CN211196170U - Light truck electron parking system - Google Patents
Light truck electron parking system Download PDFInfo
- Publication number
- CN211196170U CN211196170U CN201922071535.9U CN201922071535U CN211196170U CN 211196170 U CN211196170 U CN 211196170U CN 201922071535 U CN201922071535 U CN 201922071535U CN 211196170 U CN211196170 U CN 211196170U
- Authority
- CN
- China
- Prior art keywords
- relay
- control switch
- driving control
- switch
- diode
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Abstract
The utility model relates to a light truck electron parking system belongs to the special vehicle and makes technical field. The system comprises a control box, a main driving control switch, a secondary driving control switch and the like; the input end of the control box is provided with a secondary driving control switch and a main driving control switch, and the main driving control switch and the secondary driving control switch are connected with the end of a main driving brake switch 29 and the end of an auxiliary frame brake lamp 28 in parallel; the output end of the control box is connected with a motor through a lead, and the motor is connected with an original vehicle parking brake disc assembly through an original chassis hand brake switch wire; the control box travel switch is connected with the main driving control switch and the auxiliary driving control switch in parallel; the control box is internally provided with a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, a first diode, a second diode, a third diode, a fourth diode and a travel switch; the contact 30 end of the first relay and the normally open contact 87 end of the second relay are connected in parallel with the auxiliary frame gigabit gate fuse DC12V through a fuse; the bidirectional switching parking brake is convenient and safe to adapt to an automobile forklift, simple in structure, free of frequent operation and stable and reliable to use.
Description
Technical Field
The utility model relates to a light truck electron parking system belongs to the special vehicle and makes technical field.
Background
The parking brake is a safe parking system which must be configured for the vehicle. Traditional two-way driving vehicle need all be equipped with the driver in two-way driver's cabin and coordinate when parking braking, if for single driving vehicle turning round in far away distance field, need switch over the driver's cabin of the other end with parking control through loaded down with trivial details parking switching flow, very easily produce misoperation, delay rescue time, run into slope operation place and easily appear swift current slope phenomenon, lead to personnel and vehicle to collide with the injury, high to driving technical requirement, there is great potential safety hazard. Therefore, it is necessary to develop an electronic parking system for a light truck, which is adapted to a special vehicle such as an automobile and a forklift, has the advantages of convenient, safe and rapid bidirectional switching of parking braking, simple structure, no need of frequent operation, time and labor saving, and stable and reliable use.
Disclosure of Invention
An object of the utility model is to the not enough of above-mentioned prior art, provide one kind with special vehicle adaptations such as car, fork truck, two-way switching parking braking is convenient, safe, swift, simple structure, need not frequent operation, labour saving and time saving uses reliable and stable light truck electron parking system.
The utility model discloses a realize above-mentioned purpose through following technical scheme:
an electronic parking system of a light truck comprises a control box, a main driving control switch, an auxiliary driving control switch, a motor, an electric push-pull rod, an original chassis hand brake switch wire and an original vehicle brake disc assembly; the method is characterized in that: the auxiliary driving control switch and the main driving control switch are installed at the input end of the control box and are connected with the main driving brake switch 29 end and the auxiliary frame brake lamp 28 end in parallel through conducting wires; the output end of the control box is connected with a motor through a wire, and the motor is connected with an original vehicle parking brake disc assembly through an original chassis hand brake switch wire; a travel switch of the control box is connected with the main driving control switch and the auxiliary driving control switch in parallel;
the control box is internally provided with a first relay, a second relay, a third relay, a travel switch, a first diode, a second diode, a third diode and a fourth diode, and the contact 30 end of the first relay and the normally open contact 87 end of the second relay are connected in parallel with the auxiliary frame gigabit gate fuse DC12V through a fuse;
