure is used as the emergency brake pressure of the brake system provided by the invention and is output to the multi-axle brake module. The emergency braking pressure of the braking system is larger than the service braking pressure of the service braking system, the braking distance is shorter, and the braking effect is more reliable.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below.
FIG. 1 illustrates a schematic structural view of a braking system provided by the present invention;
FIG. 2 is a schematic diagram illustrating the construction of another braking system provided by the present invention;
FIG. 3 is a schematic diagram illustrating the construction of another braking system provided by the present invention;
FIG. 4 is a schematic diagram illustrating the construction of another braking system provided by the present invention;
FIG. 5 is a schematic diagram illustrating the construction of another braking system provided by the present invention;
fig. 6 shows a schematic structural diagram of a bridge brake module provided by the present invention.
Detailed Description
The invention discloses a brake system, which can be realized by appropriately improving process parameters by persons skilled in the art with reference to the content. It is expressly intended that all such similar substitutes and modifications which would be obvious to one skilled in the art are deemed to be included in the invention. While the methods and applications of this invention have been described in terms of preferred embodiments, it will be apparent to those of ordinary skill in the art that variations and modifications in the methods and applications described herein, as well as other suitable variations and combinations, may be made to implement and use the techniques of this invention without departing from the spirit and scope of the invention.
The technical solutions in the embodiments of the present application will be described below with reference to the drawings in the embodiments of the present application.
In the description of the embodiments of the present application, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying any number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present embodiment, "a plurality" means two or more unless otherwise specified.
In order to increase the passenger capacity, the current super-long bus is generally composed of a plurality of carriages, and each carriage can be provided with a plurality of seats. Usually, at least one pair of wheels is arranged on one carriage, each pair of wheels is driven by one transmission shaft, and sometimes a braking module is arranged on the transmission shaft and is used for braking the overlong bus.
The inventor of the scheme finds that the weight of the super-long bus is generally heavier due to the fact that the super-long bus is longer and the number of passengers is larger. This results in a very long bus with high inertia and less braking during driving. Therefore, the overlong bus cannot brake by only depending on a service brake system and a parking brake system, and an independent emergency brake system is necessary. When the ultra-long bus cannot be effectively braked in time by driving brake and parking brake, an independent emergency brake system can be used for carrying out emergency brake on the ultra-long bus.
The inventor of the scheme discovers that the conventional overlong bus does not have an independent emergency braking system generally, and a driver generally uses a service braking system as the emergency braking system, so that the situations of insufficient emergency braking pressure and long braking distance easily occur. Some experienced drivers sometimes also use a service brake system to cooperate with a parking brake system to realize emergency braking, and the emergency braking mode has high requirements on the experience of the driver and is not suitable for general drivers with driving experience. In conclusion, the two emergency braking modes have insufficient braking pressure or require a driver to have higher driving experience, have low reliability and are not suitable for the overlong buses with more passenger carrying quantity.
Thus, the present inventors provide a brake system that can be used as an emergency brake system. The brake system provided by the scheme can solve the problems existing in the conventional emergency brake mode, and provides a safe and reliable emergency brake system for the overlong bus, and the specific scheme is as follows.
As shown in fig. 1, a brake system includes: the system comprises a first brake button 1, a relay 2, a first air cylinder 3, a first pressure reducing valve 4, a first electromagnetic valve 5 and a first double-control relay valve 6;
an output port of the first air cylinder 3 is communicated with an input port of the first pressure reducing valve 4 through a first air pipeline T1, an output port of the first pressure reducing valve 4 is communicated with a first input port of the first double-control relay valve 6 through a second air pipeline T2, a second input port of the first double-control relay valve 6 is communicated with a service braking pressure output port of a service braking system, and an output port of the first double-control relay valve 6 is communicated with a braking pressure input port of a multi-axle braking module through a third air pipeline T3;
the first solenoid valve 5 is disposed on the second air duct T2;
the first end of the first brake button 1 is a positive connecting end of an external power supply, the second end of the first brake button is electrically connected with one end of the control side of the relay 2, and the other end of the control side of the relay 2 is a negative connecting end of the external power supply;
one end of the action side of the relay 2 is connected with the control end of the first electromagnetic valve 5, and the other end of the action side of the relay 2 is the positive connecting end of an external power supply.
