CN113613969B - Braking device - Google Patents
Braking device Download PDFInfo
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- CN113613969B CN113613969B CN202080022605.4A CN202080022605A CN113613969B CN 113613969 B CN113613969 B CN 113613969B CN 202080022605 A CN202080022605 A CN 202080022605A CN 113613969 B CN113613969 B CN 113613969B
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- Prior art keywords
- air
- pipe
- space
- brake
- valve
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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
- B60T13/24—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being gaseous
- B60T13/26—Compressed-air systems
- B60T13/36—Compressed-air systems direct, i.e. brakes applied directly by compressed air
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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
- B60T15/36—Other control devices or valves characterised by definite functions
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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
- 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
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The braking device (S) comprises: a 1 st pipe (7) having one end connected to the brake pedal (B) and through which air supplied from the main air tank (4) passes; a 2 nd pipe (8) having one end connected to the brake pedal (B), through which the air passes, the 2 nd pipe being longer than the 1 st pipe (7); a 1 st partition plate (67) that partitions a 1 st space (651) into which air flows from the 1 st pipe (7) from a 2 nd space (652) into which air flows from the 2 nd pipe (8); and a switching unit (6) having a valve (62), wherein the valve (62) opens and closes a 2 nd opening (69) for allowing air flowing in from the wheel parking air tank (5) to flow out to the common pipeline (1), and when the brake pedal (B) is depressed, the 1 st partition plate (67) moves by the air flowing in from the 1 st pipe (7) to the 1 st space (651), the valve (62) moves, and the valve (62) moves further by the air flowing in from the 2 nd pipe (8), thereby closing the 2 nd opening (69).
Description
Technical Field
The present disclosure relates to a brake device of a vehicle.
Background
A braking device is provided in a vehicle. Patent document 1 discloses a brake device for a tractor, which includes: a service brake signal line from a brake valve piping connected to a service brake air tank to a tractor relay valve; an emergency brake piping connecting the spring brake air tank and the trailer relay valve; a common brake line that supplies a signal gas of a common brake from a trailer relay valve to a tractor side; and an emergency brake line that supplies gas to the gas tank on the tractor side at ordinary times.
Prior art literature
Patent literature
Patent document 1: japanese patent laid-open No. 11-20676
Disclosure of Invention
Technical problem to be solved by the invention
In some cases, a vehicle is provided with: a service line that supplies air for operating the service brake when the brake pedal is depressed; and an emergency line for passing air for operating the emergency brake. If damage occurs to the service line, the service brake becomes inoperative. In order to make it possible to operate the vehicle even in this state, it is conceivable that when the brake pedal is depressed in a state where the normal line is damaged, air in the emergency line is discharged to the normal line via a switching portion such as a tractor control valve, and the emergency brake is operated.
The switching portion has, for example, a valve that opens the 1 st opening portion for letting out the air flowing in from the emergency line into the normal line. The valve opens the 1 st opening portion by the pressure of the air supplied from the main air tank being greater than the pressure of the air supplied from the wheel parking air tank.
On the other hand, when the brake pedal is depressed in a state where the common line is not damaged, the 1 st opening is opened by the movement of the partition plate that separates the 1 st space from the 2 nd space in the switching portion, and air is supplied from the wheel parking air tank to the common line, whereby the service brake is operated. At this time, if the partition plate is difficult to move in the switching portion, the time until the valve closes the 2 nd opening portion through which air flows from the wheel parking air tank to the switching portion becomes short, and therefore, the time from depression of the brake pedal to actuation of the service brake becomes long.
For example, since the length of the 1 st pipe connecting the brake pedal to the 1 st inflow portion for flowing air into the 1 st space is longer than the length of the 2 nd pipe connecting the brake pedal to the 2 nd inflow portion for flowing air into the 2 nd space, the time of air inflow into the 2 nd space is earlier than the time of air inflow into the 1 st space, and there is a problem that the partition plate is hard to descend.
Accordingly, the present disclosure has been made in view of these points, and an object thereof is to provide a brake device that allows a brake to be quickly operated when a brake pedal is depressed in a state where a normal line is not damaged.
