Parking braking system for unpowered transfer trolley

Abstract

The utility model relates to the technical field of unpowered transfer vehicles, in particular to a parking braking system for an unpowered transfer vehicle. Comprising a brake disc, a brake, a pressure supply oil cylinder and a reciprocating arc motion mechanism. The brake disc is fixedly connected to a wheel rim of the transfer trolley and rotates along with a wheel. The brake comprises brake pads, a brake spring, an oil injection cavity and a piston, the brake pads are located on the two sides of the brake disc, and the pressure supply oil cylinder is connected with the oil injection cavity through a pipeline. One end of the reciprocating arc motion mechanism is connected with the pressure supply oil cylinder, and the other end is connected with a vehicle body of the transfer vehicle; the brake spring pushes the piston, the piston pushes the brake pad to clamp the brake disc, and wheel braking is achieved. The vehicle body of the transfer vehicle drives the reciprocating arc motion mechanism to compress the pressure supply oil cylinder, hydraulic oil is injected into the oil injection cavity, the piston is pushed to compress the brake spring, the brake pad loosens the brake disc, and braking of the wheels is relieved. And very strong braking force can be provided for the transfer trolley so as to ensure that the transfer trolley cannot move at will.

Description

Technical Field

[0001] This utility model relates to the field of non-powered transport vehicle technology, specifically a parking brake system for a non-powered transport vehicle. Background Technology

[0002] The defining characteristic of tracked vehicles is their use of tracks for propulsion, achieved through two parallel, rotating, closed tracks. Compared to wheeled vehicles, tracked vehicles offer greater traction, superior off-road capability, and the ability to traverse complex terrains with lower load-bearing capacity and significant undulations. Consequently, they are widely used in military, agricultural, and construction engineering fields, playing a crucial role in national construction and defense security.

[0003] Tracked vehicles, especially tracked excavators, often encounter situations where they need to move short distances during operation, from one construction site to another.

[0004] Currently, tracked excavators are typically transported using flatbed trailers or rely on their own tracks for movement. However, walking on tracks can easily damage road surfaces. Typically, rubber mats are laid down within factory areas to prevent damage to paved roads. Excavators travel at a slow speed of 3-5 km / h, making the use of rubber mats even more time-consuming, labor-intensive, and resource-intensive.

[0005] Chinese patent application number 202220264736.X discloses "a tracked excavator transport pulley", which is a non-powered transfer vehicle that improves the transport speed of tracked excavators, reduces transport costs, and eliminates damage to the road surface.

[0006] However, when operating a non-powered transfer vehicle, the excavator needs to first use its digging device to align the two transfer vehicles with the tracks on both sides before driving its own tracks to climb onto the transfer vehicle. However, the transfer vehicle may slip before the tracks are in place.

[0007] Currently, when unloaded, the transport vehicle relies solely on its own weight to limit its movement. This makes it prone to rolling when parked on a slope, and it may shift back and forth when being loaded onto an excavator, hindering loading. Furthermore, transport vehicles weighing over 100 tons are too heavy to be manually controlled. Therefore, repeated adjustments to align the tracks are necessary, significantly reducing efficiency and posing safety hazards. Ordinary braking systems cannot provide the braking force required for transport vehicles over 100 tons. Utility Model Content

[0008] To overcome the shortcomings of the prior art, this utility model provides a parking brake system for a non-powered transfer vehicle, which can provide a very strong braking force to ensure that the transfer vehicle will not move at will. It is especially suitable for transfer vehicles weighing more than 100 tons, and the magnitude of the braking force can be multiplied by the number of brakes, with an extremely high upper limit.

