JPS6230830Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to an auxiliary parking brake device used in automobiles and the like.

An auxiliary parking brake device has been proposed in which the service brake device works in conjunction with the original parking brake device, but one example is one in which the service brake device is an air-hydraulic combined brake. This will be explained with reference to FIG.

In the figure, 1 is the parking brake lever, 2 is the brake wire, and 3 is the parking brake body, which pulls up the parking brake lever 1.
The original parking brake device that operates the parking brake body 3 via the brake wire 2 is configured.

On the other hand, the service brake system includes an air tank 4 that stores compressed air from a compressor (not shown), two air tanks 5, 5 that receive air supply from the air tank 4, and air pressure from the air tanks 5, 5 by pedal operation. A brake valve 6 to be controlled operates using air as a power source to supply a brake oil tank 7.
It consists of air boosters 8, 8 that force-feed the oil to a wheel cylinder (not shown), and control valves 8', 8' that release the air in the air boosters 8, 8 to the atmosphere when the brake is released. However, since its detailed structure and operation belong to well-known technology, it will not be explained in detail.

The means for cooperating this service brake device with the original parking brake device is constructed as follows.
That is, 9 is an engine key switch, 10 is an operating switch, 11 is a normally open parking brake operating switch linked to parking brake lever 1, and 12 is a three-way solenoid valve that opens when energized. It is provided in the middle of the airline E connected to the air boosters 8, 8. Furthermore, double check valves 50, 50 are interposed between the three-way solenoid valve 12 and the control valves 8', 8' of the boosters 8, 8.
0 and 50 have the role of automatically selecting the higher of the air pressure from the brake valve 6 and the air pressure from the three-way solenoid valve 12 and supplying it to the control valves 8' and 8' of the boosters 8 and 8. Fulfilling.

This three-way solenoid valve 12 normally shuts off the upstream side _E1 of the airline E and opens the downstream side _E2 to the atmosphere, but when energized, it communicates the upstream side _E1 of the airline with the downstream side _E2. At the same time, it is configured to block the atmosphere side.

The operation of this auxiliary parking brake device is such that when the key switch 9 is on, the activation switch 10 is turned on and the parking brake lever 1 is pulled to activate the parking brake body 3, and in conjunction with this, the parking brake activation switch 11 is turned on. becomes.

As a result, the positive terminal of the power supply → key switch 9 → operating switch 10 → parking brake operating switch 11 →
A closed circuit is formed from the three-way solenoid valve 12 to the ground electrode of the power source, and the three-way solenoid valve 12 operates to communicate the upstream side E ₁ of the airline with the downstream side E ₂ . Therefore, the air boosters 8, 8 receive air supply via the airline E and the double check valves 50, 50, and as a result, the service brake system is activated, the wheels are locked, and the original parking brake is activated. It cooperates with the device.

Note that 13 is an operation indicator light indicating cooperation between the parking brake device and the service brake device. To cancel the cooperation of this auxiliary parking brake device, press the activation switch 1.
If 0 is turned off, the power to the three-way solenoid valve 12 is cut off, the cooperation of the service brake is canceled, and only the original parking brake continues to operate.

Furthermore, when the parking brake lever 1 is returned, the parking brake activation switch 11 is turned off, cutting off the power to the three-way solenoid valve 12, and the tensile force acting on the parking brake wire also disappears. Both parking brakes are deactivated.

However, in this device, if a defect such as a disconnection occurs in the electrical system at an unexpected time, the power to the three-way solenoid valve 12 is cut off and the air line E is cut off by the solenoid valve 12. device 8
There was a concern that the service brake would stop working and, therefore, the service brake would become uncooperative at an unexpected time.
In addition, as related to the auxiliary parking brake device for vehicles, JP-A-57-44557 and JP-A-57-44558 are disclosed.
Publication No. 57-26035, Japanese Patent Application Laid-open No. 57-26035
26036, Japanese Patent Application Laid-open No. 57-30655, etc.

This invention is intended to solve the above-mentioned problem, and is an auxiliary device that allows the service brake to continue to work together with the parking brake even if a defect occurs in the electrical system while the parking brake and service brake are working together. The purpose is to provide a parking brake device.

Embodiments of the present invention will be described below with reference to the drawings.

Incidentally, the same parts as in FIG. 1 are given the same reference numerals, and the description thereof will be omitted.

As shown in FIG. 2, a three-way manual valve 14 is arranged in series with a three-way solenoid valve 40 in the airline _E2 . The three-way solenoid valve 40 is a closed type when energized, and when energized, it shuts off airline E ₁ and opens airline E ₂ to the atmosphere.
When not energized, the airlines _E1 and _E2 are communicated with each other, and the side exposed to the atmosphere is closed.