Technical means for solving the technical problems
In claim 1 of the present disclosure, there is provided a brake device comprising: a service line for passing air for operating a service brake of the vehicle; an emergency line through which air for operating an emergency brake of the vehicle passes; a main air tank for storing air; a wheel parking air tank for accumulating air supplied to the emergency line; a 1 st pipe having one end connected to a brake pedal for adjusting a flow rate of air supplied from the main air tank, and through which the air supplied from the main air tank passes; a 2 nd pipe having one end connected to the brake pedal and through which air supplied from the main air tank passes, the 2 nd pipe being longer than the 1 st pipe; and a switching unit having a 1 st partition plate that separates a 1 st space into which air flows from the 1 st pipe from a 2 nd space into which air flows from the 2 nd pipe, and a valve that opens and closes an opening portion through which air flowing from the wheel parking air tank flows into the normal line, wherein when the brake pedal is depressed, air flows from the 1 st pipe into the 1 st space and the 1 st partition plate moves, so that the valve moves, and air flows from the 2 nd pipe, so that the valve moves further to close the opening portion.
The valve may further include: a lower piston for opening and closing the opening; and an upper piston that moves the lower piston, wherein the lower piston closes the opening portion on the condition that a pressure of air supplied from the main air tank is greater than a pressure of air supplied from the wheel parking air tank.
The switching unit may have a 2 nd partition plate that separates the 2 nd space from a 3 rd space in which air flows out to the normal line, and has a hole through which air flowing from the 2 nd pipe into the 2 nd space passes, and the upper piston may move by the air flowing from the hole, thereby moving the lower piston.
In addition, when the brake pedal is depressed in a state where the common line is not damaged, more air may flow from the 1 st pipe into the 1 st space and the 1 st partition plate may be moved, and the valve may be moved for a longer period of time than when the brake pedal is depressed in a state where the common line is damaged.
Further, if the brake pedal is depressed in a state where the normal line is damaged, the valve may be moved to allow the air flowing in from the emergency line to flow out to the normal line.
When the brake pedal is depressed, air may flow from the 1 st pipe into the 1 st space and the 1 st partition plate may move, so that the valve moves together with the 1 st partition plate, and air may flow from the 2 nd pipe, so that the valve moves further independently of the 1 st partition plate to close the opening.
Further, when the brake pedal is depressed, the valve may start to move by air flowing from the 1 st pipe into the 1 st space, and then the opening may be closed by air flowing from the 2 nd pipe into the 2 nd space, so that the valve may further move.
Effects of the invention
According to the present disclosure, the following effects are exerted: in a brake device, when a brake pedal is depressed in a state where a service line is not damaged, a brake is rapidly operated.
Drawings
Fig. 1 shows a state in which air does not flow in from the 1 st pipe and the 2 nd pipe in the brake device according to the present embodiment.
Fig. 2 shows a state in which air flows from the 1 st pipe into the 1 st space in the brake device of the present embodiment.
Fig. 3 shows a state in which air flows from the 2 nd pipe into the 2 nd space after air flows from the 1 st pipe into the 1 st space in the brake device of the present embodiment.
Fig. 4 shows a state in which air flows from the 2 nd pipe into the 2 nd space in the brake device as a comparative example.
Fig. 5 shows a state in which air flows from the 1 st pipe into the 1 st space after air flows from the 2 nd pipe into the 2 nd space in the brake device as a comparative example.
Detailed Description
[ construction of brake S ]
Fig. 1 is a diagram showing a state in which air does not flow in from the 1 st pipe 7 and the 2 nd pipe 8 in the brake device S of the present embodiment. Fig. 2 is a diagram showing a state in which air flows from the 1 st pipe 7 into the 1 st space 651 in the brake device S of the present embodiment. Fig. 3 is a diagram showing a state in which air flows from the 2 nd pipe 8 into the 2 nd space 652 after air flows from the 1 st pipe 7 into the 1 st space 651 in the brake device S of the present embodiment.