It should be appreciated that the present invention provides a brake system that can be used as an emergency brake system for a very long bus. When the first brake button 1 is not pressed, the control side of the relay 2 is in an energized state, so that the action side end is connected to the control end of the first electromagnetic valve 5, and the control end of the first electromagnetic valve 5 is connected to the positive connection end of the external power supply. When the control end of the first solenoid valve 5 is connected to the positive connection end of the external power source, the first solenoid valve 5 is closed to intercept the gas in the second air pipe T2, and the gas in the second air pipe T2 cannot flow to the first double-control relay valve 6. When a driver finds that emergency braking is needed, the driver can press the first brake button 1 to cut off the power supply on the control side of the relay 2, so that one end of the action side of the relay 2 is disconnected with the control end of the first electromagnetic valve 5. Namely, the control end of the first solenoid valve 5 is disconnected from the positive connection end of the external power supply, and the control end of the first solenoid valve 5 has no positive voltage input of the external power supply. At this time, the first solenoid valve 5 is opened and cannot intercept the gas in the second air pipe T2, and the gas in the second air pipe T2 flows to the first double-control relay valve 6. That is, the compressed air in the first reservoir 3 is introduced into the first input port of the first dual-control relay valve 6 through the first air pipe T1, the first pressure reducing valve 4, the second air pipe T2 and the first electromagnetic valve 5, and the compressed air of the service braking system can also provide the braking pressure to the multi-axle brake module provided in the present embodiment through the second input port of the first dual-control relay valve 6. The first double-control relay valve 6 can superpose the brake pressure provided by the service brake system and the brake pressure provided by the first air reservoir 3, and the superposed brake pressure is used as the emergency brake pressure of the scheme and is output to the multi-axle brake module.
It should be understood that the multi-axle brake module described herein is merely a general description and that the multi-axle brake module of the present invention may include a plurality of one-axle brake modules. An axle brake module may be a generic term for a brake actuator and brake actuator for a pair of wheels. The emergency brake pressure of the scheme can control the brake actuating mechanism to brake the vehicle through the brake transmission mechanism, and the invention is not limited to this.
The multi-axle brake module of the present invention may include all one-axle brake modules on a very long bus, and one-axle brake module is provided for each pair of wheels. The emergency brake pressure of the scheme can be uniformly supplied to one axle brake module of all wheels of a super-long bus, so that all wheels are braked simultaneously. Since the brake pressure is supplied uniformly to all the one-axle brake modules via the output of the first double-control relay valve 6, the emergency braking of the individual one-axle brake modules starts almost simultaneously, and the brake pressure difference of the individual one-axle brake modules is very small. The braking mode ensures that all the bridge braking modules are almost synchronously braked, the synchronism is better, all the bridge braking modules have the similar braking pressure, and the braking process is more stable and reliable. And because the braking pressure is applied to all wheels, but not part of the wheels, the friction force between the overlong bus and the ground is larger, and the braking distance is shorter. And because the emergency brake pressure of the scheme is the superposition of the service brake pressure provided by the service brake system and the brake pressure provided by the first air cylinder 3, the output emergency brake pressure is larger, the brake distance is shorter, and the reliability is more reliable.
Alternatively, the use of the first brake button 1 to activate the braking system provided by the present invention is only an alternative embodiment, and other elements or devices may be used in addition to the use of the brake button. For example, a switch may be used to control the switching on or off of the circuit by toggling the switch, thereby triggering the braking system provided by the present invention. The manner in which the control system provided by the present invention is triggered is not limited by the present invention, and any feasible manner belongs to the alternative embodiments of the present invention.
It will be appreciated that the use of the first brake button 1 to activate the braking system provided by the present invention is relatively convenient and reliable. When an emergency occurs, the driver only needs to select a proper time to press the first brake button 1, and the emergency brake can be completed without any other operation. In this way, even if the driver has ordinary skill, the emergency brake can be well completed, the safety of personnel and property on the vehicle is guaranteed, and the method has high feasibility and reliability.
