Parking brake method, system, electronic equipment and storage medium

Abstract

This application discloses a parking brake method, system, electronic device, and storage medium. The parking brake system includes a vehicle controller, a parking air reservoir, a manual control valve, a differential valve, a parking air chamber, and an airflow regulation module. The parking air reservoir is connected to the manual control valve and the differential valve via air lines. The airflow regulation module is connected to the manual control valve and the differential valve via air lines and is electrically connected to the vehicle controller. The differential valve is connected to the parking air chamber via an air line. This application solves the technical problem of low operational convenience of existing parking brake systems.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a parking brake method, system, electronic device and storage medium. Background Technology

[0002] The function of a car's parking brake system is to prevent the car from rolling and sliding on uneven surfaces after it has come to a stop, thus avoiding dangerous situations such as car-to-car collisions, collisions with pedestrians, or collisions with objects. In air-brake vehicles, the parking brake system's actuator is often a composite brake chamber integrating both the service brake and parking brake chambers. This is installed on the rear axle brake, while the service brake chamber is installed on the front axle. In the composite brake chamber, the service brake is applied by introducing air into the chamber to actuate the brake, while the parking brake is applied by expelling air from the chamber, causing a spring to mechanically actuate the brake. Existing parking brake systems achieve the parking function through a purely physical structure. When the driver needs to park, they can operate the handbrake from the driver's seat at any time. Pulling it up creates a stable parking state, and releasing it immediately disengages the parking state, allowing the vehicle to start moving again. In other words, the parking brake is controlled solely by the handbrake. Therefore, using the existing parking brake system requires the driver to frequently switch between the accelerator pedal, brake pedal, and handbrake during vehicle start-up and parking, which is very inconvenient. Summary of the Invention

[0003] The main objective of this application is to provide a parking brake method, system, electronic device, and storage medium, aiming to solve the technical problem of low ease of operation of existing parking brakes.

[0004] To achieve the above objectives, this application provides a parking brake system, which includes a vehicle controller, a parking air reservoir, a manual control valve, a differential valve, a parking air chamber, and an airflow regulation module.

[0005] The parking air reservoir is connected to the manual control valve and the differential valve via air lines.

[0006] The airflow regulation module is connected to the manual control valve and the differential valve through air passages, and is electrically connected to the vehicle controller.

[0007] The differential valve is connected to the parking air chamber via an air circuit.

[0008] Optionally, the airflow regulating module includes a pressure limiting valve, a low-pressure valve, and a normally open solenoid valve;

[0009] The pressure relief valve is connected to the parking air tank and the normally open solenoid valve via an air circuit.

[0010] The low-pressure valve is connected to the normally open solenoid valve, the manual control valve, and the differential valve respectively through the air circuit;

[0011] The normally open solenoid valve is electrically connected to the vehicle controller.

[0012] Optionally, the low-pressure valve includes a first air inlet, a second air inlet, and a first air outlet;

[0013] The first air inlet is connected to the manual control valve through the first air passage, and the second air inlet is connected to the normally open solenoid valve through the second air passage.

[0014] When the air pressure in the first air passage is lower than the air pressure in the second air passage, the first air inlet is connected to the first air outlet;

[0015] When the air pressure in the first air passage is higher than the air pressure in the second air passage, the second air inlet is connected to the first air outlet.

[0016] Optionally, the normally open solenoid valve includes a third air inlet, a second air outlet, and a first exhaust port;

[0017] The third air inlet is connected to the pressure relief valve, and the second air outlet is connected to the low pressure valve.

[0018] When the normally open solenoid valve is not energized, the third air inlet is connected to the second air outlet;

[0019] When the normally open solenoid valve is energized, the second exhaust port is connected to the first exhaust port.

[0020] This application also provides a parking brake method, including the following steps:

[0021] With the handbrake in an unbraked state, check whether the vehicle meets the preset automatic parking conditions;

[0022] When the vehicle meets the preset automatic parking conditions, the airflow regulation module reduces the air pressure at the control port of the differential valve so that the gas in the parking air chamber is discharged from the differential valve.

[0023] Optionally, the step of detecting whether the vehicle meets the preset automatic parking conditions includes:

[0024] Obtain the vehicle's current speed, current gear status, current brake pedal opening, and current door status;

[0025] When the current vehicle speed is less than a preset first vehicle speed threshold, the current gear is in a non-neutral position and the current brake pedal opening is greater than a preset first brake pedal opening threshold, or when the current door is in an open state and the current vehicle speed is less than a preset vehicle speed threshold, the vehicle is determined to meet the preset automatic parking conditions.

[0026] Optionally, the parking brake method further includes:

[0027] When the vehicle is in automatic parking mode, check whether the vehicle meets the preset automatic parking release conditions.

[0028] Once the vehicle meets the preset automatic parking release conditions, the control of the airflow regulation module is released.

[0029] Optionally, the step of detecting whether the vehicle meets the preset automatic parking release conditions includes:

[0030] Obtain the vehicle's current speed, current handbrake status, current gear status, current brake pedal opening, current accelerator pedal opening, and current door status;

[0031] If the current handbrake is in a braking state, or if the current throttle opening is greater than a preset throttle opening threshold, or the current gear is in neutral, or the current vehicle speed is greater than a preset second vehicle speed threshold, and the current door is in a closed state, and the current brake pedal opening is less than a preset second brake pedal opening threshold, then the vehicle is determined to meet the preset automatic parking release conditions.

[0032] Optionally, a pressure sensor is provided between the airflow regulation module and the differential valve, and the parking brake method further includes:

[0033] The air pressure sensor monitors the target air pressure between the airflow regulation module and the differential valve;

[0034] If the target air pressure is not within the preset air pressure range for the current vehicle condition, output parking brake system fault information.

