CN113071464A - Vehicle brake actuating mechanism - Google Patents
Vehicle brake actuating mechanism Download PDFInfo
- Publication number
- CN113071464A CN113071464A CN202110366148.7A CN202110366148A CN113071464A CN 113071464 A CN113071464 A CN 113071464A CN 202110366148 A CN202110366148 A CN 202110366148A CN 113071464 A CN113071464 A CN 113071464A
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- Prior art keywords
- air
- valve
- air inlet
- valve body
- air passage
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Classifications
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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
- 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
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
-
- 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
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
- B60T17/226—Devices for monitoring or checking brake systems; Signal devices using devices being responsive to the difference between the fluid pressions in conduits of multiple braking systems
Abstract
The invention discloses a vehicle brake actuating mechanism, which comprises an upper valve body, wherein a control port is arranged on the side edge of the upper valve body, and a two-way check valve is arranged in the upper valve body; the lower valve body is connected with the upper valve body, the lower valve body is provided with an air inlet and an air outlet, a pneumatic control valve is arranged between the air inlet and the air outlet, and the lower valve body is also provided with a first pressure sensor; the air passage system comprises a control air passage and an air inlet air passage, wherein a first air inlet electromagnetic valve and a second pressure sensor are arranged on the air inlet air passage; and the ECU is connected with the upper valve body, after a driver steps on a brake pedal, the ECU controls the first air inlet electromagnetic valve to be opened, the air source enters the two-way check valve to block pedal air from the control port, the air reaches the air outlet to push the brake actuating mechanism to brake, the first pressure sensor monitors air pressure of the air outlet and feeds an air pressure signal back to the ECU, the second pressure sensor monitors air pressure of the air inlet channel and feeds the air pressure signal back to the ECU, and the vehicle brake actuating mechanism can realize accurate brake control.
Description
Technical Field
The invention is used in the technical field of automobile braking, and particularly relates to a vehicle braking actuating mechanism.
Background
The braking process of the semitrailer is as follows: after a driver steps on a brake pedal, a brake master valve on a tractor generates control gas to actuate a brake actuating mechanism of a traditional trailer vehicle, and the control gas reaches a brake air chamber through a pipeline with the length of more than ten meters, an emergency relay valve and other elements to push the actuating mechanism to move to realize braking.
Disclosure of Invention
The present invention is directed to solve at least one of the problems of the prior art, and to provide a vehicle brake actuator capable of performing accurate brake control.
The technical scheme adopted by the invention for solving the technical problems is as follows: a vehicle brake actuator includes
The side of the upper valve body is provided with a control port, a two-way check valve is arranged inside the upper valve body, and the two-way check valve is communicated with the control port;
the lower valve body is connected with the upper valve body, the lower valve body is provided with an air inlet and an air outlet, the air inlet is used for being connected with an air storage cylinder, the air outlet is used for being connected with a brake actuating mechanism, a pneumatic control valve is arranged between the air inlet and the air outlet and used for controlling the air inlet and the air outlet to be communicated or closed, and the lower valve body is further provided with a first pressure sensor used for detecting air pressure at the air outlet;
the air passage system is arranged inside the upper valve body and comprises a control air passage and an air inlet air passage, one end of the control air passage is communicated with the two-way one-way valve, the other end of the control air passage is connected with a pneumatic control valve, one end of the air inlet air passage is communicated with the air inlet, the other end of the air inlet air passage is communicated with the two-way one-way valve, and a first air inlet electromagnetic valve and a second pressure sensor are arranged on the air inlet air passage;
and the ECU is connected with the upper valve body and is used for controlling the first air inlet electromagnetic valve, the first pressure sensor and the second pressure sensor.
The technical scheme at least has the following advantages or beneficial effects: when a driver steps on the brake pedal, the electric signal of the brake pedal is transmitted to the ECU, the ECU controls the first air inlet electromagnetic valve to be electrified and opened, the air source of the air storage cylinder sequentially passes through the air inlet air passage and the first air inlet electromagnetic valve to enter the two-way one-way valve through the air inlet, so that the two-way one-way valve blocks the pedal air from the control port, meanwhile, the air entering the two-way one-way valve passes through the control air passage and then enters the pneumatic control valve, the pneumatic control valve communicates the air inlet with the air outlet under the pressure of the air, the air pushes the brake actuating mechanism to brake after reaching the air outlet, in the braking process, the first pressure sensor is used for monitoring the air pressure value at the air outlet in real time and feeding back an air pressure signal to the ECU, the second pressure sensor is used for detecting the pressure value of the air inlet channel and feeding back the air pressure signal to the ECU, compared with the situation that pedal air enters from the control port to realize braking, the vehicle brake actuator combines pneumatic control and electric control to realize accurate brake control.
