Automatic switching device for air brake anti-lock braking and emergency automation and control method thereof

Abstract

The present invention discloses an automatic switching device for air brake anti-lock braking and emergency automation. The device comprises an air reservoir connected to a brake valve and a parking control valve, the brake valve connected to a quick-release valve, the quick-release valve connected to tee A and tee C, tee A connected to an emergency solenoid valve and spring energy storage brake chamber A, the emergency solenoid valve connected to a relay valve, tee C, spring energy storage brake chamber A, and spring energy storage brake chamber B, the spring energy storage brake chamber B connected to tee B, a pressure switch mounted on tee B, the pressure switch connected to an automatic switching switch, the automatic switching switch connected to a foot-controlled power switch, a manual power switch, and an anti-lock braking system (ABS), the manual power switch connected to the emergency solenoid valve, and the parking control valve connected to the relay valve. A control method for the automatic switching device for air brake anti-lock braking and emergency automation is provided. Braking is normal under normal conditions, but the air brake anti-lock braking system automatically switches to the emergency automation system when braking fails. The present invention features a simple structure, reliable performance, low cost, and high safety.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile braking, and in particular relates to an automatic switching device for air brake anti-lock braking and emergency automation, and also relates to a control method of the device. Background Art

[0002] Anti-lock ABS, an active safety technology, is standard on air brakes, preventing skidding and steering accidents. However, if a brake failure causes the brakes to fail, the ABS system loses its effectiveness immediately. The EBT (Emergency Braking Assist) system, a spring-loaded emergency braking system, is also standard on air brakes, preventing accidents caused by brake failure. However, the simultaneous use of ABS and EBT on air brakes currently interferes with each other, preventing instantaneous automatic braking in the event of brake failure or ABS failure. The incompatibility between ABS and EBT creates a dilemma for air brakes, forcing them to choose between either. This compromises safety and presents a pressing challenge for the industry. Summary of the Invention

[0003] The purpose of the present invention is to overcome the above-mentioned shortcomings and provide an automatic switching device for air brake anti-lock braking and emergency automation, which has a simple structure, reliable performance, low cost and high safety, and can be used in combination with the anti-lock braking ABS device and the emergency automation system EBT without interfering with or conflicting with each other. The device can realize that when the braking is normal, the anti-lock braking system can play the role of preventing side slip and maintaining steering to avoid traffic accidents. When the anti-lock braking system fails due to sudden fault and brake failure, the ABS is cut off and the emergency automation is automatically activated, thereby maximally ensuring driving safety.

[0004] The purpose of the present invention and the solution of its main technical problems are achieved by adopting the following technical solutions:

[0005] The present invention provides an automatic switching device for air brake anti-lock braking and emergency automation, comprising a brake valve, a quick release valve, a parking control valve, a relay valve, an emergency solenoid valve, a spring energy storage brake chamber A, an air reservoir, a foot-controlled power switch, a manual power switch, a three-way valve A, an automatic switching switch, an anti-lock braking system (ABS), a pressure switch, a solenoid switch, a three-way valve B, a spring energy storage brake chamber B, and a three-way valve C. The emergency automation system EBT is composed of the emergency solenoid valve, the foot-controlled power switch, and the manual power switch; the air reservoir is connected to the brake valve and the parking control valve through an air pipe; the brake valve is connected to the quick release valve through an air pipe; and the quick release valve is connected to the three-way valve through an air pipe. Three-way A and three-way C, three-way A are connected to the emergency solenoid valve and spring energy storage brake air chamber A through the air pipe. The emergency solenoid valve is connected to the relay valve, three-way C, spring energy storage brake air chamber A, and spring energy storage brake air chamber B through the air pipe. The spring energy storage brake air chamber B is connected to three-way B through the air pipe. A pressure switch is installed on three-way B. The pressure switch is connected to the automatic transfer switch through wires. The automatic transfer switch is connected to the foot-controlled power switch, the manual power switch, and the anti-lock ABS through wires. An electromagnetic switch is installed on the automatic transfer switch. The manual power switch is connected to the emergency solenoid valve through a wire. The parking control valve is connected to the relay valve through the air pipe.