[0035] Optionally, the hand control valve includes a hand control valve electrical switch, and the step of detecting whether the vehicle meets the preset automatic parking conditions when the handbrake is in a non-braking state includes:

[0036] The handbrake status is monitored via the hand-controlled valve electrical switch.

[0037] This application also provides a parking brake device, the parking brake device comprising:

[0038] The detection module is used to detect whether the vehicle meets the preset automatic parking conditions when the handbrake is in an unbraked state.

[0039] The control module is used to control the airflow regulation module to reduce the air pressure at the control port of the differential valve when the vehicle meets the preset automatic parking conditions, so that the gas in the parking air chamber can be discharged from the differential valve.

[0040] This application also provides an electronic device, which is a physical device, comprising: a memory, a processor, and a program of the parking braking method stored in the memory and executable on the processor. When the program of the parking braking method is executed by the processor, it can implement the steps of the parking braking method as described above.

[0041] This application also provides a storage medium, which is a computer-readable storage medium, on which a program for implementing a parking brake method is stored. When the program for the parking brake method is executed by a processor, it implements the steps of the parking brake method as described above.

[0042] This application provides a parking brake method, system, electronic device, and storage medium. The parking brake system includes a vehicle controller, a parking air reservoir, a hand control valve, a differential valve, a parking air chamber, and an airflow regulation module. The parking air reservoir is connected to the hand control valve and the differential valve via air lines. The airflow regulation module is connected to the hand control valve and the differential valve via air lines and is electrically connected to the vehicle controller. The differential valve is connected to the parking air chamber via an air line. By placing the airflow regulation module between the hand control valve and the differential valve, and electrically controlling the airflow regulation module through the vehicle controller, the airflow between the hand control valve and the differential valve can be regulated by the vehicle controller. Therefore, during vehicle operation, the vehicle controller can control the parking brake, effectively reducing the frequency of switching between the brake pedal and the handbrake, simplifying the driver's operation, and overcoming the technical drawback of parking brake control relying solely on the handbrake, which requires frequent switching between the accelerator pedal, brake pedal, and handbrake during vehicle start-up and parking, resulting in inconvenience. This improves the ease of operation of the parking brake. Attached Figure Description

[0043] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0044] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 This is a flowchart illustrating one embodiment of the parking brake system in this application.

[0046] Figure 2 This is a schematic diagram of the installation structure between the brake chamber and the brake in an embodiment of this application.

[0047] Figure 3 This is a cross-sectional view of the composite brake chamber in an embodiment of this application;

[0048] Figure 4 This is a schematic diagram of the structure of an embodiment of a conventional parking brake system in this application.

[0049] Figure 5 This is a schematic diagram of another embodiment of the parking brake system in this application.

[0050] Figure 6 This is a schematic diagram of one possible implementation of the parking brake system in this application.

[0051] Figure 7 This is a flowchart illustrating an embodiment of a conventional parking brake method in this application.

[0052] Figure 8 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the parking braking method in the embodiments of this application.

[0053] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0054] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0055] Example 1

[0056] This application provides a parking brake system. In the first embodiment of the parking brake method of this application, refer to... Figure 1 The parking brake system includes a vehicle controller, a parking air reservoir, a manual control valve, a differential valve, a parking air chamber, and an airflow regulation module;

[0057] The parking air reservoir is connected to the manual control valve and the differential valve via air lines.

[0058] The airflow regulation module is connected to the manual control valve and the differential valve through air passages, and is electrically connected to the vehicle controller.

[0059] The differential valve is connected to the parking air chamber via an air circuit.

[0060] In this embodiment, it should be noted that the parking brake system is applied to air-brake vehicles. In one possible implementation, the parking brake system is applied to commercial air-brake vehicles. Commercial air-brake vehicles are characterized by large tonnage and large size, thus requiring large braking force. The brake needs a brake chamber to provide strong thrust, thereby enabling it to exert sufficient braking torque to decelerate or stop the vehicle while it is in motion, and to keep the vehicle stationary.

[0061] In air-brake vehicles, the actuator at the end of the parking brake system is often a composite brake chamber integrating the service brake chamber and the parking brake chamber. This chamber is installed at the rear axle brake, while the service brake chamber is installed at the front axle. In one feasible implementation, the mounting structure between the service brake chamber and the brake is as follows: Figure 2 The structural diagram on the left shows the installation structure between the compound brake chamber and the brake. Figure 2 The structure diagram on the right side is shown in the middle.

[0062] The composite brake chamber integrates the service brake chamber and the parking brake chamber, as shown in the reference. Figure 3 , Figure 3 This is a cross-sectional view of the composite braking chamber in an embodiment of this application. Figure 3 The left side of the middle section is a cross-sectional view of the compound brake chamber under service braking conditions. The service braking principle is as follows: gas from the bicycle air source is injected into the service brake chamber (i.e., the diaphragm chamber) through the air inlet 11, causing the diaphragm to bulge under air pressure. This causes the push rod assembly to move to the right, and the top of the push rod assembly pushes the brake to brake the vehicle. When the air source is discharged from the air inlet, the pressure on the diaphragm disappears, the push rod returns to its initial state, and the vehicle brake is released. Figure 3 The right side of the image shows a cross-sectional view of the compound brake chamber in the parking brake state. The parking brake principle is as follows: In the service brake state, the parking brake is always in a non-braking state. In this state, the rated air pressure from the parking air source always acts on port 12, and the energy storage spring is always compressed and cannot release its elastic force to the right. If the parking air source is operated to make the air pressure in port 12 disappear, the compressed air on the right side of the parking brake chamber piston is discharged, the air pressure decreases, the energy storage spring returns to the right, pushing the piston to the right, and the piston shaft moves to the right accordingly, acting on the diaphragm, and indirectly acting on the push rod assembly, thus realizing the parking brake. The parking brake is a spring mechanical brake.

