Braking device and control method

Abstract

This invention relates to a braking device, including a service brake mechanism, a parking brake mechanism, a brake cylinder, and a drive assembly. The service brake mechanism includes a first air reservoir, and the parking brake mechanism includes a second air reservoir. The brake cylinder includes a parking chamber and a service chamber, which are independent of each other, and a first piston that is movably disposed within the parking chamber along the axis of the brake cylinder. The first piston divides the parking chamber into a parking brake chamber and a parking release chamber, which are not interconnected. The drive assembly is used to drive the first air reservoir to connect with the service chamber to generate a service braking force, and to drive the second air reservoir to connect with the parking release chamber to release the parking braking force. Thus, when the airflow in the first air reservoir fills the service chamber, the airflow in the second air reservoir also fills the parking release chamber, dissipating the parking braking force generated by the spring in the parking brake chamber. This achieves simultaneous application of the service brake and release of the parking brake, preventing damage to the brake caused by the combined action of the service and parking braking forces.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking technology, and in particular to braking devices and control methods. Background Technology

[0002] With the development of vehicle technology, electronic parking brake technology has emerged. Compared with traditional mechanical parking brake devices, electronic parking brake devices not only improve the driver's operating comfort and save space on the instrument panel such as screens and buttons, but are also safer and more reliable, avoiding dangerous accidents such as vehicle rollover caused by the driver forgetting to engage the handbrake. It is a key technology supporting the realization of intelligent driving.

[0003] However, traditional electronic parking brake technology is prone to problems such as over-adjustment and damage to the brake clearance self-adjustment component. Summary of the Invention

[0004] Therefore, it is necessary to provide a braking device and control method to address the problem of over-adjustment and damage of the brake clearance self-adjustment component in traditional electronic parking brake technology.

[0005] According to one aspect of this application, a braking device is provided, including a service brake mechanism, a parking brake mechanism, a brake cylinder, and a drive assembly. The service brake mechanism includes a first air reservoir, the parking brake mechanism includes a second air reservoir, the brake cylinder includes a parking chamber and a service chamber that are independent of each other, and a first piston that is movably disposed in the parking chamber along the axial direction of the brake cylinder. The first piston divides the parking chamber into a parking brake chamber and a parking release chamber that are not connected to each other. The drive assembly is used to drive the first air reservoir to connect with the service chamber to generate a service braking force, and to drive the second air reservoir to connect with the parking release chamber to release the parking braking force.

[0006] In one embodiment, the drive assembly includes a foot brake valve and a first relay valve. The foot brake valve includes a vehicle air inlet, a vehicle air outlet, and an operating end. The operating end is configured to operably connect the vehicle air inlet and the vehicle air outlet. The first relay valve includes a first air inlet, a first air outlet, and a first control port. A first air reservoir is connected to the vehicle air inlet and the first air outlet, respectively. The vehicle air outlet is connected to the first control port, and the first air outlet is connected to the vehicle cavity.

[0007] In one embodiment, the drive assembly further includes a second relay valve connected between the second air reservoir and the parking release chamber. The second relay valve includes a second air inlet, a second air outlet, and a second control port. The second air inlet of the second relay valve is connected to the second air reservoir, the second air outlet is connected to the parking release chamber, and the second control port is configured to communicate with the first air outlet of the first relay valve.

[0008] In one embodiment, the drive assembly further includes a one-way valve disposed between the first air outlet and the second control port, the one-way valve being configured to allow airflow to flow unidirectionally from the first air outlet to the second control port.

[0009] In one embodiment, the one-way valve includes a third inlet and a third outlet; the third inlet is connected to the first outlet, the third outlet is connected to the second control port, and the third inlet is configured to be connected to the third outlet under the influence of the airflow flowing out of the first outlet.