The vehicle has a service brake A, a brake pedal B, an emergency brake C and a brake device S. The service brake a is, for example, a service brake that is operated by a driver pressing the brake pedal B with a foot during operation of the vehicle. The service brake a is operated by the driver depressing the brake pedal B. The service brake a is, for example, an air brake. The service brake a is actuated by, for example, air inflow.
The brake pedal B is a part for operating the service brake a. When the brake pedal B is pressed in a state where a damage occurs in the service line 1 described later, the emergency brake C is actuated. The brake pedal B adjusts the flow rate of air supplied from a main air tank 4 described later.
The emergency brake C is, for example, a parking brake operated by a driver moving a handle by hand or foot. The emergency brake C is, for example, an air brake. The emergency brake C is operated by, for example, air flowing out from the emergency brake C and the emergency line 3.
The brake device S is a device for operating the service brake a and the emergency brake C. The brake device S has a common line 1, a common line switching unit 2, an emergency line 3, a main air tank 4, a wheel parking air tank 5, a switching unit 6, a 1 st pipe 7, and a 2 nd pipe 8.
The service line 1 is provided for the passage of air for operating the service brakes a of the vehicle. The usual piping 1 includes, for example, a pipe or hose made of metal, rubber, or resin. One end of the common line 1 is connected to a common line switching unit 2, and the other end is connected to a switching unit 6 described later.
The common line switching part 2 is for example a relay valve. The service line switching unit 2 switches whether or not to flow air to the service brake a using the air flowing into the service line 1 as a signal for operation. Specifically, in the case where air flows in the service line 1, the service line switching portion 2 flows air to the service brake a. On the other hand, in the case where no air flows in the service line 1, the service line switching portion 2 does not flow air to the service brake a.
The emergency line 3 is provided for the passage of air for the operation of the emergency brake C. The emergency line 3 includes, for example, a pipe or hose made of metal, rubber, or resin. The emergency line 3 has one end connected to the emergency brake C and the other end connected to a switching unit 6 described later.
The emergency brake C is not operated during the inflow of air into the emergency brake C and the emergency line 3. On the other hand, the emergency brake C is operated by air flowing out of the emergency line 3 and air flowing out of the emergency brake C.
The main air tank 4 is a tank for accumulating air supplied to the switching unit 6. The main air box 4 is fixed to the side frames. The wheel parking air tank 5 is a tank that stores air to be supplied to the normal line 1 and the emergency line 3. The capacity of the wheel parking air tank 5 is smaller than the capacity of the main air tank 4. The wheel parking air box 5 is fixed to the side frame.
The switching unit 6 is, for example, a TCV (traction vehicle control valve). The switching unit 6 is fixed to the side frame. The switching portion 6 has a 1 st opening 61, a valve 62, and a 2 nd opening 69. When the brake pedal B is depressed while the common line 1 is not damaged, the 1 st opening 61 allows air flowing in from the wheel parking air tank 5 to flow out to the common line 1. On the other hand, when the brake pedal B is depressed in a state where the normal line 1 is damaged, the 1 st opening 61 allows the air flowing in from the emergency line 3 to flow out to the normal line 1.
The valve 62 changes the amount of air flowing from the emergency line 3 into the common line 1 based on the pressure of air supplied from the main air tank 4 and the pressure of air supplied from the wheel parking air tank 5. Specifically, the valve 62 opens the 1 st opening 61 more rapidly as the value obtained by subtracting the pressure of the air supplied from the wheel parking air tank 5 from the pressure of the air supplied from the main air tank 4 increases. When the brake pedal B is depressed, the valve 62 opens the 1 st opening 61 by supplying air from the main air tank 4 to the switching unit 6.
The 2 nd opening 69 allows air flowing in from the wheel parking air tank 5 to flow out to the common line 1. Specifically, the 2 nd opening 69 allows air to flow from the wheel parking air tank 5 to the switching portion 6, and allows air to flow from the switching portion 6 to the common line 1. The 2 nd opening 69 is opened and closed by the valve 62. Details of the switching section 6 are described later.
When the brake pedal B is depressed while the normal line 1 is not damaged, the 1 st opening 61 is opened by the valve 62 of the switching unit 6, and the air flowing from the wheel parking air tank 5 to the switching unit 6 flows out to the normal line 1 and the emergency line 3.
