Multi-functional self-propelled trailer braking system

Abstract

The application discloses a multifunctional self-walking trailer brake system and relates to the technical field of trailers, which solves the technical problem that related technologies cannot meet the brake of multifunctional trailers. The system comprises a first air source interface group, a second air source interface group, a first emergency relay valve, a first relay valve, a running brake electromagnetic valve, a second emergency relay valve, a three-way ball valve, a five-port two-position electromagnetic valve, an air control reversing valve, four double-cavity brake air chambers, four second relay valves, a quick release valve, a four-protection valve and four air storage devices. The system has a train working mode, a self-walking working mode with a towing vehicle in front and a self-walking working mode with a towing vehicle behind, and solves the brake problem of self-walking trailers in one station. The four-protection valve effectively reduces the risk of brake failure caused by air leakage of the vehicle, and the emergency relay valve can avoid major safety accidents caused by the disconnection or fracture of the air path between the towing vehicle and the trailer.

Description

Technical Field

[0001] This invention relates to the field of trailer technology, and in particular to a multi-functional self-propelled trailer braking system. Background Technology

[0002] Traditional trailers can only operate on flat roads with gentle slopes and large turning radii. For long, steep slopes, small turning radii, and poor road conditions, trailer derivatives with functions such as boosting, lifting and lowering, steering, and driving have been gradually developed. These heavy-duty trailers with special functions are currently mainly used in the fields of aerospace, weaponry, and ship transportation.

[0003] Traditional semi-trailers connect the semi-trailer to the tractor unit via a saddle. The semi-trailer is generally a driven unit, possessing only braking and steering functions. For example, the braking of a drawbar trailer is achieved through an air circuit between the drawbar trailer and the tractor unit, with the main and control air sources supplied by the tractor unit. Therefore, traditional semi-trailer braking systems are no longer sufficient for the braking needs of multi-functional trailers. Summary of the Invention

[0004] This application provides a multi-functional self-propelled trailer braking system, which solves the technical problem that related technologies cannot meet the braking requirements of multi-functional trailers.

[0005] This application provides a multi-functional self-propelled trailer braking system, including a first air source interface group, a second air source interface group, a first emergency relay valve, a first relay valve, a service brake solenoid valve, a second emergency relay valve, a three-way ball valve, a five-port two-position solenoid valve, a pneumatic directional valve, four dual-chamber brake chambers, four second relay valves, a quick-release valve, a four-way valve, and four air storage devices; the air inlet of the first emergency relay valve is connected to the R port of the first air source interface group, the control port of the first emergency relay valve is connected to the Y port of the first air source interface group, and the control output port of the first emergency relay valve, the air inlet of the first relay valve, and the service brake solenoid valve are connected to the Y port of the first air source interface group. The air inlet of the brake solenoid valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the second air port of the five-port two-position solenoid valve, the second air port of the pneumatic directional valve, and the air inlet of the four-way valve are all interconnected. The main output ports of the first and second emergency relay valves, the air outlet of the service brake solenoid valve, and the control port of the first relay valve are all interconnected. The Y port of the second air source interface group is connected to the control port of the second emergency relay valve. The R port of the second air source interface group, the air inlet of the second emergency relay valve, the third air port of the three-way ball valve, and the control port of the pneumatic directional valve are all interconnected. The fourth port of the pneumatic directional valve is connected to the third port of the five-port two-position solenoid valve. The fifth port of the five-port two-position solenoid valve is connected to the first port of the quick-release valve. The four-way valve is connected to all four air storage devices. In the four air storage devices, four second relay valves, and four dual-chamber brake chambers, they are connected sequentially as a single air storage device, a single second relay valve, and a single dual-chamber brake chamber. The outlet port of the first relay valve, the second port of the quick-release valve, and the control ports of all second relay valves are interconnected. The third port of the quick-release valve is connected to all dual-chamber brake chambers. When the three-way ball valve is in the left position, its first port is connected to the third port of the second relay valve. When the first air port is open and the second air port is closed, the first air port is closed and the second and third air ports are connected when the valve is in the right position. When the five-port two-position solenoid valve is in the left position, the first air port is closed, the second air port is connected to the fourth air port, and the third air port is connected to the fifth air port. When the valve is in the right position, the first air port is connected to the fourth air port, the second air port is connected to the fifth air port, and the third air port is closed. When the pneumatic directional valve is in the left position, the first air port is connected to the fourth air port, the second air port is connected to the fifth air port, and the third air port is closed. When the valve is in the right position, the first air port is closed, the second air port is connected to the fourth air port, and the third and fifth air ports are connected.

[0006] In some embodiments, the multi-functional self-propelled trailer braking system further includes a first shuttle valve and a second shuttle valve; the main output port of the first emergency relay valve, the main output port of the second emergency relay valve, the air outlet of the service brake solenoid valve, and the control port of the first relay valve are all interconnected, including: the main output port of the first emergency relay valve is connected to one inlet of the second shuttle valve, the main output port of the second emergency relay valve is connected to the other inlet of the second shuttle valve, the outlet of the second shuttle valve is connected to one inlet of the first shuttle valve, the other inlet of the first shuttle valve is connected to the air outlet of the service brake solenoid valve, and the outlet of the first shuttle valve is connected to the control port of the first relay valve.