[0010] In one embodiment, the one-way valve further includes a fourth air inlet that can communicate with the third air outlet, the second relay valve further includes a first air outlet, and the drive assembly further includes a first solenoid valve. The first solenoid valve includes a fifth air inlet and a fourth air outlet. The fifth air inlet is connected to the fourth air inlet, and the fourth air outlet is connected to the first air outlet. The first solenoid valve has a first state. When the first solenoid valve is in the first state, the fifth air inlet and the fourth air outlet are connected to each other, so that the second air inlet and the second air outlet are not connected to each other, and the second air outlet and the first air outlet are connected to each other.

[0011] In one embodiment, the first solenoid valve further includes a fifth air outlet connected to the second air reservoir. The first solenoid valve also has a second state. When the first solenoid valve is in the second state, the fifth air inlet and the fifth air outlet are connected to each other, so that the second air inlet and the second air outlet are connected to each other, and the second air outlet and the first exhaust port are not connected to each other.

[0012] In one embodiment, the parking brake mechanism further includes a controller electrically connected to the first solenoid valve to control the first solenoid valve to switch between a first state and a second state.

[0013] In one embodiment, the parking brake mechanism further includes a second solenoid valve and a pressure sensor, which are electrically connected to the controller. One end of the second solenoid valve is connected to the fifth air inlet of the first solenoid valve, and the other end is connected to the fourth air inlet of the one-way valve. The pressure sensor is used to detect the air pressure data of the parking release chamber, and the controller is used to adjust the switching frequency of the second solenoid valve according to the air pressure data detected by the pressure sensor.

[0014] According to another aspect of this application, a control method for parking braking according to any of the above-mentioned braking devices is provided, the control method comprising driving a first air reservoir to communicate with a driving chamber to generate a driving braking force, and driving a second air reservoir to communicate with a parking release chamber to release the parking braking force.

[0015] In the technical solution of this application, the drive assembly can simultaneously connect the first air reservoir to the driving chamber and the second air reservoir to the parking release chamber. Thus, when the airflow in the first air reservoir fills the driving chamber and generates driving braking force, the airflow in the second air reservoir will also fill the parking release chamber, overcoming the parking braking force generated by the spring in the parking brake chamber. This achieves simultaneous release of the parking brake while driving, preventing problems such as over-adjustment and damage to the brake clearance self-adjusting component caused by the combined application of driving and parking braking forces on the brake. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall air circuit connection structure of a braking device according to an embodiment of this application;

[0017] Figure 2 for Figure 1 A schematic diagram of the brake cylinder in the braking device shown;

[0018] Figure 3 This is a flowchart of a control method based on a braking device according to an embodiment of this application.

[0019] Figure label:

[0020] Braking device 1000;

[0021] Service brake mechanism 100; first air reservoir 11;

[0022] Parking brake mechanism 200; second air reservoir 21; second solenoid valve 22; pressure sensor 23

[0023] Brake cylinder 300; parking chamber 31; parking brake chamber 311; parking release chamber 312; driving chamber 32; first piston 33; push rod 34;

[0024] Driver component 400;

[0025] Foot brake valve 41; vehicle air inlet 411; vehicle air outlet 412; operating end 413;

[0026] First relay valve 42; first air inlet 421; first air outlet 422; first control port 423; second exhaust port 424; second piston 425;

[0027] Second relay valve 43; second air inlet 431; second air outlet 432; second control port 433; first exhaust port 434; third piston 435;

[0028] One-way valve 44; third air inlet 441; third air outlet 442; fourth air inlet 443; ball valve 444;

[0029] First solenoid valve 45; fifth air inlet 451; fourth air outlet 452; fifth air outlet 453;

[0030] Controller 500;

[0031] Trailer valve assembly 600; third solenoid valve 61; fourth solenoid valve 62; trailer valve 63;

[0032] First direction F1. Detailed Implementation

[0033] To make the above-mentioned objects, features, and advantages of the present invention more readily apparent, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. The following description sets forth numerous specific details to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways than those described herein, and those skilled in the art may make similar modifications without departing from the scope of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0034] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0035] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0036] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0037] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0038] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0039] Electronic parking brake technology, as one of the key technologies for realizing intelligent driving, is developing rapidly and is gradually being applied in some commercial vehicles.

