Hydraulic brake system for road-rail dual-purpose vehicle

Abstract

The present invention provides a hydraulic oil tank, an oil pump, a directional control valve assembly, a liquid charging valve, an accumulator, a foot brake valve, a front axle shuttle valve, a front axle brake cylinder and a rear axle brake cylinder. A multi-circuit hydraulic braking mode is adopted, including three braking modes: normal braking, emergency braking and parking braking. The hydraulic oil output by the oil pump can be directed to different circuits according to different braking modes. Under normal braking, dual-circuit braking is adopted, so that braking can be performed even when one hydraulic circuit fails, thereby ensuring safety and making braking more reliable.

Description

Technical Field

[0001] The invention relates to the field of road-rail vehicles, and in particular to a hydraulic brake system for road-rail vehicles. Background Art

[0002] A dual-purpose rail-road vehicle is a special tractor that can run on roads and rails, and is mainly used for rail traction, shunting operations, and rail cargo transfer. The tractor has a low running speed and a large traction force. It is mainly used for shunting operations and traction operations in subway depots, EMU depots, railway stations, metallurgical industries, power plants, chemical industries, ports, local railways, and military warehouses, and is particularly suitable for operations in warehouses.

[0003] Existing railway and road vehicles use traditional braking methods, such as pneumatic braking and air-over-hydraulic braking. All of them use single-circuit braking. Once a fault occurs, the brakes may fail, which may lead to danger, and their safety is insufficient. Summary of the invention

[0004] In order to solve the problems in the prior art, the present invention provides a hydraulic brake system for a road-rail vehicle with multi-circuit hydraulic brakes.

[0005] The present invention provides a hydraulic brake system for a road-rail dual-purpose vehicle, comprising a hydraulic oil tank, an oil pump, a directional control valve assembly, a liquid charging valve, an accumulator, a foot brake valve, a front axle shuttle valve, a front axle brake cylinder and a rear axle brake cylinder, wherein the oil inlet of the oil pump is connected to the hydraulic oil tank, the oil outlet of the oil pump is connected to the P port of the directional control valve assembly, the C1 port of the directional control valve assembly is connected to the P port of the liquid charging valve, the O port of the liquid charging valve is connected to the C9 port of the directional control valve assembly, the A1 and A2 ports of the liquid charging valve are respectively connected to the C6 and C8 ports of the directional control valve assembly, and each way An accumulator is connected in parallel, the C5 and C7 ports of the directional control valve assembly are respectively connected to the two P ports of the foot brake valve, the two A ports of the foot brake valve are respectively connected to the C3 port of the directional control valve assembly and the C2 port of the front axle shuttle valve, the C4 port of the directional control valve assembly is connected to the C3 port of the front axle shuttle valve, the C1 port of the front axle shuttle valve is connected to the front axle brake cylinder, the C2 port of the directional control valve assembly is connected to the rear axle brake cylinder, and the T port of the directional control valve assembly, the T port of the charging valve and the T port of the foot brake valve are all connected to the oil return port of the hydraulic oil tank.

[0006] As a further improvement of the present invention, the directional control valve assembly includes a first solenoid reversing valve, a second solenoid reversing valve, a third solenoid reversing valve, a fourth solenoid reversing valve, a first check valve, a second check valve, a hydraulically controlled check valve and a rear axle shuttle valve, wherein the inlet of the first solenoid reversing valve is connected to the P port of the directional control valve assembly, the first outlet of the first solenoid reversing valve is connected to the C1 port of the directional control valve assembly, the second outlet of the first solenoid reversing valve is connected to the first inlet of the hydraulically controlled check valve, the third outlet of the first solenoid reversing valve is connected to the T port of the directional control valve assembly, the inlet of the second solenoid reversing valve is connected to the C1 port of the directional control valve assembly, the first outlet of the second solenoid reversing valve is connected to the second inlet of the hydraulically controlled check valve, and the second outlet of the second solenoid reversing valve is connected to the T port of the directional control valve assembly. The outlet of the hydraulically controlled one-way valve is connected to the first inlet of the rear axle shuttle valve and the C4 port of the directional control valve assembly, the second inlet of the rear axle shuttle valve is connected to the C3 port of the directional control valve assembly, the outlet of the rear axle shuttle valve is connected to the C2 of the directional control valve assembly, the inlet of the first one-way valve and the inlet of the second one-way valve are respectively connected to the first outlet of the third solenoid reversing valve and the first outlet of the fourth solenoid reversing valve, the outlet of the first one-way valve and the outlet of the second one-way valve are both connected to the outlet of the hydraulically controlled one-way valve, the inlet of the third solenoid reversing valve and the inlet of the fourth solenoid reversing valve are respectively connected to the C6 port and the C8 port of the directional control valve assembly, the second outlet of the third solenoid reversing valve and the second outlet of the fourth solenoid reversing valve are respectively connected to the C5 port and the C7 port of the directional control valve assembly.

