CN113561952B - Parking braking system of vehicle and vehicle - Google Patents
Parking braking system of vehicle and vehicle Download PDFInfo
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- CN113561952B CN113561952B CN202110975927.7A CN202110975927A CN113561952B CN 113561952 B CN113561952 B CN 113561952B CN 202110975927 A CN202110975927 A CN 202110975927A CN 113561952 B CN113561952 B CN 113561952B
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- 238000009423 ventilation Methods 0.000 claims abstract description 35
- 238000013022 venting Methods 0.000 claims description 8
- 230000003137 locomotive effect Effects 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 9
- 230000004044 response Effects 0.000 description 5
- 230000002457 bidirectional effect Effects 0.000 description 4
- 238000004146 energy storage Methods 0.000 description 3
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000001360 synchronised effect Effects 0.000 description 2
- 230000001960 triggered effect Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000009977 dual effect Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 230000008054 signal transmission Effects 0.000 description 1
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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
- B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
- B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
- B60T11/103—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices
- B60T11/105—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic in combination with other control devices with brake locking after actuation, release of the brake by a different control device, e.g. gear lever
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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
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/08—Brake-action initiating means for personal initiation hand actuated
- B60T7/10—Disposition of hand control
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention provides a parking brake system of a vehicle and the vehicle, and relates to the field of vehicle chassis. The parking brake system of the present invention includes solenoid valve means, two parking control means connected to the solenoid valve means and disposed in the two cabs, respectively, and at least one brake means for controlling the solenoid valve means to switch between a ventilation state and a non-ventilation state, and configured to allow one of the parking control means to control the solenoid valve means to switch from the non-ventilation state to the ventilation state when the other parking control means controls the solenoid valve means in the non-ventilation state. At least one braking device is connected with the electromagnetic valve device, and the braking device is configured to brake the vehicle when the electromagnetic valve device is in a non-ventilation state, and to release the braking on the vehicle when the electromagnetic valve device is in a ventilation state, so that the burden of a driver is reduced, and the driver does not need to break or apply the braking through the tail of the locomotive.
Description
Technical Field
The invention relates to the field of vehicle chassis, in particular to a parking brake system of a vehicle and the vehicle.
Background
The vehicle brake system, which is a component of a vehicle, can keep the vehicle, which has been running and stopped, stationary until the driver actively operates to release the parked state, is one of the key components of the vehicle.
The spring energy storage parking brake system is an earlier-developed and common parking brake system, adopts manual operation, is reliable in braking, and is widely applied to large commercial vehicles.
The multi-compartment multi-axle bidirectional running urban automobile is a super-long and super-large capacity novel urban bus. The total length of the whole vehicle exceeds 30m, the whole vehicle is formed by grouping three carriages, six axles are counted, and one-side turning cannot be realized due to the limitation of turning radius, so that two cabs are arranged to mutually serve as a vehicle head and a vehicle tail, the two-way driving and parking functions are realized, and drivers are in different cabs when driving in different directions. The second, fourth and fifth shafts of the vehicle are the parking shafts when the vehicle runs in the forward direction, and the second, third and fifth shafts of the vehicle are the parking shafts when the vehicle runs in the reverse direction. When the traditional spring energy storage parking braking system is adopted, the brake valves are complex in arrangement and long in air pipeline, so that the parking braking response time is long, the parking execution of three parking shafts is asynchronous, and potential safety hazards such as the fact that a vehicle cannot be parked and a slope slides exist under certain special working conditions. And the multi-carriage multi-shaft bidirectional running urban automobile is configured by a front cab and a rear cab and does not have the function of turning around, and when the traditional spring energy storage parking braking system is adopted, the parking action operated in the front cab cannot be relieved in the rear cab, and vice versa. The driver needs to release or apply parking through the head and the tail of the vehicle, so that the actual operability of the bidirectional driving function of the whole vehicle is greatly reduced.
Disclosure of Invention
The invention aims to provide a parking brake system of a vehicle, which solves the technical problem that the control functions of two parking control devices in a double cab are not communicated in the prior art.
It is a further object of the first aspect of the invention to enable synchronized parking of the cars of the vehicle.
It is an object of a second aspect of the present invention to provide a vehicle having a parking brake system as described above.
