A synchronous parking brake system for traction trains

Abstract

This utility model relates to a synchronous parking brake system for tractor trains. The tractor's air reservoir is connected to the tractor's parking hand valve, which is connected to the tractor's parking relay valve, which is connected to the tractor's parking brake air chamber. The trailer's air reservoir is connected to a two-position three-way solenoid valve, which is connected to a quick-release valve, which is connected to the air passage of the trailer's parking brake air chamber. The tractor's air reservoir and trailer's air reservoir are connected, and the tractor's parking hand valve and the two-position three-way solenoid valve are controlled by a chassis controller. This system allows the driver to operate the tractor's parking hand valve from the cab to simultaneously brake or release the parking brake on both the tractor and trailer, effectively reducing the workload of having to get out of the cab to operate the trailer's parking brake separately. It also avoids the risk of the trailer rolling away during uncoupling due to the trailer not being braked, further improving the braking safety of the tractor train.

Description

Technical Field

[0001] This utility model relates to the field of commercial vehicle braking technology, and in particular to a synchronous parking brake system for traction trains. Background Technology

[0002] The existing parking brake operation for tractor trains works as follows: After the vehicle decelerates and stops, the driver pulls up the tractor parking hand valve. The air inlet of the hand valve closes, and the air outlet is connected to the exhaust port, venting the gas in the tractor parking circuit to the atmosphere. The reduced air pressure in the tractor parking circuit causes the parking chamber spring to release, generating parking braking force, and the tractor stops stably. When the driver pulls up the tractor parking hand valve, the air pressure at the trailer hand valve outlet simultaneously decreases, controlling the air pressure at the trailer valve outlet to drop. The air pressure output from the yellow pipe of the trailer valve generates driving braking force on the trailer. At this time, the tractor train is in a parking brake state, and the trailer is in a driving brake state. After the vehicle stops stably, the driver gets out of the vehicle and manually operates the trailer parking circuit control button to close it. The gas in the trailer parking circuit is vented to the atmosphere, and the reduced air pressure in the parking circuit causes the parking spring to release, generating parking braking force, and the trailer stops. However, the existing tractor parking brake has the following drawbacks:

[0003] 1. In the existing technology, when the tractor and trailer apply the parking brake, the driver needs to operate the parking hand valve of the tractor and the parking control switch of the trailer respectively. The parking control switch of the trailer needs to be operated after stopping the vehicle and getting out of the vehicle, which is inconvenient.

[0004] 2. In the existing technology, when the tractor and trailer are in parking brake mode, if the driver forgets to operate the trailer parking control switch after getting off the vehicle, and the trailer yellow pipe is disconnected first when the tractor train is unloaded, the trailer will be temporarily without braking, and the vehicle will be at risk of rolling away, which poses a safety hazard. Utility Model Content

[0005] The purpose of this invention is to provide a synchronous parking brake system for traction trains, which can solve at least one of the above-mentioned technical problems.

[0006] This utility model is achieved using the following technical solution:

[0007] A synchronous parking brake system for a traction train includes: a parking hand valve for the traction vehicle, a chassis controller, a two-position three-way solenoid valve, a quick-release valve, a parking relay valve for the traction vehicle, a parking brake chamber for the traction vehicle, a parking brake chamber for the trailer, an air reservoir for the traction vehicle, and an air reservoir for the trailer.

[0008] The tractor's air reservoir is connected to the tractor's parking hand valve, which is connected to the tractor's parking relay valve, which is connected to the tractor's parking brake air chamber. The trailer's air reservoir is connected to the two-position three-way solenoid valve, which is connected to the quick-release valve, which is connected to the air circuit of the trailer's parking brake air chamber. The tractor's air reservoir is connected to the trailer's air reservoir, and the tractor's parking hand valve and the two-position three-way solenoid valve are controlled by the chassis controller.