[0063] The composite brake chamber provides the end effector; however, to realize the function of the entire parking brake system, a complete parking brake physical architecture is still required. (Refer to...) Figure 4The existing parking brake system's physical framework consists of a parking air reservoir, a hand control valve, a differential valve, left and right parking air chambers, and air lines. The parking air reservoir stores high-pressure gas to provide a sufficient gas supply to the air-using unit. The hand control valve is controlled by the handbrake. When the handbrake is not engaged, port 1 of the hand control valve is normally open to the parking air reservoir, ports 1 and 2 are normally open, and port 3 is closed. When the handbrake is engaged, ports 2 and 3 are connected, port 1 is closed, and gas is discharged from port 3. The differential valve's port 1 is normally open to the parking air reservoir, and port 2 is normally open to the left and right parking air chambers. For example, port 2 of the differential valve... Figure 3 The 12 ports of the parking air source are connected. The air pressure values ​​of ports 2 and 4 of the differential valve are equal. The air pressure of port 2 increases or decreases as the air pressure of port 4 increases or decreases. When the air pressure of port 4 decreases, the excess gas in port 2 is discharged from port 3 of the exhaust port.

[0064] Therefore, the working principle of the entire traditional parking brake system is as follows: Differential valve port 1 is normally connected to a high-pressure air source from the parking air reservoir. When driving is required, the handbrake is released, that is, adjusted to the non-braking state. The high-pressure air source from the air reservoir flows from hand control valve port 1 to port 2 and then to differential valve control port 4, opening the differential valve valve. This allows the high-pressure air source from differential valve port 1 to flow directly out from its outlet port 2, filling the parking chambers on both sides with high-pressure gas, pushing the energy storage spring, thereby releasing the parking brake. Similarly, when parking is required, the handbrake is pulled up, that is, adjusted to the braking state. Hand control valve port 1 is blocked, and the gas from port 2 to differential valve port 4 is discharged from hand control valve exhaust port 3. At this time, the differential valve valve is closed, port 1 is blocked, and exhaust port 3 is opened. The high-pressure gas in the left and right parking air chambers is discharged from differential valve port 3 through the air path, thereby causing the energy storage spring to return to its original position and implementing the parking brake.

[0065] It should be noted that, Figure 1 as well as Figures 4 to 6 The arrows in the diagram indicate the direction of gas flow from the gas source and do not limit the gas flow in one direction in the gas path. For example, the arrow from port 2 of the manual control valve to port 4 of the differential valve indicates that the gas from the gas source flows from the manual control valve to the differential valve. However, if the gas pressure in the differential valve is greater than the gas pressure in the manual control valve, the gas in the differential valve can also flow from port 4 of the differential valve to port 2 of the manual control valve. Figure 1 as well as Figures 4 to 6 Port 1 is an air inlet, port 2 is an air outlet, port 3 is an exhaust port, and port 4 is a control port. It should be noted that an air inlet refers to the inlet where gas from the air source flows into a module, and an air outlet refers to the inlet where gas from the air source flows out of a module. It does not limit the gas flow at the air inlet to one direction. For example, port 2 of the differential valve is an air outlet, but if the air pressure in the left parking air chamber and / or right parking air chamber is greater than the air pressure in the differential valve, the gas in the left parking air chamber and / or right parking air chamber can also flow from the left parking air chamber and / or right parking air chamber to the differential valve.

[0066] The existing parking brake system can achieve the parking function with a purely physical architecture. When the driver needs to park, he can operate the handbrake at any time from the driver's seat. When it is pulled up, a stable parking state is achieved. When it is released, the parking state can be released immediately, and the vehicle can start driving. In other words, the parking brake is controlled only by the handbrake. Therefore, using the existing parking brake system requires the driver to frequently switch between the accelerator pedal, brake pedal, and handbrake during vehicle start-up and parking. For example, when starting from parking brake position, the driver needs to first press the brake pedal, then release the handbrake, and then release the brake pedal before pressing the accelerator pedal. When switching from driving to parking brake position, the driver needs to first release the accelerator pedal, press the brake pedal, then pull the handbrake, and then release the brake pedal. This operation is very inconvenient. This inconvenience leads many drivers to use only the service brake when briefly stopping during driving, such as waiting at traffic lights or waiting for passengers to get on or off. The service brake relies on the driver's control of the brake pedal; if the brake pedal is slightly loosened, the vehicle may roll away. Furthermore, when starting on a slope, after releasing the handbrake, the driver needs to release the brake pedal before pressing the accelerator pedal, and after releasing the brake pedal, the vehicle may also roll away. Rolling away can easily cause driver panic and may lead to accidents.

[0067] This application focuses on improving the intelligence, technology, humanization, and convenience of the entire vehicle. By simply modifying the existing parking brake system, the vehicle can automatically park under certain logic control methods. That is, the driver does not need to operate the handbrake. Through program control, circuit control, and air valve and air circuit architecture control, the vehicle can automatically park and maintain the parking state to prevent the vehicle from moving. When the driver wants to start driving, pressing the accelerator pedal will automatically release the parking brake, allowing the vehicle to start smoothly.

[0068] In this embodiment, refer to Figure 5 The improved parking brake system includes a vehicle controller, a parking air reservoir, a manual control valve, a differential valve, a parking air chamber, and an airflow regulation module. The structure and principle of the parking air reservoir, manual control valve, differential valve, and parking air chamber are similar to those of the modules in the existing parking brake system, and will not be elaborated further here. Based on this, this embodiment sets up an airflow regulation module between the manual control valve and the differential valve. The airflow regulation module is connected to the manual control valve and the differential valve through air circuits, and is electrically connected to the vehicle controller. The vehicle controller can control the connection status and airflow magnitude of each air port in the airflow regulation module by executing a corresponding program, thereby regulating the airflow at the four ports of the differential valve, and then regulating the air pressure in the parking air chamber through the differential valve. Based on the control of the manual control valve, the parking brake or parking brake release can be controlled by the program.