[0006] The spring energy storage brake air chamber A is composed of a front air chamber A, a rear air chamber A, and an intermediate body A. The intermediate body A is connected to the front air chamber A and the rear air chamber A respectively, and the emergency solenoid valve is connected to the intermediate body A through an air pipe.

[0007] The spring energy storage brake air chamber B is composed of a front air chamber B, an intermediate body B, and a rear air chamber B. The intermediate body B is connected to the front air chamber B and the rear air chamber B respectively. The emergency solenoid valve is connected to the intermediate body B through an air pipe, and the intermediate body B is connected to the intermediate body A through an air pipe.

[0008] The foot-controlled power switch is connected to the brake valve via a pull rod, and the hand-controlled power switch is connected to the parking control valve via a pull rod.

[0009] The control method of the automatic switching device of the air brake anti-lock braking and emergency automation of the present invention comprises the following steps:

[0010] 1) Braking is normal under normal conditions;

[0011] Under normal circumstances, when the vehicle is driving, the A and B ends of the parking control valve are normally open, the exhaust port S end is closed, the C and D ends of the relay valve are normally open, and the exhaust port N end is closed; the E and F ends of the emergency solenoid valve are normally open, the G1 and G2 ends are closed, and the F end is normally open to the rear air chamber A and the rear air chamber B; the pressure switch is normally open; the Y and S ends of the automatic transfer switch are normally open, the Y and K ends are normally open, and the K1 and X ends are normally open. Electromagnetic switches are connected between K1 and X and between Y and S, where K1 is connected to the electromagnetic switch coil and is normally open to X, and Y is connected to the electromagnetic switch contact and is normally open to S;

[0012] 2) Automatic switching between the anti-lock braking system and the emergency automation system in case of brake failure;

[0013] When the brake is fully depressed and the brake fails, the pressure switch closes. The closing of the pressure switch connects the power between the foot-operated power switch and the emergency solenoid valve through the combination switch. At the same time, the solenoid switch in the automatic switching switch cuts off the power between the foot-operated power switch and the anti-lock ABS.

[0014] 3) Parking;

[0015] When parking, the manual power switch is disconnected when the parking control valve is operated to implement the parking brake, and the power supply of the manual power switch is cut off.