[0009] In some embodiments, a trailer parking control switch is also included; the trailer parking control switch is provided between the trailer air tank and the two-position three-way solenoid valve.

[0010] In some embodiments, a gas connection spiral tube is also included; the tractor air tank and the trailer air tank are connected by the gas connection spiral tube.

[0011] In some embodiments, a gas source is also included; the gas source supplies gas to the air tank of the tractor.

[0012] In some embodiments, a wiring harness connecting spiral tube is also included; the chassis controller and the two-position three-way solenoid valve are connected via the wiring harness connecting spiral tube.

[0013] In some embodiments, the tractor parking hand valve is located in the tractor cab; the chassis controller, the tractor parking relay valve, the tractor parking brake air chamber, and the tractor air reservoir are located in the tractor chassis.

[0014] In some embodiments, the trailer parking control switch, the two-position three-way solenoid valve, the quick-release valve, the trailer parking brake chamber, and the trailer air tank are disposed on the trailer chassis.

[0015] The beneficial effects of the technical solution provided by this utility model are:

[0016] This utility model system enables the driver to operate the parking hand valve of the tractor in the cab to simultaneously engage or disengage the parking brakes of the tractor and trailer, effectively reducing the workload of having to get out of the vehicle to operate the trailer parking brake separately. At the same time, it avoids the risk of the trailer rolling away during uncoupling due to the trailer not being parked, further improving the braking safety of the tractor train.

[0017] In addition, unless otherwise specified, all aspects of this utility model technical solution can be implemented by conventional means in the field. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a system schematic diagram of the present invention.

[0020] In the diagram: 1. Tractor parking hand valve; 2. Air source; 3. Tractor air tank; 4. Chassis controller; 5. Tractor parking relay valve; 6. Tractor parking brake air chamber; 7. Air circuit connection spiral tube; 8. Wiring harness connection spiral tube; 9. Trailer air tank; 10. Trailer parking control switch; 11. Two-position three-way solenoid valve; 12. Quick release valve; 13. Trailer parking brake air chamber. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only some, not all, embodiments of this utility model, and are used merely to explain the present utility model. They are not intended to limit the present utility model based on the embodiments described herein. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0022] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "front," "rear," "vertical," "horizontal," "inner," "outer," "both ends," "both sides," "bottom," and "top," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the referred element must have a specific orientation or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," "upper-level," "lower-level," "main," and "secondary," etc., are used for descriptive purposes only and can be simply used to more clearly distinguish different components, and should not be construed as indicating or implying relative importance.

[0023] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0024] like Figure 1 As shown: A synchronous parking brake system for a traction train includes: a traction vehicle parking hand valve 1, a chassis controller 4, a two-position three-way solenoid valve 11, a quick-release valve 12, a traction vehicle parking relay valve 5, a traction vehicle parking brake air chamber 6, a trailer parking brake air chamber 13, a traction vehicle air reservoir 3, and a trailer air reservoir 9.

[0025] The tractor air tank 3 is connected to the tractor parking hand valve 1, the tractor parking hand valve 1 is connected to the tractor parking relay valve 5, and the tractor parking relay valve 5 is connected to the tractor parking brake air chamber 6; the trailer air tank 9 is connected to the two-position three-way solenoid valve 11, the two-position three-way solenoid valve 11 is connected to the quick-release valve 12, and the quick-release valve 12 is connected to the air circuit of the trailer parking brake air chamber 13; the tractor air tank 3 is connected to the trailer air tank 9, and the tractor parking hand valve 1 and the two-position three-way solenoid valve 11 are controlled by the chassis controller 4.

[0026] As described above, the tractor parking hand valve 1 serves as the triggering mechanism, the chassis controller 4, the two-position three-way solenoid valve 11, the quick-release valve 12, and the tractor parking relay valve 5 serve as the control mechanism, and the tractor parking brake air chamber 6 and the corresponding tractor parking brake, trailer parking brake air chamber 13 and the corresponding trailer parking brake serve as the actuators. The triggering mechanism sends a control command, which actuates the control mechanism to generate air pressure and electrical signals, thereby causing the actuators to operate and enabling the tractor train to simultaneously perform parking braking and parking release.

[0027] It also includes a trailer parking control switch 10; the trailer parking control switch 10 is installed between the trailer air tank 9 and the two-position three-way solenoid valve 11. Furthermore, the trailer parking control switch 10 also serves as a triggering mechanism. The trailer parking control switch 10 can independently trigger the trailer parking brake or release the parking brake.

[0028] It also includes an air connection spiral pipe 7; the tractor air tank 3 and the trailer air tank 9 are connected by the air connection spiral pipe 7.

[0029] It also includes gas source 2; gas source 2 supplies gas to the air storage tank 3 of the tractor.

[0030] It also includes a wiring harness connecting spiral tube 8; the chassis controller 4 and the two-position three-way solenoid valve 11 are connected by the wiring harness connecting spiral tube 8.

[0031] The tractor parking hand valve 1 is located in the tractor cab. The tractor parking hand valve 1 is operated by the driver to trigger the parking brake or release of the tractor train. The tractor parking hand valve 1 transmits a pneumatic signal to the tractor parking relay valve 5 to control the parking brake and release of the tractor. At the same time, the tractor parking hand valve 1 transmits an electrical signal to the chassis controller 4 to control the parking brake and release of the trailer.

[0032] The chassis controller 4, the tractor parking relay valve 5, the tractor parking brake chamber 6, and the tractor air reservoir 3 are located on the tractor chassis. The chassis controller 4 receives trigger and release signals from the tractor parking hand valve 1. Based on certain logic, the chassis controller 4 sends open or close commands to the two-position three-way solenoid valve 11. Simultaneously, the controller receives communication signals between the trailer and the tractor, determines the connection status of the tractor train, and controls the tractor train to park or release in a synchronized manner. The tractor parking relay valve 5 receives the air pressure signal transmitted from the tractor parking hand valve 1 to control the inflation and deflation of the parking circuit. The tractor parking brake chamber 6 and the corresponding tractor parking brake receive the air pressure signal transmitted from the parking relay valve, causing the chamber and brake to generate braking force or release braking force.

[0033] The trailer parking control switch 10, two-position three-way solenoid valve 11, quick-release valve 12, trailer parking brake chamber 13, and trailer air tank 9 are installed on the trailer chassis. The trailer parking control switch 10 is operated by the driver after exiting the vehicle, independently triggering the trailer parking brake or releasing the parking position. The trailer parking control switch 10 transmits an air pressure signal to the quick-release valve 12 to control the trailer parking brake and release. The two-position three-way solenoid valve 11, installed on the trailer chassis, receives an electrical signal from the chassis controller 4 to open or close the solenoid valve. The two-position three-way solenoid valve 11 has a memory function, retaining its current state after the control signal is disconnected. The quick-release valve 12, installed on the trailer chassis, receives an air pressure signal from the two-position three-way solenoid valve 11 or the trailer parking control switch 10 to inflate and deflate the quick-release valve. The trailer parking brake chamber 13 and the corresponding trailer parking brake receive an air pressure signal from the quick-release valve to generate or release braking force in the chamber and brake.

[0034] The specific methods for the synchronous parking brake and release of the traction train in the above system are as follows:

[0035] Synchronous parking brake method for tractor trains: The driver operates the tractor parking hand valve 1, which outputs a pneumatic signal to control the tractor parking relay valve 5 to vent, expelling the compressed gas in the tractor parking brake chamber 6, causing the parking chamber spring to release and generate thrust. The chamber push rod acts on the tractor parking brake to generate braking force, at which point the tractor is in a parked state. Simultaneously, the tractor parking hand valve 1 outputs an electrical signal to the chassis controller 4. The chassis controller 4 sends a control signal to the two-position three-way solenoid valve 11 according to certain logic, causing the two-position three-way solenoid valve 11 to vent, expelling the compressed gas in the trailer parking brake chamber 13, causing the parking chamber spring to release and generate thrust. The chamber push rod acts on the trailer parking brake to generate braking force, at which point the trailer is in a parked state.

[0036] Synchronous parking release method for tractor trains: The driver operates the tractor parking hand valve 1, which outputs a pneumatic signal to control the tractor parking relay valve 5 to inflate. This causes compressed gas to fill the parking air chamber of the tractor, compressing the parking air chamber spring and releasing the force of the air chamber push rod. At this time, the tractor is in the parking released state. Simultaneously, the tractor parking hand valve 1 outputs an electrical signal to the chassis controller 4. The chassis controller 4 sends a control signal to the two-position three-way solenoid valve 11 according to certain logic, causing the two-position three-way solenoid valve 11 to inflate. This causes compressed gas to fill the trailer parking brake air chamber 13, compressing the parking air chamber spring and releasing the force of the air chamber push rod. At this time, the trailer is in the parking released state.

[0037] The above are merely some embodiments of this utility model, used only to illustrate the technical solution of this utility model, and not to limit it. It should be understood that those skilled in the art can make improvements or substitutions based on the above description without departing from the inventive concept of this utility model, and all such improvements and substitutions should fall within the protection scope of the appended claims of this utility model. In this case, all details can be replaced by equivalent elements, and the materials, shapes and sizes can also be arbitrary.

Claims

1. A synchronous parking brake system for traction trains, characterized in that, include: Tractor parking hand valve (1), chassis controller (4), two-position three-way solenoid valve (11), quick release valve (12), tractor parking relay valve (5), tractor parking brake chamber (6), trailer parking brake chamber (13), tractor air tank (3), trailer air tank (9); The tractor air tank (3) is connected to the tractor parking hand valve (1), the tractor parking hand valve (1) is connected to the tractor parking relay valve (5), and the tractor parking relay valve (5) is connected to the tractor parking brake air chamber (6); the trailer air tank (9) is connected to the two-position three-way solenoid valve (11), the two-position three-way solenoid valve (11) is connected to the quick-release valve (12), and the quick-release valve (12) is connected to the air circuit of the trailer parking brake air chamber (13); the tractor air tank (3) is connected to the trailer air tank (9), and the tractor parking hand valve (1) and the two-position three-way solenoid valve (11) are controlled by the chassis controller (4).

2. The synchronous parking brake system for traction trains as described in claim 1, characterized in that, It also includes a trailer parking control switch (10); the trailer parking control switch (10) is provided between the trailer air tank (9) and the two-position three-way solenoid valve (11).

3. The synchronous parking brake system for traction trains as described in claim 1, characterized in that, It also includes an air connection spiral pipe (7); the tractor air tank (3) and the trailer air tank (9) are connected by the air connection spiral pipe (7).

4. The synchronous parking brake system for traction trains as described in claim 3, characterized in that, It also includes an air source (2); the air source (2) supplies air to the air tank (3) of the tractor.

5. The synchronous parking brake system for traction trains as described in claim 1, characterized in that, It also includes a wiring harness connecting spiral tube (8); the chassis controller (4) and the two-position three-way solenoid valve (11) are connected through the wiring harness connecting spiral tube (8).

6. The synchronous parking brake system for traction trains as described in claim 1, characterized in that, The tractor parking hand valve (1) is located in the tractor cab; the chassis controller (4), the tractor parking relay valve (5), the tractor parking brake air chamber (6), and the tractor air reservoir (3) are located in the tractor chassis.

7. The synchronous parking brake system for traction trains as described in claim 2, characterized in that, The trailer parking control switch (10), two-position three-way solenoid valve (11), quick-release valve (12), trailer parking brake air chamber (13) and trailer air tank (9) are located on the trailer chassis.

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