CN213948402U - Hill start assist system and vehicle - Google Patents

Abstract

The utility model provides a hill start auxiliary system and vehicle. The hill start auxiliary system comprises a brake execution gas circuit, a first control gas circuit, a second control gas circuit and a control module; the brake execution gas circuit comprises a brake gas cylinder, a relay unit and a brake chamber; the relay unit is provided with an air inlet communicated with the brake air cylinder, an air outlet communicated with the brake air chamber, a first control port and a second control port; the first control air path is controlled by the brake pedal and is connected with the first control port; the second control gas path comprises an auxiliary gas cylinder, a second gas path for communicating the auxiliary gas cylinder with the second control port, and an electromagnetic valve arranged on the second gas path for controlling the second gas path to be switched on and off; the control module comprises a gradient sensor, a first pressure switch and a controller, and the controller is electrically connected with the electromagnetic valve. The utility model discloses vehicle hill start security can be improved.

Description

Hill start assist system and vehicle

Technical Field

The utility model relates to a vehicle technical field, in particular to hill start auxiliary system and have vehicle of this hill start auxiliary system.

Background

When some conventional heavy vehicles such as heavy trucks and the like are started on a slope, a foot brake or a hand brake needs to be stepped on for smooth starting, so that the operation is inconvenient, and the vehicle is easy to slide when the operation is not convenient for a beginner or an emergency, and the driving safety of the vehicle and a rear vehicle is seriously influenced.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide an improve hill start auxiliary system of vehicle hill start security and have this hill start auxiliary system's vehicle.

In order to solve the technical problem, the utility model adopts the following technical scheme:

according to an aspect of the present invention, the present invention provides a hill start assist system, comprising a brake execution gas circuit, a first control gas circuit, a second control gas circuit and a control module; the brake execution gas circuit comprises a brake gas cylinder, a relay unit and a brake chamber; the relay unit is provided with an air inlet, an air outlet, a first control port and a second control port, wherein the first control port and the second control port are used for controlling the on-off of the air inlet and the air outlet; the air inlet is communicated with the braking air storage cylinder, and the air outlet is communicated with the braking air chamber; the first control air path comprises a master brake valve controlled by a brake pedal and a first air path for communicating the master brake valve to the first control port; the second control gas path comprises an auxiliary gas cylinder, a second gas path communicated with the auxiliary gas cylinder to the second control port, and an electromagnetic valve arranged on the second gas path to control the second gas path to be switched on and off; the control module comprises a gradient sensor for detecting gradient, a first pressure switch arranged on the first gas path and a controller electrically connected with the gradient sensor and the first pressure switch respectively, and the controller is electrically connected with the electromagnetic valve.

In some embodiments, the relay unit is a differential relay valve.

In some embodiments, the relay unit includes a relay valve and a two-way check valve; two inlet ends of the two-way check valve are respectively used as the first control port and the second control port; the outlet end of the two-way check valve is connected with the control port of the relay valve.

In some embodiments, the solenoid valve is a two-position, three-way solenoid valve.

In some embodiments, the control module further includes a hill start switch electrically connected to the controller to control the grade sensor and the first pressure switch.

In some embodiments, the control module further comprises a second pressure switch electrically connected to the controller, the second pressure switch disposed on the second air path between the solenoid valve and the second control port.

According to another aspect of the utility model, the utility model provides a vehicle is still provided, include brake pedal, total gas receiver, traveling system and include as above hill start auxiliary system, brake pedal with the control end of brake master valve links to each other, total gas receiver with the entrance point of brake master valve links to each other, traveling system is controlled by brake chamber.

In some embodiments, the controller is a vehicle control unit.

According to the above technical scheme, the utility model discloses following advantage and positive effect have at least: the utility model discloses an among the hill start auxiliary system, according to the control of the relay unit of first control gas circuit to braking execution gas circuit, can respond the signal of brake pedal and realize the normal driving braking of vehicle, according to the control of second control gas circuit to the relay unit, can utilize the air supply of supplementary gas receiver to maintain the vehicle braking, make and still guarantee the vehicle to be the brake state under the condition of releasing the brake pedal, prevent that the vehicle from slipping down when the hill start, improve the security; meanwhile, the controller controls the electromagnetic valve in the second control gas circuit to be switched on or switched off according to signals of the first pressure switch and the gradient sensor, so that the gas source supply of the second control gas circuit is stopped, the automatic control of the hill start assisting function can be realized, and the use is convenient.

