KR20180053910A - Air Break System having Logic Control type Anti-Compound System and Control Method thereof - Google Patents

Abstract

The present invention provides an air brake system. According to the present invention, in a logic control type anti-compound system comprising a double chamber protection pneumatic circuit, a parking chamber line (5-1) connecting an R12 relay valve to a parking chamber (8a) of a double chamber (8) to supply compressed air for braking force of a parking brake, a service chamber line (4-1) connecting a service chamber (8b) of the double chamber (8) to an anti brake system (ABS) package valve (3) to receive the compressed air for braking force of a foot brake, and an ABS control line (2-1) connecting an ABS package valve (3) to an ABS electronic control unit (ECU) (2) to control an output port of the service chamber line (4-1) with a valve-on signal of the ABS ECU (2) when an operation signal of the ABS ECU is detected in a parking state are included. Accordingly, a pneumatic circuit layout is simplified and, in particular, usability of the ABS ECU (2), which is a necessary component of the air brake system (1-1), is enhanced, and manufacturing costs by application of an R12 relay valve (5) having price dominance with respect to an R14 relay valve is reduced.

Description

Technical Field [0001] The present invention relates to an air-brake system and a control method thereof,

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an air brake system, and more particularly, to an air brake system applied to a logic control type anti-compound system by an ABS ECU (Anti-Break System Electronic Control Unit) and a control method thereof.

As an example of an air brake system generally applied to a large commercial vehicle, there is an S-Cam brake.

The S-cam brake is a method of forming a braking force by rotation of an S-cam associated with a parking chamber to which compressed air is supplied during operation of a brake pedal and a double chamber having a service chamber. The parking brake force of the parking chamber The Slack Adjuster or the Advanced Slack Adjuster and the S-cam, which are pushed by the chamber rod and the S-Adjuster, are in a state of being subjected to the force. In such a parking state, the brake pedal operation of the driver causes generation of the parking chamber In addition to the force, additional force generation by the service chamber forces the chamber load, the slack adjuster and the S-cam to exert a greater force than the design load, resulting in component strength problems.

Therefore, large commercial vehicles are equipped with an anti-compound system that prevents the main brake (foot brake) and dual parking brake operation, thereby protecting the air brake's durability against forces exerted beyond the design.

To this end, the anti-compound system employs a pneumatic circuit, and the pneumatic circuit has a double check valve incorporated therein to form an R14 relay valve that forms a path to the parking chamber and the service chamber, and the ABS package valve and the service chamber And a separate relay air line branching from the subsequent service air line to the R14 relay valve control port.

As a result, the anti-compound system allows compressed air entering the service chamber to enter the service chamber and parking chamber together when the vehicle pedals the brake pedal in the parked state, while the service chamber force is generated by the compressed air entering the service chamber, And disappears due to the compression of the power spring by the compressed air which has entered the parking chamber, so that the components of the air brake are prevented from being subjected to the force exerted over the design.

Korean Patent Publication No. 10-2008-0024727 (Mar. 19, 2008)

However, the pneumatic circuitry of the anti-compound system results in an increase in system cost due to the R14 relay valve with built-in double check valve and increased workload of the production operator due to the addition of fastening hardware such as multiple connectors together with relay air line, Is low and has a disadvantageous aspect.

In view of the above, the present invention provides a simplified pneumatic circuit layout by forming a pneumatic circuit connected to a double chamber by a service chamber line and a parking chamber line using an ABS ECU, an ABS package valve and a relay valve, The purpose of the present invention is to provide a logic control type anti-compound system applied air brake system and its control method which can reduce cost by applying R12 relay valve which is superior in price to R14 relay valve while improving the usability of ABS ECU which is an essential component of brake system have.

In order to achieve the above object, the air brake system of the present invention includes a logic-controlled anti-compound system associated with a brake drum provided on each of left and right wheels, and the logic- A double chamber provided with a parking chamber to which compressed air for compressed air is supplied and a service chamber to receive compressed air for braking with a brake signal. An ABS ECU for outputting a valve ON signal for a double signal in which the parking signal and the braking signal are simultaneously detected, and an ABS control line for blocking an outlet port of the ABS package valve connected to the service chamber with the valve ON signal. do.

As a preferred embodiment, the ABS ECU confirms that the vehicle speed detected before the valve ON signal output is 0 (zero). The engine ECU provides each of the parking signal detected by the parking detection switch and the braking signal detected by the braking detection switch to the ABS ECU.