[0009] To achieve the above objectives, the present invention adopts the following technical solution:

[0010] A parking brake system for a non-powered transport vehicle includes a brake disc, a brake, a hydraulic cylinder, and a reciprocating arc motion mechanism. The brake disc is fixed to the wheel rim of the transport vehicle and rotates with the wheel. The brake includes brake pads, a brake spring, an oil injection chamber, and a piston. The brake pads are located on both sides of the brake disc, and the hydraulic cylinder is connected to the oil injection chamber via pipelines. One end of the reciprocating arc motion mechanism is connected to the hydraulic cylinder, and the other end is connected to the vehicle body of the transport vehicle. The brake spring pushes the piston, which in turn pushes the brake pads to clamp the brake disc, thus achieving wheel braking. The vehicle body drives the reciprocating arc motion mechanism to compress the hydraulic cylinder, injecting hydraulic oil into the oil injection chamber, which in turn pushes the piston to compress the brake spring, causing the brake pads to release the brake disc and releasing the wheel from braking.

[0011] Furthermore, the brake also includes an adjusting nut, which is threadedly connected to the piston and used to adjust the braking force of the brake.

[0012] Furthermore, the pressure-supplying cylinder is a single-acting cylinder with only one oil port, and the working oil can only enter the rodless chamber.

[0013] Furthermore, the reciprocating arc motion mechanism is a cam-rocker mechanism.

[0014] Furthermore, the cam rocker arm mechanism includes a rocker arm, a cam, a drive shaft, and a pedal; the rocker arm is hinged to the body of the transfer vehicle, with one end hinged to the piston rod of the pressure supply cylinder and the other end in contact with the cam; the cam is mounted on the drive shaft, which is hinged to the body of the transfer vehicle; one end of the pedal is fixed to the body of the transfer vehicle, and the other end is sleeved on the drive shaft; the vehicle body drives the drive shaft to rotate via the pedal, which in turn drives the cam to rotate, and the rotation of the cam drives the rocker arm, which in turn pushes the piston rod of the pressure supply cylinder.

[0015] Furthermore, the pedal is connected to the drive shaft via an expansion sleeve.

[0016] Furthermore, the cam is connected to the drive shaft by two keys, which are arranged 180° apart on the circumference of the drive shaft and are axially fixed by a spacer.

[0017] Furthermore, it also includes an accumulator, which is connected to the hydraulic cylinder pipeline.

[0018] Furthermore, it also includes a hydraulic valve block, which is connected to the accumulator and the pressure cylinder pipeline.

[0019] Furthermore, the hydraulic valve block is provided with an accumulator interface, an accumulator pressure testing interface, an oil circuit pressure testing interface, a pressure relief valve, a first quick-connect interface, a manual valve, a system interface, and a second quick-connect interface.

[0020] Compared with the prior art, the beneficial effects of this utility model are:

[0021] 1. This utility model includes a brake disc and a brake unit. The brake unit comprises brake pads, a brake spring, an oil injection chamber, and a piston. The brake spring pushes the piston, and the piston pushes the brake pads to clamp the brake disc, achieving wheel braking. It provides very strong braking force to the transport vehicle to ensure it does not move arbitrarily, facilitating the loading and unloading of tracked excavators, improving the safety performance and working efficiency of the transport vehicle. It adopts disc brakes, providing high braking force. The braking capacity is increased by expanding the number of brakes, providing sufficient braking force even when the transport vehicle's weight exceeds 100 tons. It is particularly suitable for transport vehicles weighing over 100 tons, and the braking force can be multiplied by the number of brakes, with an extremely high upper limit. When the transport vehicle is not working or when vehicles need to be loaded or unloaded, this utility model provides braking force to ensure the transport vehicle does not move arbitrarily; once a vehicle needs to be loaded onto the transport vehicle, this utility model can automatically release the braking force.

[0022] 2. The brake of this utility model is equipped with an adjusting nut, which can be used to adjust the braking force of the brake.

[0023] 3. This utility model is equipped with an accumulator, which is an energy storage device in a hydraulic system. When the pressure in the system exceeds the set pressure, the hydraulic oil will be released into the accumulator to prevent the system from being damaged by excessive pressure. When the pressure is lower than the set pressure, the hydraulic oil will flow back into the system from the accumulator.