[0040] Research revealed that the over-adjustment damage to the brake clearance self-adjusting component is caused by the fact that, if the electronic parking brake system is relatively independent of the service brake system, it cannot effectively detect the application of the service braking force. This can result in both parking and service braking forces being applied to the brakes simultaneously, leading to over-adjustment damage to the brake clearance self-adjusting component. Furthermore, the inventors of this application discovered that current electronic parking brake systems typically use high-speed switching solenoid valves. During the release of the parking brake, after the high-speed switching solenoid valve resets, the control piston chamber in the relay valve is in a state of no air supply. As the compressed gas gradually dissipates, the solenoid valve needs to actuate again to control the air supply to replenish the parking release chamber. Therefore, the frequent actuation of the solenoid valve affects its service life.

[0041] Therefore, it is necessary to provide a braking device 1000 to address at least one of the above problems.

[0042] See also Figure 1 and Figure 2 , Figure 1 This diagram shows the overall air circuit connection structure of the braking device 1000 according to an embodiment of the present invention. Figure 2 It shows Figure 1A schematic diagram of the structure of the brake cylinder 300 in the braking device 1000 of the present invention. An embodiment of the braking device 1000 provided by the present invention includes a service brake mechanism 100, a parking brake mechanism 200, a brake cylinder 300, and a drive assembly 400. The service brake mechanism 100 includes a first air reservoir 11, the parking brake mechanism 200 includes a second air reservoir 21, the brake cylinder 300 includes a parking chamber 31 and a service chamber 32 that are independent of each other, and a first piston 33 that is movably disposed in the parking chamber along the axial direction of the brake cylinder 300. The first piston 33 divides the parking chamber 31 into a parking brake chamber 311 and a parking release chamber 312 that are not interconnected. The drive assembly 400 is used to drive the first air reservoir 11 to connect with the service chamber 32 to generate a service braking force, and to drive the second air reservoir 21 to connect with the parking release chamber 312 to release the parking braking force.

[0043] It is understood that in the technical solution of this application, the drive assembly 400 is configured to connect the first air reservoir 11 with the driving chamber 32 while simultaneously connecting the second air reservoir 21 with the parking release chamber 312. Thus, when the airflow in the first air reservoir 11 fills the driving chamber 32 and drives the push rod 34 to move to the right along the first direction F1 to generate driving braking force, the airflow in the second air reservoir 21 also fills the parking release chamber 312, overcoming the parking braking force generated by the spring in the parking brake chamber 311, and pushing the first piston 33 to move to the left along the first direction F1, thereby releasing the parking braking force applied to the push rod 34. This achieves the simultaneous application of driving braking force and release of parking braking force, preventing problems such as over-adjustment damage to the brake clearance self-adjusting component caused by the combined action of driving braking force and parking braking force on the brake.

[0044] As one implementation method, specifically as follows: Figure 1In the illustrated embodiment, the drive assembly 400 may include a foot brake valve 41 and a first relay valve 42. The foot brake valve 41 includes a vehicle air inlet 411, a vehicle air outlet 412, and an operating end 413. The operating end 413 is configured to operably connect the vehicle air inlet 411 and the vehicle air outlet 412. The first relay valve 42 includes a first air inlet 421, a first air outlet 422, and a first control port 423. The first air reservoir 11 is connected to the vehicle air inlet 411 and the first air inlet 421, respectively. The vehicle air outlet 412 is connected to the first control port 423, and the first air outlet 422 is connected to the vehicle cavity 32. Thus, when the driver presses the operating end 413 of the foot brake valve 41, the two ends of the vehicle air inlet 411 and the vehicle air outlet 412 are connected first, so that the compressed air in the first air reservoir 11 reaches the first control port 423 in the first solenoid valve 42 through the foot brake valve 41. It should be noted that a second piston 425 (not shown in the figure) is provided in the first control port 423. The compressed air entering the first control port 423 forms a first control pressure in the first control port 423, which drives the second piston 425 to move downward so that the first air inlet 421 and the first air outlet 422 are automatically connected. Then, the compressed air generated by the first air reservoir 11 directly reaches the vehicle chamber 32 in the brake cylinder 300 through the first relay valve 42, thereby quickly applying the vehicle brake.