As a preferred embodiment, the compressed air is supplied to the double chamber for operating the brake drum, and the double chamber is supplied with the parking chamber extending to the parking chamber line so that the compressed air for parking brake is supplied and the compressed air for brake braking And a service chamber connected to the service chamber line is formed. The double chamber includes a power rod that expands toward the service chamber, and a chamber rod that is moved toward the brake drum with a chamber rod pushing the service chamber by expansion of the power spring.

In a preferred embodiment, the ABS package valve is provided with a solenoid valve connected to the service chamber line as an outlet port, and the ABS control line is connected to block the outlet port by operation by the valve ON signal give. The ABS package valve is connected to a brake pedal by a brake line, and the brake line operates the solenoid valve to open the outlet port when the brake pedal is operated.

In a preferred embodiment, the R12 relay valve has a delivery port connected to a parking valve as a parking line and connected to a supply port for introducing the compressed air, and connected to the parking chamber line, and the supply port and the delivery port are communicated Includes plunger and spool to block.

According to another aspect of the present invention, there is provided a method of controlling an air brake system, the method comprising: (A) determining a parking state of the vehicle after an ABS (Anti-Break System Electronic Control Unit) step; (B) checking whether the brake pedal of the vehicle is pressed or not in the parking state; (C) The ABS ECU outputs a valve ON signal at the time of confirming the depressed state, and disconnects the outlet port of the ABS package valve leading to the service chamber line of the double chamber causing the operation of the brake drum by the valve ON signal The method according to claim 1, further comprising:

In a preferred embodiment, the stop state is determined as the stop state when the vehicle speed of the vehicle is 0 (zero), the parking state is confirmed by the parking signal of the parking detection switch, do.

As a preferred embodiment, the ABS ECU performs braking according to the operation of the brake pedal, and when detecting a double signal in which the parking signal in the parking state and the braking signal in the pressed state output from the engine ECU are simultaneously confirmed, And outputs a signal.

The vehicle of the present invention realizes the following advantages and effects by applying a logic-controlled anti-compound system to an air brake system.

First, the application of ABS ECU to anti-compound control increases the usability of ABS ECU. Second, cost reductions are very high by implementing a relatively inexpensive R12 relay valve by increasing the availability of ABS ECU, and by implementing a pneumatic circuit that can reduce existing compressed air lines. Third, the elimination of compressed air lines and the elimination of associated connectors eliminate the need for line connection and connector assembly work, thereby improving productivity due to the reduction of the workload of the production operator. Fourth, by upgrading the control logic of the ABS ECU, the existing anti-compound system can be converted into the logic control type, which can easily improve the air brake performance.

2 is a view showing the internal construction of a double chamber of an air brake according to the present invention, and Fig. 3 is a view showing the structure of the logic-controlled anti-compound system according to the present invention. Fig. 4 is a flowchart of a double chamber protection method added to an anti-compound system according to the present invention, Fig. 5 is an operational state of a logic-controlled anti-compound system in a parking state of an air brake according to the present invention And FIG. 6 is a view showing an operation state of the double chamber in the parking state of the air brake system according to the present invention, and FIG. 7 is a view showing an operation of the R12 relay valve applied to the logic- Fig. 8 is a view showing a state in which the air brake With closed brake pedal is stepped on in the state park system is the operating status of the logic-controlled anti-compound system.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings, which illustrate exemplary embodiments of the present invention. The present invention is not limited to these embodiments.

1, the air brake system 1-1 includes an anti-compound system 1 connected to a brake pedal 20 and a brake line 20-1, and the anti- The control unit 1 is connected to the service chamber 8a and the service chamber 8b of the double chamber 8 as the service chamber line 4-1 and the parking chamber line 5-1, And the advance slack adjuster 10-1 is connected to the left and right wheels 100a and 100b of the wheel 100. The advance slack adjuster 10-1 is connected to the advance slack adjuster 10-1, And operates the S-cam 10-2 associated with the brake drum 100-1.

Therefore, the air brake system 1-1 has the same configuration as that of a conventional air brake system, but uses the double chamber protection hardware and the pneumatic circuit implemented by the anti-compound system 1, so that the brake pedal There is a difference in that hardware damage to the chamber rod 9-2, the advanced slack adjuster 10-1, and the S-cam 10-2 can be prevented.

2, the double chamber 8 includes a power spring 9-1 toward the parking chamber 8a and a power spring 9-1 between the parking chamber 8a and the service chamber 8b. And the chamber rod 9-2 is connected to the service chamber 8b where space reduction occurs with the chamber rod. Therefore, the double chamber 8 is the same as that of a conventional double chamber.