[0007] As a further improvement of the present invention, the directional control valve assembly also includes a first overflow valve and a second overflow valve, the inlet of the first overflow valve is connected to the P port of the directional control valve assembly, the inlet of the second overflow valve is connected to the outlet of the hydraulically controlled one-way valve, and the outlet of the first overflow valve and the outlet of the second overflow valve are both connected to the T port of the directional control valve assembly.

[0008] As a further improvement of the present invention, the G1, G3, and G4 ports of the directional control valve assembly and the G1 and G2 ports of the front axle shuttle valve are respectively connected to a pressure gauge, the G1 port of the directional control valve assembly is connected to the inlet of the first overflow valve, the G3 port of the directional control valve assembly is connected to the outlet of the rear axle shuttle valve, the G4 port of the directional control valve assembly is connected to the second inlet of the rear axle shuttle valve, the G1 port of the front axle shuttle valve is connected to the front axle brake cylinder, and the G2 port of the front axle shuttle valve is connected to the C2 port of the front axle shuttle valve.

[0009] As a further improvement of the present invention, it also includes a service brake low pressure alarm switch, and the service brake low pressure alarm switch is connected to the SW port of the filling valve.

[0010] As a further improvement of the present invention, it also includes a brake taillight switch, which is connected to the G2 port of the directional control valve assembly, and the G2 port of the directional control valve assembly is connected to the outlet of the rear axle shuttle valve.

[0011] As a further improvement of the present invention, it also includes an oil suction filter, one end of which is connected to the inlet of the oil pump, and the other end of which is connected to the hydraulic oil tank.

[0012] As a further improvement of the present invention, it also includes a pipeline filter, one end of which is connected to the oil pump outlet, and the other end of which is connected to the P port of the directional control valve assembly.

[0013] The beneficial effects of the present invention are: a multi-circuit hydraulic braking mode is adopted, including three braking modes: normal braking, emergency braking, and parking braking. The hydraulic oil output by the oil pump can go to different circuits according to different braking modes. Under normal braking, dual-circuit braking is adopted, so that braking can be performed even when one hydraulic circuit fails, thereby ensuring safety and making braking more reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 The invention discloses a braking principle diagram of a hydraulic braking system for a road-rail dual-purpose vehicle.

[0015] Figure markings: 1-hydraulic oil tank; 2-oil pump; 3-directional control valve assembly; 4-charging valve; 5-foot brake valve; 6-front axle shuttle valve; 7, 8-accumulator; 9-front axle brake cylinder; 10-rear axle brake cylinder; 11-oil suction filter; 12-pipeline filter; 13-service brake low pressure alarm switch; 14-brake tail light switch; 15, 16, 17, 18, 19-pressure gauge; 31-first solenoid reversing valve; 32-second solenoid reversing valve; 33-third solenoid reversing valve; 34-fourth solenoid reversing valve; 35-first one-way valve; 36-second one-way valve; 37-hydraulic one-way valve; 38-rear axle shuttle valve; 391-first overflow valve; 392-second overflow valve. DETAILED DESCRIPTION

