CN209739047U - Composite braking system and vehicle - Google Patents
Composite braking system and vehicle Download PDFInfo
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- CN209739047U CN209739047U CN201920594844.1U CN201920594844U CN209739047U CN 209739047 U CN209739047 U CN 209739047U CN 201920594844 U CN201920594844 U CN 201920594844U CN 209739047 U CN209739047 U CN 209739047U
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Abstract
The utility model provides a composite braking system and vehicle relates to vehicle braking technical field. The composite braking system comprises an air pressure braking assembly, a motor braking assembly and a line control controller, wherein the line control controller is respectively connected with the air pressure braking assembly and the motor braking assembly, and after a braking signal is received, the air pressure braking assembly is controlled to generate air pressure braking force, and meanwhile, the motor braking assembly is controlled to generate motor braking force, so that a dual braking effect is realized, the braking efficiency is high, and the vehicle safety performance is good.
Description
Technical Field
the utility model relates to a vehicle braking technical field particularly, relates to a composite braking system and vehicle.
Background
Electromotion and intellectualization are two major directions of automobile development. On one hand, the recovery of braking energy of an electric automobile by a motor braking mode is one of main energy-saving ways, and how to organically combine the traditional mechanical braking and the electric braking to form a high-efficiency electromechanical composite braking system is always the focus of industrial research; on the other hand, the realization of automatic driving needs to be based on a brake-by-wire system, and higher requirements are put on the safety level of the brake system.
The brake-by-wire system can realize the automatic and accurate regulation and control of the brake force. At present, an electromechanical composite braking system for an intelligent electric automobile is lack of mature technology, and further improvement is urgently needed to improve the braking performance.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a composite braking system, manual driving and autopilot are all suitable for, can realize air brake and motor braking simultaneously, and braking efficiency is high, and control is accurate, and the security is good.
The utility model aims at providing a vehicle still including providing, including foretell composite braking system, can realize air brake and motor braking simultaneously, braking efficiency is high, and the security is good.
The utility model discloses improve its technical problem and realize with following technical scheme.
The utility model provides a pair of composite braking system, including air brake subassembly, motor brake subassembly and line control ware. The pneumatic brake assembly comprises an air source, a brake pedal, a booster valve and a relay valve. The motor brake assembly includes a drive motor and a motor controller.
The air source is respectively communicated with the brake pedal, the booster valve and the relay valve, the relay valve is communicated with the booster valve, and the relay valve is used for being connected with a brake of a wheel and conducting a brake air path between the air source and the brake.
The motor controller is connected with the driving motor, the driving motor is used for being in transmission connection with the rear axle, and the line control controller is respectively electrically connected with the brake pedal, the booster valve, the relay valve and the motor controller.
The line control controller is used for receiving a braking signal and conducting the braking air circuit according to the braking signal so as to enable the brake to generate air pressure braking force. And the line control controller is also used for sending a control command to the motor controller according to the braking signal, and the motor controller controls the driving motor according to the control command to generate motor braking force for the rear axle.
further, the brake system further comprises a pressure standby valve, wherein the pressure standby valve is respectively communicated with the brake pedal and the relay valve through air passages. The relay valve can be communicated with the air source through the pressure increasing valve, or the relay valve can be communicated with the brake pedal through the standby pressure valve.
Further, the pressure increasing valve is a normally closed valve, and the pressure backup valve is a normally open valve.
Furthermore, a travel sensor is arranged on the brake pedal and used for detecting the travel of the brake pedal, and the line control controller is connected with the travel sensor. The line control controller receives a braking signal of the stroke sensor and controls the pressurization valve and the standby pressure valve to be electrified according to the braking signal so as to enable the braking gas path to be conducted; and meanwhile, the line control controller sends a control command to the motor controller according to the braking signal.
Furthermore, a pressure regulating valve is arranged on the braking air path, the line control controller is electrically connected with the pressure regulating valve, and the line control controller can control the pressure regulating valve so as to regulate the size of the air pressure braking force.
Furthermore, a pressure sensor is arranged on the braking air path and used for detecting the size of the air pressure braking force.
Furthermore, the number of the pneumatic braking assemblies is two, one is used for braking the front wheel, the other is used for braking the rear wheel, and the braking pedals in the two pneumatic braking assemblies are the same.
