阅读说明：本技术 一种制动装置及装有该制动装置的双端司机室巴士 (Braking device and double-end cab bus with same ) 是由 柳晓峰 王伟波 方长征 段继超 毛金虎 陈智 于 2019-11-19 设计创作，主要内容包括：一种制动装置,包括第一制动踏板、第一气路、第二制动踏板、第二气路、第一双向阀和制动器；所述第一气路的一端与所述第一制动踏板连接,另一端与所述第一双向阀的第一输入端连接；所述第二气路的一端与所述第二制动踏板连接,另一端与所述第一双向阀的第二输入端连接；所述第一双向阀的输出端与所述制动器连接。由于采用了上述技术方案,与现有技术相比,本发明通过在两路气路之间设置双向阀,使得当司机踩踏其中一端的司机室制动踏板时,压缩空气无法从另一端司机室制动踏板排气口排出,从而实现了双端制动；此外,通过增加电控制系统,实现了超长巴士车辆各车桥制动的同步控制,缩短制动响应时间,提升车辆的制动性能,从而提高乘坐的舒适性。(A braking device comprises a first brake pedal, a first air path, a second brake pedal, a second air path, a first two-way valve and a brake; one end of the first air path is connected with the first brake pedal, and the other end of the first air path is connected with a first input end of the first two-way valve; one end of the second air path is connected with the second brake pedal, and the other end of the second air path is connected with the second input end of the first two-way valve; the output end of the first bidirectional valve is connected with the brake. Due to the adoption of the technical scheme, compared with the prior art, the double-end brake device has the advantages that the two-way valve is arranged between the two air paths, so that when a driver steps on the brake pedal of the cab at one end, compressed air cannot be discharged from the exhaust port of the brake pedal of the cab at the other end, and double-end braking is realized; in addition, by adding the electric control system, the synchronous control of the braking of each axle of the super-long bus vehicle is realized, the braking response time is shortened, the braking performance of the vehicle is improved, and the riding comfort is improved.)

1. A brake device is characterized by comprising a first brake pedal, a first air path, a second brake pedal, a second air path, a first two-way valve and a brake; one end of the first air path is connected with the first brake pedal, and the other end of the first air path is connected with a first input end of the first two-way valve; one end of the second air path is connected with the second brake pedal, and the other end of the second air path is connected with the second input end of the first two-way valve; the output end of the first bidirectional valve is connected with the brake.

2. The braking apparatus according to claim 1, characterized in that: the gas valve also comprises a third gas path, a fourth gas path and a second two-way valve; one end of the third air path is connected with the first brake pedal, and the other end of the third air path is connected with the first input end of the second bidirectional valve; one end of the fourth air path is connected with the second brake pedal, and the other end of the fourth air path is connected with the second input end of the second two-way valve; the output end of the second bidirectional valve is connected with the brake.

3. A braking apparatus according to claim 1 or 2, characterized in that: the first two-way valve and the second two-way valve are both two-way quick release valves.

4. A braking apparatus according to claim 1 or 2, characterized in that: the input end of the brake control unit is connected with the first brake pedal and the second brake pedal, and the output end of the brake control unit is connected with the brake; the first brake pedal and the second brake pedal are both brake pedals with electric control functions.

5. A braking apparatus according to claim 1 or 2, characterized in that: the air supply system is connected with the first brake pedal and the second brake pedal and provides compressed air for the braking device.

6. A double-end cab bus comprises a vehicle body and a braking device installed on the vehicle body, and is characterized in that: the braking device is as claimed in any one of claims 1 to 5.

Technical Field

The invention relates to the field of automobiles, in particular to a braking device and a double-end cab bus with the braking device.

Background

At present, bus vehicles are generally of a single cab structure, and the use requirements of the vehicles can be met by adopting a conventional air braking system. For the over-long bus vehicle, because the length exceeds 30 meters and the number of axles is large (more than or equal to 4), the turning operation is difficult to realize on the urban road, therefore, the train needs to be provided with a double-end cab to realize the operation and control of the vehicle at any end. However, for a double-ended cab bus, if a conventional air brake system were still employed, the following problems would exist: FIG. 1 is a schematic diagram of a gas circuit of a common bus vehicle, in which a brake master valve is a brake pedal and is connected to a quick release valve of a front axle and a differential relay valve of a rear axle through two outputs respectively as braking instructions of two axles; the braking instruction is generated by brake pedals, and each brake pedal is output by two gas paths. Because the double-end cab bus needs to brake the vehicle at any end, if two gas path outputs of the two brake pedals are simply connected respectively, when the cab at one end tramples the brake pedal for braking, compressed air can be discharged from the exhaust port of the brake pedal of the cab at the other end, and double-end braking cannot be realized.

