An electronically controlled actuated valve and vehicle braking system for redundant design in intelligent driving

Abstract

This invention relates to the field of braking systems, and discloses an electronically controlled actuated valve and a vehicle braking system for redundant design in intelligent driving. The valve body has an air inlet, an air outlet, and an exhaust port, and an internal air passage. At least one solenoid valve assembly is included, connected to the air inlet, air outlet, and exhaust port via the air passage. The solenoid valve assembly includes a normally closed boosting solenoid valve and a normally open depressurizing solenoid valve. A PCB board is connected to the boosting and depressurizing solenoid valves, and a controller controls their energization via the PCB board. The solenoid valve assembly is located in the air passage between the air inlet, air outlet, and exhaust port, and the connection and disconnection between these ports are controlled by the energization of the boosting and depressurizing solenoid valves. This braking system offers advantages such as reliable braking and facilitating redundant design.

Description

Technical Field

[0001] This invention relates to the field of braking systems, and more particularly to an electronically controlled actuated valve and a vehicle braking system for redundant design in intelligent driving. Background Technology

[0002] The braking system adopts a fully redundant service brake scheme to meet the requirements of autonomous driving. The electronically controlled actuated valve is a key component of the backup braking system. Its function is to simulate and replace the driver in implementing air pressure control of the vehicle's braking system to decelerate or stop the vehicle, according to the braking requirements of the vehicle controller, in the operation scenario of autonomous driving.

[0003] Chinese patent CN201880093096.7 discloses a redundant braking system for heavy vehicles. This braking system is designed with a redundant system to achieve redundant braking. However, this solution is relatively complex and cannot be applied to electronically controlled autonomous driving. Summary of the Invention

[0004] This invention addresses the shortcomings of existing technologies by providing an electronically controlled actuated valve for redundant design in intelligent driving.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0006] An electronically controlled actuated valve for redundant design in intelligent driving includes a valve body, a solenoid valve assembly disposed within the valve body, and a PCB board.

[0007] The valve body is equipped with an air inlet, an air outlet, and an exhaust outlet, and the valve body is equipped with an air passage.

[0008] The solenoid valve assembly includes at least one set, which is connected to the air inlet, air outlet and exhaust port through an air passage. The solenoid valve assembly includes a normally closed boosting solenoid valve and a normally open pressure reducing solenoid valve.

[0009] The PCB board is connected to the booster solenoid valve and the depressurization solenoid valve, and the controller controls the power supply of the booster solenoid valve and the depressurization solenoid valve through the PCB board;

[0010] The solenoid valve assembly is installed in the air path between the air inlet, air outlet, and exhaust port. The connection and disconnection between the air inlet, air outlet, and exhaust port are controlled by the on / off power of the boosting solenoid valve and the depressurizing solenoid valve.

[0011] Preferably, the valve body has a first valve chamber and a second valve chamber, with their axes arranged parallel to each other. A boosting solenoid valve is installed in the first valve chamber, and a depressurizing solenoid valve is installed in the second valve chamber. The first and second valve chambers are connected by a first air passage within the valve body. The air inlet is connected to the first valve chamber, and the air outlet is connected to the second valve chamber. The boosting solenoid valve controls the opening and closing of the first and second valve chambers. The second valve chamber is connected to the air outlet via a cavity X, which is connected to the exhaust port. The depressurizing solenoid valve is located in the air passage between the second valve chamber and the cavity X, and controls the opening and closing of the second valve chamber and the cavity X. The controller controls the pressurization, pressure holding, depressurization, and exhaust of the air outlet by controlling the on / off state of the boosting and depressurizing solenoid valves.

[0012] Preferably, a limiting sleeve is provided on the top surface of the first valve chamber. The space between the limiting sleeve and the inner wall of the first valve chamber is chamber A. The air inlet is connected to chamber A. The chamber enclosed by the limiting sleeve is the first chamber. One end of the first air passage starts from the first chamber. The booster solenoid valve includes a valve seat, a coil assembly, and an iron core assembly. A second air passage is provided in the middle of the valve seat. In the initial state, the iron core assembly abuts against the lower end of the valve seat under the action of its own spring force, thereby blocking the path of chamber A to the first air passage through the second air passage. The valve seat seals the lower opening of the limiting sleeve, thereby blocking the connection between the first chamber and chamber A. When the booster solenoid valve is energized, the iron core assembly is attracted and moved by the coil assembly. The iron core assembly is released from the seal on the second air passage, and chamber A is connected to the first air passage through the second air passage.