Further, the line control controller is used for being connected with a vehicle control unit, receiving a braking signal of the vehicle control unit, and controlling the pressurization valve and the standby pressurization valve to be electrified according to the braking signal so as to enable the braking gas path to be conducted; meanwhile, the line control controller sends a control command to the motor controller according to the braking signal, and the rear axle is subjected to motor braking force.
Further, the motor braking assembly further comprises a transmission, the driving motor is connected with the transmission, and the transmission is in transmission connection with the rear axle, so that the motor braking force generated by the driving motor is transmitted to the rear axle.
The utility model provides a pair of vehicle, including automobile body and foretell composite braking system, composite braking system installs on the automobile body.
The utility model provides a compound braking system and vehicle have the beneficial effect in following several aspects:
The utility model provides a composite braking system, including air brake subassembly, motor brake subassembly and line control ware, the line control ware is connected with air brake subassembly and motor brake subassembly respectively. When the line control controller receives the braking signal, the air pressure braking assembly is controlled to enable the braking air circuit to be conducted, air enters the brakes of the wheels, and the brakes brake the wheels, so that the purpose of air pressure braking is achieved. And the line control controller can also control the motor brake assembly to generate motor brake force, and particularly, the driving motor generates reverse torque and acts on the rear axle to brake the wheels, so that the motor brake is realized. Because the double-brake effect of air brake and motor brake is provided, the brake efficiency is high, and the vehicle safety performance is good. And this composite braking system both had been applicable to artifical driving state, also was applicable to the autopilot state, and the dual braking effect has promoted the security performance of vehicle greatly, provides the safety guarantee for the vehicle traveles.
The utility model provides a vehicle, including foretell composite braking system, can realize air brake and motor braking simultaneously, braking efficiency is high, and the security performance is good, and application prospect is wide.
Drawings
in order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a schematic structural diagram of an application scenario of a composite braking system according to an embodiment of the present invention;
Fig. 2 is a control flow block diagram of the hybrid brake system according to an embodiment of the present invention.
Icon: 1-gas source; 2-brake pedal; 3-a pressure increasing valve; 4-a pressure-backup valve; 5-a relay valve; 6-pressure regulating valve; 7-a pressure sensor; 8-wheel speed sensor; 91-a first three-way valve; 92-a second three-way valve; 93-a third three-way valve; 10-a drive motor; 11-a motor controller; 12-a transmission; 13-line control controller; 101-a first conduit; 103-a second conduit; 105-a brake; 107-rear axle.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
In the description of the present invention, it should be understood that the terms "upper" and "lower" are used as the terms of the orientation or the positional relationship based on the drawings, or the orientation or the positional relationship that the product of the present invention is usually placed when using, or the orientation or the positional relationship that the person skilled in the art usually understands, only for the convenience of describing the present invention and simplifying the description, but not for the indication or the suggestion that the device or the element that is referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore, should not be interpreted as the limitation of the present invention.
The terms "first", "second", and the like in the present invention are used only for descriptive distinction and have no special meanings.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "mounted" are to be interpreted broadly, e.g., as being either fixedly connected, detachably connected, or integrally connected; may be directly connected or indirectly connected through an intermediate. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Referring to fig. 1, the dashed lines represent electrical circuits. The composite braking system provided by the embodiment comprises a pneumatic braking assembly, a motor braking assembly and a line control controller 13. The pneumatic brake assembly comprises an air source 1, a brake pedal 2, a pressure increasing valve 3, a pressure preparing valve 4, a relay valve 5 and a pressure regulating valve 6. The motor brake assembly includes a drive motor 10, a transmission 12, and a motor controller 11.
The air source 1 is a high-pressure air storage tank, and in the embodiment, two high-pressure air storage tanks are provided, one high-pressure air storage tank is used for braking and supplying air to the front wheel, and the other high-pressure air storage tank is used for braking and supplying air to the rear wheel. The air source 1 is respectively communicated with the air passages of the brake pedal 2, the booster valve 3 and the relay valve 5, the brake pedal 2 is communicated with the air passage of the pressure valve 4, and the relay valve 5 is selectively communicated with the air passages of the booster valve 3 and the pressure valve 4. The relay valve 5 is used for being connected with the brakes 105 of the wheels and conducting a braking air path between the air source 1 and the brakes 105. The motor controller 11 is connected with the driving motor 10, the driving motor 10 is used for being in transmission connection with the rear axle 107, and the line control controller 13 is respectively and electrically connected with the brake pedal 2, the booster valve 3, the relay valve 5 and the motor controller 11.
