Automobile parking system

Abstract

A kind of automobile parking system, including air reservoir, double electromagnetic valve, double-way check valve, differential valve, relay valve, left gas chamber, right gas chamber and controller;Air reservoir connects the air inlet of double electromagnetic valve, the air outlet of first electromagnetic valve connects the air inlet of double-way check valve, the air outlet of double-way check valve is respectively connected with the control port of relay valve and the first control port of differential valve, the air outlet of relay valve is respectively connected with first service brake chamber and second service brake chamber;The air outlet of second electromagnetic valve connects the second control port of differential valve, the air outlet of differential valve is respectively connected with first parking brake chamber and second parking brake chamber;Air reservoir connects the air inlet of differential valve;Controller is connected with double electromagnetic valve.Compared with prior art, the utility model can avoid the brake force superposition of service brake and parking brake, to avoid damaging brake.Secondly, the respective execution of parking and temporary stop function can be realized, avoid temporary stop brake function acting on rear axle parking chamber, cause fatigue damage.

Description

Technical Field

[0001] This utility model relates to the field of automotive braking technology, specifically to an automotive parking system. Background Technology

[0002] With the development of new energy vehicles and intelligent driving technology, most car parking systems now use EPB (Electronic Parking Brake) systems, which operate on the following air circuit principle: Figure 1 As shown: When the AUTOHOLD function of EPB switch 101 is activated, and the brake master valve 102 is pressed until the vehicle comes to a complete stop, the temporary stop relay valve 103 operates for three seconds. Gas in the second air reservoir 104 enters the service brake chambers of the left air chamber 105 and the right air chamber 106 through the temporary stop relay valve 103, achieving temporary parking braking. If the temporary stop exceeds 2 minutes, it switches to parking brake. At this time, the air intake of the temporary stop relay valve 103 closes and the gas in the service brake chambers of the left air chamber 105 and the right air chamber 106 is emptied. The EPB module valve 107 operates, emptying the air in the parking chambers of the left air chamber 105 and the right air chamber 106, achieving parking braking. In the temporary parking state, the vehicle can be started normally by engaging a gear and pressing the accelerator to release the brake. At this time, the air intake of the temporary stop relay valve 103 is closed and the gas in the service brake chambers of the left air chamber 105 and the right air chamber 106 is emptied, and the service brake is released. When the vehicle enters the parking state, the brake master valve 102 pedal needs to be pressed and the P button of the EPB switch 101 needs to be pushed down. The air intake of the EPB module valve 107 is opened, and the gas in the first air reservoir 108 enters the parking chambers of the left air chamber 105 and the right air chamber 106 through the EPB module valve 107 to release the parking brake.

[0003] However, the above technology has at least the following technical problems: Since the air circuits of the EPB module valve and the temporary stop relay valve are independent, when the service brake and the parking brake are activated at the same time, the controller needs to make a logical judgment. This process has a time delay, which will cause the braking force to be superimposed and damage the brake. Summary of the Invention

[0004] This utility model provides a car parking system to solve the technical problem of damage to the brake due to superimposed braking force in existing car parking systems, thus achieving the desired technical effect.

[0005] To achieve the above objectives, the present invention adopts the following technical solution.

[0006] An automotive parking system includes an air reservoir, a dual solenoid valve, a dual-way check valve, a differential valve, a relay valve, a left air chamber, a right air chamber, and a controller;

[0007] The left air chamber includes a first service brake chamber and a first parking brake chamber; the right air chamber includes a second service brake chamber and a second parking brake chamber.

[0008] The dual solenoid valve includes a first solenoid valve and a second solenoid valve, both of which share the same air inlet and each have an air outlet.

[0009] The air storage cylinder is connected to the air inlet of the dual solenoid valve, the air outlet of the first solenoid valve is connected to one air inlet of the dual-way check valve, the air outlet of the dual-way check valve is connected to the control port of the relay valve and the first control port of the differential valve respectively, and the air outlet of the relay valve is connected to the first service brake chamber and the second service brake chamber respectively.