the coil 85 end of the first relay is connected with a cab wiring harness K88-KEY-ON, the 86 end of the first relay is connected with the frame grounding 412 end, and the normally closed contact 87a end of the first relay is connected with the contacts 1 and 6 and the contacts 3 and 6 of the main driving control switch in parallel and the coil 85 end of the second relay; the normally open contact 87 end of the first relay is connected with the normally open contact 87 end of the second relay;
the coil 86 end of the second relay is connected to the frame grounding 412 end through the normally closed contact of the travel switch, the contact 30 end of the second relay is connected with the end 1 of the motor and the fourth diode in parallel and is connected with the contacts 1 and 6 and the contacts 3 and 6 of the assistant driver control switch through the fourth diode, and the normally closed contact 87a end of the second relay is connected to the frame grounding 412 end through a lead;
the coil 85 end of the third relay is connected with the contacts 1 and 6 and the contacts 3 and 6 of the main driving control switch, the 86 end of the third relay is connected to the frame grounding 412 end, the contact 30 end of the third relay is connected with the 2 end of the motor and the third diode in parallel and is connected with the contacts 4 and 5 and the contacts 2 and 5 of the auxiliary driving control switch through the third diode, and the normally closed contact 87a end of the third relay is connected to the frame grounding 412 end;
the output end 29 of the main driving brake switch is connected in parallel with the normally closed contacts 3 and 6 of the auxiliary driving control switch and the normally open contacts 3 and 6 of the main driving control switch through a second diode.
The control box comprises five modes of automatic power-off locking, a main cab release hand brake, a main cab handle brake, an auxiliary cab release hand brake and an auxiliary cab handle brake.
Normally closed contacts 3 and 6 and normally closed contacts 2 and 5 of the pilot control switch are connected to the end of an auxiliary frame brake lamp 28 through a first diode.
And normally open contacts 3 and 6 and normally open contacts 2 and 5 of the main driving control switch are connected to the end of the auxiliary frame brake lamp 28 through a first diode.
And the normally closed contacts 1 and 6 of the auxiliary driving control switch are connected with the normally closed contacts 1 and 6 of the main driving control switch through leads.
The normally open contact of the travel switch is connected in parallel with an original chassis hand brake switch wire, two brake indicator lamps of the auxiliary driving control switch and two brake indicator lamps of the main driving control switch through a conducting wire.
Compared with the prior art, the utility model beneficial effect lie in:
this light truck electron parking system, first relay through the control box, the second relay, the conversion of high-low level is carried out to the third relay, the control motor is made forward rotation or reverse rotation, realize the automatic locking of outage, main driver's cabin release manual brake, main driver's cabin handle brake, vice driver's cabin release manual brake, the free switching of five kinds of functional mode of vice driver's cabin handle brake, with the car, special vehicle adaptations such as fork truck, two-way switching parking braking is convenient, safety, swiftly, moreover, the steam generator is simple in structure, need not frequent operation, time saving and labor saving, it is reliable and stable to use. The problem of traditional two-way driving parking braking, need dispose two drivers and coordinate, if single driving is turning round in far away distance place, need loaded down with trivial details operation parking switch flow just can switch parking control to other end driver's cabin, very easily take place misoperation, delay rescue time, meet slope operation place and easily appear swift current slope phenomenon, lead to personnel and vehicle to collide with the injury, high to driving technical requirement, have great potential safety hazard is solved.
Drawings
FIG. 1 is a block diagram of an electronic parking system for a pickup truck;
FIG. 2 is a schematic diagram of an electrical control structure of an electronic parking system of a light truck;
fig. 3 is a schematic diagram of an axis measurement structure of the light truck electronic parking system.
In the figure: 1. the control box, S1, vice driving control switch, S2, main driving control switch, M, motor, S4, travel switch, K1, first relay, K2, second relay, K3, third relay, V1, first diode, V2, second diode, V3, third diode, V4, fourth diode, F1, insurance.