The line control controller 13 is configured to receive the braking signal and conduct the braking air path according to the braking signal, so that the brake 105 generates an air pressure braking force. Meanwhile, the line control controller 13 sends a control command to the motor controller 11 according to the braking signal, and the motor controller 11 controls the driving motor 10 according to the control command, so that the rear axle 107 generates motor braking force, and double braking effects of air braking and motor braking are realized.
Specifically, the high-pressure gas storage tank is connected with a first three-way valve 91, a first end of the first three-way valve 91 is communicated with an outlet of the high-pressure gas storage tank, a second end of the first three-way valve 91 is communicated with the brake pedal 2, and a third end of the first three-way valve is communicated with the relay valve 5 through a first pipeline 101. The relay valve 5 is communicated with a brake 105 of a wheel through a second pipeline 103, when the relay valve 5 is opened, brake gas in a high-pressure gas storage tank can enter the brake 105 through the first pipeline 101 and the second pipeline 103, and the brake 105 generates air pressure brake force to tightly hold the wheel, so that the wheel brake is realized. Namely, the air passage formed by the first pipe 101 and the second pipe 103 is a brake air passage.
The first pipeline 101 is provided with a second three-way valve 92, a first end of the second three-way valve 92 is communicated with a third end of the first three-way valve 91, a second end is communicated with the relay valve 5, and a third end is communicated with the booster valve 3. One end of the booster valve 3 is communicated with the first pipeline 101 through a second three-way valve 92, and the other end is communicated with the relay valve 5; one end of the backup valve 4 is communicated with the brake pedal 2, and the other end is communicated with the relay valve 5. Alternatively, the booster valve 3 and the pressure-backup valve 4 are collected on the same gas path by the third three-way valve 93 and communicate with the relay valve 5, that is, a first end of the third three-way valve 93 communicates with the booster valve 3, a second end communicates with the pressure-backup valve 4, and a third end communicates with the relay valve 5.
Optionally, a pressure regulating valve 6, i.e. an ABS valve (Anti-lock Braking System) is arranged on the brake gas path, and in this embodiment, the pressure regulating valve 6 is arranged on the second pipeline 103, i.e. the pipeline between the relay valve 5 and the brake 105. The line control controller 13 is electrically connected to the pressure regulating valve 6 to control the magnitude of the pneumatic braking force. A pressure sensor 7 is installed on a pipe between the air pressure adjusting valve and the brake 105 for detecting the magnitude of the air pressure braking force. It is understood that the pressure sensor 7 is electrically connected to the line control controller 13, and feeds back a detected pneumatic braking force magnitude signal to the line control controller 13. Optionally, a wheel speed sensor 8 is further mounted on the brake 105 for detecting the rotation speed of the wheel. The wheel speed sensor 8 is electrically connected with the line control controller 13, and feeds back a detected wheel speed signal to the line control controller 13.
In this embodiment, the pressure increasing valve 3 is a normally closed valve, i.e., opened after being energized; the backup valve 4 is a normally open valve, that is, closed after being energized. The backup pressure valve 4 is respectively communicated with the air passages of the brake pedal 2 and the relay valve 5. The relay valve 5 can be communicated with the air source 1 through the booster valve 3 to realize conduction; alternatively, the relay valve 5 may be communicated with the brake pedal 2 through the backup valve 4 to be communicated with the brake pedal. After the brake pedal 2 is stepped on, the gas in the high-pressure gas storage tank can enter the backup pressure valve 4 through the brake pedal 2, if the brake pedal 2 is in a lifting state, a passage between the gas source 1 and the backup pressure valve 4 is blocked, and the gas in the gas source 1 can not enter the backup pressure valve 4.