On the other hand, when the brake pedal B is depressed in a state where the normal line 1 is damaged, the valve 62 is moved, and the air flowing in from the emergency line 3 flows out to the normal line 1. Specifically, when the brake pedal B is depressed in a state where the normal line 1 is damaged, the 1 st opening 61 is opened by the valve 62 of the switching unit 6, and the air flowing into the switching unit 6 from the emergency line 3 flows out from the hole 11 formed by the damage of the normal line 1. The hole 11 is formed by, for example, collision of the usual pipeline 1 with an external object, thereby being impacted by the collision. The external object includes, for example, a convex portion formed on a road, a stone flown over, or the like.
One end of the 1 st pipe 7 is connected to the brake pedal B, and air supplied from the main air tank 4 passes therethrough. One end of the 2 nd pipe 8 is connected to the brake pedal B, and air supplied from the main air tank 4 passes therethrough. If the 2 nd pipe 8 is shorter than the 1 st pipe 7, the air supplied from the main air tank 4 to the switching portion 6 through the 2 nd pipe 8 is supplied to the switching portion 6 earlier than the air supplied from the main air tank 4 to the switching portion 6 through the 1 st pipe 7. Therefore, the 2 nd pipe 8 is longer than the 1 st pipe 7 in the brake device S of the present embodiment.
[ detail structure of switching section 6 ]
The switching section 6 has an inflow section 63, an outflow section 64, a plurality of spaces 65, an elastic member 66, a 1 st partition plate 67, and a 2 nd partition plate 68. The inflow portion 63 is a portion into which air flows into the switching portion 6. Specifically, the inflow portion 63 has an opening through which air flows into the switching portion 6.
As the inflow portion 63, a 1 st inflow portion 631, a 2 nd inflow portion 632, a 3 rd inflow portion 633, and a 4 th inflow portion 634 are provided. The 1 st inflow portion 631 is a portion into which air supplied from the main air box 4 flows. The 1 st pipe 7 is connected to the 1 st inflow portion 631.
The 2 nd inflow portion 632 is a portion into which the air supplied from the main air tank 4 flows. The 2 nd pipe 8 is connected to the 2 nd inflow portion 632.
The 3 rd inflow portion 633 is a portion into which the air supplied from the wheel parking air tank 5 flows. The 4 th inflow portion 634 is a portion into which air flows from the emergency line 3 when the brake pedal B is depressed in a state where the normal line 1 is damaged.
The outflow portion 64 is a portion from which air flows out from the switching portion 6. Specifically, the outflow portion 64 has an opening through which air flows out from the switching portion 6. As the outflow portion 64, a 1 st outflow portion 641 is provided. The 1 st outflow portion 641 is a portion from which air flows out from the switching portion 6. The 1 st outflow portion 641 is a portion through which air flowing in from the wheel parking air tank 5 flows out to the service line 1 when the brake pedal B is depressed in a state where the service line 1 is not damaged. On the other hand, the 1 st outflow portion 641 is a portion through which air flowing in from the emergency line 3 flows out to the normal line 1 when the brake pedal B is depressed in a state where the normal line 1 is damaged.
The space 65 is formed inside the switching section 6. As the space 65, a 1 st space 651, a 2 nd space 652, a 3 rd space 653, and a 4 th space 654 are provided. The 1 st inflow portion 631 communicates with the 1 st space 651. The 2 nd inflow portion 632 communicates with the 2 nd space 652. The 2 nd space 652 is located below the 1 st space 651 in the height direction of the vehicle. The 1 st opening 61 and the 1 st outflow 641 communicate with the 3 rd space 653. The 3 rd space 653 is located below the 2 nd space 652. The 1 st opening 61, the 2 nd opening 69, the 3 rd inflow 633 and the 4 th inflow 634 communicate with the 4 th space 654. The 4 th space 654 is located below the 3 rd space 653.
The elastic member 66 is, for example, a spring. The elastic member 66 urges the upper piston 622 upward in the height direction of the vehicle. The elastic member 66 is disposed in the 3 rd space 653.