[0016] Compared with the prior art, the present invention has obvious beneficial effects; it can be seen from the above technical scheme: the brake valve, quick release valve, tee A, tee B, and tee C are connected from the air cylinder through the intermediate body A and the intermediate body B to the front air chamber A and the front air chamber B; the parking control valve, relay valve, and emergency solenoid valve are connected from the air cylinder through the intermediate body A and the intermediate body B to the rear air chamber A and the rear air chamber B. Under normal circumstances, the A end and B end of the parking control valve are normally open and the S end is normally closed, the C end and D end of the relay valve are normally open and the N end is normally closed, the E end and F end of the emergency solenoid valve are normally open and the G end is normally closed, the F end of the emergency solenoid valve is normally open to the H end of the rear air chamber A and the H1 end of the rear air chamber B through the intermediate body A and the intermediate body B, and the G1 end and G2 end of the emergency solenoid valve are respectively connected to the pipelines of the quick release valve through the M end of the intermediate body A and the M1 end of the intermediate body B to the front air chamber A and the front air chamber B respectively. The control circuit in the emergency automation system (EBT) consists of a foot-controlled power switch, a manual power switch, an automatic transfer switch, and a pressure switch. The foot-controlled power switch is connected to the Y terminal of the automatic transfer switch, which is then connected to the K terminal of the automatic transfer switch. The K terminal is connected to one end of the pressure switch, and the other end of the pressure switch is connected back to the K1 terminal of the automatic transfer switch. The K1 terminal is connected to the X terminal via a solenoid switch, which is then connected to the manual power switch. The manual power switch is connected to the emergency solenoid valve, and the Y terminal of the automatic transfer switch is connected to the S terminal via a solenoid switch 23. This circuit connects power from the foot-controlled power switch to the emergency solenoid valve via the automatic transfer switch, the pressure switch, and the manual power switch. Under normal braking conditions, the pressure switch is off. This disconnection of the pressure switch cuts off power from the foot-controlled power switch to the emergency solenoid valve, causing the EBT to shut down. When brake failure causes the pressure in front chambers A and B to drop below half of their normal values, the pressure switch immediately closes, connecting power to the emergency solenoid valve from the foot-controlled power switch, enabling the EBT to start. (Note: The pressure switch, located in the front air chambers, closes when the pressure in front air chambers B and A falls below half of their normal values. This is a rule of thumb setting. Depending on the vehicle model, the pressure switch determines the amount by which the pressure in front air chambers B and A falls below normal, which is considered a brake failure. This setting is determined by each vehicle model.) The S terminal of the automatic transfer switch is connected to the anti-lock ABS, and the S terminal of the automatic transfer switch is always connected to the anti-lock ABS. The pressure switch is always connected to the K terminal of the automatic transfer switch, and the pressure switch is always connected to the K1 terminal of the automatic transfer switch, and the K1 terminal is always connected to the X terminal. When the brake fails, the pressure switch closes, and the electromagnetic switch disconnects the Y terminal of the automatic transfer switch from the S terminal of the automatic transfer switch, cutting off the power to the anti-lock ABS and causing it to stop working. The pressure switch is connected to the pipelines leading to the quick release valve, tee A, tee C, intermediate body A and intermediate body B leading to the front air chamber A and the front air chamber B through tee B; the foot-controlled power switch moves in conjunction with the brake valve, and the power is turned on when the brake is fully depressed; the hand-controlled power switch moves in conjunction with the parking control valve, and is in a closed state under normal circumstances. It is disconnected when parking, cutting off the power.The above-mentioned solution of the present invention utilizes the common feature that both the anti-lock ABS and the emergency automation system (EBT) are activated only when the brake is fully depressed. Furthermore, when the brake failure pressure switch is closed, the electromagnetic switch 23 switches the power supply between the Y and S terminals of the automatic transfer switch, thereby simultaneously cutting off the power. Two electrical control circuits are provided: one circuit for controlling the anti-lock ABS is connected by the foot-operated power switch to the Y terminal of the automatic transfer switch, which is then connected to the S terminal via the electromagnetic switch 23. The S terminal is then connected to the anti-lock ABS circuit, hereinafter referred to as Circuit A. The other circuit for controlling the emergency automation system (EBT) is connected by the foot-operated power switch to the Y terminal of the automatic transfer switch, which is then connected to the K terminal. The K terminal is then connected to the pressure switch and then to the K1 terminal of the automatic transfer switch. The K1 terminal is then connected to the X terminal via the electromagnetic switch, which is then connected to the manual power switch and then to the emergency solenoid valve via the manual power switch, thereby forming a circuit. In particular, the Y and S terminals of the automatic transfer switch are normally connected, the Y