The brake pedal 2 is provided with a stroke sensor, i.e., a displacement sensor, for detecting a stroke of the brake pedal 2, i.e., detecting a depth of stepping on the brake pedal 2. The line control controller 13 is connected to the stroke sensor. The line control controller 13 receives a braking signal of the stroke sensor, controls the pressurization valve 3 and the backup valve 4 to be electrified according to the braking signal, opens the pressurization valve 3, closes the backup valve 4, allows gas in the gas source 1 to enter the relay valve 5 through the first three-way valve 91, the second three-way valve 92, the pressurization valve 3 and the third three-way valve 93, opens the relay valve 5 to enable a braking gas path to be conducted, and allows the gas in the gas source 1 to enter the brakes 105 of each wheel through the first pipeline 101 and the second pipeline 103 to generate a gas pressure braking force. At the same time, the line control controller 13 issues a control command to the motor controller 11 in accordance with the brake signal.
alternatively, the number of the pneumatic brake assemblies is two, one is used for braking the front wheels, the other is used for braking the rear wheels, and the brake pedals 2 in the two pneumatic brake assemblies are the same. When receiving the braking signal of the brake pedal 2, the line control controller 13 controls the two air pressure brake assemblies at the same time, so that the front and rear wheels are braked at the same time.
In the motor brake assembly, a motor controller 11 is electrically connected with a line control controller 13, and the motor controller 11 is electrically connected with a driving motor 10. The drive motor 10 is connected to a transmission 12, and the transmission 12 is adapted to be in driving connection with a rear axle 107 of the vehicle. Specifically, when the line control controller 13 receives a braking signal from the brake pedal 2 through the stroke sensor, a control command is sent to the motor controller 11 through the CAN communication according to the braking signal, and the motor controller 11 controls the driving motor 10 to generate a reverse torque, that is, a force for preventing the wheel from moving forward. The reverse torque is transmitted to the rear axle 107 through the transmission 12 to prevent the rear axle 107 from rotating, and the rear axle 107 is subjected to the reverse torque and cannot drive the rear wheels to move forward, so that the rear wheels are braked.
It should be noted that the structures of the wheel brake 105, the transmission 12, the rear axle 107, and the like mentioned herein are conventional structures in the vehicle technology field, and are not described in detail herein.
In the non-braking state, the brake pedal 2 is lifted, the booster valve 3 is closed, the standby pressure valve 4 is opened, and the relay valve 5 is closed; in a braking state, namely the brake pedal 2 is stepped on, the stroke sensor transmits a braking signal to the line control controller 13, the line control controller 13 enables the booster valve 3 and the standby pressure valve 4 to be electrified according to the received braking signal, at the moment, the booster valve 3 is opened, the standby pressure valve 4 is closed, gas in the high-pressure gas storage tank enters the booster valve 3 through the first three-way valve 91, the first pipeline 101 and the second three-way valve 92, then enters the relay valve 5 through the third three-way valve 93, the gas enters the relay valve 5, and a braking gas path is conducted. The gas in the high-pressure gas storage tank enters the relay valve 5 through the first three-way valve 91 and the first pipeline 101, and then enters the brake 105 through the second pipeline 103, the brake 105 generates air pressure braking force, and the front wheel and the rear wheel realize air pressure braking. Meanwhile, the line control controller 13 sends a control command to the motor controller 11 according to the received brake signal, and the motor controller 11 controls the driving motor 10 to generate a reverse torque, which is transmitted to the rear axle 107 through the transmission 12 to prevent the rear axle 107 from rotating, so that the rear wheels realize motor braking.
the brake signal is sent out by stepping on the brake pedal 2, and belongs to a control mode under the state of manual driving. The composite braking system is also suitable for vehicles in an automatic driving state, the vehicles are in the automatic driving state, and the vehicles are controlled by a vehicle control unit. The line control controller 13 is used for being connected with a vehicle control unit, receiving a braking signal of the vehicle control unit through CAN communication, and determining the air pressure braking force and the motor braking force according to the braking signal. Then, the line control controller 13 controls the pressurization valve 3 and the standby pressure valve 4 to be electrified so as to conduct a braking air path, and the pressure regulating valve 6 regulates and controls the air pressure braking force to realize the air pressure braking of the front wheel and the rear wheel; meanwhile, the line control controller 13 sends a control command to the motor controller 11 through CAN communication according to a brake signal received from the vehicle controller, so that the driving motor 10 generates a reverse torque to brake the rear wheel.