[0024] 4. This utility model includes a hydraulic valve block, whose accumulator interface is connected to the accumulator; its oil circuit pressure measuring interface is used to measure the initial pressure of the system and the pressure during system operation; its pressure relief valve is used to limit the maximum system pressure and to release air from the system; its first quick-connect interface and second quick-connect interface are used for oil filling or connecting other accessories; its manual valve is used to control whether the system is connected to the accumulator; and its system interface is used to connect to the entire system. By precisely controlling the flow direction, flow rate, and pressure of the oil, the hydraulic system can more accurately control various hydraulic actuators, thereby achieving complex control and automated operation. This precise control not only improves the safety of the system but also enhances its reliability and performance.

[0025] 5. The pedal and the drive shaft of this utility model are connected by an expansion sleeve, which makes it easy to adjust the initial angle of the pedal. Attached Figure Description

[0026] Figure 1 This is a three-dimensional structural diagram of the present utility model and the transfer vehicle.

[0027] Figure 2 This is a schematic side view of the structure of the present utility model and the transfer vehicle.

[0028] Figure 3 This is a schematic diagram of the brake structure of this utility model.

[0029] Figure 4 This is a three-dimensional structural diagram of the cam rocker arm mechanism of this utility model.

[0030] Figure 5 This is a schematic diagram of the hydraulic valve block structure of this utility model.

[0031] Figure 6 This is a schematic diagram of the braking torque of the brake of this utility model.

[0032] In the diagram: 1. Brake disc; 2. Brake; 3. Pressure supply cylinder; 4. Accumulator; 5. Hydraulic valve block; 6. Hydraulic pipeline; 7. Rocker arm; 8. Cam; 9. Drive shaft; 10. Pedal; 11. Adjusting nut; 12. Brake spring; 13. Piston; 14. Oil injection chamber; 15. Brake pad; 16. Spacer; 17. Graphite copper sleeve; 18. Bearing housing; 19. Expansion sleeve; 20. Accumulator interface; 21. Accumulator pressure test interface; 22. Oil circuit pressure test interface; 23. Pressure relief valve; 24. First quick-connect interface; 25. Manual valve; 26. System interface; 27. Second quick-connect interface. Detailed Implementation

[0033] The embodiments of this utility model are described in detail below. To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this utility model or its application or use. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0034] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0035] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can be fixed connections, detachable connections, or integral connections; they can be direct connections or indirect connections through an intermediate medium; and they can be internal connections between two components.

[0036] Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0037] In the description of this utility model, it should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this utility model. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0038] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps described in these embodiments do not limit the scope of this invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following drawings denote similar items; therefore, once an item is defined in one drawing, it need not be further discussed in subsequent drawings.

[0039] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore cannot be construed as limiting the scope of protection of this utility model.

[0040] like Figure 1-5 As shown, a parking brake system for a non-powered transport vehicle is described. In this embodiment, it is used for a 200-ton transport vehicle used to transport an excavator. The transport vehicle has wheels on both sides of its body. To facilitate the demonstration of the structure of this utility model, [details omitted]. Figure 1 The transfer vehicle only displays one side of the wheels. This utility model includes a brake disc 1, a brake 2, a pressure cylinder 3, an accumulator 4, a hydraulic valve block 5, and a reciprocating arc motion mechanism. The reciprocating arc motion mechanism adopts a cam rocker arm mechanism, which includes a rocker arm 7, a cam 8, a drive shaft 9, a pedal 10, a spacer 16, a graphite copper sleeve 17, a bearing seat 18, and an expansion sleeve 19.

[0041] Each transfer vehicle has two brakes 2 and one brake disc 1 on each side, for a total of four brakes 2 connected in parallel to the hydraulic line 6.

[0042] The brake disc 1 is a metal brake disc. The brake disc 1 is connected to the wheel rim of the transport vehicle by bolts through a steel pipe with a variable diameter. It rotates with the wheel. At the same time, the brake disc 1 is located between the brake pads 15 on both sides of the brake 2. When the brake is released, there is a gap of 0.25 mm to 0.75 mm between the brake disc 1 and the brake pads 15 on both sides. When braking, the brake pads 15 clamp the brake disc 1 so that the wheel cannot rotate.

