CN219382456U - Vehicle with a vehicle body having a vehicle body support - Google Patents
Vehicle with a vehicle body having a vehicle body support Download PDFInfo
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- CN219382456U CN219382456U CN202320697665.7U CN202320697665U CN219382456U CN 219382456 U CN219382456 U CN 219382456U CN 202320697665 U CN202320697665 U CN 202320697665U CN 219382456 U CN219382456 U CN 219382456U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The utility model discloses a vehicle, wherein the vehicle comprises: the device comprises a front axle, a rear axle, a front axle braking channel, a rear axle left braking channel, a rear axle right braking channel, six wheel speed sensors and a controller. The rear axle comprises a rear axle and a rear axle, the front axle braking channel is used for braking wheels connected with the front axle, the rear axle left braking channel is used for braking left wheels connected with the rear axle and the rear axle, the rear axle right braking channel is used for braking right wheels connected with the rear axle and the rear axle, six wheel speed sensors are respectively and correspondingly arranged with the wheels connected with the front axle, the rear axle and are used for collecting wheel speed values of each wheel, and the controller is respectively connected with the front axle braking channel, the rear axle left braking channel, the rear axle right braking channel and the six wheel speed sensors and can monitor the slip rate of each wheel in real time.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to a vehicle.
Background
With the rapid development of new energy technology, new energy trucks gradually occupy the dominant position of commercial vehicle industry, and especially in some cities with strict environmental protection and management, urban highway transport vehicles also use new energy automobiles. In order to improve the endurance mileage of the new energy commercial vehicle, each big host factory independently develops a control strategy for recovering braking energy, and the wheel locking phenomenon can be generated when the vehicle brakes due to different control strategies and modes of each family, so that the safety risk is increased, and the braking effect is poor.
In the related art, for the arrangement of the 4S4M brake system of the new energy 6*4 vehicle type, only four wheel speed sensors are arranged, namely, two wheel speed sensors of four rear axle wheels and two wheel speed sensors of two front axle wheels, when a vehicle is braked, ABS (Anti-lock Braking System, anti-lock brake system) only plays a role in directly controlling the wheels with the wheel speed sensors, and indirectly controlled wheels can be locked under the influence of the change of the load of the vehicle and the load transfer of an emergency brake shaft, so that the maneuverability and the lateral stability of the vehicle are reduced, and the risk of tail flicking of the vehicle is increased.
Disclosure of Invention
The present utility model aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present utility model is to provide a vehicle that is provided with six wheel speed sensors for 6*4 model, thereby providing a hardware basis for directly performing anti-lock brake control for each wheel, and providing data support for improving the manipulability and lateral stability of the vehicle.
In order to achieve the above object, a vehicle according to an embodiment of the present utility model includes: the front axle and the rear axle comprise a rear first axle and a rear second axle; the front axle braking channel is used for braking wheels connected with the front axle; a rear axle left brake channel for braking a left wheel connected to the rear axle and a left wheel connected to the rear axle; a rear axle right side brake channel for braking a right side wheel to which the rear axle is connected and a right side wheel to which the rear axle is connected; the six wheel speed sensors are respectively and correspondingly arranged with two wheels connected with the front axle, two wheels connected with the rear axle and two wheels connected with the rear axle, and are used for collecting the wheel speed value of each wheel; and the controller is respectively connected with the front axle braking channel, the rear axle left side braking channel, the rear axle right side braking channel and the six wheel speed sensors.
According to the vehicle disclosed by the embodiment of the utility model, the wheel speed sensor is arranged on each wheel, so that the wheel speed value of each wheel can be acquired in real time, a hardware basis is further provided for directly performing anti-lock braking control on each wheel, and data support is provided for improving the maneuverability and lateral stability of the vehicle, so that a driver is helped to better control the vehicle to run under different road conditions and driving conditions, the probability of traffic accidents is reduced, and the safety of the vehicle is improved.
In some embodiments, the rear axle left brake channel comprises: the first anti-lock actuator is arranged corresponding to the left wheel connected with the rear axle; the second anti-lock actuator is arranged corresponding to the left wheel connected with the rear two axles; the first electromagnetic valve is connected with the first anti-lock actuator and the second anti-lock actuator; the controller is connected with the first electromagnetic valve to brake the left side wheel of the rear axle and/or brake the left side wheel of the rear axle.