Disclosure of Invention

In order to solve the problem that the existing air brake system in the background technology can not realize double-end braking of a double-end cab bus, the invention provides a brake device, and the specific technical scheme is as follows.

A braking device comprises a first brake pedal, a first air path, a second brake pedal, a second air path, a first two-way valve and a brake; one end of the first air path is connected with the first brake pedal, and the other end of the first air path is connected with a first input end of the first two-way valve; one end of the second air path is connected with the second brake pedal, and the other end of the second air path is connected with the second input end of the first two-way valve; the output end of the first bidirectional valve is connected with the brake.

Therefore, when the first brake pedal is pressed down, the output of the first brake pedal reaches the first input end of the first two-way valve through the first air passage, at the moment, the second input end of the first two-way valve has no pressure, the output reaches the brake through the output end of the first two-way valve, and the braking action is finished. Similarly, when the second brake pedal is stepped on, the output of the second brake pedal reaches the second input end of the first two-way valve through the second air channel, and at the moment, the first input end of the first two-way valve has no pressure, and the output reaches the brake through the output end of the first two-way valve, so that the braking action is completed. Due to the existence of the first two-way valve, compressed air cannot be exhausted from the exhaust port of the brake pedal of the cab at the other end, and therefore double-end braking is achieved.

Preferably, the gas valve further comprises a third gas path, a fourth gas path and a second two-way valve; one end of the third air path is connected with the first brake pedal, and the other end of the third air path is connected with the first input end of the second bidirectional valve; one end of the fourth air path is connected with the second brake pedal, and the other end of the fourth air path is connected with the second input end of the second two-way valve; the output end of the second bidirectional valve is connected with the brake.

Therefore, when the first brake pedal is stepped on, the output of the first brake pedal reaches the first input end of the first two-way valve through the first air passage and simultaneously reaches the first input end of the second two-way valve through the third air passage, at the moment, no pressure exists at the second input end of the first two-way valve and the second input end of the second two-way valve, and the output reaches the brake through the output end of the first two-way valve and the first input end of the second two-way valve, so that the braking action is completed. Similarly, when the second brake pedal is stepped on, the output of the second brake pedal reaches the second input end of the first two-way valve through the second air passage and reaches the second input end of the second two-way valve through the fourth air passage at the same time, at the moment, no pressure exists at the first input end of the first two-way valve and the first input end of the second two-way valve, and the output reaches the brake through the output end of the first two-way valve and the first input end of the second two-way valve, so that the braking action is completed. Because two control gas circuits (the first gas circuit, the second gas circuit, the third gas circuit and the fourth gas circuit) are mutually redundant, even if one control gas circuit fails, the brake of each axle can still be normally applied, and the safety performance of the vehicle is greatly improved.

Preferably, the first and second two-way valves are both two-way quick release valves.

For the ultra-long double-end bus, the length of the bus body exceeds 30 meters, and the pipeline arrangement is relatively long, so when the brake pedal is loosened rapidly, the brake cylinder exhausts air and relieves brake, and the brake relieving time is relatively long. And through setting up the two-way quick release valve that has the fast row function, can empty the control pressure of brake pedal output fast to shorten braking release time greatly.

Preferably, the brake system further comprises a brake control unit, wherein an input end of the brake control unit is connected with the first brake pedal and the second brake pedal, and an output end of the brake control unit is connected with the brake.

The common bus vehicle is generally provided with two axles, at most three axles are arranged, and when a driver cab steps on a foot brake main valve, the braking synchronicity among the axles is consistent. For the ultra-long double-end bus, because the length of the bus body exceeds 30 meters, the number of the axles is four or more, the distances among the axles are far, and the arrangement of pipelines is long, when the brake pedal at one end is stepped down, the brake response time of the end is fast, the brake response time of the axle at the other end is slow, and the brake synchronism among the axles is poor, so that the running comfort of the vehicle is influenced. By arranging the brake control unit, the synchronous control of the braking of each axle of the super-long bus vehicle can be realized, the braking response time is shortened, the braking performance of the vehicle is improved, and the riding comfort is improved. In addition, the electric control brake system (brake control unit) and the air brake system are effective at the same time and are redundant with each other, when a driver treads a brake pedal at any end, the electric control brake system and the air brake system are applied at the same time, even if the electric control brake system fails, the air brake system can still be applied, and the safety and the stability of the brake device are improved.