Drawings

Fig. 1 is a schematic block diagram of a hill start assist system according to a first embodiment of the present invention.

Fig. 2 is a schematic block diagram of a hill start assist system according to a second embodiment of the present invention.

Fig. 3 is a functional block diagram of a hill start assist system according to a third embodiment of the present invention.

The reference numerals are explained below:

100/200/300, hill start assist system; 600. a brake pedal;

1. a brake execution gas circuit; 11. braking the air storage cylinder; 12. a relay unit; 121. a differential relay valve; 1211. an air inlet; 1212. an air outlet; 1213. an exhaust port; 1214. a first control port; 1215. a second control port; 126. a relay valve; 1261. an air inlet; 1262. an air outlet; 1263. an exhaust port; 1264. a control port; 127. a two-way check valve; 1271. an outlet end; 1274. a first control port; 1275. a second control port; 13. a brake chamber;

2. a first control gas path; 21. a master brake valve; 22. a first gas path;

3. a second control gas path; 31. an auxiliary air cylinder; 32. a second gas path; 33. an electromagnetic valve; 331. a first interface; 332. a second interface; 333. a third interface;

4. a control module; 41. a controller; 42. a gradient sensor; 43. a first pressure switch; 44. a hill start switch; 45. a second pressure switch.

Detailed Description

Exemplary embodiments that embody features and advantages of the present invention will be described in detail in the following description. It is to be understood that the invention is capable of other and different embodiments and its several details are capable of modification without departing from the scope of the invention, and that the description and drawings are to be regarded as illustrative in nature and not as restrictive.

The utility model discloses a hill start auxiliary system, have this hill start auxiliary system's vehicle and adopt this hill start auxiliary system's vehicle hill start's control method. The hill start auxiliary system is suitable for vehicles adopting a pneumatic type braking system, and achieves the hill start auxiliary function through optimization of an air passage of the braking system. These vehicles are preferably heavy vehicles, such as load-carrying trucks and the like.

To the vehicle of the embodiment of the utility model, roughly have brake pedal, total gas receiver, traveling system, driving system, electrical system etc..

The brake pedal is used for a driver to step on to provide a braking signal, and belongs to a part of a braking system of a vehicle, more specifically a part of a service braking system, namely the brake pedal mainly provides the braking signal during the running process of the vehicle so as to stop or decelerate the vehicle during the running process, and the like.

The main air storage cylinder provides high-pressure air sources for all main air driving components of the whole vehicle.

The traveling system includes wheels, an axle for mounting the wheels and driving the wheels to rotate, and the like, wherein the axle generally has a front axle for controlling the operation of the front wheels and a rear axle for controlling the operation of the rear wheels. For some vehicles with larger length, some walking systems also include a middle bridge.

The power system mainly comprises an engine for providing power for running the vehicle. The engine may be, for example, a diesel engine, a hybrid engine, or the like.

The electric control system mainly comprises a vehicle control unit, and is used for monitoring the state of the vehicle, controlling the running of the vehicle and the like.

The specific structures, arrangement manners, operation principles, and the like of the components related to the brake pedal, the main air reservoir, the traveling system, the power system, and the electric control system can be referred to the related art of the vehicle, particularly the heavy vehicle, and will not be described in detail herein. Meanwhile, it should be noted that only some constituent structures of the vehicle that are associated with the hill start assistance system according to the embodiment of the present invention are listed here, and other structures of the vehicle, such as the vehicle body structure, the parking brake system, etc., are not the important points of the present invention and are not listed one by one.

The hill start assist system will be described in detail below, primarily in connection with several embodiments.

Referring to fig. 1, according to the first embodiment of the present invention, the hill start assisting system 100 mainly includes a braking executing gas circuit 1, a first control gas circuit 2, a second control gas circuit 3, and a control module 4. The braking execution air path 1 is used for braking the vehicle, the first control air path 2 and the second control air path 3 respectively control the braking execution air path 1 to be switched on and off, and the control module 4 has a control function.

Specifically, the brake actuation air passage 1 includes a brake air cylinder 11, a relay unit 12, and a brake air chamber 13.