3 is a detailed configuration of a logic-controlled anti-compound system 1 applied to the air brake system 1-1. The anti-compound system 1 includes an ABS ECU 2, The engine ECU (Engine Electronic), the engine control ECU (engine ECU), the engine control ECU (engine ECU), and the engine ECU The ABS control line 2-1, the ABS communication line 2-2, the service chamber line 4-1, the parking chamber line 5-1, the brake line 5-1, A braking sensing line 30-1, a parking line 40-1 and a parking sensing line 50-1 as a pneumatic circuit.

Therefore, the anti-compound system 1 uses the ABS ECU 2, the ABS package valve 3 and the R12 relay valve 5 in the implementation of the double chamber protection hardware, The ABS control line 2-1, the ABS communication line 2-2, the service chamber line 4-1 and the parking chamber line 5-1 are used. The double chamber protection hardware and the double chamber protection pneumatic circuit implement an anti-compound system in a logic-controlled anti-compound system (1).

Specifically, the double chamber protection hardware is as follows.

The ABS ECU 2 is provided with logic for performing ABS braking and determines the parking state of the vehicle by the cooperative control of the engine ECU 60. When the operation of the brake pedal 20 is detected in the parking state, (Not shown) to operate the first and second solenoid valves 4a and 4b built in the second chamber 3 so as to block the valve outlet OUTPORT such that compressed air can not enter the service chamber 8b of the double chamber 8 . Particularly, in the logic, the detection of the parking state of the vehicle is made of a parking signal, the detection of the operation of the brake pedal 20 is made of a braking signal, and the simultaneous detection of the parking signal and the braking signal is judged as a double signal. Further, in the above logic, when the double signal judgment is made, the valve operation of the ABS ECU 2 can prevent the valve outlet (OUTPORT) by the valve ON signal or the valve OFF signal, but is described as the valve ON signal. As a result, even if the driver presses the brake pedal 20, the chamber rod 9-2 of the double chamber 8, the advanced slack adjuster 10- 1) and the S-cam 10-2 (see Fig. 2), so that there is no adverse effect on the strength.

The ABS package valve 3 has a solenoid valve 4 composed of first and second solenoid valves 4a and 4b whose valve outlet is connected to the service chamber 8b and controls the ABS ECU 2 The valve outlet (OUTPORT) is blocked to prevent the compressed air from going to the service chamber (8b) under certain conditions of depressing the brake pedal (20) during parking of the vehicle.

The R12 relay valve 5 is provided with a plunger 6 and a spool 7 inside thereof and includes a control port 5a, a supply port 5b, and a delivery port 5b. (5c) and an exhaust port (5d). Therefore, the R12 relay valve 5 forms the parking brake force by supplying compressed air to the parking chamber 8a of the double chamber 8 when parking the vehicle. Particularly, the R12 relay valve 5 greatly contributes to cost reduction by price advantage due to simple structure and simple operation compared to the existing R14 relay valve.

Specifically, the double chamber protection pneumatic circuit is as follows.

The ABS control line 2-1 connects the ABS ECU 2 and the ABS package valve 3 to shut off the service chamber line 4-1 under specific conditions of depressing the brake pedal 20 in the parking state. The ABS control line 2-1 is directly connected to the first and second solenoid valves 4a and 4b constituting the solenoid valve 4 of the ABS package valve 3. The ABS communication line 2-2 connects the ABS ECU 2 and the engine ECU 60 to determine the parking state by the parking-on signal of the engine ECU 60.

The service chamber line 4-1 connects the ABS package valve 3 and the service chamber 8b of the double chamber 8. Particularly, in the solenoid valve 4, the first and second solenoid valves 4a and 4b are directly connected to the service chamber 8b. Therefore, the service chamber line 4-1 forms a path through which the compressed air for forming the brake braking force is supplied according to the operation of the brake pedal 20.

The parking chamber line 5-1 connects the R12 relay valve 5 and the parking chamber 8a of the double chamber 8. In particular, the parking chamber line 5-1 is directly connected to the delivery chamber 5c of the R12 relay valve 5 to the parking chamber 8a. Therefore, the parking chamber line (5-1) forms a path through which the compressed air for forming the parking brake force is supplied according to the operation of the parking lever.

Specifically, the operations of the double chamber protection hardware and other devices not included in the configuration of the pneumatic circuit are as follows.