Detailed Description
The following describes embodiments of the light truck electronic parking system in further detail with reference to the accompanying drawings:
an electronic parking system of a light truck comprises a control box 1, an auxiliary driving control switch S1, a main driving control switch S2, a motor M, an electric push-pull rod, an original chassis hand brake switch wire and an original vehicle parking brake disc assembly; the auxiliary driving control switch S1 and the main driving control switch S2 are installed at the input end of the control box 1, and the main driving control switch S2 and the auxiliary driving control switch S1 are connected in parallel with the main driving brake switch 29 end and the auxiliary frame brake lamp 28 end through conducting wires; the output end of the control box 1 is connected with a motor M through a wire, and the motor M is connected with an original vehicle parking brake disc assembly through an original chassis hand brake switch wire; the travel switch S4 of the control box 1 is connected in parallel with the main drive control switch S2 and the sub drive control switch S1; (see fig. 1, 3);
the control box 1 is internally provided with a first relay K1, a second relay K2, a third relay K3, a travel switch S4, a first diode V1, a second diode V2, a third diode V3 and a fourth diode V4, wherein the contact 30 end of the first relay K1 and the normally open contact 87 end of the second relay K2 are connected with the end of an auxiliary frame gigabit gate fuse C12V in parallel through a fuse F1; (see fig. 2); the coil 85 end of the first relay K1 is connected with a cab wire harness K88-KEY-ON, the 86 end of the first relay K1 is connected with the end of a frame grounding iron 412, and the normally closed contact 87a end of the first relay K1 is connected with the contacts 1 and 6 and the contacts 3 and 6 of the main driving control switch S2 in parallel and the coil 85 end of the second relay K2; the normally open contact 87 end of the first relay K1 is connected with the normally open contact 87 end of the second relay K2; (see fig. 2); the coil 86 end of the second relay K2 is connected to the frame grounding 412 end through the normally closed contact of the travel switch S4, the contact 30 end of the second relay K2 is connected in parallel with the 1 end of the motor and the fourth diode V4 and is connected with the contacts 1 and 6 and the contacts 3 and 6 of the auxiliary driving control switch S1 through the fourth diode V4, and the normally closed contact 87a end of the second relay K2 is connected to the frame grounding 412 end through a lead; (see fig. 2); the coil 85 end of the third relay K3 is connected with the contacts 1 and 6 and the contacts 3 and 6 of the main driving control switch S2, and the 86 end of the third relay K3 is connected with the end of the frame grounding 412; the contact 30 end of the third relay K3 is connected with the 2 end of the motor and the third diode V3 in parallel, and is connected with the contacts 4 and 5 and the contacts 2 and 5 of the assistant driving control switch S1 through the third diode V3, and the normally closed contact 87a end of the third relay is connected with the end of the frame grounding 412; (see fig. 2) the output 29 end of the main driving brake switch is connected in parallel with the normally closed contacts 3 and 6 of the secondary driving control switch S1 and the normally open contacts 3 and 6 of the main driving control switch S2 through a second diode V2.
The control box 1 comprises five modes of power-off automatic locking, a main cab release hand brake, a main cab handle brake, an auxiliary cab release hand brake and an auxiliary cab handle brake. Normally closed contacts 3 and 6 and normally closed contacts 2 and 5 of the rider control switch S1 are connected to the end of the auxiliary frame brake lamp 28 through a first diode V1. Normally open contacts 3 and 6 and normally open contacts 2 and 5 of the main driving control switch S2 are connected to the end of the auxiliary frame brake lamp 28 through a first diode V1. And the normally closed contacts 1 and 6 of the auxiliary driving control switch S1 are connected with the normally closed contacts 1 and 6 of the main driving control switch S2 through leads. The normally open contact of the travel switch S4 is connected in parallel with an original chassis hand brake switch wire, two brake indicator lamps of the auxiliary driving control switch S1 and two brake indicator lamps of the main driving control switch S2 through conducting wires (see fig. 1-3).