According to an object of a first aspect of the present invention, there is provided a parking brake system of a vehicle, the vehicle being a bi-directional driving vehicle and having two cabs, the parking brake system comprising:
an electromagnetic valve device is arranged on the base plate,
two parking control devices respectively connected with the solenoid valve devices and respectively arranged in the two cabs, wherein the two parking control devices are used for controlling the solenoid valve devices to be switched between a ventilation state and a non-ventilation state and are configured to allow one parking control device to control the solenoid valve devices to be switched from the non-ventilation state to the ventilation state when the other parking control device controls the solenoid valve devices to be in the non-ventilation state;
at least one braking device connected to the solenoid valve device, the braking device configured to brake the vehicle when the solenoid valve device is in a non-venting state and to release braking of the vehicle when the solenoid valve device is in a venting state.
Optionally, the electromagnetic valve device has a first air source inlet, a first air outlet and a first air outlet, and the first air source inlet is connected with a first air supply device on the vehicle;
two of the parking control means for controlling the first air outlet port of the solenoid valve means to selectively communicate with the first air source inlet port or with the first air outlet port so that the solenoid valve means is in the ventilation state or the non-ventilation state;
the brake device is connected with the first air outlet of the electromagnetic valve device so as to brake the vehicle when the first air outlet is communicated with the first exhaust port, and brake of the vehicle is released when the first air outlet is communicated with the first air source inlet.
Optionally, the braking device comprises:
the parking relay valve is provided with a control port, a second air source inlet, a second air outlet and a second air outlet, the control port is connected with the first air outlet of the electromagnetic valve device, and the second air source inlet is connected with a second air supply device on the vehicle;
at least one spring air chamber having an air inlet connected to the second air outlet; wherein,
the parking relay valve is configured such that when the first air outlet of the solenoid valve device is communicated with the first exhaust port, the air pressure of the control port is zero, so that the second air outlet is communicated with the second exhaust port, so that the spring air chamber is in an exhaust state, and the vehicle is braked; when the first air outlet of the electromagnetic valve device is communicated with the first air source inlet, the air pressure of the control port is larger than zero, so that the second air outlet is communicated with the second air source inlet, the spring air chamber is in an inflated state, and the vehicle is braked.
Optionally, the parking control means includes a parking apply switch for controlling the first air outlet of the solenoid valve means to communicate with the first exhaust port when operated and a parking release switch; the parking release switch is used for controlling the first air outlet of the electromagnetic valve device to be communicated with the first air source inlet when in operation.
Optionally, the parking control device is a rotatable knob having a parking applied state and a parking released state, the knob being configured to slowly decrease the braking force of the vehicle when rotated from the parking applied state to the parking released state until the braking force is released; the braking force of the vehicle when rotated from the parking released state to the parking applied state slowly increases until it increases to a maximum braking force value.
Optionally, the vehicle comprises at least one compartment, one brake device is arranged in each compartment, and each brake device comprises two spring air chambers.
Optionally, two axles are provided in each said car, one of said axles being a parking axle, said braking means being provided in close proximity to said parking axle.
Optionally, each of the brake devices is provided with one of the second air supply devices.
Optionally, the solenoid valve device is arranged at a central position of the vehicle.
According to an object of a second aspect of the present invention, there is also provided a vehicle comprising the parking brake system described above.
The parking brake system of the present invention includes solenoid valve means, two parking control means connected to the solenoid valve means and disposed in the two cabs, respectively, and at least one brake means for controlling the solenoid valve means to switch between a ventilation state and a non-ventilation state, and configured to allow one of the parking control means to control the solenoid valve means to switch from the non-ventilation state to the ventilation state when the other parking control means controls the solenoid valve means in the non-ventilation state. At least one braking device is connected to the solenoid valve device, the braking device being configured to brake the vehicle when the solenoid valve device is in the non-venting state and to release braking of the vehicle when the solenoid valve device is in the venting state. Therefore, the invention can realize that the parking control device in one cab can be operated to release the brake applied to the vehicle by the other cab, the control functions of the two parking control devices are communicated, compared with the technical scheme that the parking operation of a single cab can be released only in the cab, the invention is more convenient, the burden of a driver is lightened, and the driver does not need to release or apply the brake through the head and the tail of the vehicle.
