A dynamic balancing device for driving braking force and a working method thereof

Abstract

The present invention discloses a dynamic balancing device for service braking force and a working method thereof, wherein the device comprises a first pressure detection unit, a second pressure detection unit and a brake oil distribution valve; the first pressure detection unit is connected to one end of the brake oil distribution valve, and the second pressure detection unit is connected to the other end of the brake oil distribution valve; the hydraulic pipeline interface of the brake oil distribution valve is respectively connected to the first oil pan, the second oil pan, the left brake oil filling channel, the right brake oil filling channel, the left brake oil inlet channel and the right brake oil inlet channel; a pressure detection unit is respectively arranged on the two half-axles, and the speed-related oil pressure is output according to the current speed of the half-axles, thereby controlling the movement of the brake oil distribution valve, and correlating the speed of the two half-axles with the braking torque provided by the service brake module, so as to realize automatic adjustment of the service braking torque, avoid accidents such as vehicle tilting and rollover caused by excessive difference in left and right braking torque due to manufacturing, wear and other reasons, and play a good protective role.

Description

Technical Field

[0001] The invention belongs to the technical field of agricultural machinery and relates to a dynamic balancing device for driving braking force and a working method thereof. Background Art

[0002] Agricultural harvesters require a very tight turning radius to enable them to turn around and continue working in the next row after completing their current row. To achieve this, the left and right half-axles of the front drive wheels can be braked separately using the left and right brake pedals inside the cab. Due to dimensional tolerances in the service brake mechanism and the varying wear on the left and right service brakes, when the vehicle is traveling in a straight line and braking simultaneously, the left and right wheels generate different braking torques at the same brake oil pressure. This can easily cause the vehicle to tilt, potentially leading to a rollover or other accidents, endangering personal safety. Summary of the Invention

[0003] The purpose of the present invention is to solve the problem in the prior art that due to the difference in the amount of wear of the service brake mechanical structure during use, the braking torque generated by the left and right half-axles is different when the brake oil pressure is basically equal, resulting in different speed reductions of the left and right half-axles within the same braking time, which in turn leads to different speeds of the left and right wheels and may cause the entire vehicle to roll over. A dynamic balancing device for service braking force and a working method thereof are provided.

[0004] In order to achieve the above object, the present invention adopts the following technical solutions:

[0005] A dynamic balancing device for driving braking force, comprising a first pressure detection unit, a second pressure detection unit and a brake oil distribution valve;

[0006] The first pressure detection unit is provided on the left half shaft, and the second pressure detection unit is provided on the right half shaft; the first pressure detection unit is connected to one end of the brake oil distribution valve through a first oil passage, and the second pressure detection unit is connected to the other end of the brake oil distribution valve through a second oil passage;

[0007] The hydraulic pipeline interfaces of the brake oil distribution valve are respectively connected to the first oil pan, the second oil pan, the left brake oil filling channel, the right brake oil filling channel, the left brake oil inlet channel and the right brake oil inlet channel; the left brake oil filling channel is connected to the left service brake module, and the right brake oil filling channel is connected to the right service brake module; the left brake oil inlet channel is connected to the left brake oil channel, and the right brake oil inlet channel is connected to the right brake oil channel;

[0008] When the braking torque on the left half-shaft is higher than that on the right half-shaft, the oil pressure in the second oil channel pushes the brake oil distribution valve to the right position, and the left brake oil filling channel is connected to the first oil pan, transferring oil to the first oil pan, reducing the left brake torque and increasing the left half-shaft speed, causing the brake oil distribution valve to move to the middle position;

[0009] When the braking torque borne by the right half-shaft is higher than that borne by the left half-shaft, the oil pressure in the first oil channel pushes the brake oil distribution valve to the left position, and the right brake oil filling channel is connected to the second oil pan, transferring the oil to the second oil pan, thereby reducing the right braking torque and increasing the speed of the right half-shaft, so that the brake oil distribution valve moves to the middle position.