The double chamber 8 connects the parking chamber line 5-1 to the parking chamber 8a connected to the delivery port 5c of the R12 relay valve 5 and the ABS package valve 3 And a service chamber 8b connected to the service chamber 8b.

The brake pedal 20 is connected to the ABS package valve 3 by the brake line 20-1, and the ABS package valve 3 is operated according to the amount of pressing by the driver. In particular, the brake pedal 20 is a foot brake that the driver steps on. The braking sense switch 30 detects the operating state of the brake pedal 20 and transmits a detection signal to the engine ECU 60 via the braking sense line 30-1.

The parking valve 40 is connected to the R12 relay valve 5 via the parking line 40-1 and the parking line 40-1 is connected to the supply port 5b of the R12 relay valve 5. [ The parking sensing switch 50 detects the operating state of the parking valve 40 and transmits a detection signal to the engine ECU 60 via the parking sensing line 50-1.

The engine ECU 60 receives the signal of the brake sensing switch 30 from the brake sensing line 30-1 to determine the operation state of the brake pedal 20 and outputs a signal of the parking sensing switch 50 to the parking sensing Line 50-1 to determine the parking status. The engine ECU 60 transmits all the information (and signals) input to the engine ECU 60 to the ABS ECU 2 by being connected to the ABS ECU 2 and the ABS communication line 2-2.

Therefore, the double chamber 8, the brake pedal 20, the braking sense switch 30, the parking valve 40, the parking sensing switch 50, and the engine ECU 60 are connected to the anti-compound system 1 ). ≪ / RTI > There is a difference directly connected to the double chamber protection hardware and the pneumatic circuit to prevent the hardware damage of the double chamber 8 due to the operation of the brake pedal 20 in the parking braking state.

On the other hand, FIG. 4 shows a flowchart of a double chamber protection method added to the logic-controlled anti-compound system 1. In this case, the operation of the air brake system 1-1 will be described as a parking brake mode in which parking braking is performed and a double chamber protection mode in which hardware damage is prevented by a double chamber protection method. The control subject is described as an ABS ECU 2 or a controller that cooperates with the engine ECU 60 and the control subject is described as compressed air control for the double chamber 8 or air brake 1-1.

Hereinafter, the parking brake mode and the double chamber protection mode will be described in detail with reference to FIGS. 1, 2, and 5 to 8. FIG.

Step S10 is a step of judging the stop state of the vehicle by the controller. Referring to FIG. 3, the ABS ECU 2 serving as the controller determines the vehicle speed from the signal information coming from the always received ABS sensor (WHEEL SPEED SENSOR), and applies the stop determination equation as a stop determination equation. However, the ABS ECU 2 can read and determine the information of the engine ECU 60 including the vehicle speed on the ABS communication line 2-2.

Stop judgment formula: vehicle speed = 0

The "=" is the inequality, which means that the vehicle speed is zero (zero).

Step S20 is a step of determining the parking state of the vehicle when the vehicle speed is 0 (zero) by the controller. 3, the ABS ECU 2 serving as the controller transmits a signal of the parking detection switch 50, which detects the parking state according to the operation of the parking valve 40, through the parking sensing line 50-1 And communicates with the received engine ECU 60 and the ABS communication line 2-2. As a result, the ABS ECU 2 serving as the controller judges the parking state by the signal of the parking detection switch 50 which continues in the engine ECU 60. Therefore, the ABS ECU 2 receives the signal information from the engine ECU 60 and judges whether or not the parking state has been determined.

Step S40 is a step in which the controller performs the parking brake mode if the vehicle speed is not 0 (zero) in step S10 and the vehicle state is not the parking state even if the vehicle speed is 0 (zero). In the parking braking mode, the ABS ECU 2 serving as the controller maintains the inactive state of the ABS control line 2-1 by holding the valve OFF signal, thereby maintaining the ABS control valve 2-1 in the non-operating state of the solenoid valve 4, ).

The operation of the logic-controlled anti-compound system 1 in such a parking brake mode will be described with reference to FIG. 6, which shows the operation at the time of parking and the operation of the power chamber 8, 8a is released, the power spring 9-1 is inflated. Then, the power spring 9-1 pushes the chamber rod to the force Fp with the expansion force, and the chamber rod pushed by the force Fp pushes the parking rod 9-2 to the force Fp. As a result, the advanced slack adjuster 10-1 is moved by the parking rod 9-2 to rotate the S-cam 10-2, and the rotation of the S- Thereby forming the braking force of the drum 100-1. In this case, the parking rod 9-2, the advanced slack adjuster 10-1, and the S-cam 10-2, which are in a state of receiving the force Fp, .