[0043] like Figure 3 As shown, brake 2 is a hydraulic parking brake, including brake pads 15, brake spring 12, piston 13 and adjusting nut 11. The housing of brake 2 is fixed to the side of the vehicle body of the transport vehicle by bolts. The housing of brake 2 is provided with an oil filling chamber 14 and a spring chamber.

[0044] Piston 13 is installed inside the housing and is a bidirectional piston. One side of piston 13 is an oil injection chamber 14, and the other side is a spring chamber. The central piston rod on the oil injection chamber side extends to the outside of the housing and contacts the brake pad 15. In the braking state, the brake spring 12 pushes piston 13, causing the piston rod to press the brake pad 15 and clamp the brake disc 1 to complete braking. When hydraulic oil is filled into the oil injection chamber 14, piston 13 drives the piston rod to compress and move towards the brake spring 12 side, causing the brake pad 15 to leave the brake disc 1 and thus releasing the braking state. The braking force of the brake can be adjusted by adjusting nut 11. The braking torque of the brake can be adjusted from 2000 Nm to 7000 Nm depending on the diameter of the brake disc, and the braking force can be increased exponentially by increasing the number of brakes.

[0045] The pressure cylinder 3 is a single-acting cylinder with only one oil port. The working oil can only enter the rodless chamber, and the oil port is connected to the hydraulic pipeline 6.

[0046] like Figure 1 , 4 As shown, the cam rocker arm mechanism includes a rocker arm 7, a cam 8, a drive shaft 9, a pedal 10, a spacer 16, a graphite copper sleeve 17, a bearing seat 18, and an expansion sleeve 19. The pedal 10 is an arc-shaped plate, its top end fixed to the bottom surface of the transfer vehicle body. The expansion sleeve 19 is fixed to the bottom end of the pedal 10. The pedal 10 and drive shaft 9 are connected by the expansion sleeve 19 to facilitate adjustment of the initial angle of the pedal 10. To ensure strength and reduce the rotational resistance of the drive shaft 9, the drive shaft 9 is connected to the bearing seat 18 by the graphite copper sleeve 17. The bearing seat 18 is fixed to the body of the transfer vehicle by bolts. The cam 8 and drive shaft 9 are connected by a 180-degree double key and axially positioned by the spacer 16. The cylinder rod end of the pressure cylinder 3 is connected to the top end of the rocker arm 7 via a pin. The rocker arm 7 is hinged to the body of the transfer vehicle, and its bottom surface contacts the cam 8. The pedal 10 drives the drive shaft 9 to rotate, which in turn drives the cam 8 to rotate. The cam 8 drives the rocker arm 7 to swing, which in turn drives the cylinder rod of the pressure cylinder 3 to rise and fall.

[0047] This utility model includes an accumulator 4, which is connected to the pressure cylinder 3 via a pipeline. The accumulator 4 is an energy storage device in the hydraulic system. When the pressure in the system exceeds the set pressure, hydraulic oil is released into the accumulator to prevent excessive pressure from damaging the system. When the pressure is lower than the set pressure, the hydraulic oil flows back into the system through the accumulator.

[0048] like Figure 5 As shown, the hydraulic valve block 5 has an accumulator interface 20, an accumulator pressure measurement interface 21, an oil circuit pressure measurement interface 22, a pressure relief valve 23, a first quick-connect interface 24, and a second quick-connect interface 25 on its body. The accumulator interface 20 is connected to the accumulator 4. Inside the hydraulic valve block body, the accumulator interface 20 is connected to the accumulator pressure measurement interface 21 and the left end of the manual valve 25, used to measure the pressure inside the accumulator. The oil circuit pressure measurement interface 22 is connected to the system interface 26, the pressure relief valve 23, the first quick-connect interface 24, the right end of the manual valve 25, the system interface 26, and the second quick-connect interface 27 inside the hydraulic valve block 5. The oil circuit pressure measurement interface 22 is used to measure the initial system pressure and the pressure during system operation. The pressure relief valve 23 is used to limit the maximum system pressure and to release system air. The first quick-connect interface 24 and the second quick-connect interface 27 are used for oil filling or connecting other accessories. The manual valve 25 is used to control whether the system is connected to the accumulator 4, and the system interface 26 is used to connect to the entire hydraulic system. By precisely controlling the flow direction, volume, and pressure of the hydraulic fluid, the hydraulic system can more accurately control various hydraulic actuators, thereby achieving complex control and automated operations. This precise control not only improves system safety but also enhances system reliability and performance.