The specification of this light truck electron parking system's part parts and the utility model discloses the preparation of system is as follows:
preparation: the original parking brake disc assembly and the original chassis hand brake switch wire are original parts of a vehicle, a mechanical control device of the original parking brake disc assembly and the original chassis hand brake switch wire is removed, the original parking brake disc assembly and the original chassis hand brake switch wire are replaced by an electric push-pull rod, the original mechanical control device is replaced by the electric push-pull rod, a main driving control switch S2 and an auxiliary driving control switch S1 are arranged on a control box 1, the control box 1 is additionally provided with the main driving control switch S2 and the auxiliary driving control switch S1 which are additionally arranged on a cab at one end, the control box 1 can realize that the parking function of controlling the electric push-pull rod to drive a parking pull wire to retract and release a parking cable to operate the parking brake at one end, and the parking brake device has five modes of automatic power-off locking, main cab release hand brake, main cab pull hand brake, auxiliary cab release hand brake and auxiliary cab pull brake, and two end operation.
The motor M adopts a DC motor with the specification of 1000N DC 12V.
And the four brake indicator lamps of the assistant driving control switch S1 and the main driving control switch S2 are all light-emitting diodes.
The first diode V1, the second diode V2, the third diode V3 and the fourth diode V4 are IN 5408. The motor M mainly plays a role in one-way conduction and improvement of delay inertia of the motor M.
The first relay K1, the second relay K2, the third relay K3 and the fourth electromagnetic valve K4 are JD1413 in model.
The specification of the insurance F1 is 20A.
The specific working process of the light truck electronic parking system is as follows:
1) the power-off automatic locking function:
the key switch is turned off, normally closed contacts 30 and 87a of a first relay K1 in the control box 1 are switched on DC12V voltage, coils 85 and 86 of a second relay K2 are controlled to attract, normally open contacts 30 and 87 of a second relay K2 output high level, at the moment, normally closed contacts 30 and 87a of a third relay K3 in the control box 1 are switched on low level, a motor M is enabled to rotate clockwise to pull a hand brake pull wire, when the hand brake pull wire is in place, a travel switch S4 is switched on, the normally closed contact of a travel switch S4 is switched off, the coils 85 and 86 of the second relay K2 are switched off, and the motor M is locked; meanwhile, the instrument and the hand brake switch hand brake indicator lamp are lightened to complete the power-off self-locking function.
2) The main cab releases the hand brake:
the key switch is turned on, coils 85 and 86 of a first relay K1 in the control box 1 work, normally open contacts 30 and 87 of the first relay K1 attract and output high levels to an end 87 of a third relay K3, a foot brake switch is stepped, namely a brake signal of a main driving brake switch output end 29 is transmitted into the control box 1, and the high levels are processed and output to an auxiliary driving control switch S1 and a main driving control switch S2 through a second diode V2; the main driving control switch S2 is pressed, the switches 2 and 5 are switched on, the coils 85 and 86 of the third relay K3 are electrified to work, the normally open contacts 30 and 87 of the third relay K3 are switched on to be in a high level, the normally closed contacts 30 and 87a of the second relay K2 in the control box 1 are switched on to be in a low level, the motor M rotates anticlockwise to release a hand brake pull wire, the travel switch S4 is released, a hand brake indicator lamp is turned off, a high level is output through the third diode V3 in the control box 1, the normally closed contacts 4 and 5 of the auxiliary driving control switch S1 and the normally closed contacts 4 and 5 of the main driving control switch S2 are passed through, the coils 85 and 86 of the third relay K3 complete self-locking control, and the motor M rotates due to the existence of operation delay inertia, after the motor M stretches out of a stroke, the interior of the motor M is automatically powered off anticlockwise and locked.