In some embodiments, the rear axle right brake channel includes: the third anti-lock actuator is arranged corresponding to the right wheel connected with the rear axle; the fourth anti-lock actuator is arranged corresponding to the right wheel connected with the rear two axles; the second electromagnetic valve is connected with the third anti-lock actuator and the fourth anti-lock actuator; the controller is connected with the second electromagnetic valve to brake the right side wheel of the rear axle and/or brake the right side wheel of the rear axle.
In some embodiments, the front axle brake channel comprises: the left brake channel of the front axle is connected with a left wheel connected with the front axle; the front axle right side braking channel is connected with a right side wheel connected with the front axle.
In some embodiments, the front axle left side brake channel comprises: the fifth anti-lock actuator is arranged corresponding to the left wheel connected with the front axle; the third electromagnetic valve is connected with the fifth anti-lock actuator; the controller is connected with the third electromagnetic valve to brake the left wheel connected with the front axle.
In some embodiments, the front axle right side brake channel comprises: the sixth anti-lock actuator is arranged corresponding to the right wheel connected with the front axle; the fourth electromagnetic valve is connected with the sixth anti-lock actuator; the controller is connected with the fourth electromagnetic valve to brake the right wheel connected with the front axle.
Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.
Drawings
The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:
fig. 1 is a schematic configuration diagram of a 4S4M vehicle anti-lock brake system of 6*4 in the related art;
FIG. 2 is a schematic illustration of a vehicle according to one embodiment of the utility model;
fig. 3 is a schematic structural view of a vehicle anti-lock brake system according to an embodiment of the present utility model.
Reference numerals:
a vehicle 100;
a front axle 1; a rear axle 2; a vehicle antilock brake system 3; a wheel speed sensor 4; a controller 5; a solenoid valve 6; a 4S4M vehicle antilock brake system 7;
a rear axle 21; a rear second bridge 22; a first antilock actuator 31; a second antilock actuator 32; a first electromagnetic valve 33; a third antilock actuator 34; a fourth antilock actuator 35; a second solenoid valve 36; a fifth antilock actuator 37; a third solenoid valve 38; a sixth antilock actuator 39; and a fourth solenoid valve 40.
Detailed Description
Embodiments of the present utility model will be described in detail below, by way of example with reference to the accompanying drawings.
Fig. 1 is a schematic configuration diagram of a 4S4M vehicle anti-lock brake system of 6*4 in the related art. As shown in fig. 1, the 4S4M vehicle antilock brake system 7 includes four wheel speed sensors 4 and four solenoid valves 6. In the wheels connected with the rear axle, only two wheels are provided with wheel speed sensors 4, so that the ABS only plays a role in directly controlling the wheels with the wheel speed sensors 4 in the actual braking process of the vehicle, and the indirectly controlled wheels can be possibly locked due to the influence of the change of the load of the vehicle and the transfer of the emergency braking axle load, thereby reducing the operability and the lateral stability of the vehicle.
In order to solve the above problems, the present utility model provides a vehicle, in which a wheel speed sensor 4 is installed on each wheel connected to a front axle and a rear axle, so that a slip rate of each wheel can be monitored in real time, and a corresponding braking channel is controlled based on the slip rate of each wheel, so as to perform anti-lock braking adjustment on the wheels on the left and right sides of the front axle and the rear axle, thereby preventing the wheels from locking during braking of the vehicle, and improving the maneuverability and lateral stability of the vehicle.
A vehicle according to an embodiment of the present utility model is described below with reference to fig. 2 to 3.
FIG. 2 is a schematic illustration of a vehicle according to one embodiment of the utility model. As shown in fig. 2, the vehicle 100 includes a front axle 1, a rear axle 2, a front axle brake passage, a rear axle left brake passage, a rear axle right brake passage, and a controller 5.
The front axle 1 is an integral part of a vehicle suspension system, typically connected to an engine and a cabin. Since the wheels to which the front axle 1 is connected are responsible for bearing the forward weight and steering force of the vehicle 100, the action of braking the front axle 1 is very important and may help the driver to better control the vehicle 100. In the embodiment, the front axle brake channel is used to brake the wheel to which the front axle 1 is connected.