As a further improvement of the technical scheme of the invention, two air outlets are arranged, the two air outlets are respectively positioned at two sides of the air inlet, and a pneumatic control valve is arranged between each air outlet and the air inlet.
As a further improvement of the technical scheme of the invention, the control air passage comprises a first air passage and a second air passage, one end of the first air passage is connected with the two-way check valve, the other end of the first air passage is connected with one of the pneumatic control valves, one end of the second air passage is communicated with the first air passage, and the other end of the second air passage is communicated with the other pneumatic control valve.
As a further improvement of the technical scheme of the invention, a second air inlet electromagnetic valve is arranged on the first air passage.
As a further improvement of the technical solution of the present invention, a third air intake solenoid valve is installed on the second air passage.
As a further improvement of the technical scheme of the invention, the pneumatic control valve comprises an air chamber, a piston and a return spring, the air chamber is arranged on the lower valve body, the piston is movably assembled in the air chamber, the return spring is arranged on the lower valve body, an air inlet valve is arranged between the piston and the return spring, and the air inlet valve is used for controlling the communication or the closing of the air inlet and the air outlet.
As a further improvement of the technical scheme of the invention, a first exhaust port is arranged on the lower valve body and is positioned between the air inlet and the air outlet, and an exhaust valve is arranged on the pneumatic control valve and is used for controlling the communication or the closing between the air outlet and the first exhaust port.
As a further improvement of the technical scheme of the invention, two first exhaust ports are provided, and each first exhaust port corresponds to one air outlet.
As a further improvement of the technical scheme of the invention, a second exhaust port is further arranged on the upper valve body, and the second exhaust port is connected with the first air passage through a first exhaust solenoid valve.
As an improvement of the technical scheme of the invention, the air passage system further comprises an exhaust air passage, one end of the exhaust air passage is communicated with the two-way check valve, the other end of the exhaust air passage is communicated with the first exhaust port, and a second exhaust electromagnetic valve is arranged on the exhaust air passage.
Drawings
The invention will be further described with reference to the accompanying drawings in which:
fig. 1 is a schematic structural diagram of an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to the present preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to like elements throughout.
In the present invention, if directions (up, down, left, right, front, and rear) are described, it is only for convenience of describing the technical solution of the present invention, and it is not intended or implied that the technical features referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, it is not to be construed as limiting the present invention.
In the invention, the meaning of "a plurality" is one or more, the meaning of "a plurality" is more than two, and the terms of "more than", "less than", "more than" and the like are understood to exclude the number; the terms "above", "below", "within" and the like are understood to include the instant numbers. In the description of the present invention, if there is description of "first" and "second" only for the purpose of distinguishing technical features, it is not to be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features or implicitly indicating the precedence of the indicated technical features.
In the present invention, unless otherwise specifically limited, the terms "disposed," "mounted," "connected," and the like are to be understood in a broad sense, and for example, may be directly connected or indirectly connected through an intermediate; can be fixedly connected, can also be detachably connected and can also be integrally formed; may be mechanically coupled, may be electrically coupled or may be capable of communicating with each other; either as communication within the two elements or as an interactive relationship of the two elements. The specific meaning of the above-mentioned words in the present invention can be reasonably determined by those skilled in the art in combination with the detailed contents of the technical solutions.
The invention provides a vehicle brake actuator, which is described in detail below with reference to the application of the vehicle brake actuator in trailer braking.