[0010] A further improvement of the present invention is:

[0011] The first pressure detection unit includes a driven block, a fixing device and a centrifugal rotating body; the fixing device is relatively fixed to the service brake housing, the centrifugal rotating body is relatively fixed to the left half shaft and has the same rotation speed, an oil groove is opened in the centrifugal rotating body, the driven block is arranged in the oil groove and is sealed with the wall of the oil groove, a first pressure detection unit oil chamber is formed between the driven block and the fixing device, and hydraulic oil is arranged in the oil chamber of the first pressure detection unit; the second pressure detection unit has the same structure as the first pressure detection unit.

[0012] The first pressure detection unit and the second pressure detection unit output the same pressure at the same rotation speed.

[0013] The brake oil distribution valve is provided with a switch valve in parallel, one hydraulic port of the switch valve is connected to the first oil channel through the third oil channel, and the other hydraulic port of the switch valve is connected to the second oil channel through the fourth oil channel.

[0014] The brake oil distribution valve is provided with a spring at one end connected to the first oil channel, and an adjustable spring at one end connected to the second oil channel.

[0015] The left service brake module includes a first brake pad, a second brake pad, a return spring, a pressure plate, a piston and a brake oil channel; one side of the piston contacts the service brake housing, and the other side contacts the pressure plate; a return spring and a plurality of first brake pads and second brake pads are arranged between the other side of the pressure plate and the service brake housing; the first brake pad and the second brake pad are arranged at intervals; the first brake pad is directly or indirectly connected to the left half shaft; the second brake pad is connected to the service brake housing; the brake oil channel is connected to the left brake oil filling channel, and the oil in the brake oil channel pushes the piston; the right service brake module has the same structure as the left service brake module.

[0016] The left driving brake module is controlled by a left brake pedal, and the right driving brake module is controlled by a right brake pedal.

[0017] The left brake pedal is provided with a rotating bracket, which rotates around a rotation center. When the rotating bracket is in position one, the left brake pedal and the right brake pedal are independent of each other; when the rotating bracket is in position two, the left brake pedal and the right brake pedal are fixedly connected.

[0018] A method for operating a dynamic balancing device for driving braking force comprises the following steps:

[0019] When the rotating bracket is in position one, the left and right service brake modules are controlled separately, the switch valve is de-energized and in the left position, and the third oil passage is connected to the fourth oil passage;

[0020] When braking the left half shaft, the oil pressure in the first oil channel decreases, and the oil pressure in the second oil channel is higher than that in the first oil channel. The oil in the second oil channel flows to the first oil channel, and the pressure at both ends of the brake oil distribution valve is balanced and in the middle position;

[0021] When braking the right half shaft, the oil pressure in the second oil channel decreases, the oil pressure in the first oil channel is higher than that in the second oil channel, the oil in the first oil channel flows to the second oil channel, and the pressure at both ends of the brake oil distribution valve is balanced and in the middle position;

[0022] When the rotating bracket is in position 2, the left service brake module and the right service brake module are controlled simultaneously, the switch valve is energized and in the right position, and the third oil channel and the fourth oil channel are disconnected;

[0023] When the braking torque on the left half-shaft is higher than that on the right half-shaft, the speed of the left half-shaft is lower than that of the right half-shaft. Under the action of the oil pressure in the second oil channel, the brake oil distribution valve is pushed to the right position, and the left brake oil filling channel is connected to the first oil pan, transferring oil to the first oil pan, so that the braking torque generated in the left service brake module decreases, the speed of the left half-shaft increases, and the brake oil distribution valve is pushed to the middle position;

[0024] When the braking torque borne by the right half-shaft is higher than the braking torque borne by the left half-shaft, the speed of the right half-shaft is lower than that of the left half-shaft. Under the action of the oil pressure in the first oil channel, the brake oil distribution valve is pushed to the left position, and the right brake oil filling channel is connected to the second oil pan, and the oil is transferred to the second oil pan, so that the braking torque generated in the right service brake module decreases, the speed of the right half-shaft increases, and the brake oil distribution valve is pushed to the middle position.

[0025] When the brake oil channel of the left service brake module is not filled with oil, the piston is in the initial position under the squeezing action of the pressure plate, and there is a gap between the first brake pad and the second brake pad distributed between the pressure plate and the service brake housing, and the left half-shaft can rotate relative to the service brake housing; when the brake oil channel is filled with oil, the piston and the pressure plate overcome the elastic force of the return spring to push the piston, so that the first brake pad and the second brake pad are compressed and friction is generated, thereby braking the left half-shaft; the working process of the right service brake module is the same as that of the left service brake module.