[0045] In addition, the first relay valve also includes a second exhaust port 424 that is connected to the outside. In this way, when the driver stops pressing the foot brake valve 41, the first air reservoir 11 no longer supplies air to the first control port 423. The first control pressure decreases, causing the second piston 425 to move upward. After the first air outlet and the second exhaust port 424 of the first relay valve 42 are automatically connected, the compressed air in the driving chamber 32 is discharged to the outside environment through the second exhaust port, thereby releasing the driving brake.

[0046] In some embodiments, it is worth noting that the drive assembly 400 further includes a second relay valve 43 connected between the second air reservoir 21 and the parking release chamber 312. The second relay valve 43 includes a second air inlet 431, a second air outlet 432, and a second control port 433. The second air inlet 431 of the second relay valve 43 is connected to the second air reservoir 21, the second air outlet 432 is connected to the parking release chamber 312, and the second control port 433 is configured to communicate with the first air outlet 422 of the first relay valve 42. Thus, the compressed airflow flowing out from the first air outlet 422 of the first relay valve 42 will be divided into two parts. One part enters the driving chamber 32 as described above to generate driving braking force, and the other part enters the second control port 433 of the second relay valve 43 to form a second control pressure. Similar to the first relay valve 42, the second relay valve 43 also has a third piston 435 in its second control port 433. When the second control pressure drives the third piston 435 to move downward so that the second air inlet 431 and the second air outlet 432 are connected to each other, the compressed airflow generated by the second air reservoir 21 can reach the parking release chamber 312 in the brake cylinder 300 through the second relay valve 43. This overcomes the parking braking force generated by the spring in the parking brake chamber 311 and pushes the first piston 33 to move to the left along the first direction F1, thereby releasing the parking braking force applied to the push rod 34. This achieves the technical effect of releasing the parking braking force while applying the driving braking force.

[0047] In some embodiments, the drive assembly 400 further includes a one-way valve 44 disposed between the first air outlet 422 and the second control port 433. The one-way valve 44 is configured to allow airflow to flow unidirectionally from the first air outlet 422 to the second control port 433. In this way, by providing the one-way valve 44, the service brake mechanism 100 and the parking brake mechanism 200 can be better connected, and the second relay valve 43 can be effectively controlled by using part of the airflow flowing out from the first relay valve 42.

[0048] Furthermore, the one-way valve 44 includes a third inlet 441 and a third outlet 442. The third inlet 441 is connected to the first outlet 422, and the third outlet 442 is connected to the second control port 433. The third inlet 441 is configured to connect to the third outlet 442 under the drive of the airflow flowing out of the first outlet 422. It can be understood that when the compressed airflow from the first outlet 422 reaches the third inlet 441, it can push the ball valve 444 in the one-way valve 44 to move to the right. When the ball valve 444 passes the position of the third outlet 442, the compressed airflow can enter the second control port 433 of the second relay valve 43 to form a second control pressure.