Furthermore, the electromagnetic valve device is arranged at the center of the vehicle, so that the parking brake air paths of each carriage connected with the electromagnetic valve device are approximately equal, and the parking brakes of a plurality of carriages can be synchronized.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a schematic block diagram of a parking brake system according to one embodiment of the present invention;
FIG. 2 is a schematic block diagram of a bi-directionally driven vehicle in accordance with one embodiment of the present invention;
FIG. 3 is a schematic block diagram of a solenoid valve device in the parking brake system shown in FIG. 1;
FIG. 4 is a schematic structural view of a parking brake system according to another embodiment of the present invention;
fig. 5 is a schematic configuration diagram of a parking brake system according to still another embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
Example 1:
fig. 1 is a schematic configuration diagram of a parking brake system 100 according to an embodiment of the present invention, and fig. 2 is a schematic configuration diagram of a bi-directionally driven vehicle according to an embodiment of the present invention. As shown in fig. 1 and 2, the vehicle in the present embodiment is a bidirectional driving vehicle and has two cabs. For example, a tram, a subway, or a high-speed rail vehicle in a city. The parking brake system 100 includes a solenoid valve device 10, two parking control devices 20, and at least one brake device 30, the two parking control devices 20 being connected to the solenoid valve device 10, respectively, and being disposed in two cabs, respectively, the two parking control devices 20 being for controlling the solenoid valve device 10 to switch between a ventilation state and a non-ventilation state, and being configured to allow one of the parking control devices 20 to control the solenoid valve device 10 to switch from the non-ventilation state to the ventilation state when the other parking control device 20 controls the solenoid valve device 10 in the non-ventilation state. At least one brake device 30 is connected to the solenoid valve device 10, the brake device 30 being configured to brake the vehicle when the solenoid valve device 10 is in the non-venting state and to release braking of the vehicle when the solenoid valve device 10 is in the venting state.
The embodiment can realize that the parking control device 20 in one cab can be operated to release the brake applied to the vehicle by the other cab, the control functions of the two parking control devices 20 are communicated, compared with the technical scheme that the parking operation of a single cab can be released only in the cab, the invention is more convenient, the burden of a driver is lightened, and the driver does not need to release or apply the brake through the tail of the locomotive. For example, when the driver operates in one of the operator's compartments, the parking control device 20 is operated to brake the vehicle. If the driver finds that the parking brake of the vehicle is not released when the driver turns to another cab to drive in the other direction, the driver only needs to release the brake of the vehicle in the current cab, and does not need to run to the cab at the other end of the vehicle to release the brake of the vehicle.
Fig. 3 is a schematic configuration diagram of the solenoid valve device 10 in the parking brake system 100 shown in fig. 1. As shown in fig. 3, and referring to fig. 1 and 2, in this embodiment, the electromagnetic valve device 10 has a first air supply inlet 1, a first air outlet 2, and a first air outlet 3, and the first air supply inlet 1 is connected to a first air supply device 40 on the vehicle. The two parking control devices 20 are used for controlling the first air outlet 2 of the solenoid valve device 10 to selectively communicate with the first air source inlet 1 or with the first air outlet 3, so that the solenoid valve device 10 is in a ventilation state or a non-ventilation state. The braking device 30 is connected to the first air outlet 2 of the solenoid valve device 10 to brake the vehicle when the first air outlet 2 is communicated with the first exhaust port 3 and to release the braking of the vehicle when the first air outlet 2 is communicated with the first air source inlet 1. Here, the first gas supply means 40 may be an air reservoir, and the solenoid valve means 10 may be a two-position three-way dual solenoid valve.