The brake air cylinder 11 stores high-pressure air. The brake chamber 13 is arranged corresponding to a running system of the vehicle, specifically, an axle of the vehicle, and when the brake chamber 13 receives the high-pressure gas from the brake air cylinder 11, the vehicle is braked. The specific principle of braking the vehicle by using the brake chamber 13 can refer to the conventional service braking principle. In the present embodiment, the brake air cylinder 11 and the brake air chamber 13 may be arranged both corresponding to the rear axle of the vehicle.

The relay unit 12 of the present embodiment is a differential relay valve 121 having an inlet 1211, an outlet 1212, an outlet 1213, a first control port 1214, and a second control port 1215.

For the differential relay valve 121, it is also commonly referred to in the industry as having 1 port for the inlet 1211, 2 ports for the outlet 1212, 3 ports for the outlet 1213, 41 ports for the first control port 1214, and 42 ports for the second control port 1215.

Based on the internal structure of the differential relay valve 121, the inlet 1211 can selectively communicate with or block the outlet 1212, and the opening and closing of the inlet 1211 and the outlet 1212 are controlled by the first control port 1214 and the second control port 1215. The exhaust opening 1213 is open to the external environment.

The air inlet 1211 communicates with the brake air cylinder 11, and the air outlet 1212 communicates with the brake air chamber 13. When braking, the relay unit 12 can be used for enabling the braking air storage cylinder 11 to be rapidly communicated with the braking air chamber 13, so that the braking air chamber 13 can rapidly respond to execute braking, the braking required time is shortened, and the braking safety is improved.

The first control gas passage 2 includes a master cylinder valve 21 and a first gas passage 22 that communicates the master cylinder valve 21 with the first control port 1214.

The control end of the master cylinder valve 21 is controlled by a brake pedal 600 of the vehicle, the inlet end of the master cylinder valve 21 is communicated with a master air cylinder of the vehicle, and the outlet end of the master cylinder valve 21 is communicated to a first control port 1214 through a first air passage 22.

When the brake pedal 600 is pressed down, the inlet end and the outlet end of the master cylinder 21 are communicated, high-pressure air in the master cylinder enters the first control port 1214 of the differential relay valve 121 through the master cylinder 21 and the first air passage 22, the air inlet 1211 and the air outlet 1212 of the differential relay valve 121 are controlled to be communicated, and therefore the brake cylinder 11 supplies air to the brake air chamber 13 to realize vehicle braking.

The conventional service braking function of the vehicle can be realized through the matching of the first control air path 2 and the braking execution air path 1.

The second control air passage 3 comprises an auxiliary air cylinder 31, a second air passage 32 communicating the auxiliary air cylinder 31 with the second control port 1215, and an electromagnetic valve 33 disposed on the second air passage 32 for controlling the on-off of the second air passage 32.

The auxiliary air cylinder 31 may be an air cylinder newly added to the vehicle, or may be an air cylinder originally existing in the vehicle and used for providing an air source to other auxiliary systems such as a door opening/closing system.

The solenoid valve 33 of this embodiment is a two-position three-way solenoid valve, and the first port 331 is communicated with the auxiliary air cylinder 31, the second port 332 is communicated with the second control port 1215, and the third port 333 is communicated with the external environment. The valve core inside the solenoid valve 33 has two working positions, in the first working position illustrated in fig. 1, the first port 331 is closed, the second port 332 and the third port 333 are communicated, at this time, the second air passage 32 is in a disconnected state, and the auxiliary air cylinder 31 is not communicated with the second control port 1215. When the valve core is switched to the second operating position, the first port 331 communicates with the second port 332, the third port 333 is blocked, and in this state, the second air passage 32 is switched to a conducting state, so that the auxiliary air cylinder 31 communicates with the second control port 1215.

When the auxiliary air cylinder 31 is communicated with the second control port 1215, the high-pressure air in the auxiliary air cylinder 31 enters the second control port 1215, and the communication between the control air inlet 1211 and the control air outlet 1212 is maintained, so that the brake air cylinder 11 is matched with the brake air chamber 13 to maintain the braking state of the vehicle.

The switching of the operating position of the spool of the solenoid valve 33 is controlled by the electrical part, which is controlled by the control module 4.