[0007] In some embodiments, the multi-functional self-propelled trailer braking system also includes a manual pressure regulating valve; the outlet of the first shuttle valve and the control port of the first relay valve are connected, including: the outlet of the first shuttle valve, the manual pressure regulating valve and the control port of the first relay valve are connected in sequence.

[0008] In some embodiments, the multi-functional self-propelled trailer braking system also includes a third shuttle valve; the R port of the second air source interface group, the air inlet of the second emergency relay valve, the third air port of the three-way ball valve, and the control port of the pneumatic reversing valve are all interconnected, including: the R port of the second air source interface group, the air inlet of the second emergency relay valve, and one inlet of the third shuttle valve are all interconnected, the other inlet of the third shuttle valve is connected to the third air port of the three-way ball valve, and the outlet of the third shuttle valve is connected to the control port of the pneumatic reversing valve.

[0009] In some implementations, the first air source interface group is located at the front end of the trailer, and the second air source interface group is located at the rear end of the trailer.

[0010] In some implementations, both the first relay valve and the second relay valve are located near the dual-chamber brake chamber.

[0011] In some embodiments, the multi-functional self-propelled trailer braking system also includes a one-way valve; the control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake solenoid valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the second air port of the five-port two-position solenoid valve, the second air port of the pneumatic directional valve, and the air inlet of the four-way valve are all interconnected, including: the control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake solenoid valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the air inlet of the four-way valve, and the air outlet of the one-way valve are all interconnected, and the air inlet of the one-way valve, the second air port of the five-port two-position solenoid valve, and the second air port of the pneumatic directional valve are all interconnected.

[0012] In some embodiments, the multi-functional self-propelled trailer braking system also includes a push-button control valve; the fifth air port of the five-port two-position solenoid valve and the first air port of the quick-release valve are connected, including: the fifth air port of the five-port two-position solenoid valve, the push-button control valve and the first air port of the quick-release valve are connected in sequence.

[0013] In some implementations, the R and Y ports of the first air source interface group and the R and Y ports of the second air source interface group are each equipped with an air filter.

[0014] In some implementations, the gas storage device is equipped with an automatic drain valve.

[0015] The beneficial effects of this application are as follows: It provides a multi-functional self-propelled trailer braking system. By adjusting the three-way ball valve, the pneumatic reversing valve, and the five-port two-position solenoid valve, the system can operate in train mode, self-propelled mode with the tractor in front, and self-propelled mode with the tractor behind, solving the braking problem of self-propelled trailers in one stop. The four-safety valve installed in the main air circuit effectively reduces the risk of brake failure due to air leakage, improving vehicle reliability. The first and second emergency relay valves installed in the main air circuit can prevent major safety accidents caused by the separation or breakage of the air circuit between the tractor and trailer, maximizing the safety of the vehicle and personnel and improving vehicle safety. The reserved expansion interface in the self-propelled braking mode allows for the arrangement of interface positions and numbers according to actual conditions, providing good versatility and compatibility. The components used in this system are all mature products, widely used in various vehicle braking systems, and the system has high reliability and has been practically verified. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention.

[0017] Figure 1 A general schematic diagram of a multi-functional self-propelled trailer braking system provided in this application;

[0018] Figure 2 A schematic diagram of a multi-functional self-propelled trailer braking system in train mode provided in this application;

[0019] Figure 3 A schematic diagram of a multi-functional self-propelled trailer braking system provided in this application, in self-propelled mode with the tractor in front;

[0020] Figure 4 A schematic diagram of a multi-functional self-propelled trailer braking system provided in this application, in self-propelled mode with the tractor vehicle at the rear;

[0021] Figure 5 for Figure 1 Detailed schematic diagrams of the air ports of the first relay valve, the second emergency relay valve, the three-way ball valve, the five-port two-position solenoid valve, the pneumatic directional valve, and the quick-release valve.

[0022] Attached diagram labels: 1-Air filter, 2-First emergency relay valve, 3-First relay valve, 4-Manual pressure regulating valve, 5-Service brake solenoid valve, 6-Second emergency relay valve, 7-Three-way ball valve, 8-Check valve, 9-Button control valve, 10-Five-port two-position solenoid valve, 11-Pneumatic directional valve, 12-Dual-chamber brake chamber, 13-Second relay valve, 14-Quick release valve, 15-Four-way valve, 16-Air storage device, 17-First shuttle valve, 18-Second shuttle valve, 19-Third shuttle valve, 100-First air source interface group, 200-Second air source interface group. Detailed Implementation

[0023] Example 1

[0024] Please refer to Figures 1 to 5 This embodiment provides a multi-functional self-propelled trailer braking system, including a first air source interface group 100, a second air source interface group 200, a first emergency relay valve 2, a first relay valve 3, a service brake solenoid valve 5, a second emergency relay valve 6, a three-way ball valve 7, a five-port two-position solenoid valve 10, a pneumatic reversing valve 11, four dual-chamber brake air chambers 12, four second relay valves 13, a quick-release valve 14, a four-safety valve 15, and four air storage devices 16.