[0049] In some embodiments, as a preferred implementation, the one-way valve 44 further includes a fourth air inlet 443 that can communicate with the third air outlet 442, the second relay valve 43 further includes a first exhaust port 434, and the drive assembly 400 further includes a first solenoid valve 45, the first solenoid valve 45 includes a fifth air inlet 451 and a fourth air outlet 452, the fifth air inlet 451 is connected to the fourth air inlet 452, and the fourth air outlet 452 is connected to the first exhaust port 434. The first solenoid valve 45 has a first state. When the first solenoid valve 45 is in the first state, the fifth air inlet 451 and the fourth air outlet 452 are connected to each other. The second control pressure in the second control port 433 is sequentially connected to the first exhaust port 434 along the path of the third air outlet 442, the fourth air inlet 443, the fifth air inlet 451 and the fourth air outlet 452. The second control pressure is discharged to the external environment through the first exhaust port 434. At this time, the second air inlet 431 and the second air outlet 432 are not connected to each other. The second air outlet 432 and the first exhaust port 434 are connected to each other. The compressed gas in the parking release chamber is discharged to the outside through the first exhaust port 434, causing the spring in the parking brake chamber 31 to return to the extended state, thereby applying the parking braking force to the push rod 34 to complete the individual parking brake.

[0050] Furthermore, the first solenoid valve also includes a fifth air outlet 453 connected to the second air reservoir 21. The first solenoid valve also has a second state. When the first solenoid valve is in the second state, the fifth air inlet 451 and the fifth air outlet 453 are connected to each other, so that a part of the compressed airflow generated by the second air reservoir 21 reaches the second control port 433 in sequence along the path of the fifth air outlet 453, the fifth air inlet 451, the fourth air inlet 443 and the third air outlet 442, forming a second control pressure to drive the third piston 435 to move downward. At this time, the second air inlet 431 and the second air outlet 432 are connected to each other, so that another part of the compressed airflow generated by the second air reservoir 21 can reach the parking release chamber 312 through the second relay valve 43, compressing the parking braking force of the spring in the parking brake chamber 311 acting on the push rod 34, thereby releasing the parking brake.

[0051] Specifically, the release of the parking brake here utilizes compressed airflow from the second air reservoir 21. This airflow enters through the fourth air inlet 443 of the one-way valve 44 and pushes the ball valve 444 to the left, thereby entering the second control port 433 of the second relay valve 43 to form a second control pressure. In contrast, the release of the parking brake while applying the service brake, as emphasized in this application, utilizes compressed airflow from the first air reservoir 11. After the compressed airflow exits through the first air outlet 422 of the first relay valve 42, it is divided into two parts. One part flows into the service chamber 32 to apply the service brake, while the other part simultaneously enters through the third air inlet 441 of the one-way valve 44 and pushes the ball valve 444 to the right, thereby entering the second control port 433 of the second relay valve 43 to form a second control pressure. This achieves the technical effect of releasing the parking brake while applying the service brake.

[0052] In some embodiments, the parking brake mechanism 200 further includes a controller 500 electrically connected to the first solenoid valve 45 to control the first solenoid valve 45 to switch between a first state and a second state. Specifically, when the controller 500 sends a control signal to the bc pin of the first solenoid valve 45, the first solenoid valve 45 moves downward, the fifth air inlet 451 and the fourth air outlet 452 are connected to each other, and the first solenoid valve 45 is in the first state; while when the controller 500 sends a control signal to the ad pin of the first solenoid valve 45, the first solenoid valve 45 moves upward, the fourth air outlet 452 and the fifth air outlet 453 are connected to each other, and the first solenoid valve 45 is in the second state.

[0053] In some embodiments, as a preferred implementation, the parking brake mechanism 200 further includes a second solenoid valve 22 and a pressure sensor 23, both electrically connected to the controller 500. One end of the second solenoid valve 22 is connected to the fifth air inlet 451 of the first solenoid valve 45, and the other end is connected to the fourth air inlet 443 of the one-way valve 44. The pressure sensor 23 is used to detect the air pressure data in the parking release chamber 312, and the controller 500 is used to adjust the switching frequency of the second solenoid valve 22 according to the air pressure data detected by the pressure sensor 23. It can be understood that by setting the second solenoid valve 22, the second control pressure entering the second control port 433 can be adjusted, thereby indirectly controlling the flow rate of the compressed airflow generated by the second air reservoir 21 into the parking release chamber 312. Combined with the detection data of the pressure sensor 23, a complete feedback regulation mechanism can be formed to control the brake cylinder 300 to output linear parking braking force.