The solenoid valve 33 may be a normally open two-position three-way solenoid valve or a normally closed two-position three-way solenoid valve, and according to different types of the solenoid valve 33 and on-off requirements required by the second air path 32, the connection mode of the solenoid valve 33 in the second air path 32 and the power supply mode of the control module 4 to the solenoid valve 33 can be flexibly set.

In some modified embodiments, the solenoid valve 33 may be other types of valves with on-off state changes, such as a solenoid shut-off valve, a two-position four-way solenoid valve, and the like.

The control module 4 includes a controller 41, a grade sensor 42, and a first pressure switch 43. In this embodiment, it further comprises a hill start switch 44. The gradient sensor 42, the first pressure switch 43, and the hill start switch 44 are electrically controlled by the connection controller 41, respectively.

The gradient sensor 42 is used to detect the gradient of the road surface on which the vehicle is parked, i.e., the angle of the road surface with respect to the horizontal plane. When the gradient is greater than 0, that is, in the direction of travel to the vehicle, the road surface is inclined upward. The grade sensor 42 may be any device known in the art.

The first pressure switch 43 is disposed on the first air path 22 of the first control air path 2, and can detect the pressure on the first air path 22 and convert the pressure into an electric signal to be transmitted to the controller 41. Since the pressure of the first air passage 22 substantially originates from the master cylinder, that is, the pressure of the master cylinder is transmitted to the first air passage 22 through the master cylinder 21 by the change of the state of the master cylinder 21 in response to the brake signal of the brake pedal 600, the pressure detected by the first pressure switch 43 substantially reflects the brake signal of the brake pedal 600.

The controller 41 energizes or de-energizes the solenoid valve 33 according to the gradient signal of the gradient sensor 42 and the brake signal of the first pressure switch 43, and controls the operation state of the solenoid valve 33 to turn on or off the second air passage 32.

When the slope signal of the slope sensor 42 indicates that the vehicle is on a slope according to the braking signal of the first pressure switch 43, the controller 41 controls the solenoid valve 33 to open the second air passage 32, so that the communication state between the air inlet 1211 and the air outlet 1212 of the relay unit 12 can be controlled by the high-pressure air of the auxiliary air tank 31, the vehicle is kept in a braking state, and the vehicle is prevented from slipping down or up the slope.

The controller 41 is preferably a vehicle control unit, i.e. the functions of the controller 41 can be directly integrated on the vehicle control unit, and accordingly, the gradient sensor 42, the first pressure switch 43 and the solenoid valve 33 are electrically connected to the vehicle control unit respectively.

It can be understood that the gradient sensor 42 and the first pressure switch 43 are devices capable of generating electrical signals, the electrical control connection between the gradient sensor and the first pressure switch and the controller 41 is intended to realize the transmission of the electrical signals, the transmission of the electrical signals can be transmitted in a wired manner, or in a wireless manner, and the present invention is not limited thereto.

In this embodiment, the hill start switch 44 is a manual switch electrically connected to the controller 41 for controlling the operations of the gradient sensor 42 and the first pressure switch 43. Namely: when the driver needs to use the hill start assist function, the hill start switch 44 may be turned on, and accordingly, the controller 41 controls the gradient sensor 42 and the first pressure switch 43 to start operating according to a switch signal of the hill start switch 44. When the hill start assist function is not required, the hill start switch 44 may be turned off, and accordingly, the gradient sensor 42 and the first pressure switch 43 are not operated.

The operation of the hill start assist system 100 is generally as follows, in conjunction with the description above.

When hill start is required, the driver turns on the hill start switch 44 in advance. When the brake pedal 600 is pressed down in a parking state, high-pressure air from the main air reservoir enters the first control port 1214 of the differential relay valve 121 through the main brake valve 21 and the first air passage 22, the air inlet 1211 and the air outlet 1212 of the differential relay valve 121 are communicated, and the brake air reservoir 11 supplies air to the brake air chamber 13 through the air inlet 1211 and the air outlet 1212 in sequence to realize the normal service braking of the vehicle.

Meanwhile, the brake signal of the brake pedal 600 is detected by the first pressure switch 43 and transmitted to the controller 41, and at the same time, the controller 41 also receives the gradient signal detected by the gradient sensor 42, when the gradient is greater than 0, the controller 41 controls the solenoid valve 33 to conduct the second air passage 32, the high-pressure air in the auxiliary air cylinder 31 enters the second control port 1215 of the differential relay valve 121 through the solenoid valve 33 and the second air passage 32, and controls the air inlet 1211 and the air outlet 1212 of the differential relay valve 121 to be kept in a communication state. At this time, even if the brake pedal 600 is released, the air inlet 1211 and the air outlet 1212 of the differential relay valve 121 are in a communication state, and the brake air cylinder 11 can continuously supply air to the brake air chamber 13, thereby maintaining the braking of the vehicle.