In this embodiment, the braking device 30 is equivalent to braking or contact braking of the vehicle according to the non-ventilation state or the ventilation state of the electromagnetic valve device 10. This embodiment requires only the addition of a solenoid valve device 10 to the original parking brake system 100, the solenoid valve device 10 being switched between the air-permeable state and the non-air-permeable state in response to an electric signal from the parking control device 20. In the prior art, a driver performs parking application operation on the parking brake system 100 by operating a manual valve in a cab, the whole vehicle is provided with a plurality of parking shafts, valves are distributed, air pipes are long, air pressure signals are sequentially transmitted to each parking shaft from the cab according to a time sequence, and the spring air chambers 32 of the parking shafts are necessarily delayed, so that asynchronous parking response is caused. In the present embodiment, the electrical signal of the parking control device 20 is introduced into the parking brake system 100, and compared with the path of pure pneumatic signal transmission using mechanical control in the prior art, the transmission process is shortened, and the coordination problems of long response time of parking brake and asynchronous parking of a plurality of parking shafts caused by long arrangement of a plurality of valves and pipelines in the prior art are eliminated or reduced.
Fig. 4 is a schematic configuration diagram of a parking brake system 100 according to another embodiment of the present invention. As shown in fig. 4, the brake device 30 includes a parking relay valve 31 and at least one spring air chamber 32, the parking relay valve 31 has a control port (not shown), a second air supply inlet (not shown), a second air outlet (not shown) and a second air outlet (not shown), the control port is connected to the first air outlet 2 of the solenoid valve device 10, and the second air supply inlet is connected to a second air supply device 50 on the vehicle. The spring air chamber 32 has an air inlet connected to a second air outlet. Wherein the parking relay valve 31 is configured to control the air pressure of the port to be zero when the first air outlet 2 of the electromagnetic valve device 10 is communicated with the first exhaust port 3, so that the second air outlet is communicated with the second exhaust port, thereby enabling the spring air chamber 32 to be in an exhaust state and further braking the vehicle; when the first air outlet 2 of the electromagnetic valve device 10 is communicated with the first air source inlet 1, the air pressure of the control port is larger than zero, so that the second air outlet is communicated with the second air source inlet, the spring air chamber 32 is in an inflated state, and the vehicle is braked. Here, the parking relay valve 31 selectively communicates the second air outlet with the second air supply inlet or the second air outlet according to the air pressure input by the solenoid valve device 10, so that the spring air chamber 32 is in the air charging state or the air discharging state. The second gas supply means 50 may be an air reservoir.
In this embodiment, the parking control means 20 includes a parking apply switch 21 and a parking release switch 22, the parking apply switch 21 being used to control the first air outlet 2 of the electromagnetic valve device 10 to communicate with the first air outlet 3 when operated; the parking release switch 22 is used to control the first air outlet 2 of the solenoid valve device 10 to communicate with the first air source inlet 1 when in operation.
In this embodiment, the vehicle includes at least one compartment, one brake device 30 is provided in each compartment, each brake device 30 includes two spring air chambers 32, and each brake device 30 is provided with one second air supply device 50. Two axles are arranged in each carriage, one of the axles is a parking axle, and the braking device 30 is arranged near the parking axle, so that the length of an air path can be shortened, and the braking response speed is improved.
In a preferred embodiment, the solenoid valve device 10 is arranged at the center of the vehicle, so that the parking brake air passages connected with the solenoid valve device 10 are approximately equal for each compartment, and the synchronism of parking brakes of a plurality of compartments can be realized.
Fig. 5 is a schematic configuration diagram of a parking brake system 100 according to still another embodiment of the present invention. As shown in fig. 5, and with reference to fig. 1, 2, 3 and 4, the number of cars is three. The parking control system 100 includes an air path structural portion and an electric circuit structural portion. Wherein,
the gas circuit structure part is: and the second air supply device I, the second air supply device II and the second air supply device III are connected in series through air pipelines and then communicated with a vehicle air source through an air source quick connector to form an independent air source of the system. And the second air supply device I is connected with a second air supply inlet of the parking relay valve I through a pipeline, and the parking relay valve I is arranged nearby the first parking shaft. And the second air supply device II is connected with a second air supply inlet of the parking relay valve II through a pipeline, and the parking relay valve II is arranged nearby a second parking shaft. And the second air supply device III is connected with a second air supply inlet of the parking relay valve III through a pipeline, and the parking relay valve III is arranged nearby the third parking shaft. The electromagnetic valve device 10 is arranged at the position which is equidistant to the parking relay valve I, the parking relay valve II and the parking relay valve III, a first air source inlet 1 of the electromagnetic valve device 10 is connected with the first air supply device 40, and a first air outlet 2 of the electromagnetic valve device 10 is simultaneously connected with a control port of the parking relay valve I, a control port of the parking relay valve II and a control port of the parking relay valve III. One path of a second air outlet of the parking relay valve I is connected with the spring air chamber I, and the other path of the second air outlet of the parking relay valve I is connected with the spring air chamber II; one path of a second air outlet of the parking relay valve II is connected with the spring air chamber III, and the other path of the second air outlet of the parking relay valve II is connected with the spring air chamber IV; one path of a second air outlet of the parking relay valve III is connected with the spring air chamber V, and the other path of the second air outlet is connected with the spring air chamber VI.