[0025] Please refer to Figure 1The first air source interface group 100 and the second air source interface group 200 each include their own main air source R port and control air source Y port. The air inlet of the first emergency relay valve 2 is connected to the R port of the first air source interface group 100, and the control port of the first emergency relay valve 2 is connected to the Y port of the first air source interface group 100. The control output port of the first emergency relay valve 2, the air inlet of the first relay valve 3, the air inlet of the service brake solenoid valve 5, the control output port of the second emergency relay valve 6, the first air port of the three-way ball valve 7, the second air port of the five-port two-position solenoid valve 10, the second air port of the pneumatic reversing valve 11, and the air inlet of the four-way valve 15 are all interconnected. The main output port of the first emergency relay valve 2, the main output port of the second emergency relay valve 6, the air outlet of the service brake solenoid valve 5, and the control port of the first relay valve 3 are all interconnected. The Y port of the second air source interface group 200 is connected to the control port of the second emergency relay valve 6. The R port of port group 200, the air inlet of the second emergency relay valve 6, the third air port of the three-way ball valve 7, and the control port of the pneumatic reversing valve 11 are all interconnected. The fourth air port of the pneumatic reversing valve 11 is connected to the third air port of the five-port two-position solenoid valve 10. The fifth air port of the five-port two-position solenoid valve 10 is connected to the first air port of the quick-release valve 14. The four-safety valve 15 is connected to all four air storage devices 16. In the four air storage devices 16, the four second relay valves 13, and the four dual-chamber brake chambers 12, they are connected in sequence according to a single air storage device 16, a single second relay valve 13, and a single dual-chamber brake chamber 12. The air outlet of the first relay valve 3, the second air port of the quick-release valve 14, and the control ports of all the second relay valves 13 are all interconnected. The third air port of the quick-release valve 14 is connected to all the dual-chamber brake chambers 12.

[0026] Please refer to the following: Figure 1 and Figure 5 When the three-way ball valve 7 is in the left position, its first air port is connected to the third air port and the second air port is disconnected. When it is in the right position, its first air port is disconnected and its second air port is connected to the third air port.

[0027] Please refer to the following: Figure 1 and Figure 5 When the five-port two-position solenoid valve 10 is in the left position, its first air port is disconnected, the second air port is connected to the fourth air port, and the third air port is connected to the fifth air port. When it is in the right position, its first air port is connected to the fourth air port, the second air port is connected to the fifth air port, and the third air port is disconnected.

[0028] Please refer to the following: Figure 1 and Figure 5 When the pneumatic reversing valve 11 is in the left position, its first air port is connected to the fourth air port, its second air port is connected to the fifth air port, and its third air port is disconnected. When it is in the right position, its first air port is disconnected, its second air port is connected to the fourth air port, and its third air port is connected to the fifth air port.

[0029] The multi-functional self-propelled trailer braking system provided in this embodiment has a train working mode, a self-propelled working mode with the tractor in front, and a self-propelled working mode with the tractor behind, providing a one-stop solution to the braking problem of self-propelled trailers.

[0030] Regarding train operating modes, please refer to the following: Figure 1 and Figure 2 , Figure 2 Compared to Figure 1 Components that are not functional have been omitted. Figure 2 In the diagram, solid lines between components represent the main air source, dashed lines represent the service brake air circuit, and dotted lines represent the parking brake air circuit. In train operation mode, the tractor unit is in front, rigidly connected to the trailer via a drawbar or saddle, allowing for high-speed travel on highways. Traditional trailers only have train mode. In train operation mode, the three-way ball valve 7 is in... Figure 1 The right position; at this time, there is no control gas input, and the pneumatic directional valve 11 is in the right position. Figure 1 The right position of the five-port two-position solenoid valve 10 will not affect the vehicle's parking brake, regardless of whether it is energized or not.

[0031] Regarding the self-propelled working mode with the tractor in front, please refer to the following: Figure 1 and Figure 3 , Figure 3 Compared to Figure 1 Components that are not functional have been omitted. Figure 3 In the diagram, solid lines represent the main air source, dashed lines represent the service brake air circuit, and dotted lines represent the parking brake air circuit. In the self-propelled mode with the tractor in front, the tractor is in front and detached from the trailer's drawbar or saddle; only the air circuit nylon tubing needs to be connected, allowing for a flexible connection between the tractor and trailer. In this self-propelled mode, the trailer's control air source can be provided by the tractor or a small mobile air station. At this time, the three-way ball valve 7 is in... Figure 1 The left position; there is a control gas input, and the pneumatic reversing valve 11 is in the left position. Figure 1 The left position of the valve is indicated; when the five-port two-position solenoid valve 10 is energized, the trailer is released from parking; when the five-port two-position solenoid valve 10 is de-energized, the trailer is parked.

