CN114655181B - Brake control valve group, double-pipeline trailer braking system and trailer - Google Patents
Brake control valve group, double-pipeline trailer braking system and trailer Download PDFInfo
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- CN114655181B CN114655181B CN202210393753.8A CN202210393753A CN114655181B CN 114655181 B CN114655181 B CN 114655181B CN 202210393753 A CN202210393753 A CN 202210393753A CN 114655181 B CN114655181 B CN 114655181B
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- 238000007789 sealing Methods 0.000 claims description 42
- 238000004891 communication Methods 0.000 claims description 4
- 230000009977 dual effect Effects 0.000 claims 1
- 230000004044 response Effects 0.000 abstract description 5
- 239000007789 gas Substances 0.000 description 7
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000008707 rearrangement Effects 0.000 description 1
- 238000011946 reduction process Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention belongs to the technical field of vehicle braking control, and discloses a braking control valve group, a double-pipeline trailer braking system and a trailer. According to the invention, the response speed of the braking system for braking can be improved when the braking control air path leaks, so that the safety is improved.
Description
Technical Field
The invention relates to the technical field of vehicle braking control, in particular to a braking control valve group, a double-pipeline trailer braking system and a trailer.
Background
Trailers are an important category of road transport, usually towed by a tractor, which itself has no power drive. Because the weight of the goods loaded by the trailer is large, when a driver steps on a brake pedal, the tractor and the trailer can be braked together, so that the tractor and the trailer can be braked rapidly.
The braking system of the tractor and the trailer usually adopts a pneumatic braking system, and if the pneumatic braking system has the phenomena of air leakage and air pipe fracture due to poor working conditions of the tractor and the trailer, the emergency relay valve positioned on the trailer can brake the braking system of the trailer so as to avoid the situation that the trailer cannot brake due to air leakage or air pipe fracture.
In order to facilitate control of a trailer brake system, in the prior art, a dual-pipeline trailer brake system is generally adopted, and when a brake air inlet air channel of the dual-pipeline trailer brake system leaks air or a pipeline breaks, a brake control air channel can provide a control air pressure so that an air source can ventilate a brake of the trailer to enable braking; when the air pressure of the brake air inlet channel is reduced to the atmospheric pressure, the emergency relay valve can enable a braking system of the trailer to brake.
Therefore, there is a need to solve the above problems.
Disclosure of Invention
The invention aims to provide a brake control valve group, a double-pipeline trailer brake system and a trailer, so as to solve the problem that the brake response speed is low due to air leakage or air pipe fracture of a brake control air circuit of the existing double-pipeline trailer brake system.
To achieve the object, the present invention provides a brake control valve set provided in a trailer brake system including a service brake circuit, a brake air intake passage, a brake control air passage, and a first control signal for generating a first control signal depending from the service brake circuit according to a driver's wish, the brake control valve set comprising:
the first control valve comprises a first passage and a first control unit for switching on and off the first passage, a first port and a second port which are communicated by the first passage are respectively connected with an air source and the brake air inlet passage, and can receive the first control signal and enable the first control unit to close the first passage when the preset pressure corresponding to the first control signal is greater than the air pressure in the first passage; and
The second control valve comprises a second passage and a second control unit for switching on and off the second passage, a third port and a fourth port which are communicated with the second passage are respectively connected with the first passage and the brake control air passage, the fourth port is communicated with the brake air inlet passage, the second control valve can receive the first control signal and enable the second control unit to be communicated with the second passage, the brake air inlet passage and the brake control air passage, so that a loop disconnected with the air source is formed.
Preferably, the first control valve includes a sealing chamber and a fifth port, the first control unit is a piston located in the sealing chamber, the sealing chamber is divided by the piston to form a first sealing chamber and a second sealing chamber, the first passage is communicated with the first sealing chamber, the fifth port is communicated with the second sealing chamber and can be communicated with the air source, the air source can provide preset air pressure corresponding to the preset pressure for the second sealing chamber, and the first control signal is a pneumatic control signal or an electric signal.