[0049] like Figure 6 As shown, on the 460mm diameter brake disc 1 of the 200-ton transport vehicle, a single brake 2 can generate approximately 4700 Nm of braking torque. The 200-ton transport vehicle weighs approximately 17000 kg, and when stopped on a 5-degree slope, its own weight generates a sliding force of approximately 14000 N. With a tire diameter of 1.67 meters, approximately 11690 Nm of braking torque is needed to prevent the transport vehicle from moving. A single transport vehicle equipped with four brakes 2 can provide a total of 18800 Nm of braking torque, sufficient to control the transport vehicle from rolling away. If the front side of the transport vehicle is in contact with the ground when placed, it will also generate a certain amount of friction, allowing it to stop on even steeper slopes. The number of brakes 2 can be increased to further increase braking force. Similarly, when loading an excavator, the braking system of this invention, with two transport vehicles and eight brakes 2, can provide a total of 45000 N of braking force, ensuring the stability of the transport vehicle during the excavator loading process.

[0050] like Figure 1 , Figure 2 As shown, the working principle and process of this utility model are as follows:

[0051] When the transport vehicle is not in operation, under the elastic force of the brake spring 12 of this utility model, the piston 13 presses the hydraulic oil in the oil injection chamber 14 back to the pressure supply cylinder 3. At the same time, the piston 13 pushes the brake pad 15 to clamp the brake disc 1 and lock the wheel. This utility model brakes the transport vehicle.

[0052] When the excavator is mounted on the transport vehicle, its tracks press against the upper surface of the vehicle body, causing the vehicle body to rotate clockwise. This rotation of the pedal 10 drives the drive shaft 9 and cam 8 to rotate clockwise. Cam 8 drives the rocker arm 7 to push the cylinder rod of the pressure cylinder 3 upwards, compressing the cylinder. The hydraulic oil inside the pressure cylinder 3 is forced into the hydraulic line 6 and ultimately into the oil filling chamber 14 of the brake 2. The hydraulic oil pushes the piston 13 to compress the brake spring 12, causing the brake pads 15 to release the brake disc 1, allowing the wheels to rotate. Once the excavator is fully mounted on the transport vehicle, it can be transported by towing the transport vehicle.

[0053] When the excavator dismounts, as the tracks leave pedal 10, brake spring 12 pushes piston 13 to pressurize hydraulic oil in injection chamber 14 back into pressure cylinder 3. Simultaneously, piston 13 pushes brake pads 15 to clamp brake disc 1, locking the wheels. Hydraulic oil enters pressure cylinder 3, causing cylinder rod 3 to extend and push rocker arm 7. Rocker arm 7 pushes cam 8, which in turn drives drive shaft 9 and pedal 10 back to their initial positions.

[0054] When the brake is released, the pressure in the entire hydraulic system will reach 14 to 18 MPa and will be maintained throughout the transfer process. At this time, some hydraulic oil should enter the accumulator 4. In this way, when the system oil is missing or the system pressure is insufficient, the oil in the accumulator 4 will replenish the system oil, preventing the transfer vehicle from being in danger due to sudden loss of system pressure during the transfer process.