[0013] Preferably, the second valve chamber is provided with a limiting sleeve II. The pressure reducing solenoid valve includes a valve seat II, a coil II, and a valve core assembly II. The space between the limiting sleeve II and the inner wall of the first valve chamber is cavity B. The other end of the first air passage is connected to cavity B. The inner wall of cavity B is connected to the air outlet through an air hole. The space enclosed by the limiting sleeve II is cavity X. The inner wall of cavity X is provided with a second air hole. The second air hole is connected to the exhaust port through a third air passage provided in the valve body. The pressure reducing solenoid valve is a normally open solenoid valve. In the initial state, valve seat II does not disconnect the connection between cavity B and cavity X. After the pressure reducing solenoid valve is energized, valve seat II disconnects the connection between cavity B and cavity X.

[0014] Preferably, the valve core assembly includes a second moving iron core, with a spring and a second sealing block in the middle of the second moving iron core. The second sealing block abuts against the groove in the middle of the moving iron core under the action of the second spring. A second stationary iron core assembly is provided inside the second coil. The second stationary iron core assembly and the second moving iron core are arranged on the same axis. An air passage column is provided inside the second stationary iron core assembly. A fourth air passage is provided inside the air passage column. One end of the fourth air passage extends from the lower end of the air passage column. The second sealing block can seal this port. The other end of the fourth air passage is the air inlet end, which is opened on the side wall of the air passage column and communicates with the B cavity. A fifth air passage is provided around the air passage column. The compression space at the outlet of the fourth air passage can reach the X cavity through the fifth air passage.

[0015] Preferably, the inner wall of the air outlet is provided with a pressure hole, the valve body is provided with a Z-cavity, the Z-cavity is connected to the pressure hole, a pressure sensor is provided in the Z-cavity, and the pressure sensor is connected to the PCB board.

[0016] Preferably, the PCB board is located at the lower end of the valve body and sealed inside the valve body by a cover plate, while the first valve chamber and the second valve chamber are located at the upper end of the solenoid valve assembly.

[0017] Preferably, there are two sets of air inlets and outlets for controlling the front and rear axles respectively, and there are two sets of corresponding solenoid valve groups.

[0018] The vehicle braking system includes a controller, an electronically controlled pneumatic brake valve, and an electronically controlled actuating valve for redundant design in intelligent driving, wherein both the electronically controlled actuating valve and the electronically controlled pneumatic brake valve are connected to an air reservoir and to the controller.

[0019] Because the present invention adopts the above technical solution, it has the following significant technical effects:

[0020] Compared with the prior art, the present invention has the following obvious advantages and positive effects: compact structure; lightweight; provides convenience for pipeline layout and installation; and saves costs. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the actuation valve.

[0022] Figure 2 This is a schematic diagram of the actuation valve.

[0023] Figure 3 yes Figure 2 A sectional view.

[0024] Figure 4 This is a schematic diagram of the actuation valve.

[0025] Figure 5 yes Figure 4 A sectional view.

[0026] Figure 6 This is a schematic diagram of the pressure sensor installation.

[0027] Figure 7 This is a functional diagram of the valve.

[0028] The technical names of the reference numerals in the figure are as follows: 1—valve body, 2—solenoid valve assembly, 3—PCB board, 4—air inlet, 5—air outlet, 6—exhaust outlet, 7—boosting solenoid valve, 8—pressure reducing solenoid valve, 10—first valve chamber, 11—second valve chamber, 12—first air passage, 13—second air passage, 14—X chamber, 15—limit sleeve one, 16—limit sleeve two, 17—first chamber, 18—valve seat one, 19—coil assembly one, 20—iron core assembly one, 22—A chamber, 24—valve seat two, 25—coil two, 26—valve core assembly two, 27—B chamber, 28—second air hole, 29—third air passage, 30—moving iron core two, 31—spring one, 32—sealing block two, 33—fourth air passage, 34—pressure hole, 35—Z chamber, 36—pressure sensor. Detailed Implementation

[0029] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments.