[0016] like Figure 1As shown, the present invention discloses a hydraulic brake system for a road-rail dual-purpose vehicle, comprising a hydraulic oil tank 1, an oil pump 2, a directional control valve assembly 3, a charging valve 4, accumulators 7, 8, a foot brake valve 5, a front axle shuttle valve 6, a front axle brake cylinder 9 and a rear axle brake cylinder 10, wherein the oil inlet of the oil pump 2 is connected to the hydraulic oil tank 1, the oil outlet of the oil pump 2 is connected to the P port of the directional control valve assembly 3, the C1 port of the directional control valve assembly 3 is connected to the P port of the charging valve 4, the O port of the charging valve 4 is connected to the C9 port of the directional control valve assembly 3, the A1 and A2 ports of the charging valve 4 are respectively connected to the C6 and C8 ports of the directional control valve assembly 3, and each One accumulator 8 and one accumulator 7 are connected in parallel, the C5 and C7 ports of the directional control valve assembly 3 are respectively connected to the two P ports of the foot brake valve 5, the two A ports of the foot brake valve 5 are respectively connected to the C3 port of the directional control valve assembly 3 and the C2 port of the front axle shuttle valve 6, the C4 port of the directional control valve assembly 3 is connected to the C3 port of the front axle shuttle valve 6, the C1 port of the front axle shuttle valve 6 is connected to the front axle brake cylinder 9, the C2 port of the directional control valve assembly 3 is connected to the rear axle brake cylinder 10, and the T port of the directional control valve assembly 3, the T port of the charging valve 4 and the T port of the foot brake valve 5 are all connected to the return oil port of the hydraulic oil tank 1.

[0017] In the present technical solution, the directional control valve assembly 3 includes a first electromagnetic reversing valve 31, a second electromagnetic reversing valve 32, a third electromagnetic reversing valve 33, a fourth electromagnetic reversing valve 34, a first check valve 35, a second check valve 36, a hydraulically controlled check valve 37 and a rear axle shuttle valve 38. The inlet of the first electromagnetic reversing valve 31 is connected to the P port of the directional control valve assembly 3, the first outlet of the first electromagnetic reversing valve 31 is connected to the C1 port of the directional control valve assembly 3, the second outlet of the first electromagnetic reversing valve 31 is connected to the first inlet of the hydraulically controlled check valve 37, the third outlet of the first electromagnetic reversing valve 31 is connected to the T port of the directional control valve assembly 3, the inlet of the second electromagnetic reversing valve 32 is connected to the C1 port of the directional control valve assembly 3, the first outlet of the second electromagnetic reversing valve 32 is connected to the second inlet of the hydraulically controlled check valve 37, and the second outlet of the second electromagnetic reversing valve 32 is connected to the T port of the directional control valve assembly 3. The outlet of the hydraulically controlled one-way valve 37 is connected to the first inlet of the rear axle shuttle valve 38 and the C4 port of the directional control valve assembly 3, the second inlet of the rear axle shuttle valve 38 is connected to the C3 port of the directional control valve assembly 3, the outlet of the rear axle shuttle valve 38 is connected to the C2 of the directional control valve assembly 3, the inlet of the first one-way valve 35 and the inlet of the second one-way valve 36 are respectively connected to the first outlet of the third electromagnetic reversing valve 33 and the first outlet of the fourth electromagnetic reversing valve 34, the outlet of the first one-way valve 35 and the outlet of the second one-way valve 36 are both connected to the outlet of the hydraulically controlled one-way valve 37, the inlet of the third electromagnetic reversing valve 33 and the inlet of the fourth electromagnetic reversing valve 34 are respectively connected to the C6 port and the C8 port of the directional control valve assembly 3, the second outlet of the third electromagnetic reversing valve 33 and the second outlet of the fourth electromagnetic reversing valve 34 are respectively connected to the C5 port and the C7 port of the directional control valve assembly 3.

[0018] In the present technical solution, the directional control valve assembly 3 also includes a first overflow valve 391 and a second overflow valve 392, the inlet of the first overflow valve 391 is connected to the P port of the directional control valve assembly 3, the inlet of the second overflow valve 392 is connected to the outlet of the hydraulically controlled one-way valve 37, and the outlet of the first overflow valve 391 and the outlet of the second overflow valve 392 are both connected to the T port of the directional control valve assembly 3.