[0026] Compared with the prior art, the present invention has the following beneficial effects:

[0027] The present invention proposes a dynamic balancing device for service braking force. By arranging pressure detection units on the two half-axles respectively, it can output speed-related oil pressure according to the current speed of the half-axles, thereby controlling the movement of the brake oil distribution valve, and correlating the speed of the two half-axles with the braking torque provided by the service brake module, thereby realizing automatic adjustment of the service braking torque, avoiding accidents such as vehicle tilting and rollover caused by excessive difference in left and right braking torque due to manufacturing, wear and other reasons, and playing a very good protective role in the service braking safety of harvesting machinery.

[0028] Furthermore, by setting a switch valve, when the left and right service brake modules are controlled separately, the third oil channel and the fourth oil channel are connected, so that the oil pressure at both ends of the first oil channel and the second oil channel can be quickly balanced when one of the half-axles is braked; when the left and right service brake modules are controlled simultaneously, the oil pressure at both ends is adjusted by pushing the brake oil distribution valve, thereby adjusting the speed and braking torque of the left and right half-axles. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0030] Figure 1 Schematic diagram of the structure of the dynamic balancing device for driving braking force of the present invention;

[0031] Figure 2 This is a schematic diagram of the pedal structure of the harvesting machinery cab of the present invention.

[0032] Among them: h1 - left brake pedal; h2 - right brake pedal; h3 - rotating bracket; h4 - rotation center; pos1 - position one; pos2 - position two; y1 - left brake oil channel; y2 - right brake oil channel; t1 - first pressure detection unit; t2 - second pressure detection unit; s1 - first pressure detection unit oil chamber; s2 - driven block; s3 - fixing device; s4 - centrifugal rotor; n - brake oil distribution valve; w1 - spring; w2 - adjustable spring; c1 - first oil pan ; C2-second oil pan; NT1-left brake oil filling channel; NT2-right brake oil filling channel; PT1-first oil channel; PT2-second oil channel; WT1-left brake oil inlet channel; WT2-right brake oil inlet channel; KT1-third oil channel; KT2-fourth oil channel; M-switching valve; A1-left driving brake module; A2-right driving brake module; B1-first brake pad; B2-second brake pad; B3-return spring; B4-pressure plate; B5-piston; B6-brake oil channel. DETAILED DESCRIPTION

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0034] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention as claimed, but rather merely represents selected embodiments of the present invention. All other embodiments derived by persons of ordinary skill in the art based on the embodiments of the present invention without creative effort shall fall within the scope of protection of the present invention.

[0035] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0036] In the description of the embodiments of the present invention, it should be noted that if the terms "upper," "lower," "horizontal," "inner," etc. appear, the orientation or positional relationship indicated is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the inventive product is typically placed when in use. These terms are merely for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first," "second," etc. are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0037] In addition, if the term "horizontal" appears, it does not mean that the component must be absolutely horizontal, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0038] In the description of the embodiments of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0039] The dynamic balancing device of the service braking force on the harvesting machinery in the present invention can associate the rotational speed between the two half-shafts with the braking torque provided by the service brake module, thereby realizing automatic adjustment of the service braking torque. The half-shafts are connected to the pressure detection device, which can output speed-related oil pressure according to the current speed of the half-shafts, thereby controlling the movement of the brake oil distribution valve.

[0040] The present invention is described in further detail below with reference to the accompanying drawings:

[0041] See also Figure 1 , a dynamic balancing device for driving braking force in the present invention, comprising a first pressure detection unit t1, a second pressure detection unit t2, and a brake fluid distribution valve n; a first pressure detection unit t1 and a second pressure detection unit t2 capable of outputting a pressure related to the rotational speed are respectively provided on the left and right half shafts; the first pressure detection unit t1 is connected to one end of the brake fluid distribution valve n via a first oil passage pt1, and the second pressure detection unit t2 is connected to the other end of the brake fluid distribution valve n via a second oil passage pt2; the first pressure detection unit t1 includes a driven block s2 , a fixing device s3 and a centrifugal rotor s4; the fixing device s3 is relatively fixed to the service brake housing, the centrifugal rotor s4 is relatively fixed to the left half-shaft and rotates at the same speed, an oil groove is provided in the centrifugal rotor s4, the driven block s2 is set in the oil groove and is sealed with the wall of the oil groove, and a first pressure detection unit oil chamber s1 is formed between the driven block s2 and the fixing device s3, and hydraulic oil is provided in the first pressure detection unit oil chamber s1; the rotation of the centrifugal rotor s4 causes the driven block s2 to be subjected to centrifugal force, which increases with the increase in speed. Calibration can enable the first pressure detection device t1 and the second pressure detection device t2 to output the same pressure at the same speed. The second pressure detection unit t1 has the same structure as the first pressure detection unit t2.