and K terminals are normally connected, and the K1 terminal is normally connected to the X terminal. Electromagnetic switches are connected between K1 and X and between Y and S. This circuit is hereinafter referred to as Circuit B. Normally, the pressure switch is disconnected, cutting off the power from the foot-operated power switch to the emergency solenoid valve, disabling the emergency automatic system (EBT). Normally, the Y and S terminals of the automatic transfer switch are constantly connected, and S is constantly connected to the anti-lock ABS, enabling the ABS to operate. When the brake is fully depressed and the front air chamber pressure drops below half its normal value, indicating brake failure, the switch closes, connecting power from the foot-operated power switch through Y, to K, to the pressure switch, to K1, to the solenoid switch, to X, to the manual power switch, and finally to the emergency solenoid valve, instantly activating the emergency automatic system (EBT). Simultaneously, the solenoid switch disconnects the Y and S terminals of the automatic transfer switch, disabling the ABS. In this scheme, the closing and opening of the pressure switch and the closing and opening of the Y and S terminals of the automatic transfer switch automatically switch circuit A to circuit B in the event of brake failure, thus automatically switching the ABS and EBT between normal braking and brake failure. The emergency automation system EBT uses the principle of air pressure balance to realize the automation and intelligent stepless emergency braking force automatic compensation function, wherein: after the emergency solenoid valve is energized, it immediately blocks the channels of the E and F ends and opens the F end, G1 end and G2 end at the same time, so that the rear air chamber A and rear air chamber B are connected with the front air chamber A and front air chamber B through the F end, G1 end, G2 end, tee A, tee B and tee C of the emergency solenoid valve; wherein: after the front and rear air chambers are connected, the pressure loss of the front air chamber A and front air chamber B due to a fault will form a pressure difference between the rear air chamber A and rear air chamber B, and the pressure of the front and rear air chambers with the pressure difference will inevitably balance themselves, and the high-pressure gas of the rear air chamber A and rear air chamber B will inevitably flow to the front air chamber A and front air chamber B and lose pressure. The pressure loss of the rear air chamber A and rear air chamber B releases the strong spring and pushes the brake push rod to implement braking, thereby realizing the automation of emergency braking.The magnitude of the fault varies, resulting in varying amounts of air leakage and, consequently, varying amounts of pressure loss in the front air chambers A and B. Consequently, the pressure differential between the front and rear air chambers will vary accordingly. The greater the pressure drop in the front air chambers A and B, the greater the elastic force released by the rear air chambers A and B. The smaller the pressure drop in the front air chambers A and B, the smaller the elastic force released by the rear air chambers A and B. This random and synchronous compensation achieves an intelligent, stepless, automatic compensation function for emergency braking. Furthermore, as the brakes are depressed and released, the foot-controlled power switch and the power supply are alternately turned on and off, providing a continuous, stepless, reciprocating emergency braking. Therefore, the device also ensures safe emergency driving for vehicles with faults. A manual power switch is connected between the automatic switching switch and the emergency solenoid valve, enabling the driver to activate the parking brake while holding down the brake pedal. When the brake pedal is fully depressed, the pressure switch closes due to brake failure, causing the powered emergency solenoid valve to close its E terminal. This prevents the compressed air in the rear brake chamber from flowing back to the relay valve and being discharged to the atmosphere through the N terminal. By connecting a manual power switch between the automatic selector switch and the emergency solenoid valve, the parking control valve can be operated while the brake pedal is depressed and not released. This manually-operated power switch disconnects the power to the associated manual power switch, causing the emergency solenoid valve to return to normal operation and open its E terminal. This allows the compressed air in the rear brake chamber to be discharged to the atmosphere through the N terminal of the relay valve, thus applying the parking brake. This invention allows the simultaneous installation of an anti-lock ABS device and an emergency automatic braking system (EBT) on an air brake, complementing each other. When braking normally, the anti-lock ABS operates while the emergency automatic braking system deactivates. In the event of brake failure, the emergency automatic braking system automatically switches to the EBT, deactivating the anti-lock ABS, thereby further ensuring driving safety. The present invention also retains the manually operated parking brake and manual emergency braking functions. The above-mentioned solution of the present invention only requires the removal of the automatic transfer switch and pressure switch, and the emergency automatic braking system (EBT) can be installed and used independently on the air brake, thus providing automatic emergency braking. In summary, the present invention has a simple structure, reliable performance, low cost, and high safety. The anti-lock braking system (ABS) and the emergency automatic braking system (EBT) can be used in conjunction with each other without interfering with or conflicting with each other. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a structural schematic diagram of the present invention;