Preferably, the fifth port is communicated with the second sealing chamber and is communicated with the service brake loop, the service brake loop can provide the preset air pressure for the second sealing chamber, and the first control signal is a pneumatic control signal.
Preferably, the service brake circuit comprises a front service brake circuit and a rear service brake circuit, and the first control signal is subordinate to the front service brake circuit.
Preferably, the second control valve is further configured to receive a second control signal, and to enable the second passage to communicate with the brake control air passage and the brake air intake air passage, wherein the second control signal is a brake signal generated by the rear service brake circuit.
Preferably, the second control valve is further configured to receive a third control signal, and enable the second passage to communicate with the brake control air passage and the brake air intake air passage, and the third control signal is a parking brake signal.
Preferably, the second control valve may further receive a fourth control signal, and may enable the second passage to communicate with the brake control air passage and the brake air intake air passage, where the fourth control signal is a forced intervention signal output by a driving anti-slip system located outside.
Preferably, an overflow valve is disposed in the second passage, and the third port and the fourth port are connected to an input end and an output end of the overflow valve, respectively.
The invention also provides a dual-circuit trailer brake system comprising a brake control valve bank as described above.
The invention also provides a trailer comprising a brake control valve set as described above.
The invention has the beneficial effects that: when a driver steps on a brake pedal to brake the trailer, the first control valve and the second control valve both receive the first control signal, the first control unit can have a trend of closing the first passage with preset pressure, and when the brake control air passage leaks or the air pipe breaks, the air pressure in the first passage communicated with the brake control air passage is reduced due to the leakage of the brake control air passage, so that the air pressure in the first passage is smaller than the preset pressure, the first control unit closes the first passage, the second passage, the brake air inlet air passage and the brake control air passage form a loop disconnected with an air source, compressed air in the brake air inlet air passage is quickly leaked by the brake control air passage, the pressure in the brake air inlet air passage is quickly reduced to atmospheric pressure, the response speed of a brake system of the trailer can be continuously braked by the emergency relay valve is improved, and the safety of the brake system of the double-pipe trailer is further improved.
Drawings
FIG. 1 is a schematic air circuit diagram of a brake control valve set in a dual-circuit trailer brake system provided by an embodiment of the present invention;
fig. 2 is a schematic structural view of the brake control valve group of fig. 1.
In the figure:
1. a brake control air path; 2. a brake air inlet passage;
3. a brake control valve bank; 31. a first control valve; 311. a first passage; 3111. a first port; 3112. a second port; 3113. a fifth port; 32. a second control valve; 321. a second passage; 3211. a third port; 3212. a fourth port;
4. a gas source;
51. a front service brake circuit; 52. a rear service brake circuit; 53. a parking brake circuit;
6. driving an anti-skid system; 61. ASR brake pressure regulator;
7. a controller;
81. the first connecting air circuit; 82. the second connecting air circuit; 821. a first branch; 822. a second branch; 83. the third connecting air path; 84. a fourth connecting air path; 841. a third branch; 842. a fourth branch; 85. fifth connecting gas circuit; 86. a sixth connecting air path; 87. seventh connecting air path; 88. eighth connection gas circuit.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
In the prior art, in order to improve the safety performance of the trailer braking system, the trailer braking system generally adopts a double-pipeline trailer braking system, and when a brake air inlet air channel of the double-pipeline trailer braking system leaks air or a pipeline breaks, a brake control air channel can provide a control air pressure, so that an air source ventilates to a brake air chamber of the trailer to be braked; when the air leakage of the brake control air path or the pipeline is broken, the air pressure of the brake air inlet air path leaks from the air leakage part or the pipeline breakage part of the brake control air path, and when the air pressure of the brake air inlet air path is reduced to the atmospheric pressure, the emergency relay valve can brake a brake system of the trailer, and the response speed of the brake system is low due to the fact that the air pressure reduction process of the brake air inlet air path is slower, so that safety accidents are easy to occur.