Therefore, the parking operation of the logic-controlled anti-compound system 1 is the same as that of the anti-compound system applied to a conventional air brake system.

On the other hand, referring to FIG. 6, when normal parking is released, the plunger 6 and the spool 7 are lowered by the pressure acting on the control port 5a of the R12 relay valve 5. Then, the spool 7 connects the supply port 5b to the control port 5a while shutting off the supply port 5b and the delivery port 5c. As a result, the compressed air supplied from the supply port 5b to the parking chamber 8a of the double chamber 8 via the delivery port 5c is blocked, thereby releasing the parking state from the energetic brake system 1-1. This parking release operation is the same as the existing operation, except that it is realized by the R12 relay valve 5 instead of the R14 relay valve.

In step S30, it is determined whether or not the brake pedal 20 is operated in the parking state by the controller. In step S50, the double chamber protection mode is implemented in a state where the parking state and the brake pedal operation are simultaneously detected by the controller. On the other hand, if the controller does not judge the operation of the brake pedal 20 in the parking state in S30, the parking brake mode described above is maintained by switching to S40.

8 showing the double-chamber protection mode, the depression of the brake pedal 20 by the driver in the parking state of the vehicle is detected by the braking sense switch 30, To the ECU (60). The engine ECU 60 recognizes the parking signal and the brake pedal signal at the same time since the detection signal of the parking sensing switch 50 according to the operation of the parking valve 40 is being transmitted to the parking sensing line 50-1 , And transmits it to the ABS ECU 2 acting as a controller to the ABS communication line 2-2. As a result, the ABS ECU 2 serving as the controller recognizes that the brake pedal 20 is operated in the parking state from the information of the engine ECU 60. [ Therefore, the ABS ECU 2 receives the signal information from the engine ECU 60 in the same manner as before.

The ABS ECU 2 outputs a valve ON signal so that the ABS control line 2-1 inactivated by the valve OFF signal is activated and the ABS package valve 3 outputs the valve ON signal to the ABS control line 2-1 Activation switches to active state. The ABS package valve 3 operates the valve outlet OUTPORT of the service chamber line 4-1 connected to the service chamber 8b of the double chamber 8 by operating the first and second solenoid valves 4a and 4b . Therefore, even if the brake pedal 20 is depressed in the parked state, the compressed air can not be supplied to the service chamber 8b of the double chamber 8 by being blocked by the ABS package valve 3.

As a result, in the service chamber 8b of the double chamber 8 in which compressed air is not supplied even when the brake pedal 2 is operated, a separate force such as the force Fa of the parking chamber 8a can not be formed. As a result, the parking rod 9-2, the advanced slack adjuster 10-1 and the S-cam 10-2, which are kept in the parked state, receive only the force Fa generated by the parking chamber 8a So that no hardware damage is caused.

As described above, in the air brake system according to the present embodiment, the R12 relay valve 5 and the parking chamber 8a of the double chamber 8 are connected to the parking chamber line 5-1 to which the compressed air for the parking brake force is supplied The service chamber 8b of the double chamber 8 and the ABS package valve 3 are connected to the service chamber line 4-1 to which the compressed air for braking force is supplied and the ABS package valve 3 and the ABS ECU (ABS) 2 that interrupts the outlet port of the service chamber line 4-1 with the valve ON signal of the ABS ECU 2 when the operation signal of the brake pedal 20 is detected in the parking state, (Anti-Break System) control line 2-1 includes a logic-controlled anti-compound system 1 composed of a double chamber protection pneumatic circuit, thereby simplifying the layout of the pneumatic circuit. Particularly, With the improvement of the usability of the ABS ECU 2, which is an essential component, The application of R12 relay valve (5), which is at a price advantage over relay valves, can also reduce manufacturing costs.