[0019] In the present technical solution, the G1, G3, G4 ports of the directional control valve assembly 3 and the G1 and G2 ports of the front axle shuttle valve 6 are respectively connected to a pressure gauge 15, a pressure gauge 19, a pressure gauge 16, a pressure gauge 18, and a pressure gauge 17; the G1 port of the directional control valve assembly 3 is connected to the inlet of the first overflow valve 391, the G3 port of the directional control valve assembly 3 is connected to the outlet of the rear axle shuttle valve 38, the G4 port of the directional control valve assembly 3 is connected to the second inlet of the rear axle shuttle valve 38, the G1 port of the front axle shuttle valve 6 is connected to the front axle brake cylinder 9, and the G2 port of the front axle shuttle valve 6 is connected to the C2 port of the front axle shuttle valve 6.

[0020] The technical solution further includes a service brake low pressure alarm switch 13 , which is connected to the SW port of the filling valve 4 .

[0021] The technical solution further includes a brake tail light switch 14 , which is connected to the G2 port of the directional control valve assembly 3 , and the G2 port of the directional control valve assembly 3 is connected to the outlet of the rear axle shuttle valve 38 .

[0022] The present technical solution further comprises an oil suction filter 11 , one end of which is connected to the inlet of the oil pump 2 , and the other end of which is connected to the hydraulic oil tank 1 .

[0023] The technical solution further includes a pipeline filter 12 , one end of which is connected to the outlet of the oil pump 2 , and the other end of which is connected to the P port of the directional control valve assembly 3 .

[0024] In this technical solution, a multi-circuit hydraulic braking mode is adopted, including three braking modes: normal braking, emergency braking and parking braking. The working principle is as follows:

[0025] Normal braking:

[0026] The hydraulic oil output by the oil pump 2 is delivered to the charging valve 4 through the first electromagnetic reversing valve 31 which is de-energized. The first overflow valve 391 connected in parallel therewith is used as a safety valve to limit the maximum pressure of the system. The hydraulic oil is used to fill the two accumulators through the charging valve 4. If the oil pressure in the two accumulators is lower than the set value of the service brake low pressure alarm switch 13 connected to the charging valve 4, the service brake low pressure alarm switch 13 outputs an electrical signal, and the brake low pressure alarm light on the console alarms, prompting the driver that the oil pressure in the two accumulators is low and the vehicle cannot be driven; otherwise, the alarm stops; when the oil pressure in the two accumulators reaches the set value of the charging valve 4, the hydraulically controlled reversing valve inside the charging valve 4 is reversed under the action of the internal hydraulic control gear, so that the hydraulic oil output by the oil pump 2 is returned through the T port and O port of the charging valve 4. To the oil return port of the hydraulic oil tank 1, the oil pump 2 is unloaded; the second solenoid reversing valve 32, the third solenoid reversing valve 33, and the fourth solenoid reversing valve 34 are in the energized state, and the outlets of the two accumulators are connected to the two P ports of the foot brake valve 5 through the third solenoid reversing valve 33 and the fourth solenoid reversing valve 34. At this time, if the brake valve is manually stepped on, the hydraulic oil in the two accumulators passes through the two A ports of the foot brake valve 5 through the front axle shuttle valve 6 and the rear axle shuttle valve 38, and enters the front axle brake cylinder 9 and the rear axle brake cylinder 10 respectively to achieve normal braking. When the brake valve is released, the hydraulic oil in the front axle brake cylinder 9 and the rear axle brake cylinder 10 returns to the oil tank through the three-way joints 15, 16, the front axle shuttle valve 6, the rear axle shuttle valve 38, the two A ports of the foot brake valve 5, and the T port of the brake valve to achieve pressure relief.