Rear axle 2 includes a rear axle 21 and a rear axle 22, rear axle 2 being another component of the vehicle suspension system, typically connected to the driveline at the rear of vehicle 100. Since the wheels to which the rear axle 2 is connected are responsible for taking up the rearward weight and traction of the vehicle 100, the action of braking the rear axle 2 is also important, helping the driver to better control the balance of the vehicle 100 during braking. In an embodiment, the rear axle left side brake channel is used to brake the left side wheel connected to the rear first axle 21 and the left side wheel connected to the rear second axle 22, and the rear axle right side brake channel is used to brake the right side wheel connected to the rear first axle 21 and the right side wheel connected to the rear second axle 22.
In the embodiment, six wheel speed sensors 4 are respectively and correspondingly arranged with two wheels connected with the front axle 1, two wheels connected with the rear axle 21 and two wheels connected with the rear axle 22, and are used for collecting the wheel speed value of each wheel, and the slip rate of each wheel can be obtained through the wheel speed value of each wheel.
Among them, the wheel speed sensor 4 is a sensor for detecting the rotational speed of wheels, which is generally installed near the hub of each wheel, determines the speed and direction of the vehicle 100 by detecting the rotation of the wheels, and transmits these information to the controller 5 of the vehicle 100. The usual wheel speed sensor 4 mainly includes: the magnetoelectric wheel speed sensor and the hall wheel speed sensor are not particularly limited herein.
In some embodiments, the slip ratio refers to the proportion of the sliding component in the movement of the wheel, and when the slip ratio of the wheel is too large, it means that the proportion of the sliding component in the movement of the wheel is large, and at this time, the wheel may slide excessively, so that the braking capability of the vehicle 100 is reduced, the wheel locking phenomenon is easy to occur, and the vehicle 100 loses stability, so that situations such as sideslip or tail flicking of the vehicle 100 occur. When the wheel slip ratio is too small, it means that the proportion of the slip component of the wheel in motion is small, and at this time, the wheel hardly slips, and the wheel cannot provide sufficient braking force to decelerate, and also causes a decrease in braking effect. Therefore, controlling the wheel slip ratio within the normal range is an important measure for ensuring the running safety and stability of the vehicle 100.
In some embodiments, obtaining the slip ratio of the wheel may be calculated from the current wheel speed of the wheel, where the slip ratio may be represented by S, as follows:
wherein: u is the speed of the vehicle; v is the wheel speed; w is the rolling angular velocity of the wheels; r is the radius of the wheel.
Accordingly, the current wheel speeds of the respective wheels connected to the front axle 1 and the rear axle 2 are obtained by the wheel speed sensor 4, and the slip ratio of the respective wheels can be calculated in combination with the speed of the vehicle 100.
It is worth noting that after the current wheel speed of each wheel is obtained, it is necessary to determine that the current wheel speed is greater than zero. This is because the rotational speed of the wheel is zero when it is stationary, and it is not meaningful to calculate the slip ratio in this case. Therefore, when calculating the slip ratio of the wheel, it is necessary to exclude the case where the wheel is stationary, and ensure that the current speed of the wheel is greater than zero, so that the calculated slip ratio has practical significance.
The controller 5 is respectively connected with the front axle braking channel, the rear axle left braking channel, the rear axle right braking channel and the six wheel speed sensors 4, specifically, when the vehicle 100 performs emergency braking, the controller 5 can control the front axle braking channel to perform anti-lock braking adjustment on wheels connected with the front axle 1 based on the slip rate of the left side and the right side of the front axle 1, and control the rear axle left braking channel and the rear axle right braking channel to perform anti-lock braking adjustment on the wheels connected with the rear axle 21 and the rear axle 22 based on the slip rate of the left side and the right side of the rear axle 2, so that the risks of wheel locking, wheel sideslip and vehicle 100 tipping generated during emergency braking of the vehicle 100 are reduced, and the maneuverability and lateral stability of the vehicle 100 are improved.
According to the vehicle 100 provided by the embodiment of the utility model, the wheel speed sensor 4 is arranged on each wheel, so that the wheel speed value of each wheel can be acquired in real time, further, a hardware basis is provided for directly performing anti-lock braking control on each wheel, and data support is provided for improving the maneuverability and lateral stability of the vehicle 100, thereby helping a driver to better control the vehicle 100 to run under different road conditions and driving conditions, reducing the probability of traffic accidents, and improving the safety of the vehicle 100.
Fig. 3 is a schematic structural view of a vehicle anti-lock brake system according to an embodiment of the present utility model. As shown in fig. 3, the rear axle left brake channel includes: a first antilock actuator 31, a second antilock actuator 32, and a first solenoid valve 33.