[0032] Regarding the self-propelled working mode with the tractor at the rear, please refer to the following: Figure 1 and Figure 4 , Figure 4 Compared to Figure 1 Components that are not functional have been omitted. Figure 4In the diagram, solid lines represent the main air source, dashed lines represent the service brake air circuit, and dotted lines represent the parking brake air circuit. In the self-propelled mode with the tractor at the rear, the tractor is positioned behind or to the side of the trailer, detached from the trailer's drawbar or saddle. Only the air circuit nylon tubing needs to be connected, allowing for a flexible connection between the tractor and trailer. In this self-propelled mode, the trailer's brake air supply can be provided by the tractor or a small mobile air station. At this time, the three-way ball valve 7 is in... Figure 1 The right position; there is a control gas input, and the pneumatic directional valve 11 is in the right position. Figure 1 The right position of the five-port two-position solenoid valve 10; when the five-port two-position solenoid valve 10 is energized, the trailer is in parking position; when the five-port two-position solenoid valve 10 is de-energized, the trailer is in parking position.

[0033] In the self-propelled working mode with the tractor at the rear, this involves the tractor being positioned either behind or to the side of the trailer. Figure 1 The second air source interface group 200 in the system can be used in practice by simply arranging the air source interface at the tail end in the required position according to the actual situation. Multiple connectors can also be added as needed to meet the requirements of different operating conditions. Therefore, the braking system provided in this embodiment has a certain degree of versatility and compatibility.

[0034] The multi-functional self-propelled trailer braking system of this embodiment has at least the following beneficial effects:

[0035] By installing the four-proof valve 15 in the main air circuit, the risk of brake failure due to air leakage can be effectively reduced, thus improving vehicle reliability.

[0036] By installing the first emergency relay valve 2 and the second emergency relay valve 6 in the main air circuit, major safety accidents caused by the disconnection or breakage of the air circuit between the tractor and the trailer can be avoided, maximizing the safety of the vehicle and personnel and improving vehicle safety.

[0037] It combines the functions of train mode braking and self-propelled mode braking, solving the braking problem of self-propelled trailers in one stop.

[0038] The reserved expansion interface in the self-propelled braking mode can be arranged in terms of interface position and number according to actual conditions, and has good versatility and compatibility.

[0039] The components used in this system are all mature products that are widely used in various vehicle braking systems. This system has high reliability and has been verified in practice.

[0040] The principles and functions of the relevant components are explained in detail below.

[0041] In some embodiments, air filters 1 are provided at the R and Y ports of the first air source interface group 100 and the R and Y ports of the second air source interface group 200. The air filters 1 are used to filter moisture and impurities in the air.

[0042] The first emergency relay valve 2 and the second emergency relay valve 6 are positioned one in front of the other to accommodate the parallel driving needs of vehicles with the tractor in front and the tractor behind, depending on the actual working conditions and usage. Please refer to the relevant documentation. Figure 1 and Figure 5 The emergency relay valve includes an inlet 1, a control port 4, control output ports 1-2, and a main output port 2. The control gas input to the control port 4 proportionally outputs the gas from the inlet 1 to the main output port 2, serving as the control gas source for the braking system. The inlet 1 and control output ports 1-2 are unidirectionally connected, serving as the main gas source for the braking system. Therefore, the emergency relay valve has both control and flow diversion functions.

[0043] Regarding the emergency relay valve, specifically during high-speed vehicle operation, if the trailer drawbar or saddle breaks, or the air circuit between the tractor and trailer becomes disconnected or breaks, the control output port 1-2 and main output port 2 of the emergency relay valve become interconnected. The high-pressure gas from the system's main air source connects to the control air circuit, allowing the disconnected, high-speed trailer to apply its service brakes under the pressure of the high-pressure gas. This prevents major safety accidents caused by the inability to brake, maximizing the safety of the vehicle and its occupants. Therefore, the emergency relay valve functions as a safety valve.

[0044] Regarding the first relay valve 3 and Figure 1 The diagram illustrates four second relay valves 13. Each relay valve includes an inlet 1, a control port 4, an outlet 2, and an exhaust port 3. Before vehicle startup, the entire braking system must be inflated to a certain pressure. The inlet 1 of the relay valve is connected to the main air source. After the vehicle is inflated, the pressure at the inlet 1 remains consistent with the overall system pressure. When there is pressure at the control port 4, the inlet 1 connects to the outlet 2, allowing high-pressure gas to quickly reach the dual-chamber brake chamber 12, thereby initiating service braking. In some embodiments, both the first relay valve 3 and the second relay valve 13 are located near the dual-chamber brake chamber 12 to improve braking response time.

[0045] In summary, the first relay valve 3 and the second relay valve 13 function in the braking system to shorten the air transmission distance and reduce braking time, ultimately shortening the vehicle's braking distance. The first relay valve 3 can be referred to as an intermediate relay valve. When the vehicle is long and the air pipeline is long, one or more intermediate relay valves can be added in the middle of the air pipeline to further shorten the vehicle's braking distance.

[0046] Regarding the service brake solenoid valve 5, the pressure of the gas in the solenoid valve has a certain curved relationship with the input voltage value. By controlling the voltage input to the solenoid valve, the service braking force can be controlled, thereby controlling the vehicle's deceleration and braking. The service brake solenoid valve 5 is generally used in vehicles with self-propelled capabilities and is widely used in tractor trucks and flatbed trucks.