In order to solve the above-mentioned problems, as shown in fig. 1 and 2, the present embodiment provides a dual-pipeline trailer braking system, which includes a service brake loop, a brake control air path 1, a brake air inlet air path 2, a brake control valve set 3 and a first control signal, wherein the first control signal is generated according to the wish of a driver and is subordinate to the service brake loop, the brake control valve set 3 is arranged between an air source 4 and the brake control air path 1 and the brake air inlet air path 2, the air source 4 is connected to the input end of the brake control valve set 3, the brake control air path 1 and the brake air inlet air path 2 are both connected to the output end of the brake control valve set 3, and the brake control air path 1 can control the on-off between compressed air in the brake air inlet air path 2 and a brake chamber of a brake so as to control the brake to brake.
The brake control valve group 3 includes a first control valve 31 and a second control valve 32, the first control valve 31 includes a first passage 311 and a first control unit for opening and closing the first passage 311, a first port 3111 and a second port 3112 of the first passage 311 are respectively connected to the air source 4 and the brake air intake passage 2, the first control valve 31 is capable of receiving a first control signal and enabling the first control unit to open the first passage 311 when a preset pressure corresponding to the first control signal is smaller than an air pressure in the first passage 311, the second control valve 32 includes a second passage 321 and a second control unit for opening and closing the second passage 321, a third port 3211 and a fourth port 3212 of the second passage 321 are respectively connected to the second port 3112 and the brake air intake passage 1, and the fourth port 3212 is communicated to the brake air intake passage 2, and the second control valve 32 is capable of receiving the first control signal and enabling the second control unit to communicate the second passage 321, the brake air intake passage 2 and the brake air intake passage 1 to form a circuit disconnected from the air source 4.
When the trailer is in a normal running state, the first port 3111 and the second port 3112 are communicated by the first passage 311, the second passage 321 disconnects the third port 3211 and the fourth port 3212, compressed air provided by the air source 4 can continuously enter the brake air inlet passage 2 through the first passage 311, so that the brake air inlet passage 2 is kept at a certain pressure, compressed air cannot enter the brake control air passage 1 through the second passage 321, and as compressed air does not enter the brake control air passage 1, compressed air does not enter the brake air chamber of the brake, and the brake does not work; when a driver brakes a trailer by stepping on a brake pedal, a service brake loop communicated with the brake pedal generates a first control signal, at the moment, the first control valve 31 and the second control valve 32 both receive the first control signal, the first control unit can have a trend of closing the first passage 311 with preset pressure, the preset pressure is leakage early warning pressure of the brake control air passage 1, when the brake control air passage 1 is in a normal state, the air pressure in the first passage 311 is greater than the preset pressure, the air pressure in the first passage 311 can offset the preset pressure of the first control unit, the first control unit is kept in communication with the first passage 311, the second control unit can be communicated with the second passage 321, the brake air inlet passage 2 and the brake control air passage 1, and compressed air entering the third port 3211 from the second port 3112 enters the brake control air passage 1 from the second passage 321, so that the compressed air in the brake air inlet passage 2 is led into a brake air chamber of a brake; when the brake control air passage 1 leaks or the air pipe breaks, the air pressure in the first passage 311 communicated with the brake control air passage 1 drops due to the leakage of the brake control air passage 1, and when the air pressure in the first passage 311 is smaller than the preset pressure, the first control unit closes the first passage 311, and at this time, the communicated second passage 321, the brake air inlet air passage 2 and the brake control air passage 1 form a loop disconnected from the air source 4, and compressed air in the brake air inlet air passage 2 is quickly leaked by the brake control air passage 1, so that the pressure in the brake air inlet air passage 2 drops to the atmospheric pressure, the emergency relay valve can continuously brake the brake system of the trailer, the response speed of the brake system, which can brake when the brake control air passage 1 breaks, is improved, and the safety of the double-pipeline trailer brake system is improved.