As shown in fig. 2, optionally, in some optional embodiments, the system further comprises: a second air cylinder 7, a second pressure reducing valve 8, a second electromagnetic valve 9, a second double-control relay valve 10 and a two-way valve 11;
the output port of the second reservoir 7 is communicated with the input port of the second pressure reducing valve 8 through a fourth air conduit T4, and the output port of the second pressure reducing valve 8 is communicated with the first input port of the second dual-control relay valve 10 through a fifth air conduit T5;
a second input port of the second double-control relay valve 10 is communicated with a service braking pressure output port of a service braking system;
the two-way valve 11 is arranged on the third air pipeline T3, wherein the output port of the first double control relay valve 6 is communicated with the first input port of the two-way valve 11, and the output port of the two-way valve 11 is communicated with the brake pressure input port of the multi-axle brake module;
the output port of the second double control relay valve 10 is communicated with the second input port of the two-way valve 11 through a sixth air pipe T6;
the control end of the second solenoid valve 9 is connected with the control end of the first solenoid valve 5, and the second solenoid valve 9 is disposed on the fifth air pipe T5.
It should be understood that the emergency braking system must have high reliability as an important means for securing personnel and property on the vehicle. If only one path of brake system is available in one set of emergency brake system, a fault-tolerant mechanism is lacked, and when the path of brake system breaks down, the emergency brake system can be directly caused to fail, so that danger is generated.
The inventor researches and discovers that two identical emergency braking subsystems can be established in one set of emergency braking system, and one emergency braking subsystem is used as a one-way braking system. When one emergency braking subsystem breaks down, the other emergency braking subsystem can carry out emergency braking, and the emergency braking system is safe and reliable. To this end, the present invention provides the embodiment of FIG. 2 described above.
It should be appreciated that the emergency brake pressure provided by only one emergency brake subsystem may be used during a single emergency brake application. It is possible to communicate the emergency brake pressure output ports of the two emergency brake subsystems (the output port of the first dual-control relay valve 6 and the output port of the second dual-control relay valve 10) with the first input port and the second input port of the two-way valve 11, respectively. The two-way valve 11 may provide emergency brake pressure to the multi-axle brake module by selecting the emergency brake subsystem with the highest emergency brake pressure through physical structure. The mode can select the emergency braking subsystem with the maximum emergency braking pressure for emergency braking when the two emergency braking subsystems are not in fault, and can ensure that the emergency braking system still has emergency braking capability when one emergency braking subsystem is in fault, thereby providing safe and reliable emergency braking for the super-long bus.
As shown in fig. 3, in combination with the previous embodiment, in some optional embodiments, the system further includes: and a second brake button 12, wherein the first end of the first brake button 1 is connected with the first end of the second brake button 12, and the second end of the second brake button 12 is the positive connecting end of the external power supply.
Optionally, the first brake button 1 and the second brake button 12 form a series connection relationship, and both the brake buttons are in a power-on state under normal conditions. When any one button is pressed, the control side and the action side of the relay 2 are powered off, and the brake system provided by the invention is triggered.
Alternatively, in practice, the first and second brake buttons 1 and 12 may be mounted in suitable positions. For example, if the very long bus has cabs at both the front and rear of the bus, a brake button can be installed in each cab at the front and rear of the bus. Therefore, no matter the driver is at the head or the tail of the vehicle, the emergency brake can be conveniently carried out. If one overlong bus is operated by two drivers, one brake button can be respectively arranged on operation platforms of the two drivers, so that the probability of accidents caused by the fact that one driver fails to press the brake button timely due to negligence can be reduced. The invention is not limited in this regard.
In some alternative embodiments, in combination with the second embodiment, the second input port of the first dual-control relay valve 6 and the second input port of the second dual-control relay valve 10 are both in communication with the service brake pressure output port of the service brake system via an air conduit.
It should be understood that the second input port of the double control relay valve is communicated with the service brake pressure output port of the service brake system, so that the service brake pressure from the service brake system can be obtained, and the double control relay valve is used for the brake system provided by the invention, so that the emergency brake pressure of the brake system provided by the invention is improved, and the brake effect is better.
As shown in fig. 4 and 6, optionally, in some optional embodiments, the system further comprises: the multi-axle brake module, wherein the multi-axle brake module comprises a plurality of one-axle brake modules;
the brake pressure input port of each bridge brake module is communicated with a first end of a brake main pipeline T7, and a second end of the brake main pipeline T7 is a brake pressure input port of the multi-bridge brake module;
the one-bridge brake module comprises at least two brake transmission mechanisms and two brake execution mechanisms, wherein input ports of the two brake transmission mechanisms are communicated with a brake pressure input port of the one-bridge brake module, output ports of the two brake transmission mechanisms are respectively communicated with input ports of the two brake execution mechanisms, and therefore the two brake execution mechanisms are controlled to brake.