[0030] Example 1

[0031] An electronically controlled actuated valve for redundant design in intelligent driving includes a valve body 1, a solenoid valve assembly 2 disposed in the valve body 1, and a PCB board 3.

[0032] The valve body 1 is provided with an air inlet 4, an air outlet 5, and an exhaust outlet 6, and the valve body 1 is provided with an air passage.

[0033] The solenoid valve assembly 2 includes at least one set. The solenoid valve assembly 2 is connected to the air inlet 4, the air outlet 5 and the exhaust port 6 through the air passage. The solenoid valve assembly 2 includes a normally closed boosting solenoid valve 7 and a normally open pressure reducing solenoid valve 8.

[0034] PCB board 3 is connected to pressure boosting solenoid valve 7 and pressure reducing solenoid valve 8. The controller controls the power supply of pressure boosting solenoid valve 7 and pressure reducing solenoid valve 8 through PCB board 3.

[0035] Solenoid valve assembly 2 is installed in the air path between air inlet 4, air outlet 5, and exhaust port 6. The connection and disconnection between air inlet 4, air outlet 5, and exhaust port 6 are controlled by energizing and de-energizing the boost solenoid valve 7 and the depressurizing solenoid valve 8. In this embodiment, since braking of the wheels of the front and rear axles is required, solenoid valve assembly 2 is used. Air inlet 4 and air outlet 5 have two sets, one set for front axle braking and the other set for rear axle braking.

[0036] This embodiment is described using the front axle braking as an example. A first valve chamber 10 and a second valve chamber 11 are provided within the valve body 1. The axes of the first valve chamber 10 and the second valve chamber 11 are arranged parallel to each other. A booster solenoid valve 7 is installed in the first valve chamber 10, and a depressurizing solenoid valve 8 is installed in the second valve chamber 11. A PCB board 3 is located at the other end of the booster solenoid valve 7 and the depressurizing solenoid valve 8. The first valve chamber 10 and the second valve chamber 11 are connected through a first air passage 12 located within the valve body 1. The air inlet 4 is connected to the first valve chamber 10. The outlet 5 is connected to the second valve chamber 11. The boosting solenoid valve 7 controls the opening and closing of the first valve chamber 10 and the second valve chamber 11. The second valve chamber 11 is connected to the outlet 5 through the X chamber 14, which is connected to the exhaust port 6. The pressure reducing solenoid valve 8 is installed in the air path between the second valve chamber 11 and the X chamber 14. The pressure reducing solenoid valve 8 controls the opening and closing of the second valve chamber 11 and the X chamber 14. The controller controls the boosting, pressure holding, pressure reducing and exhaust of the outlet 5 by controlling the opening and closing of the boosting solenoid valve 7 and the pressure reducing solenoid valve 8.

[0037] In this embodiment, a limiting sleeve 15 is provided on the top surface of the first valve chamber 10. The space between the limiting sleeve 15 and the inner wall of the first valve chamber 10 is cavity A 22. The air inlet 4 is connected to cavity A 22. The first chamber 17 is enclosed by the limiting sleeve 15. One end of the first air passage 12 starts from the first chamber 17. The booster solenoid valve 7 includes a valve seat 18, a coil assembly 19, and an iron core assembly 20. A second air passage 13 is provided in the middle of the valve seat 18. In the initial state, the iron core assembly 20... Under the action of its own spring force, 0 abuts against the lower end of valve seat 18, thereby cutting off the path of A cavity 22 to the first air passage 12 through the second air passage 13. The lower end of the sealing limit sleeve 15 of valve seat 18 is open, thereby cutting off the connection between the first cavity 17 and A cavity 22. When the booster solenoid valve 7 is energized, the iron core assembly 20 is attracted and moved by the coil assembly 19. The iron core assembly 20 is released from the seal on the second air passage 13, and A cavity 22 is connected to the first air passage 12 through the second air passage 13.