The 1 st partition plate 67 is a part that partitions the 1 st space 651 and the 2 nd space 652. The 1 st partition plate 67 moves the 2 nd partition plate 68. The 1 st partition plate 67 has a plurality of protrusions provided on a surface on the 2 nd partition plate 68 side. The front ends of the plurality of projections press the 1 st partition plate 67 side surface of the 2 nd partition plate 68 downward, and the 1 st partition plate 67 moves the 2 nd partition plate 68 downward. Specifically, when air flows from the 1 st inflow portion 631 into the switching portion 6, the 1 st partition plate 67 moves downward in a state where the lower ends of the plurality of protruding portions of the 1 st partition plate 67 contact a region of a part of the surface of the 2 nd partition plate 68 on the 1 st partition plate 67 side, thereby moving the 2 nd partition plate 68 downward.
The 2 nd partition plate 68 is a part that partitions the 2 nd space 652 and the 3 rd space 653. The 2 nd partition plate 68 moves the upper piston 622. The 2 nd partition plate 68 has a hole 681. The hole 681 allows air flowing from the 2 nd pipe 8 into the 2 nd space 652 to pass therethrough.
The valve 62 has a lower piston 621 and an upper piston 622. The lower piston 621 is a component for changing the opening degree of the 1 st opening 61. The lower piston 621 opens the 1 st opening portion 61 on condition that the pressure of the air supplied from the main air tank 4 is greater than the pressure of the air supplied from the wheel parking air tank 5. The lower piston 621 is a member for opening and closing the 2 nd opening 69. The lower piston 621 closes the 2 nd opening 69 on condition that the pressure of the air supplied from the main air tank 4 is greater than the pressure of the air supplied from the wheel parking air tank 5. The lower piston 621 is disposed in the 4 th space 654.
The upper piston 622 is a member that moves the lower piston 621. Specifically, the upper end of the lower piston 621 is pressed downward by the lower end of the upper piston 622, and the upper piston 622 moves the lower piston 621. The upper piston 622 moves by the air flowing in from the hole 681 of the 2 nd partition plate 68, thereby moving the lower piston 621. The upper piston 622 is disposed in the 3 rd space 653.
The larger the value obtained by subtracting the pressure of the air supplied from the wheel parking air tank 5 from the pressure of the air supplied from the main air tank 4, the faster the lower piston 621 moves, thereby rapidly increasing the opening degree of the 1 st opening portion 61. By providing the lower piston 621 in this way, the brake device S can quickly increase the opening degree of the 1 st opening portion 61 by the lower piston 621 when the capacity of the main air tank 4 is larger than the capacity of the wheel parking air tank 5.
When the brake pedal B is depressed, air flows from the 1 st pipe 7 into the 1 st space 651, and the 1 st partition plate 67 moves, whereby the valve 62 moves (fig. 2). Specifically, when the brake pedal B is depressed, air flows from the 1 st pipe 7 into the 1 st space 651, and the 1 st partition plate 67 moves, so that the 2 nd partition plate 68 moves, and the valve 62 moves. Then, air flows in from the 2 nd pipe 8, and the valve 62 moves further to close the 2 nd opening 69 (fig. 3). Specifically, air flows from the 2 nd pipe 8 into the 2 nd space 652, and the valve 62 moves further by the air passing through the hole 681 of the 2 nd partition plate 68 from the 2 nd space 652 to close the 2 nd opening 69. That is, after the air flows from the 1 st pipe 7 into the 1 st space 651 and the valve 62 starts to move together with the 1 st partition plate 67 and the 2 nd partition plate 68, the air flows from the 2 nd pipe 8 and the valve 62 moves further independently of the 1 st partition plate 67 and the 2 nd partition plate 68 to close the 2 nd opening 69.
Fig. 4 is a diagram showing a state in which air flows from the 2 nd pipe 8 into the 2 nd space 652 in the brake device T as a comparative example. Fig. 5 is a diagram showing a state in which, in the brake device T as a comparative example, air flows from the 1 st pipe 7 into the 1 st space 651 after the air flows from the 2 nd pipe 8 into the 2 nd space 652.