The circuit structure part is: the parking applying switch arranged in the cab of the vehicle head is connected with the anode of the power supply and the anode of the electromagnetic valve at the end I of the electromagnetic valve device 10, and the parking releasing switch arranged in the cab of the vehicle head is connected with the anode of the power supply and the anode of the electromagnetic valve at the end II of the electromagnetic valve device 10. The parking applying switch arranged in the vehicle tail cab is connected with the positive electrode of the power supply and the positive electrode of the electromagnetic valve device 10 at the end I, and the parking releasing switch arranged in the vehicle tail cab is connected with the positive electrode of the power supply and the positive electrode of the electromagnetic valve device 10 at the end II. The end I electromagnetic valve cathode 2 of the electromagnetic valve device 10 is connected with the power supply cathode, and the end II electromagnetic valve cathode of the electromagnetic valve device 10 is connected with the power supply cathode (see the attached figure 3).
Therefore, no matter the driver is in the cab at the front of the vehicle or in the cab at the rear of the vehicle, when the parking applying switch at the front of the vehicle or the parking applying switch at the rear of the vehicle is triggered, the first air outlet 2 of the electromagnetic valve device 10 is communicated with the first exhaust port 3 of the electromagnetic valve device, no air pressure is output from the first air outlet 2, no air pressure control signal arrives at the control ports of the parking relay valve I, the parking relay valve II and the parking relay valve III at the moment, no air pressure is output from the air outlets of the parking relay valve I, the parking relay valve II and the parking relay valve III, the spring air chambers I, the spring air chambers II, the spring air chambers III, the spring air chambers IV, the spring air chambers V and the spring air chambers VI are all in an exhaust state, and the parking brake of the whole vehicle is applied.
No matter a driver is in a cab at the front of a vehicle or in a cab at the tail of the vehicle, when a parking release switch at the front of the vehicle or a parking release switch at the tail of the vehicle is triggered, a first air outlet 2 of the electromagnetic valve device 10 is communicated with a first air source inlet 1 of the electromagnetic valve device, the first air outlet 2 forms air pressure output, at the moment, air pressure control signals arrive at control ports of a parking relay valve I, a parking relay valve II and a parking relay valve III, air outlets of the parking relay valve I, the parking relay valve II and the parking relay valve III form air pressure output, a spring air chamber I, a spring air chamber II, a spring air chamber III, a spring air chamber IV, a spring air chamber V and a spring air chamber VI are all in an inflation state, and parking braking of the whole vehicle is released.
Further, the present invention also provides a vehicle, which includes the parking brake system 100, and details of the parking brake system 100 are not repeated herein.
Example 2:
example 2 differs from example 1 only in that:
the parking control device 20 is a rotatable knob having a parking applied state and a parking released state, the knob being configured to gradually decrease the braking force of the vehicle when the knob is rotated from the parking applied state to the parking released state until the braking force is released; the braking force of the vehicle when rotating from the parking released state to the parking applied state slowly increases until it increases to the maximum braking force.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.
Claims (10)
1. A parking brake system for a vehicle, the vehicle being a bi-directional driving vehicle and having two cabs, the parking brake system comprising:
an electromagnetic valve device is arranged on the base plate,
two parking control devices respectively connected with the solenoid valve devices and respectively arranged in the two cabs, wherein the two parking control devices are used for controlling the solenoid valve devices to be switched between a ventilation state and a non-ventilation state and are configured to allow one parking control device to control the solenoid valve devices to be switched from the non-ventilation state to the ventilation state when the other parking control device controls the solenoid valve devices to be in the non-ventilation state;
at least one braking device connected to the solenoid valve device, the braking device configured to brake the vehicle when the solenoid valve device is in a non-venting state and to release braking of the vehicle when the solenoid valve device is in a venting state.