In addition, when the electric control system of the vehicle fails, namely the wire control controller 13 and the motor controller 11 cannot be used, the composite brake system still has a redundant mechanical brake function. Specifically, if the electric control fails, manual driving can only be performed, when a driver steps on the brake pedal 2, the pressure increasing valve 3 and the standby pressure valve 4 cannot be powered on, but the standby pressure valve 4 is a normally open valve, after the brake pedal 2 is stepped on, gas in the gas source 1 can enter the standby pressure valve 4 through the brake pedal 2 and then enter the relay valve 5 through the third three-way valve 93, so that the relay valve 5 is opened, a brake gas path is communicated, and the gas in the gas source 1 can also enter the brakes 105 of each wheel through the first pipeline 101 and the second pipeline 103, so that pneumatic braking of the front wheel and the rear wheel is realized. Only after the electric control fails, the air pressure regulating valve cannot be controlled to regulate the pressure, and the air pressure braking force cannot be regulated.
The vehicle provided by the embodiment comprises the vehicle body and the composite braking system, wherein the composite braking system is arranged on the vehicle body, can realize air pressure braking and motor braking simultaneously, is high in braking efficiency, accurate in control and good in safety, and can realize a necessary braking function after electric control fails. The vehicle can be a pure electric vehicle, a hybrid electric vehicle, a fuel cell vehicle and the like, and has a wide application range.
Referring to fig. 2, the present invention provides a composite braking system, which has the following specific control principle:
First, it is determined whether the vehicle is stopped, and if the vehicle is stopped, the control flow is ended. And if the vehicle runs, judging whether the vehicle is in an automatic driving state or a manual driving state.
If the vehicle is in a manual driving state, whether the brake pedal 2 is pressed down or not is judged, and if the brake pedal is not pressed down, the vehicle does not need to be braked. If the brake pedal 2 is depressed, checking whether the brake control circuit is disabled (i.e., whether the line control controller 13 is disabled); if the brake pedal is not failed, the line control controller 13 controls the pressurization valve 3 and the standby pressurization valve 4 to be electrified, the standby pressurization valve 4 is closed, the pressurization valve 3 is opened, the line control controller 13 judges the braking intention according to the braking signal detected by the stroke sensor on the brake pedal 2, the distribution strategy of the motor braking force and the pneumatic braking force is determined, and the motor controller 11 is controlled through the CAN to enable the driving motor 10 to generate reverse torque to brake the rear wheel; and the brake pressure of the front and rear four wheels is controlled by the pressure regulating valve 6. And judging whether the braking process is finished or not, if not, judging the braking intention according to the braking signal, and repeating the operation. If the braking process is finished, the line control controller 13 controls the pressure increasing valve 3 and the standby pressure valve 4 to be powered off, opens the standby pressure valve 4, closes the pressure increasing valve 3 and waits for the next braking.
If the control circuit is failed after checking whether the brake control circuit is failed or not, the mechanical air pressure brake is carried out without electronic regulation. And judging whether the braking process is finished or not, if not, continuing to perform mechanical air pressure braking without electronic regulation. The above operation is repeated. And if the braking process is finished, sending out a fault alarm to wait for maintaining the control circuit.
After judging whether the vehicle is in an automatic driving state or a manual driving state, if the vehicle is in the automatic driving state, judging whether active braking is needed, and if the vehicle is not needed, returning to the judgment of whether the vehicle runs; if active braking is needed, the line control controller 13 controls the booster valve 3 and the standby pressure valve 4 to be electrified, the standby pressure valve 4 is closed, the booster valve 3 is opened, the line control controller 13 determines the distribution strategy of motor braking force and air pressure braking force according to an automatic driving strategy, and controls the motor controller 11 through the CAN to enable the driving motor 10 to generate reverse torque to brake the rear wheels; and the brake pressure of the front and rear four wheels is controlled by the pressure regulating valve 6. And judging whether the braking process is finished or not, if not, determining a distribution strategy of the motor braking force and the pneumatic braking force according to an automatic driving strategy, and repeating the operation. If the braking process is finished, the line control controller 13 controls the pressure increasing valve 3 and the standby pressure valve 4 to be powered off, opens the standby pressure valve 4, closes the pressure increasing valve 3 and waits for the next braking.