[0010] The outlet of the second solenoid valve is connected to the second control port of the differential valve, and the outlet of the differential valve is connected to the first parking brake chamber and the second parking brake chamber respectively.

[0011] The gas storage tank is connected to the air inlet of the differential valve;

[0012] The controller is connected to the dual solenoid valve and is used to control the on / off state of the first and second solenoid valves.

[0013] The above solution avoids the superposition of braking forces from the service brake and parking brake by setting a differential valve, thus preventing damage to the brakes. Secondly, by utilizing the feature that the two valve bodies in the dual solenoid valve can be controlled independently, the parking and temporary stop functions can be executed separately, preventing the temporary stop braking function from acting on the rear axle parking chamber and causing fatigue damage.

[0014] In some embodiments, a switching valve is provided between the air storage cylinder and the dual solenoid valve, and a manual control valve is provided between the air storage cylinder and the switching valve; when the switching valve is in a first state, it connects the air storage cylinder to the air inlet of the dual solenoid valve, and when it is in a second state, it connects the air storage cylinder to the second control port of the differential valve.

[0015] Therefore, the parking system's electronic and manual modes can be switched via a switching valve. When the switching valve is in the first state, the parking system enters electronic mode; when the switching valve is in the second state, the parking system enters manual mode, with the parking brake and its release controlled by a manual valve. Manual mode ensures safe and effective parking even in the event of electronic mode failure, reducing driving safety hazards. Furthermore, the manual valve is more in line with the driving habits of bus drivers, solving the problem of inconvenient operation of the EPB switch parking button, and contributing to driving safety.

[0016] In some embodiments, a pressure limiting valve is provided between the air storage tank and the air inlet of the differential valve.

[0017] In some embodiments, the other air inlet of the dual-way check valve is connected to the master brake valve. Thus, when the vehicle is braking, pressing the master brake valve pedal allows gas from the master brake valve to enter the control port of the relay valve through the other air inlet of the dual-way check valve, thereby applying rear axle service brakes.

[0018] This utility model has at least the following technical effects or advantages:

[0019] 1. By setting a differential valve, the braking forces of the service brake and the parking brake are avoided from being superimposed, thereby preventing damage to the brakes.

[0020] 2. By utilizing the feature that the two valve bodies in the dual solenoid valve can be controlled independently, the parking and temporary stop functions can be executed separately, avoiding the temporary stop braking function from acting on the rear axle parking chamber and causing fatigue damage.

[0021] 3. The parking system can be switched between electronic and manual modes via a switching valve; the manual mode ensures safe and effective parking even if the electronic mode fails, reducing driving safety hazards.

[0022] 4. The manual control valve is more in line with the driving habits of bus drivers, solves the problem of inconvenient operation of the EPB switch parking button, and is conducive to driving safety. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of an existing automotive electronic parking system;

[0024] Figure 2 This is a schematic diagram of the structure of a car parking system in one embodiment of the present invention. Detailed Implementation

[0025] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0026] See Figure 2 An automotive parking system includes an air reservoir 1, a dual solenoid valve 2, a dual-way check valve 3, a differential valve 4, a relay valve 5, a left air chamber 6, a right air chamber 7, and a controller 8. Wherein:

[0027] The left air chamber 6 includes a first service brake chamber 61 and a first parking brake chamber 62; the right air chamber 7 includes a second service brake chamber 71 and a second parking brake chamber 72.

[0028] The dual solenoid valve 2 includes a first solenoid valve and a second solenoid valve, both of which share a first air inlet 21. The first solenoid valve and the second solenoid valve each have an air outlet, namely, the first solenoid valve and the second solenoid valve's second air outlet 23.

[0029] The air reservoir 1 is connected to the first air inlet 21 of the double solenoid valve 2. The first air outlet 22 of the first solenoid valve is connected to the second air inlet 31 of the double-way check valve 3. The third air outlet 32 ​​of the double-way check valve 3 is connected to the control port 51 of the relay valve 5 and the first control port 41 of the differential valve 4. The fourth air outlet 52 of the relay valve 5 is connected to the first service brake chamber 61 and the second service brake chamber 71. Preferably, the third air inlet 33 of the double-way check valve 3 is connected to the master brake valve 9.