[0069] In one feasible embodiment, the airflow regulating module can be configured with an exhaust port. In the driving state, i.e., when the handbrake is released and ports 1 and 2 of the hand control valve are connected, port 1 of the hand control valve is closed, and port 2 of the hand control valve is connected to the exhaust port. This reduces the air pressure at port 4 of the differential valve. At this time, the differential valve is closed, port 1 of the differential valve is blocked, and port 3 of the exhaust port is opened. The high-pressure gas in the parking air chamber flows from port 2 of the differential valve to port 3 through the air passage and is discharged, thereby causing the energy storage spring to return to its original position. This enables the vehicle to be parked without operating the handbrake while in the driving state.

[0070] Optionally, refer to Figure 6 The airflow regulating module includes a pressure limiting valve, a low-pressure valve, and a normally open solenoid valve;

[0071] The pressure relief valve is connected to the parking air tank and the normally open solenoid valve via an air circuit.

[0072] The low-pressure valve is connected to the normally open solenoid valve, the manual control valve, and the differential valve respectively through the air circuit;

[0073] The normally open solenoid valve is electrically connected to the vehicle controller.

[0074] In this embodiment, the airflow regulation module includes a pressure limiting valve, a low-pressure valve, and a normally open solenoid valve. The pressure limiting valve is connected to both the parking air reservoir and the normally open solenoid valve via an air path. The pressure limiting valve reduces the air pressure of the airflow output from the parking air reservoir before outputting it to the normally open solenoid valve; that is, the air pressure at port 2 of the pressure limiting valve is less than the air pressure at port 1. The normally open solenoid valve is electrically connected to the vehicle controller and is also connected to both the pressure limiting valve and the low-pressure valve via an air path. The normally open solenoid valve is used to regulate the flow between the low-pressure valve and the normally open solenoid valve. The air pressure at the air port connected to the open solenoid valve and the connection status of the air port in the normally open solenoid valve can be controlled by the vehicle controller. The low-pressure valve is connected to the normally open solenoid valve, the manual control valve and the differential valve through the air circuit. The air outlet 2 of the low-pressure valve is normally connected to the differential valve. The air pressure of the air flow in the air circuit is controlled by the manual control valve and the normally open solenoid valve to control the air pressure at the air outlet 2 of the low-pressure valve. This allows the vehicle to be parked or released by the handbrake or program control.

[0075] Optionally, the low-pressure valve includes a first air inlet, a second air inlet, and a first air outlet;

[0076] The first air inlet is connected to the manual control valve through the first air passage, and the second air inlet is connected to the normally open solenoid valve through the second air passage.

[0077] When the air pressure in the first air passage is lower than the air pressure in the second air passage, the first air inlet is connected to the first air outlet;

[0078] When the air pressure in the first air passage is higher than the air pressure in the second air passage, the second air inlet is connected to the first air outlet.

[0079] In this embodiment, refer to Figure 6 The low-pressure valve includes a first air inlet, a second air inlet, and a first air outlet; wherein, Figure 6 The first air inlet is located at port 1 on the left side of the low-pressure valve, and it is connected to the manual control valve via the first air passage. Figure 6 The first port on the right side of the middle-low valve is the second air inlet, which is connected to the normally open solenoid valve through the second air passage.

[0080] When the air pressure in the first air circuit is lower than the air pressure in the second air circuit, the first air inlet is connected to the first air outlet, the air pressure at port 4 of the differential valve is the same as the air pressure in the manual control valve, and the parking brake is controlled by the manual valve; when the air pressure in the first air circuit is higher than the air pressure in the second air circuit, the second air inlet is connected to the first air outlet, the air pressure at port 4 of the differential valve is the same as the air pressure in the normally open solenoid valve, and the parking brake is controlled by the vehicle controller.

[0081] Optionally, the normally open solenoid valve includes a third air inlet, a second air outlet, and a first exhaust port;

[0082] The third air inlet is connected to the pressure relief valve, and the second air outlet is connected to the low pressure valve.

[0083] When the normally open solenoid valve is not energized, the third air inlet is connected to the second air outlet;

[0084] When the normally open solenoid valve is energized, the second exhaust port is connected to the first exhaust port.

[0085] In this embodiment, refer to Figure 6 The normally open solenoid valve includes a third air inlet 1, a second air outlet 2, and a first exhaust port 3; wherein the third air inlet 1 is connected to a pressure relief valve through an air passage, and the second air outlet 2 is connected to a pressure relief valve through an air passage.

[0086] The third air inlet 1 of the normally open solenoid valve is normally connected to the second air outlet 2. That is, when the normally open solenoid valve is not energized, the third air inlet 1 and the second air outlet 2 are connected. At this time, the airflow in the parking air tank is limited by the pressure relief valve and then flows through the normally open solenoid valve into the air passage connected to the pressure relief valve and the normally open solenoid valve. In other words, the air pressure value in the air passage outside the pressure relief valve 1 is the same as the air pressure value at the pressure relief valve 2. When the normally open solenoid valve is energized, the second air outlet 2 is connected to the first exhaust port 3, the third air inlet 1 is closed, and the airflow in the normally open solenoid valve and the air passage connected to the pressure relief valve is discharged from port 3. In other words, the air pressure value in the air passage outside the pressure relief valve 1 is the same as the air pressure value at the first exhaust port 3 of the normally open solenoid valve.