To sum up, the utility model provides a compound braking system and vehicle have the beneficial effect of following several aspects:
The utility model provides a composite braking system and vehicle can realize the dual braking effect of air brake and motor braking, and braking efficiency is high, control is accurate to when the line control ware 13 back that became invalid, still have mechanical air brake effect, the security performance is high.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not intended to limit the present invention, which may be modified, combined, and varied by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. a composite braking system is characterized by comprising an air pressure braking component, a motor braking component and a line control controller; the pneumatic brake assembly comprises an air source, a brake pedal, a pressure increasing valve and a relay valve; the motor brake assembly comprises a driving motor and a motor controller;
The air source is respectively communicated with the brake pedal, the booster valve and the relay valve, the relay valve is communicated with the booster valve, and the relay valve is used for being connected with a brake of a wheel and conducting a brake air path between the air source and the brake;
The motor controller is connected with the driving motor, the driving motor is used for being in transmission connection with a rear axle, and the line control controller is respectively and electrically connected with the brake pedal, the booster valve, the relay valve and the motor controller;
The line control controller is used for receiving a braking signal and conducting the braking gas circuit according to the braking signal so as to enable the brake to generate air pressure braking force; and the line control controller is also used for sending a control command to the motor controller according to the braking signal, and the motor controller controls the driving motor according to the control command to generate motor braking force for the rear axle.
2. The compound brake system of claim 1, further comprising a backup pressure valve in gas communication with the brake pedal and the relay valve, respectively; the relay valve can be communicated with the air source through the pressure increasing valve, or the relay valve can be communicated with the brake pedal through the standby pressure valve.
3. The compound brake system according to claim 2, wherein the pressure increasing valve is a normally closed valve, and the backup pressure valve is a normally open valve.
4. The compound brake system as defined in claim 3, wherein a stroke sensor is provided on the brake pedal for detecting a stroke of the brake pedal, and the line control controller is connected to the stroke sensor; the line control controller receives a braking signal of the stroke sensor and controls the pressurization valve and the standby pressure valve to be electrified according to the braking signal so as to enable the braking gas path to be conducted; and meanwhile, the line control controller sends a control command to the motor controller according to the braking signal.
5. the compound brake system according to claim 2, wherein the line control controller is configured to be connected to a vehicle controller, receive a brake signal of the vehicle controller, and control the pressure increasing valve and the pressure backup valve to be energized according to the brake signal, so that the brake gas path is conducted, and the brake generates a pneumatic brake force; meanwhile, the line control controller sends a control command to the motor controller according to the braking signal, and the rear axle is subjected to motor braking force.
6. The compound brake system as defined in claim 1, wherein a pressure regulating valve is provided on the brake air path, the line control controller is electrically connected to the pressure regulating valve, and the line control controller is capable of controlling the pressure regulating valve to adjust the magnitude of the air pressure braking force.
7. The compound brake system as defined in claim 1, wherein a pressure sensor is disposed on the brake air path for detecting the magnitude of the air pressure braking force.
8. A compound brake system according to any one of claims 1 to 7 wherein the number of air brake assemblies is two, one for braking the front wheels and the other for braking the rear wheels, the brake pedals in both air brake assemblies being the same.
9. The compound brake system of claim 1, wherein the electric motor brake assembly further comprises a transmission, the drive motor being coupled to the transmission, the transmission being adapted for driving connection with the rear axle such that electric motor braking force generated by the drive motor is transmitted to the rear axle.
10. A vehicle comprising a vehicle body and a compound brake system as defined in any one of claims 1 to 9, said compound brake system being mounted on said vehicle body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920594844.1U CN209739047U (en) | 2019-04-26 | 2019-04-26 | Composite braking system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920594844.1U CN209739047U (en) | 2019-04-26 | 2019-04-26 | Composite braking system and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN209739047U true CN209739047U (en) | 2019-12-06 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201920594844.1U Expired - Fee Related CN209739047U (en) | 2019-04-26 | 2019-04-26 | Composite braking system and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109927694A (en) * | 2019-04-26 | 2019-06-25 | 清华大学 | Composite braking system and vehicle |
-
2019
- 2019-04-26 CN CN201920594844.1U patent/CN209739047U/en not_active Expired - Fee Related
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109927694A (en) * | 2019-04-26 | 2019-06-25 | 清华大学 | Composite braking system and vehicle |
| CN109927694B (en) * | 2019-04-26 | 2024-04-05 | 清华大学 | Safety redundant pneumatic wire control electromechanical composite braking system and vehicle |
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| CF01 | Termination of patent right due to non-payment of annual fee |
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| CF01 | Termination of patent right due to non-payment of annual fee |