[0030] The second air outlet 23 of the second solenoid valve is connected to the second control port 42 of the differential valve 4, and the fifth air outlet 43 of the differential valve 4 is connected to the first parking brake chamber 62 and the second parking brake chamber 72 respectively; the air inlet 44 of the differential valve 4 is connected to the air reservoir 1.

[0031] The differential valve 4 is also provided with a first exhaust port 45, and the relay valve 5 is also provided with a second exhaust port 53.

[0032] The controller 8 is connected to the double solenoid valve 2 and is used to control the on / off state of the first solenoid valve and the second solenoid valve.

[0033] Preferably, a switching valve 10 is provided between the air reservoir 1 and the dual solenoid valve 2, and a manual control valve 11 is provided between the air reservoir 1 and the switching valve 10. When the switching valve 10 is in the first state, it connects the air reservoir 1 to the first air inlet 21 of the dual solenoid valve 2; when it is in the second state, it connects the air reservoir 1 to the second control port 42 of the differential valve 4. The switching valve 10 is used to switch between manual mode and electronic control mode, while the manual control valve 11 is used to manually control the opening and closing of the vehicle's parking brake.

[0034] Preferably, a pressure limiting valve 12 is provided between the air storage tank 1 and the air inlet 44 of the differential valve 4.

[0035] During operation, when the switching valve 10 is in the first state, it enters the electronic control mode. At this time, the air reservoir 1 is connected to the first air inlet 21 of the double solenoid valve 2. Gas flows from the air reservoir 1 through the double solenoid valve 2 and the double-way check valve 3 to the control port 51 of the relay valve 5, controlling the relay valve 5 to inflate the first service brake chamber 61 and the second service brake chamber 71, achieving temporary stopping. When the service brake is applied, the brake master valve 9 pedal is pressed, and the gas in the brake master valve 9 enters the control port 51 of the relay valve 5 through the third air inlet 33 of the double-way check valve 3, performing rear axle service brake.

[0036] Release of temporary parking brake: When the vehicle starts normally, engages gear and presses the accelerator, the controller 8 (EPB) controls the first solenoid valve to close, causing the second exhaust port 53 of the relay valve 5 to open, expelling the gas in the first service brake chamber 61 and the second service brake chamber 71, and the temporary parking brake is released.

[0037] When the brake pedal is pressed for a temporary stop for more than a set time, such as 3 seconds, the second solenoid valve closes, the gas entering the second control port 42 of the differential valve 4 through the second outlet 23 of the second solenoid valve is disconnected, the first exhaust port 45 of the differential valve 4 opens, and the gas in the first parking brake chamber 62 and the second parking brake chamber 72 is discharged, thus realizing parking braking.

[0038] To release the parking brake, press the master brake pedal 9. The controller 8 receives the pedal signal and first opens the first solenoid valve, activating the temporary stop function (air circuit as above). Due to the presence of the differential valve 4, there will be no superposition of braking forces. Then, the second solenoid valve opens, allowing the second outlet 23 of the second solenoid valve to enter the second control port 42 of the differential valve 4, inflating the first parking brake chamber 62 and the second parking brake chamber 72, thus releasing the parking brake. Because the temporary stop function is activated, it prevents the vehicle from rolling backwards. Then, engage gear and press the accelerator to start moving (same as temporary stop release).

[0039] In an emergency, the handle of the hand control valve 11 can be pulled up directly. At this time, the air intake of the double solenoid valve 2 is cut off, the second control port 42 of the differential valve 4 stops supplying air, and the first exhaust port 45 of the differential valve 4 is opened. The gas in the first parking brake chamber 62 and the second parking brake chamber 72 is discharged through the first exhaust port 45 of the differential valve 4 to achieve emergency parking.