The brake device T as a comparative example is different from the brake device S in that the 2 nd pipe 8 is shorter than the 1 st pipe 7, and when the brake pedal B is depressed, air flows from the 2 nd pipe 8 into the 2 nd space 652 and then flows from the 1 st pipe 7 into the 1 st space 651. In the brake device T, when the brake pedal B is depressed, air flows from the 2 nd pipe 8 into the 2 nd space 652 and air flows from the hole 681 of the 2 nd partition plate 68, so that the valve 62 moves (fig. 4), and the valve 62 moves further to close the 2 nd opening 69. Then, the air flows from the 1 st pipe 7 into the 1 st space 651 (fig. 5).
In the brake device T, after the air flows from the 2 nd pipe 8 into the 2 nd space 652 as described above, the air flows from the 1 st pipe 7 into the 1 st space 651, and therefore, the air flowing into the 2 nd space 652 flows from the hole 681 of the 2 nd partition plate 68, and the valve 62 is rapidly moved. Therefore, in the brake device T, the time from when the brake pedal B is depressed until the 2 nd opening 69 is closed by the valve 62 becomes shorter. Therefore, in the brake device T, when the brake pedal B is depressed in a state where the service line 1 is not damaged, the time required for the air flowing in from the wheel parking air tank 5 to flow out to the service line 1 is shortened.
As a result, in the brake device T, when the brake pedal B is depressed in the undamaged state of the service line 1, the inflow of air into the service line 1 is delayed, and therefore, the operation of the service brake a is delayed.
In contrast, in the brake device S, as described above, the 2 nd pipe 8 is longer than the 1 st pipe 7, and when the brake pedal B is depressed, air flows from the 1 st pipe 7 into the 1 st space 651, and the 1 st partition plate 67 moves, so that the valve 62 moves. Then, air flows from the 2 nd pipe 8 into the 2 nd space 652, and the valve 62 moves further to close the 2 nd opening 69.
Therefore, in the brake device S, when the brake pedal B is depressed, air flows from the 1 st pipe 7 into the 1 st space 651 and the 1 st partition plate 67 moves, and the state in which the valve 62 has moved is set to a predetermined time (fig. 2).
Therefore, in the brake device S, when the brake pedal B is depressed in the intact state of the service line 1, the time for air to flow from the wheel well air tank 5 to the service line 1 can be lengthened. As a result, in the brake device S, when the brake pedal B is depressed in the undamaged state of the service line 1, the service brake a can be quickly operated.
In addition, when the brake pedal B is depressed in the state where the service line 1 is not damaged, more air flows from the 1 st pipe 7 into the 1 st space 651 and the 1 st partition plate 67 moves, and the valve 62 moves for a longer period of time than when the brake pedal B is depressed in the state where the service line 1 is damaged.
If the time of the state in which the valve 62 is moved is lengthened to lengthen the time of the flow in the common line 1 in the air, more air can be flowed in by using the common line 1. By operating the brake device S in this manner, when the brake pedal B is depressed in a state where the service line 1 is not damaged, more air can be introduced from the wheel parking air tank 5 through the service line 1. Therefore, in the brake device S, when the brake pedal B is depressed in the intact state of the service line 1, the service brake a can be quickly operated.
Modification example
In the above embodiment, the example in which the hole 11 is formed due to damage to the common pipeline 1 has been shown, but the present invention is not limited to this. The common line 1 may be cut off, for example, due to damage to the common line 1.
[ Effect of the brake device S of the present embodiment ]
The brake device S of the present embodiment includes: a service line 1 for passing air for operating a service brake a of the vehicle; an emergency line 3 through which air for operating an emergency brake C of the vehicle passes; a main air box 4 for accumulating air; and a wheel parking air tank 5 that stores air supplied to the emergency line 3. The brake device S further includes: a 1 st pipe 7 having one end connected to a brake pedal B for adjusting a flow rate of air supplied from the main air tank 4, and through which the air supplied from the main air tank 4 passes; and a 2 nd pipe 8 having one end connected to the brake pedal B, through which air supplied from the main air tank 4 passes, and longer than the 1 st pipe 7.