Referring to fig. 1, the vehicle brake actuator comprises an upper valve body 3, a lower valve body 12, an air channel system and an ECU2, wherein a control port 28 is arranged at the side of the upper valve body 3, a two-way check valve 300 is arranged inside the upper valve body 3, the two-way check valve 300 is communicated with the control port 28, the lower valve body 12 is connected with the upper valve body 3, the lower valve body 12 is provided with an air inlet 18 and an air outlet, the air inlet 18 is used for connecting an air storage cylinder, the air outlet is used for connecting the brake actuator, a pneumatic control valve is arranged between the air inlet 18 and the air outlet and used for controlling the communication or closing between the air inlet 18 and the air outlet, a first pressure sensor used for detecting the air pressure at the air outlet is further arranged on the lower valve body 12, the air channel system is arranged inside the upper valve body 3 and comprises a control air channel and an air inlet, one end of the air inlet channel 17 is communicated with the air inlet 18, the other end of the air inlet channel 17 is communicated with the two-way check valve 300, the first air inlet electromagnetic valve 9 and the second pressure sensor 7 are installed on the air inlet channel 17, and the ECU2 is connected with the upper valve body 3 and used for controlling the first air inlet electromagnetic valve 9, the first pressure sensor and the second pressure sensor 7.
When a driver steps on a brake pedal, a brake pedal electrical signal is transmitted to the ECU2, the ECU2 controls the first air inlet electromagnetic valve 9 to be electrified and opened, an air source of the air reservoir sequentially passes through the air inlet channel 17 and the first air inlet electromagnetic valve 9 through the air inlet 18 and enters the two-way one-way valve 300, so that the two-way one-way valve 300 blocks pedal air from the control port 28, meanwhile, air entering the two-way one-way valve 300 passes through the control air channel and enters the pneumatic control valve, the pneumatic control valve communicates the air inlet 18 with the air outlet under the pressure of the air, the air pushes the brake executing mechanism to brake after reaching the air outlet, during braking, the first pressure sensor is used for monitoring the air pressure value at the air outlet in real time and feeding the air pressure signal back to the ECU2, the second pressure sensor 7 is used for detecting the pressure value of the air inlet channel 17 and feeding the air pressure signal back to the ECU2, compared with the brake realized by the pedal air entering from the control port 28, the vehicle brake actuating mechanism combines pneumatic control and electric control to realize the brake, so the brake efficiency is higher.
In the present invention, there are two air outlets, namely an air outlet 14a and an air outlet 14b, the air outlet 14a and the air outlet 14b are respectively located at two sides of the air inlet 18, a pneumatic control valve 100a is arranged between the air outlet 14a and the air inlet 18, and a pneumatic control valve 100b is arranged between the air outlet 14b and the air inlet 18.
The control air passage comprises a first air passage 5 and a second air passage 26, one end of the first air passage 5 is connected with a two-way check valve 300, the other end of the first air passage 5 is connected with a pneumatic control valve 100a, one end of the second air passage 26 is communicated with the first air passage 5, the other end of the second air passage 26 is connected with a pneumatic control valve 100b, a second air inlet electromagnetic valve 4 is installed on the first air passage 5, and a third air inlet electromagnetic valve 6 is installed on the second air passage 26.
Two first exhaust ports, namely a first exhaust port 42a and a first exhaust port 42b, are arranged on the lower valve body 12, the first exhaust port 42a is located between the air inlet 18 and the air outlet 14a, the first exhaust port 42a corresponds to the air outlet 14a and is used for discharging the air at the air outlet 14a, the first exhaust port 42b is located between the air inlet 18 and the air outlet 14b, the first exhaust port 42b corresponds to the air outlet 14b, and the first exhaust port 42b is used for discharging the air at the air outlet 14 b.
The pneumatic control valve comprises an air chamber, a piston and a return spring, the air chamber is arranged at the bottom of the lower valve body 12, the piston is movably assembled in the air chamber, the return spring is installed on the lower valve body 12, an air inlet valve is arranged between the piston and the return spring and used for controlling the communication or the closing between the air inlet 18 and the air outlet, and an exhaust valve is arranged on the pneumatic control valve and used for controlling the communication or the closing between the air outlet and the first exhaust outlet.
In the invention, two air chambers, namely an air chamber 10a and an air chamber 10b, are arranged at the bottom of the lower valve body 12, a piston 11a is assembled in the air chamber 10a, a piston 11b is assembled in the air chamber 10b, a return spring 43a and a return spring 43b are installed on the lower valve body 12, an air inlet valve 15a is arranged between the piston 11a and the return spring 43a, and an air inlet valve 15b is arranged between the piston 11b and the return spring 43b, wherein the air inlet valve 15a is used for controlling the communication or the closing between the air inlet 18 and the air outlet 14a, and the air inlet valve 15b is used for controlling the communication or the closing between the air inlet 18 and the.