1: Anti-compound system
1-1: Air brake system
2: Anti-Break System Electronic Control Unit (ABS ECU)
2-1: ABS control line 2-2: ABS communication line
3: ABS package valve 4: solenoid valve
4-1: Service chamber line 4a, 4b: First and second solenoid valves
5: R12 Relay valve 5-1: Parking chamber line
5a: Control Port
5b: Supply Port
5c: Deliverly Port
5d: Exhaust port
6: plunger 7: spool
8: Double chamber 8a: Parking chamber
8b: Service Chamber 9-1: Power Spring
9-2: Chamber load 10-1: Advance slack adjuster
10-2: S-cam
20: Brake pedal 20-1: Break line
30: Braking sensing switch 30-1: Braking sensing line
40: parking valve 40-1: parking line
50: parking detection switch 50-1: parking detection line
60: Engine ECU (Engine Electronic Control Unit)
100: wheel 100a, 100b: left and right wheel
100-1: Brake drum

Claims (19)

An ABS ECU (Anti-Break System Electronic Control Unit) for outputting a valve ON signal for a double signal in which a parking signal to which compressed air for parking braking is supplied and a braking signal to which compressed air for brake braking is supplied are detected simultaneously, A logic-controlled anti-compound system comprising an anti-break system (ABS) control line for blocking the exit port of the ABS package valve leading to the service chamber;
Wherein the air brake system comprises:
The airbrake system according to claim 1, wherein the ABS ECU (2) confirms that the vehicle speed detected before the valve ON signal output is 0 (zero).
2. The airbag according to claim 1, wherein each of the parking signal and the braking signal is detected by an engine ECU (Electronic Control Unit), and the engine ECU provides the parking signal and the braking signal to the ABS ECU system.
The airbrake system according to claim 1, wherein the engine ECU receives the parking signal by a parking detection switch and receives the braking signal by a braking detection switch.
The brake system according to claim 1, wherein the compressed air is supplied to a double chamber for operating the brake drum, and the double chamber is provided with a parking chamber extending to the parking chamber line so that the compressed air for parking brake is supplied and the compressed air for brake braking And a service chamber connected to the service chamber line is formed.
The airbrake system according to claim 5, wherein the double chamber includes a power rod that expands toward the service chamber, and a chamber rod that is moved toward the brake drum by a chamber rod pushing the service chamber by expansion of the power spring. .
The air brake system of claim 5, wherein the service chamber line is connected to the outlet port of the ABS package valve and the parking chamber line is connected to an R12 relay valve through which the compressed air flows. The air brake system of claim 7, wherein the ABS package valve is provided with a solenoid valve, and the ABS control line is connected to shut off the outlet port by operation of the valve ON signal.
9. The brake control apparatus according to claim 8, wherein the ABS package valve is connected to a brake pedal by a brake line, and the brake line operates the solenoid valve at an output of the ABS ECU, And the air brake system is opened.
The R12 relay valve according to claim 7, wherein the R12 relay valve includes a supply port for introducing the compressed air and a delivery port connected to the parking chamber line, and the supply port and the delivery port are communicated with each other And a plunger and a spool for shutting off the air.

11. The airbrake system of claim 10, wherein a parking valve is connected to the supply port as a parking line.
The air brake system of claim 1, wherein the logic-controlled anti-compound system is associated with a brake drum provided on each of the left and right wheels.
When a parking brake mode in which the vehicle is driven in a running state by a double chamber generating a force for forming a runner braking force of the brake drum is performed by the controller, A double chamber protection mode in which a separate force generation other than a force for forming the runner braking force is blocked
To the air brake system.
14. The apparatus of claim 13, wherein the force and the separate force are transmitted to an advance slack adjuster connected to the chamber rod of the double chamber and to an S-cam which is rotated by the advance slack adjuster to actuate the brake drum. A method of controlling a brake system.
14. The method of claim 13, wherein the double chamber protection mode comprises: (A) confirming a parking state of the vehicle after the controller determines the parked state of the vehicle;
(B) checking whether the brake pedal of the vehicle is pressed or not in the parking state;
(C) a valve ON signal is outputted from the controller at the time of confirming the pressed state, and the valve ON signal blocks the outlet port of the ABS package valve leading to the service chamber line of the double chamber (8) ;
The air brake system control method comprising:
16. The airbrake system control method according to claim 15, wherein the stop state is determined to be the vehicle speed of the vehicle, and the stop state is determined when the vehicle speed is 0 (zero).
16. The method according to claim 15, wherein the parking state is confirmed by a parking signal of a parking detection switch. 16. The method according to claim 15, wherein the pressing confirmation is confirmed by a brake detection switch.
The ABS control system according to claim 15, wherein the controller is an ABS ECU (Anti-Break System Electronic Control Unit) that performs braking according to the operation of the brake pedal, And the valve ON signal is output when a double signal is detected in which the signal and the braking signal in the pressed state are simultaneously checked.

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