[0040] When the switching valve 10 is in the second state, it enters manual mode. Manual mode is generally activated when the EPB fails or the vehicle is under maintenance to ensure safe parking. In this mode, the hand control valve 11 is directly connected to the second control port 42 of the differential valve 4, and the hand control valve 11 is disconnected from the double solenoid valve 2. Gas from the air reservoir 1 flows directly to the second control port 42 of the differential valve 4 via the hand control valve 11 and the switching valve 10, bypassing the double solenoid valve 2. In this mode, the vehicle's parking brake functions the same as in a conventional vehicle, requiring operation of the hand control valve 11. When the handle of the hand control valve 11 is pulled up, the gas flow from the air reservoir 1 to the differential valve 4 is disconnected, the first exhaust port 45 of the differential valve 4 opens, and gas is discharged from the first parking brake chamber 62 and the second parking brake chamber 72, thus achieving parking brake operation. When the handle of the hand control valve 11 is released, the gas in the air reservoir 1 flows through the hand control valve 11 to the second control port 42 of the differential valve 4, the first exhaust port 45 is closed, and air is supplied to the first parking brake chamber 62 and the second parking brake chamber 72 to release the parking brake.

[0041] Similarly, it should be understood that, in order to simplify this disclosure and aid in understanding one or more of the various aspects of the invention, in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof. However, this method of disclosure should not be interpreted as reflecting an intention that the claimed invention requires more features than expressly recited in each claim. Rather, as reflected in the claims, the inventive aspect lies in fewer than all features of a single foregoing disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of the invention.

[0042] Furthermore, those skilled in the art will understand that although some embodiments described herein include certain features included in other embodiments but not others, combinations of features from different embodiments are meant to be within the scope of this invention and form different embodiments.

[0043] As used herein, unless otherwise specified, the use of ordinal numbers such as “first,” “second,” “third,” etc., to describe ordinary objects merely indicates different instances of similar objects and is not intended to imply that the objects being described must have a given order in time, space, ordering, or any other manner.

[0044] Although the present invention has been described with reference to a limited number of embodiments, those skilled in the art will understand from the foregoing description that other embodiments are conceivable within the scope of the present invention described herein. Furthermore, it should be noted that the language used in this specification has been chosen primarily for readability and edibility purposes, and not for interpreting or limiting the subject matter of the invention. Therefore, many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the appended claims. Regarding the scope of the invention, the disclosure made is illustrative and not restrictive, and the scope of the invention is defined by the appended claims.

[0045] Finally, it should be noted that this utility model does not explain in detail the common knowledge recognized by those skilled in the art. The above description is only a specific embodiment of this utility model and is not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A car parking system, characterized in that: It includes an air tank, a double solenoid valve, a double-way check valve, a differential valve, a relay valve, a left air chamber, a right air chamber, and a controller; The left air chamber includes a first service brake chamber and a first parking brake chamber; the right air chamber includes a second service brake chamber and a second parking brake chamber. The dual solenoid valve includes a first solenoid valve and a second solenoid valve, both of which share the same air inlet and each have an air outlet. The air storage cylinder is connected to the air inlet of the dual solenoid valve, the air outlet of the first solenoid valve is connected to one air inlet of the dual-way check valve, the air outlet of the dual-way check valve is connected to the control port of the relay valve and the first control port of the differential valve respectively, and the air outlet of the relay valve is connected to the first service brake chamber and the second service brake chamber respectively. The outlet of the second solenoid valve is connected to the second control port of the differential valve, and the outlet of the differential valve is connected to the first parking brake chamber and the second parking brake chamber respectively. The gas storage tank is connected to the air inlet of the differential valve; The controller is connected to the dual solenoid valve and is used to control the on / off state of the first and second solenoid valves.

2. The vehicle parking system according to claim 1, characterized in that: A switching valve is provided between the air storage cylinder and the double solenoid valve, and a manual control valve is provided between the air storage cylinder and the switching valve; when the switching valve is in the first state, it connects the air storage cylinder to the air inlet of the double solenoid valve, and when it is in the second state, it connects the air storage cylinder to the second control port of the differential valve.

3. The vehicle parking system according to claim 1 or 2, characterized in that: A pressure limiting valve is provided between the gas storage tank and the air inlet of the differential valve.

4. The vehicle parking system according to claim 1 or 2, characterized in that: The other air inlet of the dual-way check valve is connected to the brake master valve.

Images