Optionally, fig. 4 only shows that the multi-axle brake module includes 6 one-axle brake modules, and the 6 one-axle brake modules may be: the first, second, third, fourth, fifth and sixth brake modules M100, M200, M300, M400, M500 and M600. In practice, the number of one axle brake modules may be changed according to the number of different wheels of different vehicles, which is not limited by the present invention.
It should be understood that the composition and construction of a bridge brake module provided by the present invention as shown in fig. 6 is only one embodiment of the present invention. The two brake transmission mechanisms can be a first brake transmission mechanism and a second brake transmission mechanism respectively, and the two brake execution mechanisms can be a first brake execution mechanism and a second brake execution mechanism respectively. Any feasible one-axle brake module is an alternative embodiment of the present invention, and the present invention is not limited to this.
As shown in fig. 5, in combination with the previous embodiment, in some alternative embodiments, the system further includes: a control device 13;
the input end of the control device 13 is connected with the signal output end of the multi-bridge brake module, wherein the signal output end of the multi-bridge brake module is connected with the signal output end of each one-bridge brake module;
the output of the control device 13 is connected to the control of the first solenoid valve 5.
Optionally, each one-axle brake module may further have a signal output terminal as shown in fig. 6, where the signal output terminal may output some parameters of the wheel during the driving process or the braking process, such as a current wheel rotation speed, a current wheel tire pressure, a current friction force between the wheel and the ground, and the like, which is not limited in the present invention.
Alternatively, the signal output terminal may be a signal output terminal of an ABS system, which is not limited by the present invention.
It should be understood that the control device 13 may monitor the braking process of each one-axle braking module, obtain the current braking information of each one-axle braking module through the signal output end of each one-axle braking module, and determine whether to suspend or end emergency braking temporarily according to the obtained braking information, so as to avoid danger due to locking of the wheels.
In some optional embodiments, in combination with the previous embodiment, the control device is a driving computer.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
All the embodiments in the present specification are described in a related manner, and the same and similar parts among the embodiments may be referred to each other, and each embodiment focuses on the differences from the other embodiments.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention shall fall within the protection scope of the present invention.
Claims (6)
1. A braking system, comprising: the system comprises a relay, a first brake button, a first air cylinder, a first pressure reducing valve, a first electromagnetic valve and a first double-control relay valve;
an output port of the first air cylinder is communicated with an input port of the first pressure reducing valve through a first air pipeline, an output port of the first pressure reducing valve is communicated with a first input port of the first double-control relay valve through a second air pipeline, a second input port of the first double-control relay valve is communicated with a service braking pressure output port of a service braking system, and an output port of the first double-control relay valve is communicated with a braking pressure input port of the multi-axle braking module through a third air pipeline;
the first electromagnetic valve is arranged on the second air pipeline;
the first end of the first brake button is a positive connecting end of an external power supply, the second end of the first brake button is electrically connected with one end of the control side of the relay, and the other end of the control side of the relay is a negative connecting end of the external power supply;
one end of the action side of the relay is connected with the control end of the first electromagnetic valve, and the other end of the action side of the relay is the positive connecting end of an external power supply;
the multi-axle brake module, wherein the multi-axle brake module comprises a plurality of one-axle brake modules;
the brake pressure input port of each bridge brake module is communicated with the first end of a brake main pipeline, and the second end of the brake main pipeline is the brake pressure input port of the multi-bridge brake module;
the one-bridge brake module comprises at least two brake transmission mechanisms and two brake execution mechanisms, wherein input ports of the two brake transmission mechanisms are communicated with a brake pressure input port of the one-bridge brake module, output ports of the two brake transmission mechanisms are respectively communicated with input ports of the two brake execution mechanisms, and therefore the two brake execution mechanisms are controlled to brake.