The three-way manual valve 14 also has a plunger 1 which is linked to a lever 28, as shown in FIGS. 3 and 4.
5 and a valve 18 that is opened by being pressed by the plunger 15, a first actuation switch (normally open limit switch) 29 corresponding to the actuation switch 10 in FIG. 1 and a side opposite thereto. A second actuation switch (normally closed limit switch) 30 is provided, and both actuation switches 29 and 30 detect the open position of the lever 28 and the actuation position shown by the broken line, and the electromagnetic solenoid 2
The lock plunger 23 of 2 locks the plunger 1.
As is clear from FIGS. 3 and 4, when the lever 28 is moved from the open side to the actuated side, power must be supplied to open the lock plunger 23. However, when returning the lever 28 from the operating side to the opening side,
It can be returned freely regardless of the operation of the lock plunger 23, that is, regardless of the power supply.

Further, A is an inlet port connected to the upstream side of the airline E ₂ , B (a hole perpendicular to the plane of the paper as shown by the broken line) is an outlet port connected to the downstream side,
C is an exhaust port opened to the atmosphere.

These ports are connected to the upper chamber 17, the through hole 21A, and the outlet port B when the lever 28 is in the open position.
21B to the exhaust port C, and when the lever 28 is in the actuated position, the exhaust port C
is closed by plunger 15, and exit port B
is the inlet port A via the upper chamber 17 and lower chamber 19.
It's starting to communicate with. Further, the first operating switch 29 is configured so that its contact closes when the lever 28 is operated by a minute operating angle _θ1 , and the second operating switch 30 is configured so that the lever 28 is operated by a minute operating angle θ1.
8 reaches the operating position by a minute operating angle θ ₂ before the contact opens.

On the other hand, there is a normally open parking brake switch 36 that is linked to the parking brake lever 1 and turns on only when a certain operating force is applied, and a normally open parking brake operating switch that is turned on when the parking brake lever 1 is in the operating position. 11 is connected in series between the first operating switch 29 and the key switch 9. The first actuation switch 29 also includes a coil portion of a normally closed relay 53 connected in series to the three-way solenoid valve 40 via a diode 55, and a normally open relay 54 connected in series to the parking brake actuation switch 11.
The coil portion of the pressure holding lamp 38 is connected in series with the pressure holding lamp 38, respectively. The pressure holding light 38 is an airline
It is connected in series to a holding pressure switch 34 provided on the downstream side of _E2 , and an alarm buzzer 37 is connected to the first operating switch 29 in parallel with a pressure holding light 38. This alarm buzzer 37 is connected to a low pressure alarm switch 33 provided on the air tank 4 and a stroke switch 35 provided on the air booster 8, 8.
5. Normally closed relays 56 are connected in series. The coil portion of the normally closed relay 56 is connected in series with the parking brake switch 36. Also,
The parking brake switch 36 is connected in series to a three-way solenoid valve 40 via a normally closed relay 53, and further connected in series to an operation ready light 39. Note that 51 is a pressure reducing valve, and a relief valve 52 is provided in parallel with this pressure reducing valve 51.

Next, the action will be explained.

When the parking brake lever 1 is pulled with the key switch 9 turned on to operate the parking brake body 3, the parking brake switch 3 is activated in conjunction with this.
6 and the parking brake operating switch 11 are turned on. As a result, the operation preparation light 39 lights up, and the three-way solenoid valve 40 is energized via the normally closed relay 53, closing the three-way solenoid valve 40 and cutting off the airline E. In addition, the solenoid 22 of the three-way manual valve 14
It becomes possible to energize and operate the three-way manual valve 14. Next, the lever 28 of the three-way manual valve 14
When the switch is operated to the θ ₁ position, the first operating switch 29 closes, and the positive terminal of the power supply → the key switch 9 →
A closed circuit is formed from the parking brake actuation switch 11 to the parking brake switch 36 to the first actuation switch 29 to the lock plunger solenoid 22 to the second actuation switch 30 to the ground electrode of the power supply.
As a result, as shown in FIG. 3, the lock plunger 23 is retracted to the right, the plunger 15 can be lowered, and the lever 28 can be further operated toward the operating side. Inlet port A and outlet port B are communicated. At this time, the first operating switch 2
9. The coil of the normally closed relay 53 is energized via the diode 55 and the relay 53 opens. As a result, the energization of the three-way solenoid valve 40 is cut off, so the three-way solenoid valve 40 opens and air is discharged from the air tank 4. The air is supplied to the air boosters 8, 8 via the three-way solenoid valve 40, the three-way manual valve 14 and the double check valves 50, 50, so that the service brake cooperates with the parking brake. In addition, this air supply turns on the holding pressure switch 34, causing the pressure holding light 38 to turn on.
lights up. Note that when the lever 28 of the three-way manual valve 14 is operated over the entire angle to the operating position, the second
The operating switch 30 is opened, and the power to the lock plunger solenoid 22 is cut off to prevent wastage of power.