2. Parking brake system according to claim 1,
the electromagnetic valve device is provided with a first air source inlet, a first air outlet and a first air outlet, and the first air source inlet is connected with a first air supply device on the vehicle;
two of the parking control means for controlling the first air outlet port of the solenoid valve means to selectively communicate with the first air source inlet port or with the first air outlet port so that the solenoid valve means is in the ventilation state or the non-ventilation state;
the brake device is connected with the first air outlet of the electromagnetic valve device so as to brake the vehicle when the first air outlet is communicated with the first exhaust port, and brake of the vehicle is released when the first air outlet is communicated with the first air source inlet.
3. The parking brake system according to claim 2, characterized in that the brake device comprises:
the parking relay valve is provided with a control port, a second air source inlet, a second air outlet and a second air outlet, the control port is connected with the first air outlet of the electromagnetic valve device, and the second air source inlet is connected with a second air supply device on the vehicle;
at least one spring air chamber having an air inlet connected to the second air outlet; wherein,
the parking relay valve is configured such that when the first air outlet of the solenoid valve device is communicated with the first exhaust port, the air pressure of the control port is zero, so that the second air outlet is communicated with the second exhaust port, so that the spring air chamber is in an exhaust state, and the vehicle is braked; when the first air outlet of the electromagnetic valve device is communicated with the first air source inlet, the air pressure of the control port is larger than zero, so that the second air outlet is communicated with the second air source inlet, the spring air chamber is in an inflated state, and the vehicle is braked.
4. Parking brake system according to claim 2,
the parking control means includes a parking apply switch for controlling the first air outlet of the solenoid valve means to communicate with the first exhaust port when operated and a parking release switch; the parking release switch is used for controlling the first air outlet of the electromagnetic valve device to be communicated with the first air source inlet when in operation.
5. Parking brake system according to claim 2,
the parking control device is a rotatable knob, the knob is provided with a parking applying state and a parking releasing state, and the knob is configured to slowly reduce the braking force of the vehicle when the knob is rotated from the parking applying state to the parking releasing state until the braking force is released; the braking force of the vehicle when rotated from the parking released state to the parking applied state slowly increases until it increases to a maximum braking force value.
6. Parking brake system according to claim 3,
the vehicle at least comprises one compartment, one brake device is arranged in each compartment, and each brake device comprises two spring air chambers.
7. Parking brake system according to claim 6,
two axles are arranged in each carriage, wherein one axle is a parking axle, and the braking device is arranged close to the parking axle.
8. Parking brake system according to claim 7,
each of the brake devices is provided with one of the second air supply devices.
9. Parking brake system according to claim 1,
the solenoid valve device is disposed at a center position of the vehicle.
10. A vehicle, characterized in that the vehicle comprises a parking brake system according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110975927.7A CN113561952B (en) | 2021-08-24 | 2021-08-24 | Parking braking system of vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110975927.7A CN113561952B (en) | 2021-08-24 | 2021-08-24 | Parking braking system of vehicle and vehicle |
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| CN113561952A CN113561952A (en) | 2021-10-29 |
| CN113561952B true CN113561952B (en) | 2022-04-19 |
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| CN202110975927.7A Active CN113561952B (en) | 2021-08-24 | 2021-08-24 | Parking braking system of vehicle and vehicle |
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| CN114179771B (en) * | 2021-12-20 | 2022-12-02 | 三一汽车起重机械有限公司 | Parking control device, brake control system, brake control method, and vehicle |
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Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee after: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee after: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee before: ZHEJIANG GEELY NEW ENERGY COMMERCIAL VEHICLE GROUP Co.,Ltd. Patentee before: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. |
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Effective date of registration: 20230407 Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee after: Zibo Geely New Energy Commercial Vehicle Development Co.,Ltd. Patentee after: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee after: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. Patentee after: GEELY SICHUAN COMMERCIAL VEHICLE Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Patentee before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Patentee before: Zhejiang Geely Remote New Energy Commercial Vehicle Group Co.,Ltd. Patentee before: Zhejiang Geely new energy Commercial Vehicle Development Co.,Ltd. |