In addition, an exhaust valve 16a is disposed on the pneumatic control valve 100a, an exhaust valve 16b is disposed on the pneumatic control valve 100b, the exhaust valve 16a is used for controlling the communication or the closing between the air outlet 14a and the first exhaust port 42a, and the exhaust valve 16b is used for controlling the communication or the closing between the air outlet 14b and the first exhaust port 42 b.
In some embodiments, the upper valve body 3 is further provided with a second exhaust port 35, and the second exhaust port 35 is connected to the first air passage 5 through a first exhaust solenoid valve 37.
In other embodiments, the air passage system further comprises an exhaust air passage 39, one end of the exhaust air passage 39 is communicated with the two-way check valve 300, the other end of the exhaust air passage 39 is communicated with the first exhaust port, and the second exhaust electromagnetic valve 8 is installed on the exhaust air passage 39.
Specifically, in the present invention, one end of the exhaust gas passage 39 communicates with the two-way check valve 300, and the other end communicates with the first exhaust port 42 b.
The following introduces specific working principles:
the pneumatic control principle is as follows: when the driver depresses the brake pedal, the air reaches the two-way check valve 300 through the control port 28, the air pushes the two-way check valve piston 34 to close and seal with the two-way check valve 29, so that the gas enters the first gas passage 5, passes through the second gas inlet solenoid valve 4 and enters the gas chamber 10a, thereby pushing the piston 11a to descend, the piston 11a presses down the return spring 43a to open the intake valve 15a, the gas enters the second gas passage 26, enters the gas chamber 10b through the third intake solenoid valve 6, thereby pushing the piston 11b to move down, the piston 11b depresses the return spring 43b to open the intake valve 15b, meanwhile, the air source of the air storage cylinder enters the air inlet 18, reaches the air outlet 14a through the air inlet valve 15a, reaches the air outlet 14b through the air inlet valve 15b, and the air flowing out of the air outlet 14a and the air outlet 14b pushes the corresponding brake actuating mechanism to brake.
The brake pressure is linear with the pedal depth, when the pressure of the control port 28 is kept constant, the piston 11a moves upward under the action of the air pressure of the air chamber 10a, the air pressure of the air outlet 14a and the return spring 43a, and when the pressure reaches balance, the air inlet valve 15a can be closed to stop air inlet, so that the pressure of the air outlet 14a is kept constant, and similarly, the air pressure of the air outlet 14b also moves upward under the action of the air pressure of the air chamber 10b, the air pressure of the air outlet 14b and the return spring 43b, and when the pressure reaches balance, the air inlet valve 15b can be closed to stop air inlet, so that the pressure of the air outlet 14b is kept constant.
When the driver releases the pedal, the air in the air chamber 10a is exhausted from the control port 28 through the original air passage, the air in the air chamber 10b is exhausted from the control port 28 through the original air passage, the piston 11a moves upwards under the push of the air in the air outlet 14a, the air inlet valve 15a is closed, the exhaust valve 16a is opened at the same time, the piston 11b moves upwards under the push of the air in the air outlet 14b, the air inlet valve 15b is closed, the exhaust valve 16b is opened at the same time, the air in the air outlet 14a is exhausted from the first exhaust port 42a through the exhaust valve 16a, and the air in the air outlet 14b is exhausted from the first exhaust port 42b through the exhaust valve 16b, so that the brake is.
The electric control braking pressurization working principle is as follows: when a driver steps on a brake pedal, an electric signal of the brake pedal is transmitted to the ECU2 through the electric interface 1 connected with a whole vehicle wiring harness, the ECU2 controls the first air inlet electromagnetic valve 9 to be electrified and opened, the ECU2 controls the second air outlet electromagnetic valve 8 to be electrified and closed, an air source of a trailer air storage cylinder enters a control air chamber of the two-way one-way valve 300 through the air inlet 18, the air inlet air channel 17 and the first air inlet electromagnetic valve 9, the two-way one-way valve piston 34 and the two-way one-way valve 29 are pushed to be closed and sealed to block pedal air from the control port 28, meanwhile, air in the control air chamber of the two-way one-way valve 300 enters the air chamber 10a after passing through the first air channel 5 and the first air outlet electromagnetic valve 37, air in the control air chamber of the two-way one-way valve 300 enters the second air channel 26 through the first air channel 5 and then enters the air chamber 10b after passing through the third air inlet electromagnetic, and opening the air inlet valve 15a, enabling the air source of the trailer air cylinder to enter the air inlet 18 and reach the air outlet 14a through the air inlet valve 15a, enabling the air in the air chamber 10b to push the piston 11b to move downwards, opening the air inlet valve 15b, enabling the air source of the trailer air cylinder to enter the air inlet 18 and reach the air outlet 14b through the air inlet valve 15b, and finally driving the brake actuating mechanisms corresponding to the air outlet 14a and the air outlet 14b to brake.