[0087] When port 1 and port 2 of the hand control valve are connected, the vehicle is in driving mode, that is, the handbrake is released. At this time, the air pressure value in the air intake external air circuit on the side where the low valve is connected to the normally open solenoid valve will be less than the air pressure value in the air intake external air circuit on the side where the low valve is connected to the hand control valve. Therefore, the parking brake or the release of the parking brake is controlled by the vehicle controller.

[0088] When port 3 and port 2 of the hand control valve are connected, the vehicle is in parking brake mode, i.e., the handbrake is engaged. At this time, as long as the normally open solenoid valve is not powered, the air pressure in the air intake external circuit on the side where the low valve is connected to the normally open solenoid valve will be greater than the air pressure in the air intake external circuit on the side where the low valve is connected to the hand control valve. Thus, the parking brake or the release of the parking brake is controlled by the hand control valve.

[0089] In this embodiment, on the one hand, since air must be vented every time the parking brake is applied, and the frequency of parking brake application is relatively high during driving, reducing the air pressure value in the airflow regulation module by using a pressure limiting valve can reduce air pressure loss; on the other hand, by using a low-pressure valve, the parking brake controlled by the handbrake can be separated from the parking brake controlled by the vehicle controller. Even if there is a fault in the pressure limiting valve, normally open solenoid valve, or the vehicle controller program, the air outlet of the hand control valve is connected to the exhaust port after the handbrake is pulled up, and parking brake control can still be performed, ensuring the reliability of the handbrake operation.

[0090] In one feasible approach, refer to Figure 6 The differential valve can be connected to both the left and right parking air chambers via air passages.

[0091] In one feasible approach, refer to Figure 6 A pressure sensor may also be installed between the airflow regulation module and the differential valve. The pressure sensor is electrically connected to the vehicle controller and is used to detect the air pressure between the airflow regulation module and the differential valve so that the vehicle controller can provide fault alerts.

[0092] In one feasible approach, refer to Figure 6 The hand control valve may also include a hand control valve electrical switch. The air circuit control function of the hand control valve with the electrical switch is similar to that of the hand control valve without the electrical switch. In the driving state, that is, when the handbrake is released and ports 1 and 2 of the hand control valve are connected, port 3 is closed. At this time, the electrical switch is open and outputs a signal that the handbrake is currently in a non-braking state. In the parking brake state, that is, when the handbrake is pulled up and ports 3 and 2 of the hand control valve are connected, port 1 is closed. At this time, the electrical switch is closed and outputs a signal that the hand control valve is currently in a parking brake state.

[0093] In this embodiment, the parking brake system includes a vehicle controller, a parking air reservoir, a hand control valve, a differential valve, a parking air chamber, and an airflow regulation module. The parking air reservoir is connected to both the hand control valve and the differential valve via air lines. The airflow regulation module is connected to both the hand control valve and the differential valve via air lines and is electrically connected to the vehicle controller. The differential valve is connected to the parking air chamber via an air line. By placing the airflow regulation module between the hand control valve and the differential valve, and electrically controlling the airflow regulation module via the vehicle controller, the airflow between the hand control valve and the differential valve can be regulated by the vehicle controller. Therefore, during vehicle operation, the parking brake can be controlled by the vehicle controller, effectively reducing the frequency of switching between the brake pedal and the handbrake, simplifying the driver's operation, and overcoming the technical drawback of parking brake control relying solely on the handbrake, which requires frequent switching between the accelerator pedal, brake pedal, and handbrake during vehicle start-up and parking, resulting in inconvenience. This improves the ease of operation of the parking brake.

[0094] Example 2

[0095] This application provides a parking brake method. In the first embodiment of the parking brake method of this application, refer to... Figure 7 This includes the following steps:

[0096] Step S10: When the handbrake is in a non-braking state, check whether the vehicle meets the preset automatic parking conditions.

[0097] In this embodiment, it should be noted that the method is applied to the vehicle controller in the parking brake system described above.

[0098] In this embodiment, after the vehicle is powered on and running, the handbrake status is continuously monitored. After detecting that the handbrake is in a non-braking state, the automatic parking condition is detected, and the status information of various vehicle modules is obtained, such as vehicle speed, door status, accelerator pedal opening, brake pedal opening, etc. It is determined whether each status information meets the preset automatic parking condition. The automatic parking condition can be set according to actual needs, and this embodiment does not limit it.

[0099] Optionally, the step of detecting whether the vehicle meets the preset automatic parking conditions includes:

[0100] Step S11: Obtain the vehicle's current speed, current gear status, current brake pedal opening, and current door status;

[0101] Step S12: When the current vehicle speed is less than a preset first vehicle speed threshold, the current gear is in a non-neutral position and the current brake pedal opening is greater than a preset first brake pedal opening threshold, or when the current door is in an open state and the current vehicle speed is less than a preset vehicle speed threshold, it is determined that the vehicle meets the preset automatic parking conditions.

[0102] In this embodiment, two preset automatic parking conditions are provided. The first is that the current vehicle speed is less than a preset first vehicle speed threshold, the current gear is not in neutral, and the current brake pedal opening is greater than a preset first brake pedal opening threshold. In this scenario, the driver decelerates the vehicle to below the preset first vehicle speed threshold by pressing the brake pedal, indicating an intention to stop. Controlling the vehicle's parking brake at this time can reduce the driver's need to press the brake pedal, shift to neutral, or engage the handbrake. The second is that the current door is open and the current vehicle speed is less than a preset vehicle speed threshold. In this scenario, passengers are getting in or out of the vehicle, which can prevent the vehicle from rolling away.

[0103] Specifically, the system acquires the vehicle's current speed, current gear position, current brake pedal opening, and current door position. Simultaneously or sequentially, it compares the current speed with a preset first speed threshold, determines whether the current gear is not in neutral, compares the current brake pedal opening with a preset first brake pedal opening threshold, and determines whether the current door is open. If the current speed is less than the preset first speed threshold, the current gear is not in neutral, and the current brake pedal opening is greater than the preset first brake pedal opening threshold, or the current door is open and the current speed is less than the preset speed threshold, the vehicle is determined to meet preset automatic parking conditions. Otherwise, the vehicle is determined not to meet the preset automatic parking conditions.