3) The main cab is pulled to be braked:
the key switch is turned on, coils 85 and 86 of a first relay K1 in the control box 1 work, normally open contacts 30 and 87 of a first relay K1 are attracted, and a high level is output to 87 of a third relay K3; the foot brake switch is stepped, namely a brake signal at the 29 output end of the main driving brake switch is transmitted into the control box 1, processed by a second diode V2 and output high level to the auxiliary driving control switch S1 and the main driving control switch S2; the main driving control switch S2 is pulled up, the normally open contacts 3 and 6 of the main driving control switch S2 are switched on, the coils 85 and 86 of the second relay K2 work, the normally open contacts 30 and 87 of the second relay K2 are switched on to be in a high level, the normally closed contacts 30 and 87a of the third relay K3 in the control box 1 are switched on to be in a low level, the motor M rotates clockwise to pull a hand brake pull wire, the high level is output through a fourth diode V4 in the control box 1, the normally closed contacts 1 and 6 of the auxiliary driving control switch S1 and the normally closed contacts 1 and 6 of the main driving control switch S2, the coils 85 and 86 of the second relay K2 complete self-locking control, the motor M rotates clockwise to retract, the travel switch S4 is switched on, the coils 85 and 86 of the second relay K2 are switched off, and the motor M; meanwhile, the hand brake indicator lamp is turned on.
4) The auxiliary cab releases the hand brake:
the key switch is turned on, coils 85 and 86 of a first relay K1 in the control box 1 work, normally open contacts 30 and 87 of a first relay K1 are attracted, and a high level is output to 87 of a third relay K3; the foot brake switch, namely an output signal of the auxiliary frame brake lamp 28 end is stepped down, the output signal is transmitted into the control box 1 and processed by a first diode V1, and a high level is output to a secondary driving control switch S1 and a main driving control switch S2; pressing the assistant driving control switch S1, switching on the switches 2 and 5, enabling the coils 85 and 86 of the third relay K3 to work through the normally closed contacts 4 and 5 of the main driving control switch S2, enabling the normally open contacts 30 and 87 of the third relay K3 to be switched on and to be in a high level, enabling the normally closed contacts 30 and 87a of the second relay K2 in the control box 1 to be switched on and to be in a low level, enabling the motor M to rotate anticlockwise, releasing a hand brake pull wire, releasing the travel switch S4, extinguishing a hand brake indicator lamp, outputting the high level through a third diode V3 in the control box 1, completing self-locking control through the normally closed contacts 4 and 5 of the assistant driving control switch S1 and the normally closed contacts 4 and 5 of the main driving control switch S2 and the coils 85 and 86 of the third relay K3, and automatically cutting off and locking the interior of the motor M after the motor M rotates anticlockwise and extends out of a stroke.
5) The auxiliary cab is pulled to brake:
the key switch is turned on, coils 85 and 86 of a first relay K1 in the control box 1 work, normally open contacts 30 and 87 of a first relay K1 are attracted, a high level is output to 87 of a third relay K3, a foot brake switch is stepped, namely, a signal is output from the end of an auxiliary frame brake lamp 28, the output signal is transmitted into the control box 1 and processed by a first diode V1, and the high level is output to an auxiliary driving control switch S1 and a main driving control switch S2; the auxiliary driving control switch S1 is pulled up, the coils 85 and 86 of the second relay K2 work through the normally closed contacts 3 and 6 of the auxiliary driving control switch S2 and the normally closed contacts 1 and 6 of the main driving control switch S2, the normally open contacts 30 and 87 of the second relay K2 are switched on and are in a high level, the normally closed contacts 30 and 87a of the third relay K3 in the control box 1 are switched on and are in a low level, the motor M rotates clockwise, a hand brake pull wire is pulled, the high level is output through a fourth diode V4 in the control box 1, the normally closed contacts 1 and 6 of the auxiliary driving control switch S1 and the normally closed contacts 1 and 6 of the main driving control switch S2 complete self-locking control, the coils 85 and 86 of the second relay K2 rotate clockwise to retract to switch on the travel switch S4, the coils 85 and 86 of the second relay K2 are switched off, and the motor M is locked; meanwhile, the hand brake indicator lamp is turned on.