[0055] This invention provides a very strong braking force for the transfer vehicle, ensuring it does not move arbitrarily. It facilitates loading and unloading of tracked excavators, improving the safety and working efficiency of the transfer vehicle. Employing disc brakes, it offers high braking force, and the braking capacity is further enhanced by increasing the number of brakes. Even when the transfer vehicle's weight exceeds 100 tons, it provides sufficient braking force. It is particularly suitable for transfer vehicles weighing over 100 tons, and the braking force can be multiplied by the number of brakes, with an extremely high upper limit.

[0056] The above description is only a part of the specific embodiments of this utility model. The protection scope of this utility model is not limited thereto. Any equivalent substitutions or changes made by those skilled in the art within the technical scope disclosed in this utility model, based on the technical solution and utility model concept of this utility model, should be included within the protection scope of this utility model.

Claims

1. A parking brake system for a non-powered transport vehicle, characterized in that: it comprises a brake disc, a brake, a pressure supply cylinder and a reciprocating arc motion mechanism; the brake disc is fixed to the wheel rim of the transport vehicle and rotates with the wheel; the brake comprises brake pads, brake springs, an oil injection cavity and a piston, the brake pads are located on both sides of the brake disc, and the pressure supply cylinder is connected to the oil injection cavity through a pipeline; one end of the reciprocating arc motion mechanism is connected to the pressure supply cylinder, and the other end is connected to the vehicle body of the transport vehicle; the brake spring pushes the piston, the piston pushes the brake pad to clamp the brake disc, and the wheel is braked; the vehicle body of the transport vehicle drives the reciprocating arc motion mechanism to compress the pressure supply cylinder, hydraulic oil is injected into the oil injection cavity, the piston is compressed to compress the brake spring, the brake pad is released from the brake disc, and the wheel is unbraked.

2. The parking brake system for a non-powered transport vehicle according to claim 1, characterized in that: the brake further comprises an adjusting nut, the adjusting nut is threadedly connected to the piston, and is used to adjust the braking force of the brake.

3. The parking brake system for a non-powered transport vehicle according to claim 1, characterized in that: the pressure supply cylinder is a single-acting cylinder, has only one oil port, and the working oil can only enter the rodless cavity.

4. The parking brake system for a non-powered transport vehicle according to claim 1, characterized in that: the reciprocating arc motion mechanism is a cam swing lever mechanism.

5. The parking brake system for a non-powered transport vehicle according to claim 4, characterized in that: the cam swing lever mechanism comprises a swing lever, a cam, a transmission shaft and a pedal; the swing lever is hinged to the vehicle body of the transport vehicle, one end of the swing lever is hinged to the piston rod of the pressure supply cylinder, and the other end of the swing lever is in contact with the cam; the cam is installed on the transmission shaft, the transmission shaft is hinged to the vehicle body of the transport vehicle, one end of the pedal is fixed to the vehicle body of the transport vehicle, and the other end of the pedal is sleeved on the transmission shaft; the vehicle body drives the transmission shaft to rotate through the pedal, and then drives the cam to rotate, the cam drives the swing lever to rotate, and the swing lever drives the piston rod of the pressure supply cylinder.

6. The parking brake system for a non-powered transport vehicle according to claim 5, characterized in that: the pedal and the transmission shaft are connected through an expansion sleeve.

7. The parking brake system for a non-powered transport vehicle according to claim 5, characterized in that: the cam and the transmission shaft are connected by two keys, the two keys are arranged at positions 180° apart on the circumference of the transmission shaft, and are axially fixed by a spacer sleeve.

8. The parking brake system for a non-powered transport vehicle according to claim 1, characterized in that: it further comprises an accumulator, and the accumulator is connected to the pipeline of the pressure supply cylinder.

9. The parking brake system for a non-powered transport vehicle according to claim 8, characterized in that: it further comprises a hydraulic valve block, and the hydraulic valve block is connected to the pipeline of the accumulator and the pressure supply cylinder.

10. The parking brake system for a non-powered transport vehicle according to claim 9, characterized in that: the hydraulic valve block is provided with an accumulator interface, an accumulator pressure measuring interface, an oil line pressure measuring interface, a pressure relief valve, a first quick plug interface, a manual valve, a system interface and a second quick plug interface.

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