In the whole braking process, the first pressure sensor 13a is used for monitoring the air pressure of the air outlet 14a, the first pressure sensor 13b is used for monitoring the air pressure of the air outlet 14b, the second pressure sensor 7 is used for monitoring the air pressure of the air inlet channel 17, and the first pressure sensor 13a, the first pressure sensor 13b and the second pressure sensor 7 all feed air pressure signals back to the ECU2, so that accurate pressurization braking control is realized.
Further, on the basis of the electric control pressurization brake, the ECU2 controls the second air inlet solenoid valve 4 to be powered on and off to close the air passage of the first air passage 5 and keep the air chamber 10a constant, the ECU2 controls the third air inlet solenoid valve 6 to be powered on and off to close the air passage of the second air passage 26 and keep the air chamber 10b constant, the piston 11a moves upwards under the air pressure of the air chamber 10a and the air pressure of the air outlet 14a and under the action of the return spring 43a, when the balance is achieved, the air inlet valve 15a is closed to stop air inlet, so that the pressure of the air outlet 14a is kept constant, similarly, the piston 11b moves upwards under the air pressure of the air chamber 10b and the air pressure of the air outlet 14b and under the action of the return spring 43b, when the balance is achieved, the air inlet valve 15b is closed to stop air inlet, so that the pressure of the air outlet 14b is kept constant.
The electric control brake decompression working principle is as follows: when a driver releases a brake pedal, an electric signal of the brake pedal is transmitted to the ECU2 through the electric interface 1 connected with a whole vehicle wiring harness, the ECU2 controls the second air inlet electromagnetic valve 4 to be powered off, so that an air path of the first air path 5 is powered on, the ECU2 controls the third air inlet electromagnetic valve 6 to be powered off, so that an air path of the second air path 26 is powered on, the ECU2 controls the first air inlet electromagnetic valve 9 to be powered off, so that an air path of the air inlet air path 17 is cut off, the ECU2 controls the second air outlet electromagnetic valve 8 to be powered off, so that an air path of the air outlet air path 39 is powered on, the ECU2 controls the first air outlet electromagnetic valve 37 to be powered on, so that the air paths of the first air path 5 and the second air outlet 35 are communicated, meanwhile, an air path between the first air path 5 and the two-way one-way check valve 300 is cut off, air in the air chamber 10a passes through the first air path 5, and then is exhausted from the second air outlet 35 through the first air path 37, the piston 11a moves upward under the push of the gas in the gas outlet 14a, the gas inlet valve 15a is closed and the gas outlet valve 16a is opened, the piston 11b moves upward under the push of the gas in the gas outlet 14b, the gas inlet valve 15b is closed and the gas outlet valve 16b is opened, the gas in the gas outlet 14a is discharged from the first gas outlet 42a through the gas outlet valve 16a, and the gas in the gas outlet 14b is discharged from the first gas outlet 42b through the gas outlet valve 16b, so that the brake release is realized.
The EBS adjusting function working principle is as follows: when the ECU2 receives signals of left and right wheel speed sensors of a trailer and electrical signals of a pedal through the electrical interface 1, the first pressure sensor 13a monitors the air pressure of the air outlet 14a in real time and feeds back the air pressure to the ECU2, the first pressure sensor 13b monitors the air pressure of the air outlet 14b in real time and feeds back the air pressure to the ECU2, the second pressure sensor 7 monitors the air pressure of the air inlet channel 17 in real time and feeds back the air pressure to the ECU2, the ECU2 repeatedly controls the electric control pressurization braking function and the electric control pressure maintaining function through calculation, the electric control pressure reducing function realizes the accurate wire control braking EBS adjustment, or independently controls the second air inlet electromagnetic valve 4 and the third air inlet electromagnetic valve 6, so that the air outlet 14a and the air outlet 14 b.