Preferably, the brake further comprises an air supply system, wherein the air supply system is connected with the first brake pedal and the second brake pedal and provides compressed air for the brake device.

Based on the same inventive concept, the invention also provides a double-ended cab bus comprising a vehicle body and a braking device mounted on the vehicle body, wherein the braking device is the braking device of any one of claims 1-4. The double-end cab bus provided with the braking device can realize double-end braking, realizes synchronous control of braking of each axle of the overlong bus vehicle, shortens braking response time, and improves the braking performance of the vehicle, thereby improving riding comfort; in addition, the safety performance of the bus vehicle is greatly improved by arranging the two redundant air paths.

Due to the adoption of the technical scheme, compared with the prior art, the two-way valve is arranged between the two air paths, so that when a driver steps on the brake pedal of one of the cab, compressed air cannot be discharged from the exhaust port of the brake pedal of the other cab, and double-end braking is realized; in addition, by arranging two redundant air paths, even if one control air path fails, the brake of each axle can still be normally applied, and the safety performance of the vehicle is greatly improved; furthermore, by adding an electric control system, the synchronous control of the braking of each axle of the super-long bus vehicle is realized, the braking response time is shortened, the braking performance of the vehicle is improved, and the riding comfort is improved.

Drawings

FIG. 1 is a schematic diagram of a conventional brake device for a bus;

fig. 2 is a schematic diagram of the braking device of the present invention.

Detailed Description

The present invention is described in further detail below with reference to the attached drawing figures.

As shown in fig. 2, a brake apparatus includes a first brake pedal 11, a second brake pedal 12, a first air passage 21, a second air passage 22, a third air passage 23, a fourth air passage 24, a first two-way valve 31, a second two-way valve 32, and a brake 4. The brake 4 is provided with a plurality of brakes 4, and in the embodiment, four cars of the super-long double-ended bus are taken as an example, so that four brakes 4 are correspondingly provided.

One end of the first air path 21 is connected to the first brake pedal 11, and the other end is connected to the first input end 311 of the first two-way valve 31; one end of the second air path 22 is connected to the second brake pedal 12, and the other end is connected to the second input end 312 of the first bi-directional valve 31; the output 313 of the first two-way valve 31 is connected to the brake 4. The first air path 21 and the second air path 23 constitute a complete brake air path.

One end of the third air path 23 is connected to the first brake pedal 11, and the other end is connected to the first input end 321 of the second two-way valve 32; one end of the fourth air passage 24 is connected to the second brake pedal 12, and the other end is connected to the second input end 322 of the second two-way valve 32; the output 323 of the second two-way valve 32 is connected to the brake 4. The third air passage 23 and the fourth air passage 24 constitute another complete brake air passage. The complete braking air path formed by the first air path 21 and the second air path 23 and the complete braking air path formed by the third air path 23 and the fourth air path 24 are redundant with each other, so that even if one braking air path fails, the braking of each axle can still be normally applied, and the safety performance of the vehicle is greatly improved. The first two-way valve 31 and the second two-way valve 32 are both two-way quick release valves.

The braking device further comprises a braking control unit 5, two input ends 51 of the braking control unit 5 are respectively connected with the first braking pedal 11 and the second braking pedal 12, and an output end 52 of the braking control unit 5 is respectively connected with the brake 4. The structure can realize the synchronous control of the braking of each axle of the super-long bus vehicle, shorten the braking response time and improve the braking performance of the vehicle, thereby improving the riding comfort. In addition, the electric control brake system (brake control unit 5) and the air brake system are both effective at the same time and are redundant with each other, when a driver treads a brake pedal at any end, the electric control brake system and the air brake system are applied at the same time, even if the electric control brake system fails, the air brake system can still be applied, and the safety and the stability of the brake device are improved.

The braking device further comprises an air supply system 6, wherein the air supply system 6 is connected with the first brake pedal 11 and the second brake pedal 12 to provide compressed air for the braking device.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.