Further, the brake device S includes a switching unit 6, and the switching unit 6 includes: a 1 st partition plate 67 that partitions the 1 st space 651 into which the air 1 st pipe 7 flows from the 2 nd space 652 into which the air 2 nd pipe 8 flows; and a valve 62 that opens and closes a 2 nd opening 69 for letting out the air flowing in from the wheel parking air tank 5 to the common line 1. When the brake pedal B is depressed, air flows from the 1 st pipe 7 into the 1 st space 651, and the 1 st partition plate 67 moves, so that the valve 62 moves, and air flows from the 2 nd pipe 8, whereby the valve 62 further moves to close the 2 nd opening 69.
In the brake device S, when the brake pedal B is depressed in this way, air flows from the 1 st pipe 7 into the 1 st space 651, the 1 st partition plate 67 moves, the valve 62 moves, and air flows from the 2 nd pipe 8, and the valve 62 moves further to close the 2 nd opening 69.
Therefore, in the brake device S, when the brake pedal B is depressed, air flows from the 1 st pipe 7 into the 1 st space 651 and the 1 st partition plate 67 moves, so that the valve 62 can be set to a moving state for a predetermined time. Therefore, in the brake device S, when the brake pedal B is depressed in the state where the service line 1 is not damaged, the time for the air wheel parking air tank 5 to flow to the service line 1 can be lengthened. As a result, in the brake device S, when the brake pedal B is depressed in the undamaged state of the service line 1, the service brake a can be quickly operated.
The present disclosure has been described above using the embodiments, but the scope of the present disclosure is not limited to the scope described in the above embodiments, and various modifications and changes can be made within the scope of the gist thereof. For example, all or a part of the device may be functionally or physically distributed and integrated in any unit. In addition, a new embodiment produced by any combination of the plurality of embodiments is also included in the embodiments of the present disclosure. The effects of the new embodiment produced by the combination have the effects of the original embodiment.
The present application is based on the Japanese patent application filed on 27/3/2019 (Japanese patent application No. 2019-061345), the contents of which are incorporated herein by reference.
Industrial applicability
The brake device of the present disclosure is useful in that the brake can be operated quickly when the brake pedal is depressed in a state where the service line is not damaged.
Description of the reference numerals
A service brake
B brake pedal
C emergency brake
S brake device
1. Common pipeline
11. Hole(s)
2. Common pipeline switching part
3. Emergency pipeline
4. Main air box
5. Wheel parking air box
6. Switching part
61. 1 st opening part
62. Valve
621. Lower piston
622. Upper piston
63. Inflow part
631. 1 st inflow portion
632. 2 nd inflow part
633. 3 rd inflow part
634. 4 th inflow portion
64. Outflow part
641. 1 st outflow portion
65. Space of
651. 1 st space
652. Space 2
653. 3 rd space
654. Space 4
66. Elastic member
67. 1 st division plate
68. No. 2 partition plate
681. Hole(s)
69. 2 nd opening part
7. 1 st pipe
8. 2 nd pipe
T is a brake device of a comparative example
Claims (7)
1. A brake device, characterized by comprising:
a service line for passing air for operating a service brake of the vehicle;
an emergency line for passing air for operating an emergency brake of the vehicle;
a main air tank for storing air;
a wheel parking air tank that stores air to be supplied to the emergency line;
a 1 st pipe having one end connected to a brake pedal for adjusting a flow rate of air supplied from the main air tank, and through which the air supplied from the main air tank passes;
a 2 nd pipe having one end connected to the brake pedal and through which air supplied from the main air tank passes, the 2 nd pipe being longer than the 1 st pipe; and
a switching unit having a 1 st partition plate that separates a 1 st space into which air flows from the 1 st pipe from a 2 nd space into which air flows from the 2 nd pipe, and a valve that opens and closes an opening portion through which air flowing from the wheel parking air tank flows out to the normal line,
if the brake pedal is depressed, air flows from the 1 st pipe into the 1 st space and the 1 st partition plate moves, so that the valve moves,
air flows in from the 2 nd pipe, so that the valve moves further to close the opening.