[0018] Figure 2 yes Figure 1 Enlarged view of a.

[0019] Marking in the figure

[0020] 1. Brake valve, 2. Quick release valve, 3. Parking control valve, 4. Relay valve, 5. Emergency solenoid valve, 6. Spring energy storage brake chamber A, 7. Air reservoir, 8. Foot-operated power switch, 9. Hand-operated power switch, 10. Front chamber A, 11. Rear chamber A, 12. Intermediate body A, 13. Tee A, 14. Automatic transfer switch, 15. Anti-lock brake (ABS), 16. Pressure switch, 17. Tee B, 18. Spring energy storage brake chamber B, 19. Front chamber B, 20. Intermediate body B, 21. Rear chamber B, 22. Tee C, 23. Solenoid switch. DETAILED DESCRIPTION

[0021] The following is a detailed description of the specific implementation, structure, features and functions of the present invention in conjunction with the accompanying drawings and preferred embodiments.

[0022] The present invention discloses an automatic switching device for air brake anti-lock braking and emergency automation, comprising a brake valve 1, a quick-release valve 2, a parking control valve 3, a relay valve 4, an emergency solenoid valve 5, an air reservoir 7, a foot-controlled power switch 8, a manual power switch 9, a front air chamber A10, a rear air chamber A11, an intermediate body A12, a three-way valve A13, an automatic switching switch 14, an anti-lock braking system ABS 15, a pressure switch 16, a three-way valve B17, a front air chamber B19, an intermediate body B20, a rear air chamber B21, a three-way valve C22, and an electromagnetic switch 23. The emergency automation system EBT is composed of the emergency solenoid valve 5, the foot-controlled power switch 8, and the manual power switch 9. The air reservoir 7 is connected to the A ends on the brake valve 1 and the parking control valve 3 respectively through an air pipe. The brake valve 1 is connected to the quick-release valve 2 through an air pipe. The quick-release valve 2 is connected to the three-way valve A13 and the three-way valve C22 through an air pipe. The three-way valve A13 is connected to the emergency solenoid valve 5 through an air pipe. G1 end, intermediate body A12, emergency solenoid valve 5E end is connected to relay valve 4D end through an air pipe, emergency solenoid valve 5G2 end is connected to tee C22 through an air pipe, emergency solenoid valve 5F end is connected to intermediate body A12 and intermediate body B20 respectively through an air pipe, intermediate body B20 is connected to tee B17 through an air pipe, tee B17 is installed with a pressure switch 16, pressure switch 16 is connected to K and K1 on automatic transfer switch 14 respectively through wires, Y end of automatic transfer switch 14 is connected to foot-controlled power switch 8 through a wire, X end of automatic transfer switch 14 is connected to manual power switch 9 through a wire, S end of automatic transfer switch 14 is connected to anti-lock brake ABS15 through a wire, electromagnetic switch 23 is connected between K1 to X and Y to S of automatic transfer switch 14, manual power switch 9 is connected to emergency solenoid valve 5 through a wire, and B end of parking control valve 3 is connected to C end of relay valve 4 through an air pipe. The foot-controlled power switch 8 is connected to the brake valve 1 through a pull rod, and the hand-controlled power switch 9 is connected to the parking control valve 3 through a pull rod.