[0027] Emergency Braking:

[0028] When any emergency brake switch on the four corners of the vehicle and the control panel is manually triggered, the second solenoid reversing valve 32, the third solenoid reversing valve 33 and the fourth solenoid reversing valve 34 lose power, and the first solenoid reversing valve 31 is energized. At this time, the hydraulic oil output by the oil pump 2 enters the front axle brake cylinder 9 and the rear axle brake cylinder 10 through the hydraulically controlled one-way valve 37, the front axle shuttle valve 6, and the rear axle shuttle valve 38 to achieve emergency braking. The second overflow valve 392 in the system is used to limit the maximum pressure of emergency braking. When the emergency brake switch is released, the first solenoid reversing valve 31 loses power, the second solenoid reversing valve 32, the third solenoid reversing valve 33 and the fourth solenoid reversing valve 34 are energized, and the hydraulic oil in the front axle brake cylinder 9 and the rear axle brake cylinder 10 returns to the oil tank through the front axle shuttle valve 6 and the rear axle shuttle valve 38 and the hydraulically controlled one-way valve 37 that is hydraulically reversely opened to achieve pressure relief.

[0029] Parking brake:

[0030] When the vehicle is powered off, the first solenoid reversing valve 31, the second solenoid reversing valve 32, the third solenoid reversing valve 33 and the fourth solenoid reversing valve 34 lose power, and the hydraulic oil in the two accumulators enters the front axle brake cylinder 9 and the rear axle brake cylinder 10 through the first one-way valve 35, the second one-way valve 36, the front axle shuttle valve 6 and the rear axle shuttle valve 38 to achieve parking brake; when the vehicle is powered on, the oil pump 2 runs, the second solenoid reversing valve 32, the third solenoid reversing valve 33 and the fourth solenoid reversing valve 34 are energized, and the hydraulic oil in the front axle brake cylinder 9 and the rear axle brake cylinder 10 returns to the oil tank through the front axle shuttle valve 6 and the rear axle shuttle valve 38 and the hydraulically controlled one-way valve 37 that is hydraulically reversed and opened to achieve pressure relief.

[0031] The beneficial effects of the present invention are as follows: a multi-circuit hydraulic braking mode is adopted, including three braking modes: normal braking, emergency braking and parking braking. The hydraulic oil output by the oil pump 2 can be directed to different circuits according to different braking modes. Under normal braking, dual-circuit braking is adopted, so that braking can be performed even when one hydraulic circuit fails, thereby ensuring safety and making braking more reliable. Under emergency braking, in case of an emergency, the hydraulic oil output by the oil pump 2 is directly delivered to the axle brake sub-cylinder without passing through the brake valve and other components, so as to achieve the maximum braking torque of the axle and increase safety. Under parking braking, when the entire vehicle is shut down or the power is cut off, the hydraulic oil in the accumulator is used to provide braking force for the axle brake sub-cylinder, thereby further increasing safety.

[0032] The above contents are further detailed descriptions of the present invention in combination with specific preferred embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. For ordinary technicians in the technical field to which the present invention belongs, several simple deductions or substitutions can be made without departing from the concept of the present invention, which should be regarded as falling within the protection scope of the present invention.

Claims

1. A hydraulic brake system for a road-rail vehicle, characterized in that: It includes a hydraulic oil tank, an oil pump, a directional control valve assembly, a charging valve, an accumulator, a foot brake valve, a front axle shuttle valve, a front axle brake cylinder and a rear axle brake cylinder. The oil inlet of the oil pump is connected to the hydraulic oil tank, the oil outlet of the oil pump is connected to the P port of the directional control valve assembly, the C1 port of the directional control valve assembly is connected to the P port of the charging valve, the O port of the charging valve is connected to the C9 port of the directional control valve assembly, the A1 and A2 ports of the charging valve are respectively connected to the C6 and C8 ports of the directional control valve assembly, and each circuit is connected in parallel with an accumulator. The C5 and C7 ports of the directional control valve assembly are respectively connected to the two P ports of the foot brake valve, the two A ports of the foot brake valve are respectively connected to the C3 port of the directional control valve assembly and the C2 port of the front axle shuttle valve, the C4 port of the directional control valve assembly is connected to the C3 port of the front axle shuttle valve, the C1 port of the front axle shuttle valve is connected to the front axle brake cylinder, the C2 port of the directional control valve assembly is connected to the rear axle brake cylinder, and the T port of the directional control valve assembly, the T port of the filling valve and the T port of the foot brake valve are all connected to the oil return port of the hydraulic oil tank.