[0047] Regarding the three-way ball valve 7, it provides a manual air circuit reversing function. In this system, the function of the three-way ball valve 7 is to switch the air circuit between the two states of the tractor unit being in front and the tractor unit being in the rear during the vehicle's self-driving mode, thereby continuously supplying air to the air control port of the air-controlled reversing valve 11. Because venting is required, a muffler can be optionally installed at the vent port of the three-way ball valve 7.

[0048] The five-port two-position solenoid valve 10 has electromagnetic control functionality, allowing for the switching of the air circuit via current control. It is generally used in parking air circuits. The five-port two-position solenoid valve 10 is widely used in vehicles with self-propelled capabilities, such as tractor units, commercial vehicles, and heavy-duty trucks. In this system, when the vehicle is in self-propelled mode, the vehicle is released from parking when the five-port two-position solenoid valve 10 is energized, and the vehicle is parked when it is de-energized.

[0049] Regarding the pneumatic directional valve 11, the switching of the air circuit of the pneumatic directional valve 11 can be controlled by high-pressure gas, and it is generally used in more complex air circuit systems. In this system, the pneumatic directional valve 11 mainly functions as a braking mode switch. When there is pressure at the control port of the pneumatic directional valve 11, the vehicle is in self-propelled mode, and when there is no pressure gas at the control port of the pneumatic directional valve 11, the vehicle is in train mode.

[0050] The main function of the dual-chamber brake chamber 12 is to convert gas energy into force output. The dual-chamber brake chamber 12 has parking and service braking functions. When the service brake is applied, the parking chamber must be filled with pressurized gas to protect the service brake chamber. When parking, the gas pressure in the parking chamber drops to 0, and the parking brake is provided by the spring force of the parking chamber.

[0051] Regarding the quick-release valve 14, its function is to allow the gas in the parking line to be released through the push-button control valve 9 when the vehicle needs to be parked. This allows the gas in all the parking chambers of the dual-chamber brake chambers 12 to be quickly released through the quick-release valve 14, rapidly depressurizing the parking chambers and thus achieving quick parking. The quick-release valve 14 is widely used on trailers.

[0052] In some implementation methods, please refer to Figure 1 The multi-functional self-propelled trailer braking system also includes a push-button control valve 9. Instead of connecting the fifth port of the aforementioned five-port two-position solenoid valve 10 and the first port of the quick-release valve 14, the connection is changed to sequentially connecting the fifth port of the five-port two-position solenoid valve 10, the push-button control valve 9, and the first port of the quick-release valve 14.

[0053] Regarding the push-button control valve 9, its function is to switch the air circuit, and it is generally used in the parking air circuit.

[0054] Regarding the four-way brake valve 15, its function is to divide the main air circuit of the service brake into four independent circuits. Even if one circuit fails and leaks air, the system can still maintain a certain air pressure, and the other three circuits can still provide service braking, thereby effectively reducing the risk of brake failure during vehicle transport. The four-way brake valve 15 is widely used in special transport vehicles. In some implementations, the trailer has multiple wheels, and each of the four circuits can be used for one or more wheels.

[0055] Regarding the air storage device 16, it provides a certain amount of compressed air to the braking system. In some embodiments, the air storage device 16 is equipped with an automatic drain valve. After the vehicle has been operating for a certain period of time, a large amount of water will accumulate in the air storage device 16. When the accumulated water reaches a certain volume, the automatic drain valve will drain the liquid from the air storage tank. Therefore, the air storage device 16 not only serves to store high-pressure gas but also to drain condensate. The total volume of the air storage device 16 needs to be determined based on calculations.

[0056] The above description indicates that in the self-propelled working mode with the tractor behind, the tractor is located behind or to the side of the trailer, and the second air source interface group 200 is set at the rear or side of the trailer accordingly; in the self-propelled working mode with the tractor in front, the first air source interface group 100 is set at the front of the trailer accordingly.

[0057] The braking system provided in this embodiment has a train working mode and a self-propelled working mode. In the self-propelled mode, the air source can be provided by the tractor or by a small air source station. By reserving an external air source interface, the tractor can provide air to the trailer at any position on the trailer.

[0058] In some implementation methods, please refer to Figure 1 The multi-functional self-propelled trailer braking system also includes a one-way valve 8. Therefore, the above statement that "the control output port of the first emergency relay valve 2, the air inlet of the first relay valve 3, the air inlet of the service brake solenoid valve 5, the control output port of the second emergency relay valve 6, the first air port of the three-way ball valve 7, the second air port of the five-port two-position solenoid valve 10, the second air port of the pneumatic directional valve 11, and the air inlet of the four-way valve 15 are all interconnected" is replaced with: "The control output port of the first emergency relay valve 2, the air inlet of the first relay valve 3, the air inlet of the service brake solenoid valve 5, the control output port of the second emergency relay valve 6, the first air port of the three-way ball valve 7, the air inlet of the four-way valve 15, and the air outlet of the one-way valve 8 are all interconnected; the air inlet of the one-way valve 8, the second air port of the five-port two-position solenoid valve 10, and the second air port of the pneumatic directional valve 11 are all interconnected."

[0059] Regarding the one-way valve 8, its control air path can only flow in one direction. In this system, the one-way valve 8 is used to prevent the backflow of gas in the parking chamber due to leakage in the main air path, thus avoiding adverse situations such as parking the vehicle during movement.

[0060] In some embodiments, the multi-functional self-propelled trailer braking system also includes a manual pressure regulating valve 4. Therefore, the aforementioned "the outlet of the first shuttle valve 17 and the control port of the first relay valve 3 are connected" is replaced with: the outlet of the first shuttle valve 17, the manual pressure regulating valve 4, and the control port of the first relay valve 3 are connected sequentially.

[0061] The manual pressure regulating valve 4 has an air inlet and an air outlet. The pressure at the air inlet is generally greater than the pressure at the air outlet. The manual pressure regulating valve 4 generally regulates the pressure of the control air circuit. The function of the manual pressure regulating valve 4 is to divide the pressure of the control air circuit into multiple levels, thereby adjusting the brake air pressure when the vehicle is unloaded, half-loaded, and fully loaded, thus achieving the purpose of energy saving.

[0062] Please refer to Figure 1 and combined reference Figures 2 to 4 The multi-functional self-propelled trailer braking system provided in this embodiment also includes several shuttle valves to regulate the operation of the air circuit.

[0063] In some embodiments, the multi-functional self-propelled trailer braking system also includes a first shuttle valve 17 and a second shuttle valve 18. Therefore, the aforementioned statement that "the main output port of the first emergency relay valve 2, the main output port of the second emergency relay valve 6, the air outlet of the service brake solenoid valve 5, and the control port of the first relay valve 3 are all interconnected" is replaced with: the main output port of the first emergency relay valve 2 is connected to one inlet of the second shuttle valve 18; the main output port of the second emergency relay valve 6 is connected to the other inlet of the second shuttle valve 18; the outlet of the second shuttle valve 18 is connected to one inlet of the first shuttle valve 17; the other inlet of the first shuttle valve 17 is connected to the air outlet of the service brake solenoid valve 5; and the outlet of the first shuttle valve 17 is connected to the control port of the first relay valve 3.

[0064] In some embodiments, the multi-functional self-propelled trailer braking system also includes a third shuttle valve 19. Therefore, the aforementioned statement that "the R port of the second air source interface group 200, the air inlet of the second emergency relay valve 6, the third air port of the three-way ball valve 7, and the control port of the pneumatic directional valve 11 are all interconnected" is replaced with: the R port of the second air source interface group 200, the air inlet of the second emergency relay valve 6, and one inlet of the third shuttle valve 19 are all interconnected; the other inlet of the third shuttle valve 19 is connected to the third air port of the three-way ball valve 7; and the outlet of the third shuttle valve 19 is connected to the control port of the pneumatic directional valve 11.

[0065] Example 2

[0066] Based on the multi-functional self-propelled trailer braking system provided in Embodiment 1, this embodiment details the braking principle of the vehicle in train operation mode. Please refer to the following references. Figure 1 , Figure 2 and Figure 5 The explanation is as follows.

[0067] The tractor provides two air sources: one is the main air source R, and the other is the control air source Y. The pressure value of the control air source can be controlled by the driver in the tractor cab stepping on a pedal.

[0068] By controlling the control port of the first emergency relay valve 2, the main air source is divided into two paths: one is the control air path (dashed line), and the other is the main air path (solid line). The control air path (dashed line) passes through the second shuttle valve 18, the first shuttle valve 17, and the manual pressure regulating valve 4, and reaches the control port of the first relay valve 3 to control the service brake; the other path (solid line) is the main air path, which is divided into three paths: one for the service brake, one for the parking brake, and one for the air storage device 16.

[0069] The air path through the first relay valve 3 is transmitted to the control port of the second relay valve 13 near the air chamber, serving as the control air source for the second relay valve 13; the main air path is transmitted to the air inlet of the second relay valve 13 near the air chamber through the four-way valve 15. The pressure of the gas at the control port of the second relay valve 13 determines the pressure flowing through the second relay valve 13 to the service brake chamber of the dual-chamber brake air chamber 12, thereby determining the magnitude of the braking force.

[0070] The main air path, after passing through the one-way valve 8, serves as the parking brake air source. At this time, the control port of the pneumatic directional valve 11 has no pressure signal, and the pneumatic directional valve 11 is in the right position. When the five-port two-position solenoid valve 10 is in the left position, the parking brake air source is ultimately transmitted to the quick-release valve 14 through the pneumatic directional valve 11 and the five-port two-position solenoid valve 10. When the five-port two-position solenoid valve 10 is in the right position, the parking brake air source is directly transmitted to the quick-release valve 14 through the five-port two-position solenoid valve 10. Therefore, in train mode, the parking brake function is not affected regardless of whether the five-port two-position solenoid valve 10 is energized or not.

[0071] The parking brake air source is directly transmitted to the parking chamber of the dual-chamber brake air chamber 12 via the quick-release valve 14.

[0072] During vehicle operation and braking, the parking chamber of the dual-chamber brake air chamber 12 is always filled with pressurized gas. This serves two purposes: first, to prevent safety hazards caused by sudden parking during vehicle operation; and second, to prevent the spring force of the parking chamber and the high-pressure gas in the service brake chamber from acting on the airbag simultaneously during braking, which could damage or cause the air chamber to fail.