2. A brake apparatus according to claim 1, wherein,
the valve has:
a lower piston for opening and closing the opening; and
an upper piston that moves the lower piston,
the lower piston closes the opening portion on condition that the pressure of the air supplied from the main air tank is greater than the pressure of the air supplied from the wheel parking air tank.
3. A brake apparatus according to claim 2, wherein,
the switching part has a 2 nd partition plate separating the 2 nd space from a 3 rd space where air flows out to the common line, and having a hole through which air flowing into the 2 nd space from the 2 nd pipe passes,
the upper piston moves by the air flowing in from the hole, thereby moving the lower piston.
4. A brake device according to any one of claims 1 to 3,
when the brake pedal is depressed in a state where the common line is not damaged, more air flows from the 1 st pipe into the 1 st space and the 1 st partition plate moves, and the valve moves for a longer period of time than when the brake pedal is depressed in a state where the common line is damaged.
5. A brake device according to any one of claims 1 to 3,
if the brake pedal is depressed in a state where the normal line is damaged, the valve is moved, and the air flowing in from the emergency line is discharged to the normal line.
6. A brake device according to any one of claims 1 to 3,
if the brake pedal is depressed, air flows from the 1 st pipe into the 1 st space and the 1 st partition plate moves, so that the valve moves together with the 1 st partition plate,
the opening is closed by air flowing in from the 2 nd pipe, so that the valve moves further independently of the 1 st partition plate.
7. A brake device according to any one of claims 1 to 3,
when the brake pedal is depressed, after the valve starts to move by air flowing from the 1 st pipe to the 1 st space, the opening is closed by air flowing from the 2 nd pipe to the 2 nd space, and the valve moves further.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2019-061345 | 2019-03-27 | ||
| JP2019061345A JP7135968B2 (en) | 2019-03-27 | 2019-03-27 | brake device |
| PCT/JP2020/013187 WO2020196573A1 (en) | 2019-03-27 | 2020-03-25 | Brake device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113613969A CN113613969A (en) | 2021-11-05 |
| CN113613969B true CN113613969B (en) | 2023-06-20 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202080022605.4A Active CN113613969B (en) | 2019-03-27 | 2020-03-25 | Braking device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP7135968B2 (en) |
| CN (1) | CN113613969B (en) |
| WO (1) | WO2020196573A1 (en) |
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| CN205836799U (en) * | 2016-07-29 | 2016-12-28 | 东风商用车有限公司 | A kind of emergency brake device |
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| JPS484460Y1 (en) * | 1967-10-12 | 1973-02-03 | ||
| JP3443680B2 (en) * | 1997-07-02 | 2003-09-08 | 日野自動車株式会社 | Tractor braking device |
| JP2015009639A (en) * | 2013-06-27 | 2015-01-19 | 株式会社Ｉｈｉスター | Air brake system of combination vehicle |
| JP2015009539A (en) * | 2013-07-02 | 2015-01-19 | トヨタ紡織株式会社 | Method of manufacturing tabular molded body |
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2019
- 2019-03-27 JP JP2019061345A patent/JP7135968B2/en active Active
-
2020
- 2020-03-25 CN CN202080022605.4A patent/CN113613969B/en active Active
- 2020-03-25 WO PCT/JP2020/013187 patent/WO2020196573A1/en active Application Filing
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| DE19626288A1 (en) * | 1996-07-01 | 1998-01-08 | Grau Gmbh | Pneumatic ABS braking system e.g. for freight- or commercial-vehicle |
| JPH1120675A (en) * | 1997-07-02 | 1999-01-26 | Hino Motors Ltd | Emergency and parking brake device for trailer |
| JP2007038867A (en) * | 2005-08-03 | 2007-02-15 | Hino Motors Ltd | Brake device of vehicle |
| CN201544950U (en) * | 2009-11-11 | 2010-08-11 | 北汽福田汽车股份有限公司 | Combined relay valve assembly |
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Also Published As
| Publication number | Publication date |
|---|---|
| JP2020158017A (en) | 2020-10-01 |
| JP7135968B2 (en) | 2022-09-13 |
| CN113613969A (en) | 2021-11-05 |
| WO2020196573A1 (en) | 2020-10-01 |
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