[0054] Furthermore, in order to solve the problem that the first solenoid valve 45 needs to be frequently operated to replenish the parking release chamber 312, which affects its service life, the first solenoid valve 45 in this application adopts a solenoid valve with a position memory function. In this way, when the controller 500 removes the driving command to the first solenoid valve 45, the first solenoid valve 45 can still maintain the position of filling the second control port 433 unchanged. Therefore, it avoids the situation that the first solenoid valve 45 needs to be frequently operated to control the second air reservoir 21 to replenish the parking release chamber 312 due to the leakage of compressed gas.

[0055] For towing trailers, when applying the parking brake, the trailer brake needs to be temporarily released in order to test whether the parking brake of the towing unit alone can stably stop the entire vehicle on the slope.

[0056] In some embodiments, the braking device 1000 provided in this application further includes a trailer valve assembly 600, comprising a third solenoid valve 61 and a fourth solenoid valve 62 electrically connected to the controller 500, and a trailer valve 63. One end of the third solenoid valve 61 is connected to the second air outlet 432 of the second relay valve 43, and the other end is connected to the trailer valve 63. One end of the fourth solenoid valve 62 is connected to the second air reservoir, and the other end is also connected to the trailer valve 63. Thus, when the parking brake is applied, the controller 500 controls the third solenoid valve 61 to disconnect the front and rear air passages and controls the fourth solenoid valve 62 to connect the front and rear air passages, allowing the compressed airflow generated by the second air reservoir 21 to enter the trailer valve 63, thereby releasing the trailer brake. The driver then observes whether the vehicle is rolling, completing the trailer brake test.

[0057] According to another aspect of this application, a control method for parking braking of the braking device 1000 according to any of the above claims is provided. The control method includes driving a first air reservoir 11 to connect with a driving chamber 32 to generate a driving braking force, and driving a second air reservoir 21 to connect with a parking release chamber 312 to release the parking braking force.

[0058] Specifically, such as Figure 3 The flowchart shown is a control method based on a braking device 1000 according to an embodiment of this application. The control method may include: opening a first air reservoir and driving the operating end downward to connect the two ends of the vehicle air inlet and the vehicle air outlet. Part of the airflow generated by the first air reservoir enters the first control port to form a first control pressure. The first control pressure drives the second piston to move downward, connecting the first air inlet and the first air outlet. Part of the airflow flowing out from the first air outlet enters the vehicle cavity to complete the vehicle braking, and another part of the airflow enters the second control port in the second solenoid valve to form a second control pressure. The second control pressure drives the third piston to move downward, connecting the second air inlet and the second air outlet. The second air reservoir is opened, and the airflow enters the parking release chamber to release the parking brake.

[0059] This application, by adding a one-way valve 44 and forming a clever connection structure with other components in the braking device 1000, allows a portion of the compressed airflow from the service brake mechanism 100 to be simultaneously introduced into the drive assembly 400 to form a second control pressure while the vehicle is applying service brakes. This pressure drives the parking brake mechanism 200 to release the parking brake force, effectively solving the problem of over-adjustment and damage to the brake cylinder 300 caused by the simultaneous action of service and parking brake forces. The solution is simple and efficient. Furthermore, this application uses a solenoid valve with position memory as the first solenoid valve 45 introduced into the braking device 1000, overcoming the shortcomings of traditional solutions that require frequent actuation for air replenishment, thereby extending the service life of the braking device 1000.