[0042] The brake oil distribution valve is a three-position six-way valve. The hydraulic pipeline interface of the brake oil distribution valve n is respectively connected to the first oil pan c1, the second oil pan c2, the left brake oil filling channel nt1, the right brake oil filling channel nt2, the left brake oil inlet channel wt1 and the right brake oil inlet channel wt2; the left brake oil filling channel nt1 is connected to the left service brake module a1, and the right brake oil filling channel nt2 is connected to the right service brake module a2; the left brake oil inlet channel wt1 is connected to the left brake oil channel y1, and the right brake oil inlet channel wt2 is connected to the right brake oil channel y2. When the brake oil distribution valve n is in the middle position, the left brake oil inlet channel wt1 is connected to the left brake oil filling channel nt1, and the right brake oil inlet channel wt2 is connected to the right brake oil filling channel nt2, and the oil will not enter the oil pan c1 and oil pan c2 through the brake oil distribution valve n; when the brake oil distribution valve n is in the left position, the left brake oil inlet channel wt1 is connected to the left brake oil filling channel nt1, and the right brake oil filling channel nt2 is connected to the oil pan c2, and the right brake Fluid from the brake oil inlet channel WT2 does not enter the brake oil distribution valve N, nor does fluid enter the oil pan C1 through the brake oil distribution valve N. When the brake oil distribution valve N is in the right position, the right brake oil inlet channel WT2 communicates with the right brake oil filling channel NT2, and the left brake oil filling channel NT1 communicates with the oil pan C1. Fluid from the left brake oil inlet channel WT1 does not enter the brake oil distribution valve N, nor does fluid enter the oil pan C2 through the brake oil distribution valve N. The left side of the brake oil distribution valve N is connected to the oil channel PT1, allowing it to be pushed by fluid from this channel. The right side of the brake oil distribution valve N is connected to the oil channel PT2, allowing it to be pushed by fluid from this channel. The end of the brake oil distribution valve N connected to the first oil channel PT1 is equipped with a spring W1, and the end connected to the second oil channel PT2 is equipped with an adjustable spring W2. A shim of a certain thickness is placed on one side of the adjustable spring W2 to adjust the initial compression force of the spring.

[0043] On-off valves m are installed in parallel on either side of the brake fluid distribution valve n. One hydraulic port of the switch valve m connects to the first oil channel pt1 via the third oil channel kt1, while the other hydraulic port of the switch valve m connects to the second oil channel pt2 via the fourth oil channel kt2. When the switch valve m is de-energized, it is in the left position, connecting the third oil channel kt1 to the fourth oil channel kt2. When the switch valve m is energized, it is in the right position, disconnecting the third and fourth oil channels kt1 and kt2. The de-energization and energization of the switch valve m are related to the position of the rotating bracket h3. Sensors or other methods can be used to correlate the position of the rotating bracket h3 with the control current of the switch valve m. When the rotating bracket h3 is in position 1, pos1, the switch valve m is de-energized; when the rotating bracket h3 is in position 2, pos2, the switch valve m is energized.