[0073] When the vehicle is parked, simply tap the button-type control valve 9 to release the high-pressure gas in the parking chamber through the quick-release valve 14 and the button-type control valve 9. The parking force is generated by the spring force in the parking chamber, making this parking method safer and more reliable.

[0074] Example 3

[0075] Based on the multi-functional self-propelled trailer braking system provided in Embodiment 1, this embodiment details the braking principle of the vehicle in its self-propelled working mode with the tractor in front. Please refer to the following references. Figure 1 , Figure 3 and Figure 5 The specific details are as follows.

[0076] Regarding vehicle braking in the self-propelled working mode with the tractor in front, its service braking principle and parking braking principle are basically the same as those of the vehicle braking in the train mode in Example 2. This example focuses on explaining the air circuit principle of working mode switching.

[0077] Unlike the train mode, in the self-propelled operation mode with the tractor in front, a portion of the main air pressure flows to the service brake solenoid valve 5, while the control gas flowing to the control port of the first relay valve 3 consists of two parts: one part is the gas flowing through the service brake solenoid valve 5, and the other part is the control gas flowing out of the first emergency relay valve 2. The purpose of this design is that when the trailer is self-propelled, the trailer's service brake can be controlled by the driver in the cab by pressing a foot pedal, or by a safety officer via a remote control button. The remote control primarily controls the input voltage of the service brake solenoid valve 5. Both can also operate simultaneously; when controlled simultaneously, the pressures of the two gas lines are compared through the first shuttle valve 17, and the line with the higher pressure is controlled. In this way, the two systems do not conflict with each other and provide dual protection.

[0078] In the self-propelled mode with the tractor in front, a gas source is led out from the main air circuit to the three-way ball valve 7. At this time, the three-way ball valve 7 is in the left position. The high-pressure gas in the main air circuit flows through the three-way ball valve 7 to the control port of the pneumatic reversing valve 11. The pneumatic reversing valve 11 is in the left position under the action of the high-pressure gas.

[0079] When the pneumatic reversing valve 11 is in the left position, the high-pressure gas of the parking brake cannot pass through the pneumatic reversing valve 11, and the high-pressure gas of the parking brake can only pass through the five-port two-position solenoid valve 10; when the five-port two-position solenoid valve 10 is energized, that is, in the right position, the high-pressure gas of the parking brake flows through the five-port two-position solenoid valve 10 to the parking chamber of each dual-chamber brake air chamber 12, and the vehicle is released from parking; when the five-port two-position solenoid valve 10 is de-energized, that is, in the left position, the high-pressure gas of the parking brake cannot pass through the five-port two-position solenoid valve 10, and at the same time, the high-pressure gas in the parking chamber is discharged from the pneumatic reversing valve 11, and the vehicle is parked.

[0080] The electrical signal of the five-port two-position solenoid valve 10 can be controlled by a remote control. By utilizing the logical relationship of the valve components, the trailer can be parked via remote control in self-propelled mode.

[0081] Example 4

[0082] Based on the multi-functional self-propelled trailer braking system provided in Embodiment 1, this embodiment details the braking principle of the vehicle in its self-propelled working mode with the tractor at the rear. Please refer to the following references. Figure 1 , Figure 4 and Figure 5 The specific details are as follows.

[0083] The principle of vehicle braking in the self-propelled working mode with the tractor at the rear, as described in this embodiment, is basically the same as the principle of vehicle braking in the self-propelled working mode with the tractor at the front in Embodiment 3. This embodiment will explain the differences between the two in detail.

[0084] In the self-propelled working mode with the tractor behind, the tractor is behind or to the side of the trailer. The main air source R and the control air source Y flow in from the rear or side interface of the trailer and are also controlled by the second emergency relay valve 6.

[0085] In the self-propelled working mode with the tractor behind, the three-way ball valve 7 is in the right position. On the one hand, it connects the high-pressure gas between the third shuttle valve 19 and the three-way ball valve 7 to the atmosphere. On the other hand, it prevents the control output port 1-2 of the second emergency relay valve 6 from connecting to the main air circuit, which would lead to brake failure.

[0086] By cleverly utilizing the characteristics of the three-way ball valve 7, the air source interface is expanded, making the vehicle braking system more versatile.