2. The hydraulic brake system for a road-rail vehicle according to claim 1, characterized in that: The directional control valve assembly includes a first electromagnetic reversing valve, a second electromagnetic reversing valve, a third electromagnetic reversing valve, a fourth electromagnetic reversing valve, a first check valve, a second check valve, a hydraulically controlled check valve and a rear axle shuttle valve. The inlet of the first electromagnetic reversing valve is connected to the P port of the directional control valve assembly, the first outlet of the first electromagnetic reversing valve is connected to the C1 port of the directional control valve assembly, the second outlet of the first electromagnetic reversing valve is connected to the first inlet of the hydraulically controlled check valve, the third outlet of the first electromagnetic reversing valve is connected to the T port of the directional control valve assembly, the inlet of the second electromagnetic reversing valve is connected to the C1 port of the directional control valve assembly, the first outlet of the second electromagnetic reversing valve is connected to the second inlet of the hydraulically controlled check valve, the second outlet of the second electromagnetic reversing valve is connected to the T port of the directional control valve assembly, and the hydraulically controlled check valve is connected to the C1 port of the directional control valve assembly. The outlet of the one-way valve is connected to the first inlet of the rear axle shuttle valve and the C4 port of the directional control valve assembly, the second inlet of the rear axle shuttle valve is connected to the C3 port of the directional control valve assembly, the outlet of the rear axle shuttle valve is connected to C2 of the directional control valve assembly, the inlet of the first one-way valve and the inlet of the second one-way valve are respectively connected to the first outlet of the third solenoid reversing valve and the first outlet of the fourth solenoid reversing valve, the outlet of the first one-way valve and the outlet of the second one-way valve are both connected to the outlet of the hydraulically controlled one-way valve, the inlet of the third solenoid reversing valve and the inlet of the fourth solenoid reversing valve are respectively connected to the C6 port and the C8 port of the directional control valve assembly, the second outlet of the third solenoid reversing valve and the second outlet of the fourth solenoid reversing valve are respectively connected to the C5 port and the C7 port of the directional control valve assembly.

3. The hydraulic brake system for a road-rail vehicle according to claim 2, characterized in that: The directional control valve assembly also includes a first overflow valve and a second overflow valve, the inlet of the first overflow valve is connected to the P port of the directional control valve assembly, the inlet of the second overflow valve is connected to the outlet of the hydraulically controlled one-way valve, and the outlets of the first overflow valve and the second overflow valve are both connected to the T port of the directional control valve assembly.

4. The hydraulic brake system for a road-rail vehicle according to claim 3, characterized in that: The G1, G3, and G4 ports of the directional control valve assembly and the G1 and G2 ports of the front axle shuttle valve are respectively connected to a pressure gauge, the G1 port of the directional control valve assembly is connected to the inlet of the first overflow valve, the G3 port of the directional control valve assembly is connected to the outlet of the rear axle shuttle valve, the G4 port of the directional control valve assembly is connected to the second inlet of the rear axle shuttle valve, the G1 port of the front axle shuttle valve is connected to the front axle brake cylinder, and the G2 port of the front axle shuttle valve is connected to the C2 port of the front axle shuttle valve.

5. The hydraulic brake system for a road-rail vehicle according to claim 1, characterized in that: It also includes a service brake low-pressure alarm switch, which is connected to the SW port of the filling valve.

6. The hydraulic brake system for a road-rail vehicle according to claim 2, characterized in that: It also includes a brake tail light switch, which is connected to the G2 port of the directional control valve assembly, and the G2 port of the directional control valve assembly is connected to the outlet of the rear axle shuttle valve.

7. The hydraulic brake system for a road-rail vehicle according to claim 1, characterized in that: It also includes an oil suction filter, one end of which is connected to the inlet of the oil pump, and the other end of which is connected to the hydraulic oil tank.

8. The hydraulic brake system for a road-rail vehicle according to claim 1, characterized in that: It also includes a pipeline filter, one end of which is connected to the oil pump outlet, and the other end of which is connected to the P port of the directional control valve assembly.

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