[0023] The present invention provides a control method for an automatic switching device for air brake anti-lock braking and emergency automation, wherein: when the vehicle is normally traveling, the A and B ends of the parking control valve 3 are normally open and the S end is normally closed, the C and D ends of the relay valve 4 are normally open and the N end is normally closed, the E and F ends of the emergency solenoid valve 5 are normally open, the F end is normally closed to the G1 and G2 ends, the F end of the emergency solenoid valve 5 is normally open to the H end of the rear air chamber A11 and the H1 end of the rear air chamber B21 via intermediates A12 and B20, the G1 end and the G2 end of the emergency solenoid valve 5 are respectively connected to the pipelines of the quick release valve 2 through the M end of the intermediate body A12 and the M1 end of the intermediate body B20, which lead to the front air chamber 10 and the front air chamber B19 respectively, via tees A13, B22, and B17, and the power is connected to the emergency solenoid valve 5 from the foot-controlled power switch 8 via the automatic switching switch 14, the pressure switch 16, and the manual power switch 9. Under normal braking conditions, pressure switch 16 is in the off state. This disconnection of pressure switch 16 cuts off power to the emergency solenoid valve 5 from foot-operated power switch 8, deactivating the emergency automation system (EBT). When brake failure causes the pressures in front chambers A10 and B19 to fall below half their normal values, pressure switch 16 immediately closes, reconnecting power to the emergency solenoid valve 5 from foot-operated power switch 8 and activating the EBT. Pressure switch 16 is constantly connected to terminals K and K1 of automatic selector switch 14, while terminal S of automatic selector switch 14 is constantly connected to the anti-lock brake system (ABS) 15. Pressure switch 16 is constantly connected to terminal K of automatic selector switch 14, and terminal K1 of automatic selector switch 14 is constantly connected to terminal X. When brake failure occurs, pressure switch 16 closes, simultaneously disconnecting terminal Y of automatic selector switch 14 from terminal S of automatic selector switch 14 via solenoid switch 23, cutting off power to the anti-lock brake system (ABS) 15 and deactivating it. The foot-controlled power switch 8 moves in conjunction with the brake valve 1, and the power is turned on when the brake is stepped on to the bottom; the hand-controlled power switch 9 moves in conjunction with the parking control valve 3, and is in a closed state under normal circumstances. It is disconnected when parking, cutting off the power. Taking advantage of the commonality that both the anti-lock ABS15 and the emergency automation system EBT can only be activated when the brake is fully depressed, and setting the brake failure pressure switch to be closed, the electromagnetic switch 23 is switched to synchronize the power supply between the Y end and the S end of the automatic transfer switch 14. There are two electronic control circuits: one circuit for controlling the anti-lock ABS15 is connected to the Y end of the automatic transfer switch 14 by the foot-controlled power switch 8, the Y end is connected to the S end through the electromagnetic switch 23, and the S end is then connected to the anti-lock ABS15. The other circuit for controlling the emergency automation system EBT is connected to the Y end of the automatic transfer switch 14 by the foot-controlled power switch 8, the Y end is connected to the K end, the K end is connected to the pressure switch 16 and then connected back to the K1 end of the automatic transfer switch 14, the K1 end is connected to the X end through the electromagnetic switch 23, the X end is then connected to the manual power switch 9 and then to the emergency solenoid valve 5 through the manual power switch 9.Under normal circumstances, the pressure switch 16 is in the disconnected state, thus cutting off the power supply from the foot-controlled power switch 8 to the emergency solenoid valve 5, making the emergency automation system EBT unable to work; under normal circumstances, the Y end and the S end of the combination switch 14 are always connected, and the S end and the anti-lock brake ABS15 are always connected; when the brake is stepped on to the bottom and the pressure of the front air chamber 10 is lower than half of the normal value, that is, the brake fails, it is closed, and the power supply from the foot-controlled power switch 8 through the Y end to the K end to the pressure switch 16 to the K1 end to the solenoid switch 23 to the X end to the manual power switch 9 to the emergency solenoid valve 5 is connected, so that the emergency automation system EBT starts working immediately. At the same time, the electromagnetic switch 23 disconnects the Y and S terminals of the automatic transfer switch 14, causing the anti-lock brake ABS 15 to stop working. In the above scheme, the closing and opening of the pressure switch 16 and the closing and opening of the Y and S terminals of the automatic transfer switch 14 are switched through the electromagnetic switch 23, realizing the automatic conversion of circuit A to circuit B in the event of brake failure. It also realizes the automatic switching of the anti-lock brake ABS 15 and the emergency automation system EBT between normal braking and brake failure. The automation of emergency braking is achieved by utilizing the air pressure balance principle, wherein: after the emergency solenoid valve 5 is energized, it immediately blocks the channels at the E and F ends and simultaneously opens the channels at the F, G1 and G2 ends, so that the rear air chamber A11 and the rear air chamber B21 are connected to the front air chamber A10 and the front air chamber B19 via the F, G1 and G2 ends, the tee A13 and the tee C22 of the emergency solenoid valve 5; wherein: after the front and rear air chambers are connected, the pressure loss of the front air chambers A10 and the front air chamber B19 due to a fault will form a pressure difference with the rear air chambers A11 and B21. With the pressure difference, the pressures of the front and rear air chambers will inevitably balance themselves, and the high-pressure gas in the rear air chambers A11 and B21 will inevitably flow to the front air chambers A10 and B19 and lose pressure. The pressure loss of the rear air chambers A11 and B21 releases the strong spring and pushes the brake push rod to implement braking, thereby achieving the automation of emergency braking. The magnitude of the fault varies, resulting in varying amounts of air leakage and pressure loss in front chambers A10 and B19. Consequently, the pressure differential between the front and rear chambers will vary accordingly. The greater the pressure drop in front chambers A10 and B19, the greater the elastic force released by rear chambers A11 and B21. The smaller the pressure drop in front chambers A10 and B19, the smaller the elastic force released by rear chambers A11 and B21. This random and synchronous compensation achieves an intelligent, stepless, automatic compensation function for emergency braking force. Furthermore, as the brake is depressed and released, the foot-controlled power switch 8 alternates between the on and off state of the power supply, providing a continuous, stepless, and reciprocating emergency braking. Therefore, the present device also ensures safe emergency driving for vehicles with faults. A manual power switch 9 is connected between the automatic selector switch 14 and the emergency solenoid valve 5. This allows the driver to activate the parking brake while holding down the brake pedal.When the brake pedal is fully depressed, the pressure switch 16 closes due to brake failure, causing the powered emergency solenoid valve 5 to close its E terminal. This prevents the compressed air in the rear brake chamber from flowing back to the relay valve 4 and being discharged to the atmosphere through the N terminal. By connecting a manual power switch 9 between the automatic selector switch 14 and the emergency solenoid valve 5, the parking control valve 3 can be operated while the brake pedal is pressed and not released. The associated manual power switch 9 disconnects the power, causing the emergency solenoid valve 5 to return to normal operation and open its E terminal. This allows the compressed air in the rear brake chamber 11 to be discharged to the atmosphere through the N terminal of the relay valve 4, thus applying the parking brake. The present invention allows the simultaneous installation of an anti-lock brake system (ABS) 15 and an emergency automatic braking system (EBT) on an air brake, complementing each other. When braking is normal, the ABS 15 operates while the EBT does not. In the event of brake failure, the EBT automatically switches to the emergency automatic braking system, disabling the ABS 15, thereby further ensuring driving safety. The present invention also retains the manually operated parking brake and manual emergency braking functions. The above-described solution of the present invention only requires removing the automatic transfer switch 14 and the pressure switch 16, and the emergency automatic system EBT can be installed and used independently on the air brake, thereby providing the automatic emergency braking function. The present invention has a simple structure, reliable performance, low cost, and high safety. The anti-lock braking system ABS and the emergency automatic system EBT can be used in conjunction with each other without interfering with or conflicting with each other.