[0087] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0088] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A multi-functional self-propelled trailer braking system, characterized in that, It includes a first air source interface group, a second air source interface group, a first emergency relay valve, a first relay valve, a service brake solenoid valve, a second emergency relay valve, a three-way ball valve, a five-port two-position solenoid valve, a pneumatic reversing valve, four dual-chamber brake air chambers, four second relay valves, a quick release valve, a four-safety valve, and four air storage devices. The air inlet of the first emergency relay valve is connected to the R port of the first air source interface group, and the control port of the first emergency relay valve is connected to the Y port of the first air source interface group. The control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake solenoid valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the second air port of the five-port two-position solenoid valve, the second air port of the pneumatic reversing valve, and the air inlet of the four-way valve are all interconnected. The main output port of the first emergency relay valve, the main output port of the second emergency relay valve, the air outlet of the service brake solenoid valve, and the control port of the first relay valve are all interconnected. The Y port of the second air source interface group is connected to the control port of the second emergency relay valve. The R port of the second air source interface group, the air inlet of the second emergency relay valve, the third air port of the three-way ball valve, and the control port of the pneumatic reversing valve are all interconnected. The fourth air port of the pneumatic reversing valve is connected to the third air port of the five-port two-position solenoid valve. The fifth air port of the five-port two-position solenoid valve is connected to the first air port of the quick-release valve. The four-safety valve is connected to all four air storage devices. In the four air storage devices, the four second relay valves, and the four dual-chamber brake chambers, each air storage device, each second relay valve, and each dual-chamber brake chamber is connected sequentially. The air outlet of the first relay valve, the second air port of the quick-release valve, and the control ports of all the second relay valves are interconnected. The third air port of the quick-release valve is connected to all the dual-chamber brake chambers. When the three-way ball valve is in the left position, its first air port is connected to the third air port and the second air port is disconnected; when it is in the right position, its first air port is disconnected and its second air port is connected to the third air port. When the five-port two-position solenoid valve is in the left position, its first air port is disconnected, the second air port is connected to the fourth air port, and the third air port is connected to the fifth air port; when it is in the right position, its first air port is connected to the fourth air port, the second air port is connected to the fifth air port, and the third air port is disconnected. When the pneumatic reversing valve is in the left position, its first air port is connected to the fourth air port, its second air port is connected to the fifth air port, and its third air port is disconnected. When it is in the right position, its first air port is disconnected, its second air port is connected to the fourth air port, and its third air port is connected to the fifth air port.

2. The multi-functional self-propelled trailer braking system as described in claim 1, characterized in that, The multi-functional self-propelled trailer braking system also includes a first shuttle valve and a second shuttle valve; The main output port of the first emergency relay valve, the main output port of the second emergency relay valve, the air outlet of the service brake solenoid valve, and the control port of the first relay valve are all interconnected, including: the main output port of the first emergency relay valve is connected to one inlet of the second shuttle valve, the main output port of the second emergency relay valve is connected to the other inlet of the second shuttle valve, the outlet of the second shuttle valve is connected to one inlet of the first shuttle valve, the other inlet of the first shuttle valve is connected to the air outlet of the service brake solenoid valve, and the outlet of the first shuttle valve is connected to the control port of the first relay valve.

3. The multi-functional self-propelled trailer braking system as described in claim 2, characterized in that, The multi-functional self-propelled trailer braking system also includes a manual pressure regulating valve; The outlet of the first shuttle valve is connected to the control port of the first relay valve, including: the outlet of the first shuttle valve, the manual pressure regulating valve and the control port of the first relay valve are connected in sequence.

4. The multi-functional self-propelled trailer braking system as described in claim 1, characterized in that, The multi-functional self-propelled trailer braking system also includes a third shuttle valve; The R port of the second air source interface group, the air inlet of the second emergency relay valve, the third air port of the three-way ball valve, and the control port of the pneumatic reversing valve are all interconnected, including: the R port of the second air source interface group, the air inlet of the second emergency relay valve, and one inlet of the third shuttle valve are all interconnected; the other inlet of the third shuttle valve is connected to the third air port of the three-way ball valve; and the outlet of the third shuttle valve is connected to the control port of the pneumatic reversing valve.

5. The multi-functional self-propelled trailer braking system as described in any one of claims 1-4, characterized in that, The first air source interface group is located at the front end of the trailer, and the second air source interface group is located at the rear end of the trailer.

6. The multi-functional self-propelled trailer braking system as described in any one of claims 1-4, characterized in that, Both the first relay valve and the second relay valve are located near the dual-chamber brake air chamber.

7. The multi-functional self-propelled trailer braking system as described in any one of claims 1-4, characterized in that, The multi-functional self-propelled trailer braking system also includes a one-way valve; The control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake solenoid valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the second air port of the five-port two-position solenoid valve, the second air port of the pneumatic directional valve, and the air inlet of the four-way valve are all interconnected, including: the control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake solenoid valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the air inlet of the four-way valve, and the air outlet of the one-way valve are all interconnected; the air inlet of the one-way valve, the second air port of the five-port two-position solenoid valve, and the second air port of the pneumatic directional valve are all interconnected.

8. The multi-functional self-propelled trailer braking system as described in any one of claims 1-4, characterized in that, The multi-functional self-propelled trailer braking system also includes a push-button control valve; The fifth air port of the five-port two-position solenoid valve is connected to the first air port of the quick-release valve, including: the fifth air port of the five-port two-position solenoid valve, the push-button control valve, and the first air port of the quick-release valve are connected in sequence.

9. The multi-functional self-propelled trailer braking system as described in any one of claims 1-4, characterized in that, Air filters are provided at the R and Y ports of the first air source interface group and the R and Y ports of the second air source interface group.

10. The multi-functional self-propelled trailer braking system as described in any one of claims 1-4, characterized in that, The gas storage device is equipped with an automatic water drain valve.

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