[0104] Step S20: When it is determined that the vehicle meets the preset automatic parking conditions, the airflow adjustment module is controlled to reduce the air pressure at the control port of the differential valve so that the gas in the parking air chamber is discharged from the differential valve.

[0105] In this embodiment, when it is determined that the vehicle meets the preset automatic parking conditions, the airflow adjustment module is controlled to reduce the air pressure at the control port of the differential valve. As the air pressure at the control port of the differential valve decreases, the air inlet of the differential valve closes and the exhaust port opens, so that the gas in the parking air chamber flows back into the differential valve and is discharged from the exhaust port of the differential valve.

[0106] If the vehicle does not meet the preset automatic parking conditions, the vehicle controller can operate normally without controlling the airflow adjustment module.

[0107] Optionally, the parking brake method further includes:

[0108] Step A10: When the vehicle is in automatic parking mode, check whether the vehicle meets the preset automatic parking release conditions.

[0109] Step A20: If the vehicle meets the preset automatic parking release conditions, release the control of the airflow regulation module.

[0110] In this embodiment, when the vehicle's handbrake is in a non-braking state and the vehicle is in a parking brake state, it is determined that the vehicle is in an automatic parking state. In this case, the status information of various vehicle modules is acquired, such as vehicle speed, door status, accelerator pedal opening, and brake pedal opening. It is determined whether each of the aforementioned status information meets the preset automatic parking release conditions. If it is determined that the vehicle meets the preset automatic parking release conditions, the control of the airflow regulation module is released. At this time, the vehicle can switch to the parking brake state controlled by the handbrake or switch to the driving state. The preset automatic parking release conditions can be set according to actual needs, and this embodiment does not impose any restrictions on them.

[0111] Optionally, the step of detecting whether the vehicle meets the preset automatic parking release conditions includes:

[0112] Step A11: Obtain the vehicle's current speed, current handbrake status, current gear status, current brake pedal opening, current accelerator opening, and current door status;

[0113] Step A12: When the current handbrake is in a braking state, or when the current throttle opening is greater than a preset throttle opening threshold, or the current gear is in neutral, or the current vehicle speed is greater than a preset second vehicle speed threshold, and the current door is in a closed state, and the current brake pedal opening is less than a preset second brake pedal opening threshold, it is determined that the vehicle meets the preset automatic parking release conditions.

[0114] In this embodiment, two preset automatic parking release conditions are provided. The first is that the current handbrake is in a braking state. In this scenario, the driver manually pulls up the handbrake to control the vehicle for parking. In this case, the handbrake control takes priority, switching the vehicle to the parking braking state controlled by the handbrake. The second is that the current door is in a closed state, and the current brake pedal opening is less than a preset second brake pedal opening threshold. In this scenario, the current accelerator opening is greater than a preset accelerator opening threshold, the current gear is in neutral, and the current vehicle speed is greater than a preset second vehicle speed threshold. In this scenario, the vehicle is starting. In this case, the operation of controlling the handbrake, pressing the brake pedal, and releasing the brake pedal can be reduced. Only pressing the accelerator pedal or changing gears is needed to start the vehicle.

[0115] Specifically, the system acquires the vehicle's current speed, current handbrake status, current gear status, current brake pedal opening, current accelerator pedal opening, and current door status. Simultaneously or in a certain order, it compares the current speed with a preset second speed threshold, determines whether the handbrake is in a braking state, determines whether the current gear is in neutral, compares the current brake pedal opening with a preset second brake pedal opening threshold, compares the current accelerator pedal opening with a preset accelerator pedal opening threshold, and determines whether the current door is closed. If the handbrake is in a braking state, or if the current accelerator pedal opening is greater than a preset accelerator pedal opening threshold, or the current gear is in neutral, or the current speed is greater than a preset second speed threshold, and the current door is closed, and the current brake pedal opening is less than a preset second brake pedal opening threshold, then the vehicle meets the preset automatic parking release conditions. Otherwise, the vehicle does not meet the preset automatic parking release conditions.

[0116] Optionally, a pressure sensor is provided between the airflow regulation module and the differential valve, and the parking brake method further includes:

[0117] Step B10: Monitor the target air pressure between the airflow regulation module and the differential valve using the air pressure sensor;

[0118] Step B20: If the target air pressure is not within the preset air pressure range of the vehicle's current state, output parking brake system fault information.

[0119] In this embodiment, it should be noted that a pressure sensor can be installed between the airflow regulation module and the differential valve, and the pressure sensor is used for automatic parking fault monitoring.

[0120] Specifically, the air pressure sensor monitors the target air pressure between the airflow regulation module and the differential valve. The current state of the vehicle is determined by the status information of each module of the vehicle. Based on the preset mapping relationship between the vehicle state and the air pressure range, the preset air pressure range for the current state of the vehicle is determined. The target air pressure is compared with the preset air pressure range. If the target air pressure is not within the preset air pressure range for the current state of the vehicle, the parking brake system fault information is output to provide a fault reminder. The mapping relationship between the vehicle state and the air pressure range can be determined in advance by actual vehicle calibration. This embodiment does not limit this.

[0121] Optionally, the hand control valve includes a hand control valve electrical switch, and the step of detecting whether the vehicle meets the preset automatic parking conditions when the handbrake is in a non-braking state includes:

[0122] The handbrake status is monitored via the hand-controlled valve electrical switch.