[0060] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0061] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A braking device, characterized in that, The braking device includes: The vehicle braking mechanism includes a first air reservoir and the parking brake mechanism includes a second air reservoir; A brake cylinder includes a parking chamber and a service chamber that are independent of each other, and a first piston that is movably disposed within the parking chamber along the axial direction of the brake cylinder; the first piston divides the parking chamber into a parking brake chamber and a parking release chamber that are not interconnected; and A drive assembly is used to drive the first air reservoir to connect with the driving chamber to generate driving braking force, and to drive the second air reservoir to connect with the parking release chamber to release the parking braking force. The driving component includes: A foot brake valve includes a driving air inlet, a driving air outlet, and an operating end, wherein the operating end is configured to operably connect the driving air inlet and the driving air outlet; The first relay valve includes a first air inlet, a first air outlet, and a first control port; the first air storage tank is connected to the vehicle air inlet and the first air inlet respectively, the vehicle air outlet is connected to the first control port, and the first air outlet is connected to the vehicle cavity; A second relay valve is connected between the second air reservoir and the parking release chamber. The second relay valve includes a second air inlet, a second air outlet, a second control port, and a first exhaust port. The second air inlet is connected to the second air reservoir, the second air outlet is connected to the parking release chamber, and the second control port is configured to communicate with the first air outlet. A one-way valve, disposed between a first outlet and a second control port, is configured to allow airflow to flow unidirectionally from the first outlet to the second control port; the one-way valve includes a third inlet, a third outlet, and a fourth inlet communicating with the third outlet; the third inlet is connected to the first outlet, and the third outlet is connected to the second control port; the third inlet is configured to communicate with the third outlet under the influence of airflow flowing from the first outlet. The first solenoid valve includes a fifth air inlet and a fourth air outlet, wherein the fifth air inlet is connected to the fourth air inlet and the fourth air outlet is connected to the first exhaust port; the first solenoid valve has a first state, wherein when the first solenoid valve is in the first state, the fifth air inlet and the fourth air outlet are connected to each other, so that the second air inlet and the second air outlet are not connected to each other, and the second air outlet and the first exhaust port are connected to each other.

2. The braking device according to claim 1, characterized in that, The first solenoid valve also includes a fifth air outlet connected to the second air storage cylinder; The first solenoid valve also has a second state. When the first solenoid valve is in the second state, the fifth air inlet and the fifth air outlet are connected to each other, so that the second air inlet and the second air outlet are connected to each other, and the second air outlet and the first exhaust port are not connected to each other.

3. The braking device according to claim 2, characterized in that, The parking brake mechanism also includes a controller electrically connected to the first solenoid valve to control the first solenoid valve to switch between the first state and the second state.

4. The braking device according to claim 3, characterized in that, The parking brake mechanism further includes a second solenoid valve and a pressure sensor, which are electrically connected to the controller. One end of the second solenoid valve is connected to the fifth air inlet of the first solenoid valve, and the other end is connected to the fourth air inlet of the one-way valve. The pressure sensor is used to detect the air pressure data of the parking release chamber, and the controller is used to adjust the switching frequency of the second solenoid valve according to the air pressure data detected by the pressure sensor.

5. The braking device according to claim 3, characterized in that, The braking device further includes a trailer valve assembly, which includes a third solenoid valve, a fourth solenoid valve, and a trailer valve, all electrically connected to the controller. One end of the third solenoid valve is connected to the second air outlet, and the other end is connected to the trailer valve. One end of the fourth solenoid valve is connected to the second air reservoir, and the other end is connected to the trailer valve.

6. The braking device according to any one of claims 1-5, characterized in that, The first relay valve further includes a second exhaust port connected to the outside; the first relay valve is configured to connect the first exhaust port and the second exhaust port in response to the foot brake valve being depressed, so that the compressed airflow in the vehicle cavity is discharged to the outside environment through the second exhaust port, thereby releasing the service brake.

7. A control method, characterized in that, The control method for the braking device to perform parking braking according to any one of claims 1-6, the control method comprising: The first air reservoir is connected to the driving chamber to generate driving braking force, and the second air reservoir is connected to the parking release chamber to release the parking braking force.

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