[0044] The left service brake module a1 includes a first brake pad b1, a second brake pad b2, a return spring b3, a pressure plate b4, a piston b5, and a brake oil channel b6. One side of the piston b5 contacts the service brake housing, and the other side contacts the pressure plate b4. A return spring b3 is interposed between the other side of the pressure plate b4 and the service brake housing. Several first and second brake pads b1 and b2 are spaced apart. The first brake pad b1 is directly or indirectly connected to the left axle, and the second brake pad b2 is connected to the service brake housing. The brake oil channel b6 communicates with the left brake oil filling channel nt1, and the oil in the brake oil channel b6 pushes the piston b5. The right service brake module a2 has the same structure as the left service brake module a1. The left brake oil filling channel nt1 is connected to the brake oil channel b6, and the right brake oil filling channel nt2 is connected to the brake oil channel of the right service brake module a2. The left brake fluid y1 directly feeds the left brake inlet channel wt1, while the right brake fluid y2 directly feeds the right brake inlet channel wt2. In the left service brake module a1, one side of the piston b5 contacts the service brake housing, while the other side is squeezed by the pressure plate b4, which is driven by the return spring b3. One side of the pressure plate b4 contacts the piston b5, while the other side of the pressure plate b4 is spaced apart from the housing by several second brake pads b2 and first brake pads b1. The first brake pads b1 are directly or indirectly connected to the left axle shaft, while the second brake pads b2 are connected to the service brake housing. When the brake oil channel b6 is not filled with oil, the piston b5 will be in the initial position under the squeezing action of the pressure plate b4. At this time, there is a certain gap between the first brake pad b1 and the second brake pad b2, and the left half-shaft can rotate freely relative to the service brake housing; when the brake oil channel b6 is filled with a certain oil pressure, the piston b5 and the pressure plate b4 can overcome the spring force of the return spring b3 to push the piston b5, further compressing the first brake pad b1 and the second brake pad b2. When the gap between the first brake pad b1 and the second brake pad b2 is reduced to 0, friction begins to be generated between the first brake pad b1 and the second brake pad b2. This friction force can produce a braking effect on the half-shaft. The torque generated by this friction force on the half-shaft that hinders its rotation is called braking torque, and its magnitude is proportional to the oil pressure in the brake oil channel b6.

[0045] See also Figure 2, is a schematic diagram of the service brake force balancing device. The service brake torque comes from the left service brake module a1 and the right service brake module a2. The left brake pedal h1 can control the left service brake module a1, and the right brake pedal h2 can control the right service brake module a2. In a conventional service brake structure, the brake oil channel b6 in the left service brake module a1 and the right service brake module a2 directly receives the left brake oil y1 and the right brake oil y2 from the entire vehicle. Although the brake oil pressure can be made basically equal, the braking torque ultimately generated on the left and right half-axles is quite different, resulting in different speed reductions for the left and right half-axles within the same braking time, which in turn leads to different speeds for the left and right wheels, which may cause the entire vehicle to roll over. The main reasons for the different braking torques on the left and right half-axles are as follows:

[0046] (1) Dimensions of related parts that affect the gap between the first brake pad b1 and the second brake pad b2. The gap between the first brake pad b1 and the second brake pad b2 affects the spring force applied by the return spring b3 after the piston b5 presses the two together. This gap is affected by the service brake housing, the thickness of the first brake pads b1 and the second brake pads b2, the thickness of the pressure plate b4, and the axial dimensions of the piston b5. As a result, the tolerance control of the parts after manufacturing cannot be maintained at the same level.

[0047] (2) Influence of spring force. Spring force or spring stiffness has tolerances, and it is impossible to guarantee that the springs used in the service brake module a1 and the right service brake module a2 have exactly the same spring stiffness.

[0048] (3) The wear of the first brake pads b1 and second brake pads b2 on the left and right service brake modules is different. Due to different driving habits and road conditions, the wear of the first brake pads b1 and second brake pads b2 on the left and right service brake modules is quite different. As a result, even if the gap between the first brake pads b1 and second brake pads b2 is completely consistent at the factory, it will still vary during subsequent actual driving due to the different wear, resulting in different braking torques on the left and right half-axles.

[0049] (4) The oil filling passages of the service brake modules are different in size. Because the oil filling passages of the left and right service brake modules are different in size, the time required to build up the same oil pressure is different, which in turn leads to different braking torques on the left and right axles.