[0123] In this embodiment, it should be noted that the hand control valve may also be equipped with a hand control valve electrical switch. The air circuit control function of the hand control valve with the electrical switch is similar to that of the hand control valve without the electrical switch. In the driving state, that is, when the handbrake is released and ports 1 and 2 of the hand control valve are connected, port 3 is closed. At this time, the electrical switch is open and outputs a signal that the handbrake is currently in a non-braking state. In the parking brake state, that is, when the handbrake is pulled up and ports 3 and 2 of the hand control valve are connected, port 1 is closed. At this time, the electrical switch is closed and outputs a signal that the hand control valve is currently in a parking brake state.

[0124] Specifically, the handbrake's braking or non-braking state can be monitored through the hand control valve electrical switch.

[0125] In this embodiment, the airflow regulation module is controlled by the vehicle controller, which can regulate the airflow between the hand control valve and the differential valve. Thus, during vehicle operation, the vehicle controller can control the parking brake, effectively reducing the frequency of switching between the brake pedal and the handbrake, simplifying the driver's operation, and overcoming the technical defect that the parking brake is only controlled by the handbrake, which requires the driver to frequently switch between the accelerator pedal, brake pedal and handbrake during vehicle start-up and stopping, making the operation very inconvenient. This improves the ease of operation of the parking brake.

[0126] Example 3

[0127] Furthermore, embodiments of this application also provide a parking brake device, the parking brake device comprising:

[0128] The detection module is used to detect whether the vehicle meets the preset automatic parking conditions when the handbrake is in an unbraked state.

[0129] The control module is used to control the airflow regulation module to reduce the air pressure at the control port of the differential valve when the vehicle meets the preset automatic parking conditions, so that the gas in the parking air chamber can be discharged from the differential valve.

[0130] Optionally, the detection module is further configured to:

[0131] Obtain the vehicle's current speed, current gear status, current brake pedal opening, and current door status;

[0132] When the current vehicle speed is less than a preset first vehicle speed threshold, the current gear is in a non-neutral position and the current brake pedal opening is greater than a preset first brake pedal opening threshold, or when the current door is in an open state and the current vehicle speed is less than a preset vehicle speed threshold, the vehicle is determined to meet the preset automatic parking conditions.

[0133] Optionally, the parking brake device further includes an automatic parking release module, which is used for:

[0134] When the vehicle is in automatic parking mode, check whether the vehicle meets the preset automatic parking release conditions.

[0135] Once the vehicle meets the preset automatic parking release conditions, the control of the airflow regulation module is released.

[0136] Optionally, the automatic parking release module is further used for:

[0137] Obtain the vehicle's current speed, current handbrake status, current gear status, current brake pedal opening, current accelerator pedal opening, and current door status;

[0138] If the current handbrake is in a braking state, or if the current throttle opening is greater than a preset throttle opening threshold, or the current gear is in neutral, or the current vehicle speed is greater than a preset second vehicle speed threshold, and the current door is in a closed state, and the current brake pedal opening is less than a preset second brake pedal opening threshold, then the vehicle is determined to meet the preset automatic parking release conditions.

[0139] Optionally, the parking brake device further includes a fault monitoring module, the fault monitoring module being used for:

[0140] The air pressure sensor monitors the target air pressure between the airflow regulation module and the differential valve;

[0141] If the target air pressure is not within the preset air pressure range for the current vehicle condition, output parking brake system fault information.

[0142] Optionally, the parking brake device further includes a handbrake status monitoring module, which is used for:

[0143] The handbrake status is monitored via the hand-controlled valve electrical switch.

[0144] The parking brake device provided by this invention, employing the parking brake method in the above embodiments, solves the technical problem of low operational convenience of existing parking brakes. Compared with the prior art, the beneficial effects of the parking brake device provided by this invention are the same as those of the parking brake method provided in the above embodiments, and other technical features of this parking brake device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0145] Example 4

[0146] Furthermore, embodiments of the present invention provide an electronic device, the electronic device comprising: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the parking braking method in the above embodiments.

[0147] The following is for reference. Figure 8 The diagram illustrates a structural schematic of an electronic device suitable for implementing embodiments of the present disclosure. The electronic devices in the embodiments of the present disclosure may include, but are not limited to, mobile terminals such as vehicles, vehicle controllers, Bluetooth headsets, mobile phones, laptops, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 8 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments disclosed herein.

[0148] like Figure 8 As shown, an electronic device may include a processing unit (such as a central processing unit, graphics processing unit, etc.) that can perform various appropriate actions and processes based on a program stored in read-only memory (ROM) or a program loaded from a storage device into random access memory (RAM). The RAM also stores various programs and arrays required for the operation of the electronic device. The processing unit, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0149] Typically, the following systems can be connected to the I / O interface: input devices including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices including, for example, magnetic tapes, hard disks, etc.; and communication devices. Communication devices allow electronic devices to communicate wirelessly or wiredly with other devices to exchange arrays. Although electronic devices with various systems are shown in the figures, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0150] In particular, according to embodiments of this disclosure, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this disclosure include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device, or installed from a ROM. When the computer program is executed by a processing device, it performs the functions defined above in the methods of embodiments of this disclosure.

[0151] The electronic device provided by this invention employs the parking brake method in the above embodiments, solving the technical problem of low operational convenience of parking brakes in the prior art. Compared with the prior art, the beneficial effects of the electronic device provided by the embodiments of this invention are the same as those of the parking brake method provided in the above embodiments, and other technical features of this electronic device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0152] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments or examples.

[0153] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0154] Example 5

[0155] Furthermore, this embodiment provides a computer-readable storage medium having computer-readable program instructions stored thereon, the computer-readable program instructions being used to execute the parking brake method in the above embodiment.

[0156] The computer-readable storage medium provided in this embodiment of the invention may be, for example, a USB flash drive, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination thereof.

[0157] The aforementioned computer-readable storage medium may be included in an electronic device or may exist independently without being assembled into an electronic device.

[0158] The aforementioned computer-readable storage medium carries one or more programs that, when executed by an electronic device, cause the electronic device to: detect whether the vehicle meets preset automatic parking conditions when the handbrake is in a non-braking state; and, if the vehicle meets the preset automatic parking conditions, control the airflow adjustment module to reduce the air pressure at the control port of the differential valve so that the gas in the parking air chamber is discharged from the differential valve.

[0159] Computer program code for performing the operations of this disclosure can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0160] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0161] The modules described in the embodiments of this disclosure can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0162] The computer-readable storage medium provided by this invention stores computer-readable program instructions for executing the above-described parking brake method, thus solving the technical problem of low ease of operation of parking brakes in the prior art. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in the embodiments of this invention are the same as the beneficial effects of the parking brake method provided in the above embodiments, and will not be repeated here.

[0163] Example 6

[0164] Furthermore, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the parking brake method as described above.

[0165] The computer program product provided in this application solves the technical problem of low ease of operation of parking brakes in existing technologies. Compared with the prior art, the beneficial effects of the computer program product provided in the embodiments of this invention are the same as the beneficial effects of the parking brake method provided in the above embodiments, and will not be repeated here.

[0166] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent scope of this application.

Claims

1. A parking brake system, characterized in that, The parking brake system includes a vehicle controller, a parking air reservoir, a manual control valve, a differential valve, a parking air chamber, and an airflow regulation module; The parking air reservoir is connected to the manual control valve and the differential valve via air lines. The airflow regulation module is connected to the manual control valve and the differential valve through air passages, and is electrically connected to the vehicle controller. The differential valve is connected to the parking air chamber via an air circuit; The airflow regulation module includes a pressure limiting valve, a low-pressure valve, and a normally open solenoid valve; The pressure relief valve is connected to the parking air tank and the normally open solenoid valve via an air circuit. The low-pressure valve is connected to the normally open solenoid valve, the manual control valve, and the differential valve respectively through the air circuit; The normally open solenoid valve is electrically connected to the vehicle controller; The low-pressure valve includes a first air inlet, a second air inlet, and a first air outlet; The first air inlet is connected to the manual control valve through the first air passage, and the second air inlet is connected to the normally open solenoid valve through the second air passage. When the air pressure in the first air passage is lower than the air pressure in the second air passage, the first air inlet is connected to the first air outlet; When the air pressure in the first air passage is higher than the air pressure in the second air passage, the second air inlet is connected to the first air outlet.

2. The parking brake system as described in claim 1, characterized in that, The normally open solenoid valve includes a third air inlet, a second air outlet, and a first exhaust port; The third air inlet is connected to the pressure relief valve, and the second air outlet is connected to the low pressure valve. When the normally open solenoid valve is not energized, the third air inlet is connected to the second air outlet; When the normally open solenoid valve is energized, the second exhaust port is connected to the first exhaust port.

3. A parking brake method, characterized in that, The parking brake method, applied to the vehicle controller in the parking brake system as described in any one of claims 1-2, includes the following steps: With the handbrake in an unbraked state, check whether the vehicle meets the preset automatic parking conditions; When the vehicle meets the preset automatic parking conditions, the airflow regulation module reduces the air pressure at the control port of the differential valve so that the gas in the parking air chamber is discharged from the differential valve.

4. The parking brake method as described in claim 3, characterized in that, The steps for detecting whether the vehicle meets the preset automatic parking conditions include: Obtain the vehicle's current speed, current gear status, current brake pedal opening, and current door status; When the current vehicle speed is less than a preset first vehicle speed threshold, the current gear is in a non-neutral position and the current brake pedal opening is greater than a preset first brake pedal opening threshold, or when the current door is in an open state and the current vehicle speed is less than a preset vehicle speed threshold, the vehicle is determined to meet the preset automatic parking conditions.

5. The parking brake method as described in claim 3, characterized in that, The parking brake method also includes: When the vehicle is in automatic parking mode, check whether the vehicle meets the preset automatic parking release conditions. Once the vehicle meets the preset automatic parking release conditions, the control of the airflow regulation module is released.

6. The parking brake method as described in claim 5, characterized in that, The steps for detecting whether the vehicle meets the preset automatic parking release conditions include: Obtain the vehicle's current speed, current handbrake status, current gear status, current brake pedal opening, current accelerator pedal opening, and current door status; If the current handbrake is in a braking state, or if the current throttle opening is greater than a preset throttle opening threshold, or the current gear is in neutral, or the current vehicle speed is greater than a preset second vehicle speed threshold, and the current door is in a closed state, and the current brake pedal opening is less than a preset second brake pedal opening threshold, then the vehicle is determined to meet the preset automatic parking release conditions.

7. The parking brake method as described in claim 6, characterized in that, A pressure sensor is provided between the airflow regulation module and the differential valve, and the parking brake method further includes: The air pressure sensor monitors the target air pressure between the airflow regulation module and the differential valve; If the target air pressure is not within the preset air pressure range for the current vehicle condition, output parking brake system fault information.

8. The parking brake method as described in claim 3, characterized in that, The manual control valve includes a manual control valve electrical switch, and the step of detecting whether the vehicle meets the preset automatic parking conditions when the handbrake is in a non-braking state includes the following: The handbrake status is monitored via the hand-controlled valve electrical switch.

9. An electronic device, characterized in that, The electronic device includes: At least one processor; and, A memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor to enable the at least one processor to perform the steps of the parking brake method according to any one of claims 3 to 8.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and the computer-readable storage medium stores a program for implementing the parking brake method, the program for implementing the parking brake method being executed by a processor to implement the steps of the parking brake method as described in any one of claims 3 to 8.

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