Specifically, when the ECU2 controls the electromagnetic valve to perform EBS regulation braking according to calculation, when the air pressures of the air outlet 14a and the air outlet 14b deviate from the output air pressure expected by the ECU2, if the pressure is too low, the pressure boosting function and the pressure maintaining function are performed, and if the pressure is too high, the locking risk exists, the pressure reducing function and the pressure maintaining function are performed, so that accurate electronic control braking is realized.
Of course, the present invention is not limited to the above embodiments, and those skilled in the art can make equivalent modifications or substitutions without departing from the spirit of the present invention, and such equivalent modifications or substitutions are included in the scope defined by the claims of the present application.
Claims (10)
1. A vehicle brake actuator characterized by: comprises that
The side of the upper valve body is provided with a control port, a two-way check valve is arranged inside the upper valve body, and the two-way check valve is communicated with the control port;
the lower valve body is connected with the upper valve body, the lower valve body is provided with an air inlet and an air outlet, the air inlet is used for being connected with an air storage cylinder, the air outlet is used for being connected with a brake actuating mechanism, a pneumatic control valve is arranged between the air inlet and the air outlet and used for controlling the air inlet and the air outlet to be communicated or closed, and the lower valve body is further provided with a first pressure sensor used for detecting air pressure at the air outlet;
the air passage system is arranged inside the upper valve body and comprises a control air passage and an air inlet air passage, one end of the control air passage is communicated with the two-way one-way valve, the other end of the control air passage is connected with a pneumatic control valve, one end of the air inlet air passage is communicated with the air inlet, the other end of the air inlet air passage is communicated with the two-way one-way valve, and a first air inlet electromagnetic valve and a second pressure sensor are arranged on the air inlet air passage;
and the ECU is connected with the upper valve body and is used for controlling the first air inlet electromagnetic valve, the first pressure sensor and the second pressure sensor.
2. The vehicle brake actuator of claim 1, wherein: the two air outlets are respectively positioned at two sides of the air inlet, and a pneumatic control valve is arranged between each air outlet and the air inlet.
3. The vehicle brake actuator of claim 2, wherein: the control air passage comprises a first air passage and a second air passage, one end of the first air passage is connected with the two-way one-way valve, the other end of the first air passage is connected with one of the pneumatic control valves, one end of the second air passage is communicated with the first air passage, and the other end of the second air passage is communicated with the other pneumatic control valve.
4. The vehicle brake actuator of claim 3, wherein: and a second air inlet electromagnetic valve is arranged on the first air passage.
5. The vehicle brake actuator of claim 3, wherein: and a third air inlet electromagnetic valve is arranged on the second air passage.
6. The vehicle brake actuator of claim 1, wherein: the pneumatic control valve comprises an air chamber, a piston and a return spring, the air chamber is arranged on the lower valve body, the piston is movably assembled inside the air chamber, the return spring is arranged on the lower valve body, and an air inlet valve is arranged between the piston and the return spring and used for controlling the air inlet and the air outlet to be communicated or closed.
7. The vehicle brake actuator of claim 2, wherein: be equipped with first exhaust port down on the valve body, first exhaust port is located the air inlet with between the gas outlet, be equipped with the air discharge valve on the pneumatic control valve, the air discharge valve is used for control the gas outlet with communicate or close between the first exhaust port.
8. The vehicle brake actuator of claim 7, wherein: the first exhaust port is equipped with two, every first exhaust port corresponds one the gas outlet.
9. The vehicle brake actuator of claim 5, wherein: go up still to be equipped with the second gas vent on the valve body, the second gas vent with connect through first exhaust solenoid valve between the first gas circuit.
10. The vehicle brake actuator of claim 7, wherein: the air flue system further comprises an exhaust air flue, one end of the exhaust air flue is communicated with the two-way check valve, the other end of the exhaust air flue is communicated with the first exhaust port, and a second exhaust electromagnetic valve is installed on the exhaust air flue.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110366148.7A CN113071464A (en) | 2021-04-06 | 2021-04-06 | Vehicle brake actuating mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110366148.7A CN113071464A (en) | 2021-04-06 | 2021-04-06 | Vehicle brake actuating mechanism |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN113071464A true CN113071464A (en) | 2021-07-06 |
Family
ID=76614995
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110366148.7A Pending CN113071464A (en) | 2021-04-06 | 2021-04-06 | Vehicle brake actuating mechanism |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113071464A (en) |
-
2021
- 2021-04-06 CN CN202110366148.7A patent/CN113071464A/en active Pending
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