2. The system of claim 1, further comprising: the second air cylinder, the second pressure reducing valve, the second electromagnetic valve, the second double-control relay valve and the two-way valve are arranged on the air cylinder;
an output port of the second air cylinder is communicated with an input port of the second pressure reducing valve through a fourth air pipeline, and an output port of the second pressure reducing valve is communicated with a first input port of the second double-control relay valve through a fifth air pipeline;
a second input port of the second double-control relay valve is communicated with a service braking pressure output port of a service braking system;
the two-way valve is arranged on the third air pipeline, wherein an output port of the first double-control relay valve is communicated with a first input port of the two-way valve, and an output port of the two-way valve is communicated with a brake pressure input port of the multi-axle brake module;
an output port of the second double-control relay valve is communicated with a second input port of the two-way valve through a sixth air pipeline;
and the control end of the second electromagnetic valve is connected with the control end of the first electromagnetic valve, and the second electromagnetic valve is arranged on the fifth air pipeline.
3. The system of claim 2, further comprising: and the first end of the first brake button is connected with the first end of the second brake button, and the second end of the second brake button is the positive connecting end of the external power supply.
4. The system of claim 2, wherein the second input port of the first dual-control relay valve and the second input port of the second dual-control relay valve are each in communication with a service brake pressure output port of the service brake system via an air conduit.
5. The system of claim 1, further comprising: a control device;
the input end of the control equipment is connected with the signal output ends of the multi-bridge brake modules, wherein the signal output ends of the multi-bridge brake modules are connected with the signal output end of each one-bridge brake module;
and the output end of the control equipment is connected with the control end of the first electromagnetic valve.
6. The system of claim 5, wherein the control device is a cycle computer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010063781.4A CN111252054B (en) | 2020-01-20 | 2020-01-20 | Braking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010063781.4A CN111252054B (en) | 2020-01-20 | 2020-01-20 | Braking system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111252054A CN111252054A (en) | 2020-06-09 |
| CN111252054B true CN111252054B (en) | 2021-09-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010063781.4A Active CN111252054B (en) | 2020-01-20 | 2020-01-20 | Braking system |
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Citations (6)
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| CN101508288A (en) * | 2009-03-23 | 2009-08-19 | 清华大学 | Air-pressure electric-control auxiliary brake device |
| CN201437357U (en) * | 2009-07-01 | 2010-04-14 | 秦皇岛天业通联重工股份有限公司 | Air brake system for electric proportional control of engineering special vehicle |
| CN202557520U (en) * | 2012-04-01 | 2012-11-28 | 徐州徐工铁路装备有限公司 | Two-way brake control system of beam transportation vehicle |
| CN103481882A (en) * | 2013-10-14 | 2014-01-01 | 徐州重型机械有限公司 | Service braking system of four-axle chassis and crane with same |
| CN104442900A (en) * | 2014-11-20 | 2015-03-25 | 南车资阳机车有限公司 | Integrated multifunctional parking braking system and control method thereof |
| CN205034095U (en) * | 2015-09-14 | 2016-02-17 | 郑州宇通客车股份有限公司 | Man -machine two car brakeing automatic control system who drives two accuses |
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2020
- 2020-01-20 CN CN202010063781.4A patent/CN111252054B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101508288A (en) * | 2009-03-23 | 2009-08-19 | 清华大学 | Air-pressure electric-control auxiliary brake device |
| CN201437357U (en) * | 2009-07-01 | 2010-04-14 | 秦皇岛天业通联重工股份有限公司 | Air brake system for electric proportional control of engineering special vehicle |
| CN202557520U (en) * | 2012-04-01 | 2012-11-28 | 徐州徐工铁路装备有限公司 | Two-way brake control system of beam transportation vehicle |
| CN103481882A (en) * | 2013-10-14 | 2014-01-01 | 徐州重型机械有限公司 | Service braking system of four-axle chassis and crane with same |
| CN104442900A (en) * | 2014-11-20 | 2015-03-25 | 南车资阳机车有限公司 | Integrated multifunctional parking braking system and control method thereof |
| CN205034095U (en) * | 2015-09-14 | 2016-02-17 | 郑州宇通客车股份有限公司 | Man -machine two car brakeing automatic control system who drives two accuses |
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|---|---|
| CN111252054A (en) | 2020-06-09 |
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Effective date of registration: 20220809 Address after: 266000 south side of Xinye road and west side of Herong Road, Qingdao high tech Industrial Development Zone, Qingdao, Shandong Province Patentee after: CRRC Brake System Co.,Ltd. Address before: 412001 Tianxin garden in Shi Feng District, Zhuzhou, Hunan Patentee before: CRRC ZHUZHOU LOCOMOTIVE Co.,Ltd. |