Preferably, the first control valve 31 includes a first sealing chamber and a fifth port 3113, the first control unit is a first piston located in the first sealing chamber, the first sealing chamber is divided by the first piston to form a first sealing chamber and a second sealing chamber, the first passage 311 is communicated with the first sealing chamber, the fifth port 3113 is communicated with the second sealing chamber and can be communicated with the air source 4, the air source 4 can provide a preset air pressure corresponding to a preset pressure for the second sealing chamber, and the first control signal can be a pneumatic control signal generated by a driver stepping on a foot brake or an electric signal generated by the driver pressing a button on an instrument desk, so that the driver can perform corresponding operation.
Further, the second control valve 32 may also receive a second control signal and a third control signal, and may enable the second passage 321 to communicate with the brake control air passage 1 and the brake air intake air passage 2, where the second control signal is a brake signal generated by the rear service brake circuit 52, and the third control signal is a parking brake signal.
Specifically, referring to fig. 2, in the present embodiment, the first control valve 31 is communicated with the air source 4 through a first connection air path 81, the first control valve 31 and the second control valve 32 are mutually communicated and connected to the brake air inlet air path 2 through a second connection air path 82, wherein the second connection air path 82 is communicated with the second port 3112 and is communicated with the brake air inlet air path 2 through a first branch 821, and is communicated with the third port 3211 of the second control valve 32 through a second branch 822, and the fourth port 3212 of the second control valve 32 is communicated with the brake air control path 1 through a third connection air path 83.
The service brake circuit comprises a front service brake circuit 51 and a rear service brake circuit 52, wherein the front service brake circuit 51 is a brake circuit on an axle of the trailer close to the front side, the rear service brake circuit 52 is a brake circuit on an axle of the trailer close to the rear side, and the air pressure of the service brake circuit and the number of the service brake circuit acting axles can be controlled according to the strength of a driver stepping on a pedal.
The front service brake circuit 51 is connected to the second control valve 32 by the fourth connection air path 84 and is connected to the first control valve 31 by the third branch 841, and the first control signal is a first pneumatic control signal belonging to the front service brake circuit 51 generated by the driver stepping on the brake pedal, and the first pneumatic control signal is connected to the fifth port 3113 by the fourth branch 842, so that the compressed air in the front service brake circuit 51 can be introduced into the second sealing chamber at a preset air pressure. The second control signal is a second pneumatic control signal generated by the rear service brake circuit 52 such that the second pneumatic control signal enables a brake located at an axle corresponding to the rear service brake circuit 52 to brake, and the third control signal generates a third pneumatic control signal for the driver to pull the manual brake rear parking brake circuit 53.
The second control valve 32 includes a second sealing chamber, a second piston located in the second sealing chamber, and an elastic member, where the second sealing chamber and the second piston can form a third sealing chamber, the third port 3211 and the fourth port 3212 are both disposed on a wall of the second sealing chamber, the second passage 321 is disposed on the second piston, and the second piston is further provided with a sixth port, a seventh port, and a third passage communicating the sixth port and the seventh port, the sixth port can be communicated with the third sealing chamber, the front service brake circuit 51 is communicated with the third sealing chamber by the third branch 841, the rear service brake circuit 52 is communicated with the third sealing chamber by the fifth connection air path 85, the parking brake circuit 53 is communicated with the third sealing chamber by the sixth connection air path 86, the first pneumatic control signal, the second pneumatic control signal, and the third pneumatic control signal are compressed gases at a certain pneumatic pressure, and when the compressed gases are not introduced into the third sealing chamber from the front service brake circuit 51, the rear service brake circuit 52, or the brake circuit 53, the elastic member pushes the fourth port 321 to the fourth port 3212, and the fourth port is disconnected from the fourth port 3211 to the seventh port at this time. When the compressed gas is introduced into the third sealing chamber from the front service brake circuit 51, the rear service brake circuit 52 or the parking brake circuit 53, the compressed gas in the third sealing chamber pushes the second piston to move, so that the second piston pushes against the pressing elastic member and moves the second piston to the abutting position, the second passage 321 is communicated with the third port 3211 and the fourth port 3212, and the seventh port can be communicated with the fourth port 3212, so that the third sealing chamber is communicated with the brake control air passage 1.