The control box 1 is fixed on an electric control circuit between the control switch at one end and the control switch at the other end; the one-end control switch is fixed in the cab at one end; the other end control switch is fixed in the other end cab; the electric push-pull rod is fixed in the cab at one end; the original vehicle parking brake disc assembly and the original chassis hand brake switch wire (original vehicle parking pull wire) are parts of the original vehicle chassis.
The light truck electronic parking system is scientific and simple in principle and structure, and an effective parking function is achieved when two ends of the light truck electronic parking system are driven respectively by using one set of execution system. With special vehicle adaptations such as car, fork truck, the utility model discloses experimental the using on the wrecker rescue vehicle, turn around and parking are convenient, and the operating speed obtains promoting by a wide margin, can satisfy some special rescue environmental demands. The light truck electronic parking system is convenient, safe and quick to brake, does not need to be frequently operated, saves time and labor, and is stable and reliable to use.
The above description is only a preferred embodiment of the present invention, and the above illustration does not limit the essence of the present invention in any form, and any simple modification or variation of the above embodiments based on the technical essence of the present invention and equivalent embodiments which may be changed or modified to equivalent variations by using the technical essence of the present invention by those of ordinary skill in the art after reading the present description still belong to the technical solution of the present invention without departing from the essence and scope of the present invention.
Claims (6)
1. An electronic parking system of a light truck comprises a control box (1), a main driving control switch (S2), an auxiliary driving control switch (S1), a motor (M), a travel switch (S4), an electric push-pull rod, an original chassis hand brake switch wire and an original vehicle brake disc assembly; the method is characterized in that: the auxiliary driving control switch (S1) and the main driving control switch (S2) are installed at the input end of the control box (1), and the main driving control switch (S2) and the auxiliary driving control switch (S1) are connected with the main driving brake switch 29 end and the auxiliary frame brake lamp 28 end in parallel through conducting wires; the output end of the control box (1) is connected with a motor (M) through a wire, and the motor (M) is connected with an original vehicle parking brake disc assembly through an original chassis hand brake switch wire; a travel switch (S4) of the control box (1) is connected in parallel with a main driving control switch (S2) and a secondary driving control switch (S1); the control box (1) is internally provided with a first relay (K1), a second relay (K2), a third relay (K3), a travel switch (S4), a first diode (V1), a second diode (V2), a third diode (V3) and a fourth diode (V4), wherein the contact 30 end of the first relay (K1) and the normally open contact 87 end of the second relay (K2) are connected with an auxiliary frame gigabit gate fuse DC12V in parallel through a fuse (F1);
the coil 85 end of a first relay (K1) is connected with a cab wire harness K88-KEY-ON, the 86 end of the first relay is connected with the frame grounding 412 end, the normally closed contact 87a end of the first relay (K1) is connected with contacts 3 and 6 and contacts 1 and 6 of a main driving control switch (S2) in parallel, the coil 85 end of a second relay (K2) and the normally open contact 87 end of the first relay (K1) is connected with the normally open contact 87 end of the second relay (K2);
the coil 86 end of the second relay K2 is connected to the frame grounding 412 end through the normally closed contact of the travel switch (S4), the normally closed contact 30 end of the second relay (K2) is connected with the end (1) of the motor and the fourth diode (V4) in parallel, and is connected with the contacts 1 and 6 and the contacts 3 and 6 of the assistant driving control switch (S1) through the fourth diode (V4), and the normally closed contact 87a end of the second relay K2 is connected to the frame grounding 412 end through a lead;
the coil 85 end of the third relay (K3) is connected with the contacts 1 and 6 and the contacts 3 and 6 of the main driving control switch (S2), the 86 end of the third relay is connected with the end 412 of the frame grounding, the normally closed contact 30 end of the third relay (K3) is connected with the end (2) of the motor (M) and the third diode (V3) in parallel, and is connected with the contacts 4 and 5 and the contacts 2 and 5 of the auxiliary driving control switch (S1) through the third diode (V3), and the normally closed contact 87a end of the third relay is connected with the end 412 of the frame grounding;
the output end 29 of the main driving brake switch is connected in parallel with the normally closed contacts 3 and 6 of the auxiliary driving control switch (S1) and the normally open contacts 3 and 6 of the main driving control switch (S2) through a second diode (V2).