The first antilock actuator 31 is disposed corresponding to the left wheel connected to the rear axle 21, and the second antilock actuator 32 is disposed corresponding to the left wheel connected to the rear axle 22. The first antilock actuator 31 and the second antilock actuator 32 are configured to receive an antilock instruction sent from the controller 5, and convert the electrical signal instruction into a brake air pressure or a brake fluid pressure required for antilock brake adjustment, thereby preventing the left wheel of the rear axle from being locked. The first electromagnetic valve 33 is connected with the first anti-lock actuator 31 and the second anti-lock actuator 32, and the first electromagnetic valve 33 is used as a switch in the vehicle anti-lock brake system 3 and is used for controlling the on-off of the air pressure or the hydraulic flow in the left brake channel of the rear axle so as to realize the adjustment of the brake pressure of the left wheel connected with the rear axle 2. The controller 5 is connected to the first solenoid valve 33 to brake the left wheel of the rear axle 21 and/or to brake the left wheel of the rear axle 22.
The rear axle right side braking passageway includes: third anti-lock actuator 34, fourth anti-lock actuator 35 and second solenoid valve 36
The third antilock actuator 34 is disposed corresponding to the right wheel connected to the rear axle 21, the fourth antilock actuator 35 is disposed corresponding to the right wheel connected to the rear axle 22, and the third antilock actuator 34 and the fourth antilock actuator 35 are configured to receive an antilock instruction sent by the controller 5 and convert the electrical signal instruction into a braking air pressure or a hydraulic pressure required for antilock braking adjustment, thereby preventing the right wheel of the rear axle from locking. The second electromagnetic valve 36 is connected with the third anti-lock actuator 34 and the fourth anti-lock actuator 35, and the second electromagnetic valve 36 is used as a switch in the vehicle anti-lock brake system 3 for controlling the on-off of the air pressure or the hydraulic flow in the right brake channel of the rear axle so as to realize the adjustment of the brake pressure of the right wheel connected with the rear axle 2. The controller 5 is connected to a second solenoid valve 36 to brake the right hand wheel of the rear axle 21 and/or to brake the right hand wheel of the rear axle 22.
Specifically, the controller 5 obtains the current wheel speeds of the left and right wheels connected to the rear axle 2 through the wheel speed sensor 4, calculates the slip rates of the left and right wheels connected to the rear axle 2 according to the current wheel speeds, compares the obtained slip rates of the wheels, determines whether the maximum slip rate exceeds a preset anti-lock threshold, and if the maximum slip rate exceeds the threshold, indicates that the wheels are likely to lock, and needs to regulate the braking pressure. At this time, according to the maximum slip ratio among the slip ratios of the wheels on the left and right sides of the rear axle 2, the controller 5 performs anti-lock braking adjustment on the wheels of the maximum slip ratio by controlling the anti-lock actuators and the solenoid valves 6 in the corresponding brake passages. Specifically, when the maximum slip ratio exists among the slip ratios of the wheels on the left side of the rear axle 2, the controller 5 controls the first antilock actuator 31 or the second antilock actuator 32 of the brake channel on the left side of the rear axle 2 to perform antilock brake pressure adjustment on the wheels of the maximum slip ratio, and when the maximum slip ratio exists among the slip ratios of the wheels on the right side of the rear axle 2, the controller 5 controls the third antilock actuator 34 or the fourth antilock actuator 35 of the brake channel on the right side of the rear axle 2 to perform antilock brake pressure adjustment on the wheels of the maximum slip ratio. By this control, the controller 5 can realize dynamic adjustment of the wheel brake pressure, thereby preventing occurrence of the wheel locking phenomenon.
In some embodiments, the antilock threshold value refers to a parameter set in the antilock brake system of the vehicle for controlling the magnitude of the wheel braking force, and is generally set in consideration of various factors such as the braking performance of the vehicle 100, the road condition, the vehicle speed, the steering mode, and the like. Different antilock thresholds may be required for different vehicle models and brake systems, so that in practice the antilock thresholds appropriate for the respective vehicle 100 may be obtained through experimentation and optimization.
In some embodiments, motor braking exit is controlled after determining that a maximum slip ratio of the slip ratios of the four wheels is greater than an anti-lock threshold.
Specifically, when the controller 5 detects that the maximum slip ratio of the slip ratios of the four wheels connected to the rear axle 2 exceeds the preset antilock threshold, the controller 5 stops using the motor brake to decelerate the vehicle 100. Instead, it activates the vehicle antilock brake system 3 to control the braking of the wheels to prevent the wheels from locking and to improve the stability and controllability of the vehicle 100. Thus, motor brake withdrawal refers to a process from motor braking to braking using the vehicle antilock brake system 3.
In some embodiments, if the slip ratio of the wheels exceeds the anti-lock threshold, the controller 5 controls the motor to brake out, and at this time, the motor energy recovery function is started simultaneously to convert the kinetic energy generated during the braking process into electric energy and store the electric energy in the battery, thereby improving the energy utilization efficiency and the endurance mileage of the vehicle 100.
In addition, vehicle 100 also includes a front axle brake channel that includes: a left brake channel of the front axle and a right brake channel of the front axle.
The left braking channel of the front axle is connected with the left wheel connected with the front axle 1 and is used for performing anti-lock braking adjustment on the left wheel connected with the front axle 1. The right braking channel of the front axle is connected with the right wheel connected with the front axle 1 and is used for performing anti-lock braking adjustment on the right wheel connected with the front axle 1.
In some embodiments, the wheel speed sensor 4 is used to obtain the current wheel speed of the wheel connected to the front axle 1, and the wheel slip rate is obtained according to the current wheel speed of the wheel connected to the front axle 1, if the wheel slip rate reaches the anti-lock threshold, the front axle braking channel is controlled to perform anti-lock braking adjustment on the corresponding wheel connected to the front axle 1, that is, the wheel with the slip rate reaching the anti-lock threshold, so that the phenomenon that the front axle wheel is locked and the wheel loses steering ability can be avoided, and the vehicle 100 can keep the ability of avoiding the front obstacle in the braking process.
As shown in fig. 3, the front axle left side brake channel includes: a fifth anti-lock actuator 37 and a third solenoid valve 38.
The fifth antilock actuator 37 is disposed corresponding to the left wheel connected to the front axle 1, and the fifth antilock actuator 37 is configured to receive an antilock instruction sent by the controller 5, and convert the electrical signal instruction into braking air pressure or hydraulic pressure required for antilock braking adjustment, thereby preventing the left wheel of the front axle from being braked and locked. The third electromagnetic valve 38 is connected with the fifth antilock actuator 37, and the third electromagnetic valve 38 is used as a switch in the antilock brake system 3 of the vehicle and is used for controlling the on-off of the air pressure or the hydraulic flow in the left brake channel of the front axle so as to realize the adjustment of the brake pressure of the left wheel connected with the front axle 1. The controller 5 is connected to a third solenoid valve 38 to brake the left wheel to which the front axle 1 is connected.
The front axle right side braking passageway includes: a sixth antilock actuator 39 and a fourth solenoid valve 40.
The sixth antilock actuator 39 is disposed corresponding to the right wheel connected to the front axle 1, and the sixth antilock actuator 39 is configured to receive an antilock instruction sent by the controller 5, and convert the electrical signal instruction into braking air pressure or hydraulic pressure required for antilock braking adjustment, thereby preventing the right wheel of the front axle from being braked and locked. The fourth electromagnetic valve 40 is connected with the sixth antilock actuator 39, and the fourth electromagnetic valve 40 is used as a switch in the antilock brake system 3 for the vehicle and is used for controlling the on-off of the air pressure or the hydraulic flow in the brake channel on the right side of the front axle so as to realize the adjustment of the brake pressure of the right wheel connected with the front axle 1. The controller 5 is connected to a fourth solenoid valve 40 to brake the right wheel to which the front axle 1 is connected.
Specifically, when the vehicle 100 is braked, the controller 5 detects the wheel speeds of the wheels on both sides to which the front axle 1 is connected through the wheel speed sensor 4, and calculates the slip ratio of the corresponding wheels. When the slip rate of the left front wheel connected with the front axle 1 reaches an anti-lock threshold value, the electromagnetic valve 6 controlling the left braking channel of the front axle is started, the controller 5 sends a command for adjusting the braking pressure and transmits the command to the anti-lock actuator of the left braking channel of the front axle, and when the slip rate of the right front wheel connected with the front axle 1 reaches the anti-lock threshold value, the electromagnetic valve 6 controlling the right braking channel of the front axle is started, the controller 5 sends a command for adjusting the braking pressure and transmits the command to the anti-lock actuator of the right braking channel of the front axle, and the anti-lock actuator carries out anti-lock braking adjustment on the front axle wheels according to the command sent by the controller 5, so that the slip rate of the front axle wheels is always controlled in the optimal slip rate range, and the situation that the wheels lose steering ability due to locking phenomenon of the front axle wheels can be avoided, and the vehicle 100 has the ability of avoiding front obstacles in the braking process is kept.
In summary, according to the vehicle 100 of the embodiment of the utility model, the wheel speed sensors 4 on the wheels continuously transmit the rotational speed signals of each wheel to the controller 5 in time in the braking process, so that the controller 5 respectively performs anti-lock braking adjustment on the front axle 2 and the rear axle based on the sensing information of the six wheel speed sensors 4, and the wheel speed sensors 4 are arranged at each wheel, so that hardware support is provided for respectively performing direct anti-lock braking adjustment on each wheel, and data support is provided for improving the maneuverability and lateral stability of the vehicle 100, thereby helping a driver to better control the running of the vehicle 100 under different road conditions and driving conditions, reducing the probability of occurrence of traffic accidents, and improving the safety of the vehicle 100.
In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples.
While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (6)
1. A vehicle, characterized by comprising:
the front axle and the rear axle comprise a rear first axle and a rear second axle;
the front axle braking channel is used for braking wheels connected with the front axle;
a rear axle left brake channel for braking a left wheel connected to the rear axle and a left wheel connected to the rear axle;
a rear axle right side brake channel for braking a right side wheel to which the rear axle is connected and a right side wheel to which the rear axle is connected;
the six wheel speed sensors are respectively and correspondingly arranged with two wheels connected with the front axle, two wheels connected with the rear axle and two wheels connected with the rear axle, and are used for collecting the wheel speed value of each wheel;
and the controller is respectively connected with the front axle braking channel, the rear axle left side braking channel, the rear axle right side braking channel and the six wheel speed sensors.
2. The vehicle of claim 1, wherein the rear axle left side brake channel comprises:
the first anti-lock actuator is arranged corresponding to the left wheel connected with the rear axle;
the second anti-lock actuator is arranged corresponding to the left wheel connected with the rear two axles;
the first electromagnetic valve is connected with the first anti-lock actuator and the second anti-lock actuator;
the controller is connected with the first electromagnetic valve to brake the left side wheel of the rear axle and/or brake the left side wheel of the rear axle.
3. The vehicle of claim 1, wherein the rear axle right side brake channel comprises:
the third anti-lock actuator is arranged corresponding to the right wheel connected with the rear axle;
the fourth anti-lock actuator is arranged corresponding to the right wheel connected with the rear two axles;
the second electromagnetic valve is connected with the third anti-lock actuator and the fourth anti-lock actuator;
the controller is connected with the second electromagnetic valve to brake the right side wheel of the rear axle and/or brake the right side wheel of the rear axle.
4. The vehicle of claim 1, wherein the front axle brake channel comprises:
the left brake channel of the front axle is connected with a left wheel connected with the front axle; the front axle right side braking channel is connected with a right side wheel connected with the front axle.
5. The vehicle of claim 4, wherein the front axle left side brake channel comprises:
the fifth anti-lock actuator is arranged corresponding to the left wheel connected with the front axle; the third electromagnetic valve is connected with the fifth anti-lock actuator;
the controller is connected with the third electromagnetic valve to brake the left wheel connected with the front axle.
6. The vehicle of claim 4, wherein the front axle right side brake channel comprises:
the sixth anti-lock actuator is arranged corresponding to the right wheel connected with the front axle; the fourth electromagnetic valve is connected with the sixth anti-lock actuator;
the controller is connected with the fourth electromagnetic valve to brake the right wheel connected with the front axle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320697665.7U CN219382456U (en) | 2023-03-31 | 2023-03-31 | Vehicle with a vehicle body having a vehicle body support |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320697665.7U CN219382456U (en) | 2023-03-31 | 2023-03-31 | Vehicle with a vehicle body having a vehicle body support |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219382456U true CN219382456U (en) | 2023-07-21 |
Family
ID=87169930
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320697665.7U Active CN219382456U (en) | 2023-03-31 | 2023-03-31 | Vehicle with a vehicle body having a vehicle body support |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219382456U (en) |
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2023
- 2023-03-31 CN CN202320697665.7U patent/CN219382456U/en active Active
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