[0024] The above description is merely a preferred embodiment of the present invention and does not constitute any form of limitation to the present invention. Any simple modification, equivalent change and modification made to the above embodiment based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. An automatic switching device for air brake anti-lock braking and emergency automation, comprising a brake valve (1), a quick release valve (2), a parking control valve (3), a relay valve (4), an emergency solenoid valve (5), a spring energy storage brake chamber A (6), an air reservoir (7), a foot-controlled power switch (8), a manual power switch (9), a three-way valve A (13), an automatic switching switch (14), an anti-lock braking system (ABS) (15), a pressure switch (16), a three-way valve B (17), a spring energy storage brake chamber B (18), a three-way valve C (22), and a solenoid switch (23); characterized in that: The emergency automation system EBT is composed of an emergency solenoid valve (5), a foot-controlled power switch (8), and a hand-controlled power switch (9). The air cylinder (7) is connected to the brake valve (1) and the parking control valve (3) through the air pipe. The brake valve (1) is connected to the quick release valve (2) through the air pipe. The quick release valve (2) is connected to the three-way A (13) and the three-way C (22) through the air pipe. The three-way A (13) is connected to the emergency solenoid valve (5) and the spring energy storage brake chamber A (6) through the air pipe. The emergency solenoid valve (5) is connected to the relay valve (4), the three-way C (22), the spring energy storage brake chamber A (6), and the spring energy storage brake chamber B (18) through the air pipe. The spring energy storage brake chamber B (18) is connected to the three-way B (17) through the air pipe. A pressure switch (16) is installed on the three-way B (17). The pressure switch (16) is connected to the automatic switching switch (14) through a wire. The automatic switching switch (14) is connected through The wires are connected to the foot-controlled power switch (8), the manual power switch (9), and the anti-lock ABS (15). The manual power switch (9) is connected to the emergency solenoid valve (5) through a wire. The solenoid switch (23) is installed on the automatic switching switch. The parking control valve (3) is connected to the relay valve (4) through an air pipe. The pressure switch (16) is connected to K and K1 on the automatic switching switch (14) through wires. The Y end of the automatic switching switch (14) is connected to the foot-controlled power switch (8) through a wire. The X end of the automatic switching switch (14) is connected to the manual power switch (9) through a wire. The S end of the automatic switching switch (14) is connected to the anti-lock ABS (15) through a wire. The solenoid switch (23) is connected between K1 to X and Y to S of the automatic switching switch (14). The manual power switch (9) is connected to the emergency solenoid valve (5) through a wire. The B end of the parking control valve (3) is connected to the C end of the relay valve (4) through an air pipe.