[0038] The second valve chamber 11 is provided with a limiting sleeve 16. The pressure reducing solenoid valve 8 includes a valve seat 24, a coil 25, and a valve core assembly 26. The space between the limiting sleeve 16 and the inner wall of the first valve chamber 10 is a cavity B 27. The other end of the first air passage 12 is connected to the cavity B 27. The inner wall of the cavity B 27 is connected to the air outlet 5 through an air hole. The space enclosed by the limiting sleeve 16 is a cavity X 14. The inner wall of the cavity X 14 is provided with a second air hole 28. The second air hole 28 is connected to the exhaust port 6 through a third air passage 29 provided in the valve body 1. The pressure reducing solenoid valve 8 is a normally open solenoid valve. In the initial state, the valve seat 24 does not disconnect the connection between the cavity B 27 and the cavity X 14. After the pressure reducing solenoid valve 8 is energized, the valve seat 24 disconnects the connection between the cavity B 27 and the cavity X 14.

[0039] The specific structure of the pressure reducing solenoid valve 8 is as follows: The valve core assembly includes a moving iron core 2 30. A spring 1 31 and a sealing block 2 32 are arranged in the middle of the moving iron core 2 30. The sealing block 2 32 abuts against the groove in the middle of the moving iron core under the action of the spring 2. A stationary iron core assembly 2 is arranged inside the coil 2 25. The stationary iron core assembly 2 and the moving iron core 2 30 are arranged on the same axis. An air passage column is arranged inside the stationary iron core assembly 2. A fourth air passage 33 is arranged inside the air passage column. One end of the fourth air passage 33 extends from the lower end of the air passage column. The sealing block 2 32 can control the port. The fourth air passage 33 is sealed, and the other end of the fourth air passage 33 is the air inlet 40. The air inlet 40 is opened on the side wall of the air passage column and is connected to the B cavity 27. The air passage column is surrounded by a fifth air passage 41. The compression space at the outlet of the fourth air passage 33 can reach the X cavity 14 through the fifth air passage 41. A second spring is provided on the second stationary iron core assembly. One end of the second spring abuts against the stationary iron core and the other end abuts against the moving iron core. In the initial state, under the action of the second spring, there is a gap between the sealing block and the lower end of the fourth air passage 33, thus making it a normally open solenoid valve.

[0040] The inner wall of the air outlet 5 is provided with a pressure hole 34, and a Z-cavity 35 is provided inside the valve body 1. The Z-cavity 35 is connected to the pressure hole 34, and a pressure sensor 36 is provided inside the Z-cavity 35. The pressure sensor 36 is connected to the PCB board 3. The controller can obtain the pressure of the brake chamber of the air outlet 5 through the sensor.

[0041] The PCB board 3 is located at the lower end of the valve body 1 and sealed inside the valve body 1 by a cover plate. The first valve chamber 10 and the second valve chamber 11 are located at the upper end of the solenoid valve assembly 2.

[0042] The working process of this actuating valve is as follows:

[0043] In non-operating state: The air pressure from the air reservoir enters through inlet 4 and enters chamber A 22. Since the booster solenoid valve 7 is normally closed, the air pressure at inlet 4 cannot reach outlet 5. The pressure in chamber A 22 presses against the valve core assembly, and under this force and the action of the spring, the first air passage 12 between chamber A 22 and chamber B 27 is cut off. The pressure reducing solenoid valve 8 is normally open. Chamber B 27 is connected to chamber X 14, chamber B 27 is connected to outlet 5, and chamber X 14 is connected to exhaust port 6. Therefore, outlet 5, chamber X 14, and exhaust port 6 are connected.

[0044] Boosting Operation: From the non-operating state, the boosting solenoid valve 7 and the depressurizing solenoid valve 8 are energized. When the boosting solenoid valve 7 is energized, the moving iron core assembly in the valve core assembly is attracted by electromagnetic force, opening the first channel between chamber A 22 and chamber B 27. Air pressure from chamber A 22 reaches chamber B 27 through the second air passage 13 and the first air passage 12. When the depressurizing solenoid valve 8 is energized, the moving iron core 30 is attracted by electromagnetic force, cutting off the channel between chamber B 27 and chamber X 14, thus allowing air to exit through outlet 5. Outlet 5 is connected to chamber Z 35, which is connected to pressure sensor 36, which continuously monitors the air pressure at outlet 5 and feeds it back to the controller.

[0045] Pressure holding operation: Based on the pressure boosting operation, the pressure boosting solenoid valve 7 is de-energized. After the pressure boosting solenoid valve 7 is de-energized, under the action of the spring and air pressure, the channels between chamber A 22 and chamber B 27 are cut off. This cuts off the air intake, keeping the air pressure at the outlet 5 constant.

[0046] Pressure Reduction Operation: Based on the pressure holding operation, the pressure reducing solenoid valve 8 is de-energized. After de-energization, the pressure reducing solenoid valve 8, under the action of spring 2 and air pressure, opens the passage between chamber B 27 and chamber X 14. Chamber X 14 is connected to exhaust port 6, allowing the air pressure at outlet 5 to be discharged from exhaust port 63, thus releasing the brake.

[0047] Example 2

[0048] The difference from Embodiment 1 is that the vehicle braking system includes a controller, an electro-pneumatic brake valve, and an electronically controlled actuating valve for redundant design in intelligent driving, as described above. Both the electronically controlled actuating valve and the electro-pneumatic brake valve are connected to an air reservoir and to the controller. In this system, the electronically controlled actuating valve is redundantly designed. If the electro-pneumatic brake valve fails, the controller sends a command to control the on / off state of the solenoid valve group 2 of the electronically controlled actuating valve, thereby achieving driving, braking, and parking.

[0049] Example 3

[0050] The vehicle uses the aforementioned electronically controlled actuated valve.

Claims

1. An electrically controlled pilot valve for intelligent drive redundancy design, characterized in that: The valve body (1), the electromagnetic valve group (2) arranged in the valve body (1), and the PCB board (3); The valve body (1) is provided with an air inlet (4), an air outlet (5) and an exhaust port (6), and the valve body (1) is internally provided with an air passage; The electromagnetic valve group (2) at least includes a group, the electromagnetic valve group (2) is connected with the air inlet (4), the air outlet (5) and the exhaust port (6) through the air passage, the electromagnetic valve group (2) includes a normally closed pressure increasing electromagnetic valve (7) and a normally open pressure reducing electromagnetic valve (8); The PCB board (3) is connected with the pressure increasing electromagnetic valve (7) and the pressure reducing electromagnetic valve (8), and the controller controls the on-off of the pressure increasing electromagnetic valve (7) and the pressure reducing electromagnetic valve (8) through the PCB board (3); The electromagnetic valve group (2) is arranged on the air passage between the air inlet (4), the air outlet (5) and the exhaust port (6), and the communication and disconnection between the air inlet (4), the air outlet (5) and the exhaust port (6) are controlled by the on-off of the pressure increasing electromagnetic valve (7) and the pressure reducing electromagnetic valve (8); The valve body (1) is provided with a first valve cavity (10) and a second valve cavity (11), the axes of the first valve cavity (10) and the second valve cavity (11) are arranged in parallel, the pressure increasing electromagnetic valve (7) is installed in the first valve cavity (10), and the pressure reducing electromagnetic valve (8) is installed in the second valve cavity (11), wherein the first valve cavity (10) and the second valve cavity (11) are communicated through the first air duct (12) arranged in the valve body (1); the air inlet (4) is communicated with the first valve cavity (10), the air outlet (5) is communicated with the second valve cavity (11), the pressure increasing electromagnetic valve (7) controls the on-off of the first valve cavity (10) and the second valve cavity (11); the second valve cavity (11) and the air outlet (5) are communicated through the X cavity (14), the X cavity (14) is communicated with the exhaust port (6), the pressure reducing electromagnetic valve (8) is arranged on the air passage between the second valve cavity (11) and the X cavity (14), and the pressure reducing electromagnetic valve (8) controls the on-off of the second valve cavity (11) and the X cavity (14); the controller controls the pressure increasing, pressure maintaining, pressure reducing and exhaust of the air outlet (5) by controlling the on-off of the pressure increasing electromagnetic valve (7) and the pressure reducing electromagnetic valve (8). The first valve cavity (10) is provided with a limiting sleeve I (15) on the top surface, the space between the limiting sleeve I (15) and the inner wall of the first valve cavity (10) is A cavity (22), the air inlet (4) is communicated to the A cavity (22), the chamber surrounded by the limiting sleeve I (15) is the first cavity (17), one end of the first gas channel (12) starts from the first cavity (17), the supercharging electromagnetic valve (7) comprises a valve seat I (18), a coil assembly I (19) and a core assembly I (20), the middle part of the valve seat I (18) is provided with a second gas channel (13), in the initial state, the core assembly I (20) is abutted against the lower end of the valve seat I (18) under the action of the spring force of itself, so as to cut off the path of the A cavity (22) communicated to the first gas channel (12) through the second gas channel (13), the valve seat I (18) seals the lower end opening of the limiting sleeve I (15), so as to cut off the communication between the first cavity (17) and the A cavity (22); when the supercharging electromagnetic valve (7) is powered, the core assembly I (20) is attracted and moved by the coil assembly I (19), the core assembly I (20) is separated from the sealing of the second gas channel (13), the A cavity (22) is communicated with the first gas channel (12) through the second gas channel (13); The second valve cavity (11) is provided with a limiting sleeve II (16) inside, the pressure reducing electromagnetic valve (8) comprises a valve seat II (24), a coil II (25) and a core assembly II (26), the space between the limiting sleeve II (16) and the inner wall of the first valve cavity (10) is B cavity (27), the other end of the first gas channel (12) is communicated to the B cavity (27), the inner wall of the B cavity (27) is communicated with the air outlet (5) by setting a gas hole; the space surrounded by the limiting sleeve II (16) is X cavity (14), the inner wall of the X cavity (14) is provided with a second gas hole (28), the second gas hole (28) is communicated to the exhaust port (6) through the third gas channel (29) arranged in the valve body (1), the pressure reducing electromagnetic valve (8) is a normally open electromagnetic valve, in the initial state, the valve seat II (24) does not cut off the communication between the B cavity (27) and the X cavity (14); after the pressure reducing electromagnetic valve (8) is powered, the valve seat II (24) cuts off the communication between the B cavity (27) and the X cavity (14); The air inlet (4) and the air outlet (5) have two groups respectively for controlling the front axle and the rear axle, and the corresponding electromagnetic valve group (2) is two groups.

2. The electrically controlled pilot valve for intelligent driving redundancy design according to claim 1, characterized in that: The valve core assembly includes a moving core two (30), the middle part of the moving core two (30) is provided with a spring one (31) and a sealing block two (32), the sealing block two (32) is abutted in the slot in the middle part of the moving core under the action of the spring two, the inner side of the coil two (25) is provided with a static core assembly two, the static core assembly two and the moving core two (30) are provided with the same axis, the inside of the static core assembly two is provided with a gas channel column, the fourth gas channel (33) is provided in the gas channel column, one end of the fourth gas channel (33) extends from the lower end of the gas channel column, the sealing block two (32) seals the port, the other end of the fourth gas channel (33) is an air inlet end (40), the air inlet end (40) is opened on the side wall of the gas channel column, the air inlet end (40) is communicated with the B cavity (27), the gas channel column is provided with a fifth gas channel (41) around, the compression space of the air outlet end of the fourth gas channel (33) reaches the X cavity (14) through the fifth gas channel (41); the static core assembly two is provided with a spring two, one end of the spring two is abutted on the static core, the other end is abutted on the moving core, under the action of the spring two in the initial state, there is a gap between the sealing block and the lower end of the fourth gas channel (33).

3. The electrically controlled pilot valve for intelligent driving redundancy design according to claim 1, characterized in that: The inner wall of the air outlet (5) is provided with a pressure hole (34), the valve body (1) is provided with a Z cavity (35), the Z cavity (35) is communicated with the pressure hole (34), the Z cavity (35) is provided with a pressure sensor (36), the pressure sensor (36) is connected with the PCB (3).

4. The electrically controlled pilot valve for intelligent driving redundancy design of claim 1, wherein: The PCB (3) is arranged at the lower end of the valve body (1) and is sealed in the valve body (1) through the cover plate, the first valve cavity (10) and the second valve cavity (11) are arranged at the upper end of the electromagnetic valve group (2).

5. A vehicle braking system characterised by: The application relates to a control system for intelligent driving, which comprises a controller, an electric control gas brake valve, and an electric control actuating valve for intelligent driving redundancy design as claimed in any one of claims 1 to 4, wherein the electric control actuating valve and the electric control gas brake valve are connected with a gas cylinder and the controller. The application relates to a control system for intelligent driving, which comprises a controller, an electric control gas brake valve, and an electric control actuating valve for intelligent driving redundancy design as claimed in any one of claims 1 to 4, wherein the electric control actuating valve and the electric control gas brake valve are connected with a gas cylinder and the controller.

Images