When the vehicle has enough driving force, the controller 41 controls the electromagnetic valve 33 to cut off the second air path 32, the channel between the air inlet 1211 and the air outlet 1212 of the differential relay valve 121 is cut off, the brake air chamber 13 releases the brake, the vehicle starts normally, and the vehicle is effectively prevented from sliding down a slope.

The timing of releasing the brake by the controller 41 is preferably determined by detecting the torque of the engine, and when the torque of the engine reaches the vehicle start setting value, the controller 41 controls the solenoid valve 33 to block the second air passage 32. It can be understood that the vehicle starting set value can be flexibly set according to different vehicle conditions, and the vehicle can move forwards only when the set value is met.

Referring again to fig. 2, a functional block diagram of a hill start assist system 200 according to a second embodiment of the present invention is illustrated.

Compared to the first embodiment, the control module 4 in the hill start assisting system 200 of the present embodiment adds a second pressure switch 45 electrically connected to the controller 41, and the second pressure switch 45 is disposed on the second air path 32 of the second control air path 3 and located between the solenoid valve 33 and the second control port 1215 of the relay unit 12.

The second pressure switch 45 may detect the pressure of the second air path 32 and transmit the pressure to the controller 41. When the second control air circuit 3 is used for controlling the brake execution air circuit 1 to execute the brake, a feedback signal is provided to the controller 41 through the second pressure switch 45 so as to display that the hill start assisting function is performed.

On the basis, when the vehicle has a requirement for displaying whether the hill start assisting function is effective, the signal of the second pressure switch 45 can be used for realizing after further processing.

In the ramp assisting system 200 of the present embodiment, the specific arrangement manner of the brake execution air path 1, the first control air path 2 and the second control air path 3 and the related implementation manner of the control module 4 may all refer to the description of the first embodiment, and will not be described again.

Referring next to fig. 3, a functional block diagram of a hill start assist system 300 in accordance with a third embodiment of the present invention is illustrated.

In contrast to the second embodiment described above, in the hill start assist system 300 of the present embodiment, the relay unit 12 of the brake actuation air passage 1 is implemented using the relay valve 126 in combination with the two-way check valve 127, instead of using the differential relay valve 121.

Specifically, the air inlet 1261 of the relay valve 126 communicates with the brake cylinder 11 as an air inlet of the relay unit 12, and the air outlet 1262 of the relay valve 126 communicates with the brake chamber 13 as an air outlet of the relay unit 12. The exhaust port 1263 of the relay valve 126 communicates with the outside.

Two inlet ends of the two-way check valve 127 are respectively used as a first control port 1274 and a second control port 1275 of the relay unit 12, the first control port 1274 is connected with the first air passage 22 of the first control air passage 2, and the second control port 1275 is connected with the second air passage 32 of the second control air passage 3.

The outlet end 1271 of the two-way check valve 127 is connected to the control port 1264 of the relay valve 126.

High pressure gas from either the first circuit 22 or the second circuit 32 enters the two-way check valve 127 and enters the relay valve 126 from the outlet end 1271, thereby controlling the communication between the gas inlet 1261 and the gas outlet 1262.

The working principle of realizing hill start by using the hill start assisting system 300 of the present embodiment is the same as that of the first embodiment, and as to the specific implementation of the first control air passage 2, the second control air passage 3 and the control module 4, reference may be made to the first embodiment, and a description thereof will not be repeated.

It should be noted that the second pressure switch 45 is provided in the present embodiment as in the second embodiment, and it is understood that the second pressure switch 45 is not essential, and the second pressure switch 45 may be eliminated when the pressure of the second air path 32 does not need to be fed back through the second pressure switch 45.

In conjunction with the hill start assist system 100/200/300 above, there is further provided a method of controlling hill start of a vehicle, comprising:

s10: in response to a brake signal from the brake pedal 600, pressure from the master cylinder valve 21 is applied to the first control port 1214/1274, the air inlet port 1211/1261 is communicated with the air outlet port 1212/1262, and the brake air cylinder 11 supplies air to the brake air chamber 13 to achieve vehicle braking. By this step, the normal service braking of the vehicle is achieved.

S20: according to the braking signal detected by the first pressure switch 43, and when the gradient detected by the gradient sensor 42 is greater than the preset threshold, the controller 41 controls the solenoid valve 33 to open the second air path 32, so that the auxiliary air cylinder 31 supplies air to the second control port 1215/1275, and the communication between the air inlet 1211/1261 and the air outlet 1212/1262 is maintained. According to this step, the vehicle brake can be maintained by the air supply of the auxiliary reservoir 31, and at this time, even if the brake pedal 600 is released, the braking state of the vehicle can be maintained, and the vehicle can be prevented from rolling down on a slope. In some embodiments, a preferred preset threshold is 0, i.e. hill start assist functionality can be enabled as long as there is a grade. It is understood that the preset threshold value of the gradient may be set according to actual conditions, and is not necessarily 0.

S30: the torque of the vehicle engine is detected, and when the torque reaches a vehicle start setting value, the controller 41 controls the solenoid valve 33 to block the second air passage 32. According to the step, after the second air passage 32 is cut off, the air inlet 1211/1261 cannot be controlled to be communicated with the air outlet 1212/1262 through the second control port 1215/1275, at the moment, if the brake pedal 600 is also released, the braking of the vehicle is released, and the vehicle can be started normally under the power provided by the engine.

The concrete implementation manner of the vehicle hill start control method may also be combined with the above description of the working principle of the hill start assist system 100, and is not described again.

While the present invention has been described with reference to several exemplary embodiments, it is understood that the terminology used is intended to be in the nature of words of description and illustration, rather than of limitation. As the present invention may be embodied in several forms without departing from the spirit or essential characteristics thereof, it should also be understood that the above-described embodiments are not limited by any of the details of the foregoing description, but rather should be construed broadly within its spirit and scope as defined in the appended claims, and therefore all changes and modifications that fall within the meets and bounds of the claims, or equivalences of such meets and bounds are therefore intended to be embraced by the appended claims.

Claims (8)

1. A hill start assist system comprising:

the brake execution gas circuit comprises a brake gas cylinder, a relay unit and a brake chamber; the relay unit is provided with an air inlet, an air outlet, a first control port and a second control port, wherein the first control port and the second control port are used for controlling the on-off of the air inlet and the air outlet; the air inlet is communicated with the braking air storage cylinder, and the air outlet is communicated with the braking air chamber;

the first control air path comprises a master brake valve controlled by a brake pedal and a first air path for communicating the master brake valve to the first control port;

the second control gas path comprises an auxiliary gas cylinder, a second gas path communicated with the auxiliary gas cylinder to the second control port, and an electromagnetic valve arranged on the second gas path to control the second gas path to be switched on and off;

the control module comprises a gradient sensor for detecting gradient, a first pressure switch arranged on the first gas path and a controller electrically connected with the gradient sensor and the first pressure switch respectively, wherein the controller is electrically connected with the electromagnetic valve.

2. The hill start assist system of claim 1 wherein the relay unit is a differential relay valve.

3. The hill start assist system of claim 1 wherein the relay unit includes a relay valve and a two-way check valve; two inlet ends of the two-way check valve are respectively used as the first control port and the second control port; the outlet end of the two-way check valve is connected with the control port of the relay valve.

4. A hill start assist system according to any one of claims 1-3 wherein the solenoid valve is a two-position three-way solenoid valve.

5. The hill start assist system of any one of claims 1-3 wherein the control module further includes a hill start switch electrically connected to the controller to control the grade sensor and the first pressure switch.

6. The hill start assist system of any of claims 1-3 wherein the control module further includes a second pressure switch electrically connected to the controller, the second pressure switch being disposed on the second air path between the solenoid valve and the second control port.

7. A vehicle comprising a brake pedal, a main air reservoir, a running gear, and a hill start assist system according to any one of claims 1 to 6, wherein the brake pedal is connected to a control end of the main brake valve, the main air reservoir is connected to an inlet end of the main brake valve, and the running gear is controlled by the brake chamber.

8. The vehicle of claim 7, characterized in that the controller is a vehicle control unit.

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