On the other hand, when canceling the cooperative state between the service brake and the parking brake, first return the lever 28 of the three-way manual valve 14 to the open position. Then, the air line _E2 downstream of the three-way manual valve 14 is opened to exhaust air through the exhaust port C, and the service brake is released. At this time, the holding pressure switch 34 is turned off and the pressure holding light 38 is turned off. Then, when the parking brake lever 1 is returned, the parking brake is released and the operation preparation light 3 is released.
9 goes out.

In this way, since the three-way solenoid valve 40 is used in a de-energized state, even if a failure such as a disconnection occurs in the electrical system when or during cooperation between the parking brake and the service brake, the three-way solenoid valve 40 can be operated without being energized. is not affected at all and airline E is not cut off, so the cooperation between the service brake and parking brake can continue as is.

In addition, since the three-way solenoid valve 40, which closes when energized, is provided upstream of the airline compared to the expensive three-way manual valve 14, the three-way solenoid valve 40 is closed when the electricity is applied. The inlet port A side of the manual valve 14 is not directly exposed to high-pressure air, so the sealing member, seat member, etc. are protected, and the durability of the three-way manual valve 14 is improved.

By the way, this device is equipped with a detection mechanism that detects an abnormal state during cooperation between the service brake and the parking brake.

For example, when a pressure drop in the air tank 4 or an overstroke of the air boosters 8, 8 occurs, the low pressure alarm switch 33 or the stroke switches 35, 35 are turned on and the alarm buzzer 37 issues an alarm. Further, when the pressure in the airline E ₂ becomes lower than the operating pressure of the holding pressure switch 34, the holding pressure switch 34 is turned off, the pressure holding light 38 is turned off, and the holding pressure switch 34 is turned off.
If the operating pressure of air tank 4 is set lower than the operating pressure of the low pressure alarm switch 33 in the air tank 4, the low pressure alarm switch 33 will be in the on state and an alarm will be issued. Further, when the operating force of the parking brake falls below a predetermined level, the parking brake switch 36 is turned off, and the normally closed relay 56 is not energized to its coil section, closing the relay 56, so that the alarm buzzer 37 also issues an alarm. . Therefore, safety during cooperation between the service brake and the parking brake is extremely high.

In this example, the service brake device is an air-hydraulic combined brake, but
Needless to say, the present invention can also be applied to ordinary automobile air brakes and brakes with hydraulic air boosters.

As explained above, according to the present invention, the three-way solenoid valve is closed when energized, and the three-way manual valve for switching the airline is installed in series with the three-way solenoid valve, so that the cooperative state of the parking brake and the service brake can be controlled. Once this is done, even if there is a failure in the electrical system, the parking brake and service brake can maintain their cooperative state regardless of the failure, and their release can be done at the will of the driver. Since it is only possible to
This has the effect of significantly improving safety.

[Brief explanation of the drawing]

Fig. 1 is a system diagram of a conventional device, Fig. 2 is a system diagram of an embodiment of the present invention, Fig. 3 is a sectional view showing details of the three-way manual valve of this embodiment, and Fig. 4 is a system diagram of a three-way manual valve of this embodiment.
FIG. 1... Parking brake lever, 3... Parking brake body, 4... Air tank, 6... Brake valve, 8... Air booster, 9... Key switch,
DESCRIPTION OF SYMBOLS 11... Parking brake actuation switch, 14... Three-way manual valve, 28... Lever, 29... First actuation switch, 30... Second actuation switch, 36...
...Parking brake switch, 40...Three-way solenoid valve,
53... Normally closed relay.

Claims (1)

[Scope of Claim for Utility Model Registration] (1) In a brake device that is equipped with a service brake and a parking brake and is configured to maintain the service brake and the parking brake in an operating state at the same time,
an actuation switch, a parking brake actuation switch connected in series between the actuation switch and the battery and interlocked with the parking brake, and based on the actuation of both switches, air pressure is introduced into the actuating part of the service brake device via a double check valve. A three-way solenoid valve that closes when energized, and a three-way manual valve provided between the three-way solenoid valve and the double check valve, the operating switch is interlocked with the operating lever of the three-way manual valve, and the operating switch is Only when the parking brake actuation switch linked to the parking brake and the parking brake are both on, the current to the normally closed three-way solenoid valve is cut off and the three-way manual valve can be operated, and the air pressure is reduced by operating the three-way manual valve. An auxiliary parking brake device for a vehicle, characterized in that the auxiliary parking brake device is introduced into the operating part of the service brake and configured to maintain the service brake and the parking brake in an operating state at the same time. (2) The scope of the utility model registration claim, characterized in that the parking brake activation switch linked to the parking brake is an operation force responsive switch that turns on only when a certain activation force is applied to the parking brake. The auxiliary parking brake device for a vehicle according to item 1.