2. The light truck electric park system of claim 1, characterized in that: the control box (1) comprises five modes of power-off automatic locking, a main cab release hand brake, a main cab handle brake, an auxiliary cab release hand brake and an auxiliary cab handle brake.
3. The light truck electric park system of claim 1, characterized in that: the normally closed contacts 3 and 6 of the pilot control switch (S1) are connected to the end of the auxiliary frame brake lamp 28 through a first diode V1.
4. The light truck electric park system of claim 1, characterized in that: and the normally open contacts 3 and 6 and the normally open contacts 2 and 5 of the main driving control switch (S2) are connected to the end of the auxiliary frame brake lamp 28 through a first diode (V1).
5. The light truck electric park system of claim 1, characterized in that: and the normally closed contacts 1 and 6 of the auxiliary driving control switch (S1) are connected with the normally closed contacts 1 and 6 of the main driving control switch (S2) through leads.
6. The light truck electric park system of claim 1, characterized in that: the normally open contact of the travel switch (S4) is connected in parallel with an original chassis hand brake switch wire, two brake indicator lamps of the auxiliary driving control switch (S1) and two brake indicator lamps of the main driving control switch (S2) through leads.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922071535.9U CN211196170U (en) | 2019-11-27 | 2019-11-27 | Light truck electron parking system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922071535.9U CN211196170U (en) | 2019-11-27 | 2019-11-27 | Light truck electron parking system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211196170U true CN211196170U (en) | 2020-08-07 |
Family
ID=71885775
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922071535.9U Active CN211196170U (en) | 2019-11-27 | 2019-11-27 | Light truck electron parking system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211196170U (en) |
-
2019
- 2019-11-27 CN CN201922071535.9U patent/CN211196170U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107856658B (en) | Urban rail vehicle coupling control circuit, urban rail vehicle and coupling control method | |
| CN102442290B (en) | Intelligent control device for parking brake and auxiliary start | |
| CN204870719U (en) | Trailer stop lamp control circuit | |
| CN104842978B (en) | Parking aid, motor vehicle braking system and vehicle | |
| CN211196170U (en) | Light truck electron parking system | |
| CN201002595Y (en) | Automobile driver off-vehicle off-position automatic control handle brake apparatus | |
| CN206171194U (en) | Automatically controlled formula car mistake is stepped on gas and vice braking safety arrangement that drives | |
| CN105711567B (en) | Automobile automatic hand braking device | |
| CN200960922Y (en) | Automatic hand braking device for automobile | |
| CN107672572A (en) | A kind of safe parking brake | |
| CN2830179Y (en) | Electric hand braking device | |
| CN2604357Y (en) | Vehicle dynamic automatic hand braking device | |
| CN1663858A (en) | Electric hand brake device | |
| CN112026843A (en) | Remote mechanical release control system for parking and braking urban rail vehicle | |
| CN2776780Y (en) | Electric hand braking device | |
| CN201261428Y (en) | Cargo box hoisting alarming control device of self-discharging vehicle | |
| CN2644252Y (en) | Auto parking brake gear | |
| CN2311392Y (en) | Night indicator for preventing motor vehicle from running into the back of the preceding car | |
| CN103332181A (en) | Automatic parking brake | |
| CN203047228U (en) | Operating system of automobile brake master cylinder | |
| CN203186325U (en) | Forklift braking priority selection device | |
| KR101309509B1 (en) | Motor drive circuit of electric parking brake | |
| CN115107724B (en) | Operating device and operating method of wheel type AGV stay wire type parking brake | |
| CN207192707U (en) | A kind of autobrake system of electri forklift | |
| CN206468771U (en) | A kind of rear driving axle is electro-hydraulic to manipulate differential lock device and tractor |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |