CN212353948U - Line-controlled brake system with hydraulic backup brake - Google Patents
Line-controlled brake system with hydraulic backup brake Download PDFInfo
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- CN212353948U CN212353948U CN202020473574.1U CN202020473574U CN212353948U CN 212353948 U CN212353948 U CN 212353948U CN 202020473574 U CN202020473574 U CN 202020473574U CN 212353948 U CN212353948 U CN 212353948U
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Abstract
The utility model discloses a line control brake system with hydraulic backup brake, which comprises a brake pedal and a brake main cylinder connected with the brake pedal, wherein the brake main cylinder is communicated with the wheel end brake of each running wheel through a hydraulic assembly so as to realize the hydraulic brake parking; the brake pedal is also provided with a pedal travel sensor, the pedal travel sensor is electrically connected with the central brake controller, and the central brake controller is connected with a torque motor in the wheel end brake to realize electric control brake parking. The beneficial effects of the utility model are mainly embodied in that: the utility model discloses not only can realize automatically controlled braking parking, can accomplish the brake performance through the hydraulic braking parking moreover under the condition that automatically controlled braking parking became invalid, simultaneously, utilize torque motor as the driving source, combine components such as planetary gear, sun gear to slow down and increase the torsion, whole structure and interior clutch blocks closely fuse, compact structure, occupation space is little, and the transmission is steady, light in weight, the drive power of output is big.
Description
Technical Field
The utility model relates to an automobile brake technical field particularly, especially relates to a line control braking system with backup braking of hydraulic pressure.
Background
Driving safety, energy saving and environmental protection are three important issues to be solved by the current automobile industry. With the development of society and the improvement of living standard of people, the number of automobiles owned by people is continuously increased, and people are interested in automobiles with high driving speed, so that the safety problem of automobiles is increasingly important. Whereas in automotive safety the braking problem is most critical. The automobile brake system is one of four major parts of an automobile chassis, has important significance for ensuring the running safety of an automobile, and needs to realize safe, stable and reliable functions.
Nowadays, in the automotive field, automotive electronic control technology has been widely applied, and such advanced technology is also gradually used in automotive brake systems, so that brake-by-wire can be implemented. The electronic control has the characteristics of high response speed, accurate braking force control, good controllability, high efficiency and the like. However, the single use of the electronic control brake system has a great disadvantage that the brake system of the automobile loses efficiency under the condition of electronic control failure, thereby bringing great hidden danger to driving safety.
SUMMERY OF THE UTILITY MODEL
The utility model aims at overcoming the not enough of prior art existence, provide a line control braking system with hydraulic pressure backup braking.
The purpose of the utility model is realized through the following technical scheme:
a line control brake system with hydraulic backup brake comprises a brake pedal and a brake master cylinder connected with the brake pedal, wherein the brake master cylinder is communicated with the wheel end brake of each driving wheel through a hydraulic assembly so as to realize hydraulic brake parking; the brake pedal is further provided with a pedal travel sensor, the pedal travel sensor is electrically connected with the central brake controller, and the central brake controller is connected with a torque motor in the wheel end brake to realize electric control brake parking.
Preferably, the hydraulic assembly at least comprises two switching solenoid valves, the inlet end of each switching solenoid valve is communicated with the brake master cylinder through a corresponding first internal oil path, the outlet end of each switching solenoid valve is connected to two throttle valves through corresponding second internal oil paths, and each throttle valve is connected to the wheel end through a brake oil pipe for braking.
Preferably, the switching electromagnetic valve is a two-position two-way electromagnetic directional valve.
Preferably, a bypass oil path is arranged on one of the first internal oil paths, and a pedal electromagnetic valve and a pedal simulator are sequentially arranged on the bypass oil path.
Preferably, the master cylinder is further provided with a liquid storage pot communicated with the master cylinder.
Preferably, the wheel end brake comprises a brake inlay and a piston arranged in the brake inlay, an inner friction block is fixedly connected to the piston, an outer friction block is fixedly arranged on the brake inlay, and the inner friction block and the outer friction block are matched with each other to clamp a brake disc between the inner friction block and the outer friction block; the piston can be driven to move relatively by the hydraulic assembly or the electric control brake assembly.
Preferably, an oil inlet hole is formed in the outer circumferential surface of the piston, and the oil inlet hole is communicated with the brake oil pipe.
Preferably, automatically controlled brake subassembly is at least including setting up planet carrier in the braking inlay, be connected with a ball screw through the parallel key on the planet carrier, the cover is equipped with one rather than being screw drive's ball nut on the ball screw, ball nut can drive piston axial displacement.
Preferably, the electronic control brake assembly further comprises a sun gear which is sleeved on the ball screw and is in clearance fit with the ball screw, a planetary gear which is meshed with the sun gear is arranged on one side of the sun gear, the inner ring of the planetary gear is connected with a planetary shaft through a deep groove ball bearing, and the planetary shaft and the planetary carrier are in interference fit; still be equipped with on the sun gear rather than be interference fit torque motor's rotor, the rotor pass through ball bearing with the braking inlay is connected.
Preferably, the rotor is further fixedly provided with a hall position sensor and a magnetic code disc.
The beneficial effects of the utility model are mainly embodied in that:
1. the utility model can not only realize the electric control brake parking, but also complete the brake performance through the hydraulic brake parking under the condition that the electric control brake parking is invalid;
2. the utility model uses the torque motor as a driving source, and combines elements such as a planetary gear, a sun gear and the like to reduce speed and increase torque, the whole structure is tightly fused with the inner friction block, the structure is compact, the occupied space is small, the transmission is stable, the weight is light, and the output driving force is large;
3. the utility model utilizes the switching electromagnetic valve and the pedal electromagnetic valve integrated in the hydraulic component to carry out the on-off combined work, and utilizes the throttle valve to carry out the throttle difference control on the flow, thereby realizing the wire control brake under the conventional working condition and the hydraulic backup brake under the electric fault working condition, and the hydraulic brake system is flexible, safe and reliable;
4. the output corner position of the torque motor is detected in real time by adopting a high-precision magnetic coded disc and a Hall position sensor, and closed-loop control is formed with a central brake controller, so that the accurate control of the braking process is ensured;
5. an oil inlet hole is formed in the outer circumferential surface of the piston, so that brake fluid can conveniently flow into the piston, hydraulic backup braking is realized, and the safety and reliability of a system are guaranteed;
6. the utility model utilizes the ball screw mechanism to realize the conversion between the rotary motion and the linear motion, so that the output of the braking force is stable and the efficiency is high, and the ball screw and the ball nut are driven by smooth steel balls, the friction force is small, the abrasion is low, and the service life of parts is long;
7. the utility model utilizes the pedal simulator integrated in the hydraulic component to provide the brake pedal feeling the same as the traditional brake for the driver in the on-line control process;
8. and each wheel end brake realizes independent control of corresponding running wheels, and the electric signal is used for independently controlling and adjusting the magnitude of the braking force, so that the real wire control brake of the vehicle chassis is realized.
Drawings
The technical scheme of the utility model is further explained by combining the attached drawings as follows:
FIG. 1: the structure of the utility model is shown schematically;
FIG. 2: the structure of the middle wheel end brake of the utility model is shown schematically;
FIG. 3: the utility model discloses well piston's stereogram.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. However, these embodiments are not limited to the present invention, and structural, method, or functional changes made by those skilled in the art according to these embodiments are all included in the scope of the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are used merely for convenience of description and for simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention. Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first," "second," etc. may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art through specific situations.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
As shown in fig. 1 to 3, the utility model discloses a line control braking system with hydraulic pressure backup braking, including brake pedal 1 and rather than the brake master cylinder 2 of being connected, be equipped with the stock solution kettle 8 rather than the intercommunication on the brake master cylinder 2, stock solution kettle 8 is used for saving brake fluid, is convenient for adjust in real time brake fluid in the brake master cylinder 2.
The design points of the utility model lie in: the brake pedal 1 is further provided with a pedal travel sensor 6, the pedal travel sensor 6 is electrically connected with a central brake controller 7, and the central brake controller 7 is connected with a torque motor 59 in the wheel end brake 5 to realize electric control brake parking.
Specifically, the wheel end brake 5 includes a brake inlay 51 and an outer friction block 511 fixed on the brake inlay 51. The brake inlay 51 is internally provided with a piston 52 which can be driven by an electric control brake component 53 to move axially, the piston 52 is fixedly connected with an inner friction block 521, and the inner friction block 521 and the outer friction block 511 can be mutually matched to clamp a brake disc between the inner friction block 521 and the outer friction block, so that the electric control brake parking is realized. Further, a rectangular open groove 512 is further formed in the brake inlay 51 and located right above the piston 52, a rectangular sealing ring 513 is arranged in the rectangular open groove 512 and always applies axial resilience to the piston 52, and after parking is completed, the rectangular sealing ring 513 applies axial resilience to the piston to enable the piston 52 to reset.
In the above, the electronically controlled brake assembly 53 at least includes the planet carrier 531 disposed in the brake inlay 51, the planet carrier 531 is connected with a ball screw 533 through a flat key 532, and the ball screw 533 and the brake inlay 51 are sealed by an O-ring and supported by a tapered roller bearing 539. The ball screw 533 is sleeved with a ball nut 534 in screw transmission therewith, and the ball nut 534 can drive the piston 52 to move axially. The electric control brake assembly 53 further comprises a sun gear 535 which is sleeved on the ball screw 533 and is in clearance fit with the ball screw 533, one side of the sun gear 535 is provided with a planetary gear 536 which is meshed with the sun gear 535, the inner ring of the planetary gear 536 is connected with a planetary shaft 538 through a deep groove ball bearing 537, and the planetary shaft 538 and the planetary carrier 531 are in interference fit; the sun gear 535 is also sleeved with a rotor 591 of the torque motor 59, which is in interference fit with the sun gear 535, and the rotor 591 is connected with the brake inlay 51 through a ball bearing 592. In the structure, the torque motor is used as a driving source, and is combined with elements such as a planetary gear, a sun gear and the like to reduce speed and increase torque, the whole structure is tightly fused with the inner friction block, the structure is compact, the occupied space is small, the transmission is stable, the weight is light, and the output driving force is large.
In the embodiment, a Hall position sensor 593 and a magnetic coded disc 594 are further fixedly arranged, the high-precision magnetic coded disc and the Hall position sensor are adopted, the output rotation angle position of the torque motor is detected in real time, closed-loop control is formed between the output rotation angle position of the torque motor and a central braking controller, and accurate control of a braking process is guaranteed.
The utility model discloses an another design point lies in: the master cylinder 2 is communicated with a wheel end brake 5 of each running wheel 4 through a hydraulic assembly 3 to achieve hydraulic brake parking. Specifically, the hydraulic assembly 3 at least includes two switching solenoid valves 31, and the switching solenoid valves 31 are preferably two-position two-way electromagnetic directional valves. Of course, other reversing valves can be used, and the two reversing valves all belong to the protection scope of the utility model. In the above, the inlet end of each switching solenoid valve 31 is communicated with the master cylinder 2 through the corresponding first internal oil passage 32, the outlet end of each switching solenoid valve 31 is connected to two throttle valves 34 through the corresponding second internal oil passage 33, and each throttle valve 34 is connected to the oil inlet hole 522 formed on the outer circumferential surface of the piston 52 through the brake oil pipe to drive the piston 52 to move axially, so as to achieve hydraulic parking.
In this embodiment, a bypass oil path 35 is provided on one of the first internal oil paths 32, and a pedal solenoid valve 36 and a pedal simulator 37 are sequentially provided on the bypass oil path 35. When the brake pedal 1 pushes the brake master cylinder 2 to work, brake fluid is pushed out of the reservoir by the brake master cylinder, flows through the pedal solenoid valve 36, enters a liquid storage cavity of the pedal simulator 37, and the pedal simulator 37 is internally provided with a nonlinear spring, so that set brake pedal feedback force is generated, and pedal feeling of a driver is simulated. The hydraulic brake system is simple in structure, exquisite in design, flexible in maneuvering, safe and reliable, utilizes the switching electromagnetic valve and the pedal electromagnetic valve integrated in the hydraulic assembly to carry out on-off combined work, utilizes the throttle valve to carry out throttle difference control on flow, and achieves brake-by-wire under the conventional working condition and hydraulic backup brake under the electric fault working condition.
The following is a brief explanation of the working process of the utility model under each mode:
the first working mode is as follows: normal braking mode
This mode is mainly to generate and release the vehicle braking force during normal braking. When the system starts, first the central brake controller 7 immediately closes the switching solenoid valve 31 and turns on the pedal solenoid valve 36. When a driver steps on the brake pedal 1, the brake master cylinder 2 is acted by the brake pedal force to extrude and output brake fluid from the liquid storage pot 8, the brake fluid flows through the pedal electromagnetic valve 36 and enters the elastic cavity of the pedal simulator 37, and meanwhile the pedal simulator 37 provides pedal sensing feedback force for the brake pedal 1 in turn. Meanwhile, the pedal stroke sensor 6 collects the stroke quantity of the brake pedal 1 in real time, transmits an electric signal to the central brake controller 7 for calculating the braking strength, sends an electric control signal to the wheel end brake 5 through a cable, drives the torque motor 59 to work, and the rotor 591 rotates in the positive direction to drive the sun gear 535 to rotate in the positive direction, so that the planetary gear 536 meshed with the sun gear rotates, and the effects of reducing the speed and increasing the torque output are realized. Meanwhile, the planet carrier 531 connected with the planet shaft 538 also rotates synchronously with the planet gear 536, the flat key 532 drives the ball screw 533 to rotate, the ball nut 534 is pushed to linearly move along the sliding groove in the brake inlay 51, the piston 52 is further pushed, and thrust is output to the inner friction block 521, and the inner friction block 521 and the outer friction block 511 are matched with each other to generate brake clamping force. In the process, the magnetic coded disc 594 rotates along with the rotor 591, the Hall position sensor 593 collects the movement angle position of the rotor 591 in real time and feeds the movement angle position back to the central brake controller 7 through a cable for precise closed-loop control.
When the driver releases the brake pedal 1, on the one hand, brake fluid is pressed out of the interior of the pedal simulator 37 by the internal spring force, passes through the pedal solenoid valve 36 and flows back into the brake master cylinder 2 and the reservoir pot 8. On the other hand, the pedal stroke sensor 6 collects the stroke amount of the brake pedal 1 in real time, transmits an electric signal to the central brake controller 7, analyzes and calculates the electric signal, sends an electric control signal through a cable to perform wheel end braking 5, drives the torque motor 59 to work, and drives the rotor 591 to rotate in the reverse direction to drive the sun gear 535 to rotate in the reverse direction, so that the planetary gear 536 meshed with the sun gear 535 rotates in the reverse direction. Meanwhile, the planet carrier 531 connected with the planet shaft 538 also rotates in the opposite direction along with the planet gear 536, the flat key 532 drives the ball screw 533 to rotate in the opposite direction, the ball nut 534 is pushed to linearly move back along the sliding groove in the brake inlay 51, so that the thrust applied to the piston 52 is released, the piston returns under the action of the axial resilience of the rectangular sealing ring 513, and finally the brake thrust applied to the inner friction block 521 is released.
And a second working mode: anti-lock braking mode
The mode is used for independently regulating and controlling the braking force output of each wheel when the vehicle is braked and locked, and the stability and the controllability of the chassis of the vehicle are ensured. If the central brake controller 7 detects that a certain wheel is locked through the wheel speed sensor, after the central brake controller 7 calculates the brake strength, the central brake controller 7 sends an electric control signal to the wheel end brake 5 of the locked wheel through a cable, the torque motor 59 is driven to work, the rotor 591 rotates in the reverse direction, the sun gear 535 is driven to rotate in the reverse direction, and the planetary gear 536 meshed with the sun gear 535 rotates in the reverse direction. Meanwhile, the planet carrier 531 connected with the planet shaft 538 reversely rotates along with the planet gear 536, the ball screw 533 is driven to reversely rotate through the flat key 532, the thrust applied to the piston 52 is dynamically adjusted, the brake clamping force output to the inner friction block 521 is further controlled, the brake locking condition of the wheels is eliminated, and the chassis stability and the controllability of the vehicle are restored.
And a third working mode: autonomous braking mode in autonomous driving
This mode is primarily to assist the vehicle in achieving autonomous brake force output without driver input. After the central brake controller 7 receives a braking command request sent by the vehicle automatic driving controller, the braking intensity is calculated and analyzed and combined with the current vehicle running state, an electric control signal is sent to the wheel end brake 5 through a cable, the torque motor 59 is driven to work, the rotor 591 rotates in the positive direction, the sun gear 535 is driven to rotate in the positive direction, the planetary gear 536 meshed with the sun gear is driven to rotate, and the effects of reducing the speed and increasing the torque output are achieved. Meanwhile, the planet carrier 531 connected with the planet shaft 538 also rotates synchronously with the planet gear 536, the flat key 532 drives the ball screw 533 to rotate, the ball nut 534 is pushed to linearly move along the sliding groove in the brake inlay 51, the piston 52 is further pushed, and thrust is output to the inner friction block 521, and the inner friction block 521 and the outer friction block 511 are matched with each other to generate brake clamping force.
And a fourth working mode: hydraulic backup brake mode
The mode is used for the situation that electronic and electrical elements in the system fail to work, a driver steps on the brake pedal 1, hydraulic pressure is output to the wheel end brake 5 through the brake main cylinder 2, brake clamping force is generated, and the safety backup function is achieved. At this time, the torque motor 59 cannot be operated due to a failure or the like of the torque motor 59 in the central brake controller 7 or the wheel end brakes 5. When the central brake controller 7 does not output an electric signal, the two switching solenoid valves 31 in the hydraulic assembly 3 are kept in a conducting state by default, the pedal solenoid valve 36 is kept in a closing state, when a driver steps on the brake pedal 1 to push the brake master cylinder 2, brake fluid is extruded and output from the liquid storage pot 8, passes through the two switching solenoid valves 31 and is regulated and controlled by the corresponding throttle valve 34, and is output to the wheel end brakes 5 of each running wheel 4 through the brake oil pipe, the brake fluid enters the piston cavity through the oil inlet 522 to form high hydraulic pressure to push the piston to move, and applies thrust to the inner friction block 521 to form brake clamping force.
It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.
The above list of details is only for the practical implementation of the present invention, and they are not intended to limit the scope of the present invention, and all equivalent implementations or modifications that do not depart from the technical spirit of the present invention should be included in the scope of the present invention.
Claims (10)
1. Line-controlled brake system with hydraulic backup braking, characterized in that: the parking brake system comprises a brake pedal (1) and a brake master cylinder (2) connected with the brake pedal, wherein the brake master cylinder (2) is communicated with a wheel end brake (5) of each traveling wheel (4) through a hydraulic assembly (3) so as to realize hydraulic brake parking; still be equipped with a footboard stroke sensor (6) on brake pedal (1), footboard stroke sensor (6) and central brake controller (7) electric connection, central brake controller (7) connect in torque motor (59) in wheel end braking (5) to realize the automatically controlled braking parking.
2. The line-controlled brake system with hydraulic backup braking of claim 1, wherein: the hydraulic assembly (3) at least comprises two switching electromagnetic valves (31), the inlet end of each switching electromagnetic valve (31) is communicated with the brake master cylinder (2) through a corresponding first internal oil path (32), the outlet end of each switching electromagnetic valve (31) is connected to two throttle valves (34) through corresponding second internal oil paths (33), and each throttle valve (34) is connected to the wheel-end brake (5) through a brake oil pipe.
3. The line-controlled brake system with hydraulic backup braking of claim 2, wherein: the switching electromagnetic valve (31) is a two-position two-way electromagnetic directional valve.
4. The line-controlled brake system with hydraulic backup braking of claim 2, wherein: one of the first internal oil passages (32) is provided with a bypass oil passage (35), and the bypass oil passage (35) is sequentially provided with a pedal electromagnetic valve (36) and a pedal simulator (37).
5. The line-controlled brake system with hydraulic backup braking of claim 1, wherein: and the brake master cylinder (2) is also provided with a liquid storage pot (8) communicated with the brake master cylinder.
6. The line-controlled brake system with hydraulic backup braking of claim 2, wherein: the wheel end brake (5) comprises a brake inlay (51) and a piston (52) arranged in the brake inlay (51), an inner friction block (521) is fixedly connected to the piston (52), an outer friction block (511) is fixedly arranged on the brake inlay (51), and the inner friction block (521) and the outer friction block (511) are matched with each other to clamp a brake disc between the inner friction block and the outer friction block; the piston (52) can be driven to move relatively by the hydraulic assembly (3) or the electric control brake assembly (53).
7. The line-controlled brake system with hydraulic backup braking of claim 6, wherein: an oil inlet hole (522) is formed in the outer circumferential surface of the piston (52), and the oil inlet hole (522) is communicated with the brake oil pipe.
8. The line-controlled brake system with hydraulic backup braking of claim 6, wherein: the automatically controlled braking subassembly (53) is at least including setting up planet carrier (531) in braking inlay (51), be connected with a ball screw (533) through flat key (532) on planet carrier (531), the cover is equipped with one on ball screw (533) and is rather than ball nut (534) for screw drive, ball nut (534) can drive piston (52) axial displacement.
9. The line-controlled brake system with hydraulic backup braking of claim 8, wherein: the electronic control brake assembly (53) further comprises a sun gear (535) which is sleeved on the ball screw (533) and is in clearance fit with the ball screw, one side of the sun gear (535) is provided with a planetary gear (536) which is meshed with the sun gear, the inner ring of the planetary gear (536) is connected with a planetary shaft (538) through a deep groove ball bearing (537), and the planetary shaft (538) is in interference fit with the planetary carrier (531); the sun gear (535) is further sleeved with a rotor (591) of the torque motor (59) in interference fit with the sun gear, and the rotor (591) is connected with the brake inlay (51) through a ball bearing (592).
10. The line-controlled brake system with hydraulic backup braking of claim 9, wherein: the rotor (591) is further fixedly provided with a Hall position sensor (593) and a magnetic coded disc (594).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020473574.1U CN212353948U (en) | 2020-04-03 | 2020-04-03 | Line-controlled brake system with hydraulic backup brake |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020473574.1U CN212353948U (en) | 2020-04-03 | 2020-04-03 | Line-controlled brake system with hydraulic backup brake |
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| Publication Number | Publication Date |
|---|---|
| CN212353948U true CN212353948U (en) | 2021-01-15 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020473574.1U Active CN212353948U (en) | 2020-04-03 | 2020-04-03 | Line-controlled brake system with hydraulic backup brake |
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| CN (1) | CN212353948U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111409613A (en) * | 2020-04-03 | 2020-07-14 | 坤泰车辆***（常州）有限公司 | Line-controlled brake system with hydraulic backup brake |
| CN113002505A (en) * | 2021-03-18 | 2021-06-22 | 湖南机电职业技术学院 | Intelligent automobile drive-by-wire brake device |
-
2020
- 2020-04-03 CN CN202020473574.1U patent/CN212353948U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111409613A (en) * | 2020-04-03 | 2020-07-14 | 坤泰车辆***（常州）有限公司 | Line-controlled brake system with hydraulic backup brake |
| CN113002505A (en) * | 2021-03-18 | 2021-06-22 | 湖南机电职业技术学院 | Intelligent automobile drive-by-wire brake device |
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Address after: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee after: Kuntai vehicle system (Changzhou) Co.,Ltd. Address before: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee before: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. |