Further, in order to avoid that the wheels of the trailer are prevented from slipping during driving, so as to maintain the stability of the trailer during driving, the second control valve 32 can also receive a fourth control signal, and enable the second passage 321 to communicate with the brake control air passage 1 and the brake air intake air passage 2, where the fourth control signal is a forced intervention signal outputted by the driving anti-slip system 6 located outside.
Specifically, in this embodiment, the driving anti-slip system 6 includes an ASR brake pressure regulator 61 and a controller 7, where the controller 7 is electrically connected to the ASR brake pressure regulator 61 and is capable of sending an electrical signal to the ASR brake pressure regulator 61, the auxiliary air is communicated with the input end of the ASR brake pressure regulator 61 by an eighth connection air path 88, the output end of the ASR brake pressure regulator 61 is communicated with the third sealing chamber of the second control valve 32 by a seventh connection air path 87, the fourth control signal is a fourth pneumatic control signal, and the fourth pneumatic control signal is a compressed air at a certain air pressure that is introduced into the third sealing chamber after being converted by the ASR brake pressure regulator 61 according to the electrical signal transmitted by the receiving controller 7.
Further, in order to stabilize the air pressure of the compressed air flowing into the brake control air passage 1, an overflow valve is provided in the second passage 321, and the third port 3211 and the fourth port 3212 are connected to the input end and the output end of the overflow valve, respectively, so that the overflow valve stabilizes the air pressure flowing into the brake control air passage 1.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (10)
1. The utility model provides a braking control valves, sets up in trailer braking system, trailer braking system includes service braking return circuit, braking air inlet circuit (2), braking control gas circuit (1) and is used for according to the driver wish produce and belongs to the first control signal of service braking return circuit, its characterized in that, braking control valves includes:
the first control valve (31) comprises a first passage (311) and a first control unit for switching on and off the first passage (311), a first port (3111) and a second port (3112) which are communicated by the first passage (311) are respectively connected with an air source (4) and the brake air inlet channel (2), the first control valve (31) can receive the first control signal and can enable the first control unit to seal the first passage (311) when preset pressure corresponding to the first control signal is greater than air pressure in the first passage (311); and
A second control valve (32) including a second passage (321) and a second control unit for switching on and off the second passage (321), a third port (3211) and a fourth port (3212) which are communicated by the second passage (321) are respectively connected with the first passage (311) and the brake control air passage (1), and the fourth port (3212) is communicated with the brake air intake air passage (2), the second control valve (32) can receive the first control signal and can enable the second control unit to communicate with the second passage (321), the brake air intake air passage (2) and the brake control air passage (1) so as to form a loop disconnected from the air source (4);
the preset pressure is the leakage early warning pressure of the brake control air circuit (1);
when the brake control air passage (1) leaks or the air pipe breaks, the air pressure in the first passage (311) communicated with the brake control air passage (1) is reduced due to the leakage of the brake control air passage (1), and when the air pressure in the first passage (311) is smaller than the preset pressure, the first control unit closes the first passage (311), the second passage (321), the brake air inlet air passage (2) and the brake control air passage (1) which are communicated at the moment form a loop disconnected with the air source (4), and compressed air in the brake air inlet air passage (2) is quickly leaked by the brake control air passage (1), so that the pressure in the brake air inlet air passage (2) is quickly reduced to the atmospheric pressure, and the emergency relay valve can continuously brake a brake system of the trailer.
2. The brake control valve set according to claim 1, wherein the first control valve (31) comprises a sealing chamber and a fifth port (3113), the first control unit is a piston located in the sealing chamber, the sealing chamber is divided by the piston into a first sealing chamber and a second sealing chamber, the first passage (311) is communicated with the first sealing chamber, the fifth port (3113) is communicated with the second sealing chamber and is capable of being communicated with the air source (4), the air source (4) is capable of providing the second sealing chamber with a preset air pressure corresponding to the preset pressure, and the first control signal is a pneumatic control signal or an electrical signal.
3. The brake control valve set of claim 2, wherein the fifth port (3113) is in communication with the second seal chamber and with the service brake circuit, the service brake circuit being capable of providing the predetermined air pressure to the second seal chamber, the first control signal being a pneumatic control signal.
4. Brake control valve group according to claim 1, characterized in that said service brake circuits comprise a front service brake circuit (51) and a rear service brake circuit (52), said first control signal being subordinate to said front service brake circuit (51).
5. The brake control valve group according to claim 4, characterized in that the second control valve (32) is further capable of receiving a second control signal, which is a brake signal generated by the rear service brake circuit (52), and of placing the second passage (321) in communication with the brake control air circuit (1) and the brake air intake air circuit (2).
6. The brake control valve group according to claim 1, characterized in that the second control valve (32) is further capable of receiving a third control signal, which is a parking brake signal, and of communicating the second passage (321) with the brake control air passage (1) and the brake air intake passage (2).
7. Brake control valve group according to claim 1, characterized in that the second control valve (32) is also able to receive a fourth control signal, which is a forced intervention signal output by a driving anti-slip system (6) located outside, and to put the second passage (321) in communication with the brake control air circuit (1) and the brake air intake air circuit (2).
8. The brake control valve set according to claim 1, characterized in that an overflow valve is provided in the second passage (321), and the third port (3211) and the fourth port (3212) are connected to an input end and an output end of the overflow valve, respectively.
9. A dual circuit trailer brake system comprising a brake control valve bank as claimed in any one of claims 1 to 8.
10. A trailer comprising a brake control valve set as claimed in any one of claims 1 to 8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210393753.8A CN114655181B (en) | 2022-04-14 | 2022-04-14 | Brake control valve group, double-pipeline trailer braking system and trailer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210393753.8A CN114655181B (en) | 2022-04-14 | 2022-04-14 | Brake control valve group, double-pipeline trailer braking system and trailer |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114655181A CN114655181A (en) | 2022-06-24 |
| CN114655181B true CN114655181B (en) | 2023-07-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210393753.8A Active CN114655181B (en) | 2022-04-14 | 2022-04-14 | Brake control valve group, double-pipeline trailer braking system and trailer |
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Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN87208864U (en) * | 1987-06-03 | 1988-04-27 | 李正潮 | Air pressure safe valve and its control device for the tractor |
| ITTO20050498A1 (en) * | 2005-07-20 | 2007-01-21 | Knorr Bremse Systeme | PNEUMATIC SYSTEM FOR BRAKING A COMMERCIAL VEHICLE |
| CN104709261B (en) * | 2014-05-29 | 2017-06-30 | 湖北三江航天万山特种车辆有限公司 | Full trailor brakes and its braking method |
| DE102018114642A1 (en) * | 2018-06-19 | 2019-12-19 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Parking brake device for a motor vehicle |
| CN213228600U (en) * | 2020-06-05 | 2021-05-18 | 陕西重型汽车有限公司 | Main vehicle brake gas circuit system with trailer control gas circuit |
| CN112660084B (en) * | 2021-01-25 | 2022-03-18 | 郑州宇通重工有限公司 | Traction rod trailer braking system and traction rod trailer |
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2022
- 2022-04-14 CN CN202210393753.8A patent/CN114655181B/en active Active
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| CN114655181A (en) | 2022-06-24 |
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