2. The automatic switching device for air brake anti-lock braking and emergency automation according to claim 1, characterized in that: The spring energy storage brake air chamber A (6) is composed of a front air chamber A (10), a rear air chamber A (11), and an intermediate body A (12). The intermediate body A (12) is connected to the front air chamber A (10) and the rear air chamber A (11), respectively. The emergency solenoid valve (5) is connected to the intermediate body A (12) through an air pipe.

3. The automatic switching device for air brake anti-lock braking and emergency automation according to claim 1, characterized in that: The spring energy storage brake air chamber B (18) is composed of a front air chamber B (19), an intermediate body B (20), and a rear air chamber B (21). The intermediate body B (20) is connected to the front air chamber B (19) and the rear air chamber B (21), respectively. The emergency solenoid valve (5) is connected to the intermediate body B (20) through an air pipe, and the intermediate body B (20) is connected to the intermediate body A (12) through an air pipe.

4. The automatic switching device for air brake anti-lock braking and emergency automation according to claim 1, characterized in that; The foot-controlled power switch (8) is connected to the brake valve (1) via a pull rod, and the hand-controlled power switch (9) is connected to the parking control valve (3) via a pull rod.

5. The control method of the automatic switching device for air brake anti-lock braking and emergency automation according to claim 1, characterized in that; The following steps are included: 1) Braking is normal under normal conditions; Under normal conditions, when the vehicle is traveling, the A and B ends of the parking control valve (3) are normally open, and the exhaust port S end is closed; the C and D ends of the relay valve (4) are normally open, and the exhaust port N end is closed; the E and F ends of the emergency solenoid valve (5) are normally open, the G1 end and the G2 end are closed, and the F end is normally open to the rear air chamber A (11) and the rear air chamber B (21); the pressure switch (16) is normally open; the Y and S ends of the automatic transfer switch (14) are normally open, the Y and K ends are normally open, and the K1 and X ends are normally open. The electromagnetic switch (23) is connected between K1 and X and between Y and S, wherein K1 is connected to the electromagnetic switch (23) coil and is normally open to X, and Y is connected to the electromagnetic switch (23) contact and is normally open to S; 2) Automatic switching between the anti-lock braking system and the emergency automation system in case of brake failure; When the brake is fully depressed and the brake fails, the pressure switch (16) is closed. The closing of the pressure switch (16) connects the power supply between the foot-controlled power switch (8) and the emergency solenoid valve (5) via the automatic switching switch (14). At the same time, the solenoid switch (23) cuts off the power supply between the foot-controlled power switch (8) and the anti-lock brake (ABS) (15). 3) Parking; When the parking control valve (3) is operated to apply the parking brake during parking, the manual power switch (9) is disconnected, and the power supply of the manual power switch (9) is cut off.

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