[0050] The working method of the dynamic balancing device for driving braking force of the present invention comprises the following steps:

[0051] When the rotating bracket h3 is in position pos1, the left driving brake module a1 and the right driving brake module a2 are controlled separately, the switch valve m is powered off and in the left position, and the third oil channel kt1 is connected to the fourth oil channel kt2; when one half-axle is braked at this time, assuming that the left half-axle is braked, the pressure of the first oil channel pt1 on the half-axle side decreases, and the oil pressure on the second oil channel pt2 side is higher than the pressure on the first oil channel pt1 side, causing the oil on the second oil channel pt2 side to flow to the first oil channel pt1 side, and the pressures at both ends are quickly balanced. The brake oil distribution valve n is always in the middle position, which does not affect the original braking effect.

[0052] When braking the left half shaft, the oil pressure in the first oil channel pt1 decreases, the oil pressure in the second oil channel pt2 is higher than the pressure of the first oil channel pt1, the oil in the second oil channel pt2 flows to the first oil channel pt1, and the pressure at both ends of the brake oil distribution valve n is balanced and in the middle position.

[0053] When braking the right half shaft, the oil pressure in the second oil channel pt2 decreases, the oil pressure in the first oil channel pt1 is higher than the pressure in the second oil channel pt2, the oil in the first oil channel pt1 flows to the second oil channel pt2, and the pressure at both ends of the brake oil distribution valve n is balanced and in the middle position.

[0054] When the rotating bracket h3 is in position pos2, the left and right driving brake modules a1 and a2 are controlled simultaneously, the switch valve m is energized and in the right position, the third oil channel kt1 and the fourth oil channel kt2 are disconnected, and the braking torques borne by the two half-axles are different.

[0055] When the braking torque borne by the left half-shaft is higher than the braking torque borne by the right half-shaft, the speed of the left half-shaft decreases faster under high braking torque, that is, the speed of the left half-shaft is lower than that of the right half-shaft. Since the speed of the right half-shaft is higher, the oil pressure in the second oil channel pt2 is higher. Under the action of the oil pressure in the second oil channel pt2, the brake oil distribution valve n is pushed to the right position, and the left brake oil filling channel nt1 is connected to the first oil pan c1, and the oil is transferred to the first oil pan c1, so that the braking torque generated in the left service brake module a1 decreases. After the left braking torque decreases, the left half-shaft increases its speed under the force of the tire on the ground, pushing the brake oil distribution valve n to the middle position, maintaining the same speed and braking torque of the left and right half-shafts.

[0056] When the braking torque borne by the right half-shaft is higher than the braking torque borne by the left half-shaft, the speed of the right half-shaft decreases faster under high braking torque, that is, the speed of the right half-shaft is lower than that of the left half-shaft. Since the speed of the left half-shaft is higher, the oil pressure in the first oil channel pt1 is higher. Under the action of the oil pressure in the first oil channel pt1, the brake oil distribution valve n is pushed to the left position, and the right brake oil filling oil channel nt2 is connected to the second oil pan c2, and the oil is transferred to the second oil pan c2, so that the braking torque generated in the right driving brake module a2 decreases. After the right braking torque decreases, the right half-shaft increases its speed under the force of the tire on the ground, and pushes the brake oil distribution valve n to the middle position, maintaining the same speed and braking torque of the left and right half-shafts.

[0057] By installing pressure detection units on each half-shaft, the present invention can output speed-dependent oil pressure based on the current half-shaft speed, thereby controlling the movement of the brake fluid distribution valve. This links the speed of the two half-shafts with the braking torque provided by the service brake module, achieving automatic adjustment of the service braking torque. This prevents accidents such as vehicle rollover and overturning caused by excessive differences in left and right braking torque due to manufacturing and wear, thus effectively protecting the service braking safety of harvesting machinery. The detailed design of the combination of oil channel size, spring w1, adjustable spring w2, and valve core oil flow area optimizes the valve core position's response to braking torque and half-shaft speed.

[0058] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A dynamic balancing device for vehicle braking force, characterized in that: It includes a first pressure detection unit (t1), a second pressure detection unit (t2) and a brake oil distribution valve (n); The first pressure detection unit (t1) is arranged on the left half shaft, and the second pressure detection unit (t2) is arranged on the right half shaft; the first pressure detection unit (t1) is connected to one end of the brake oil distribution valve (n) through a first oil passage (pt1), and the second pressure detection unit (t2) is connected to the other end of the brake oil distribution valve (n) through a second oil passage (pt2); The hydraulic pipeline interface of the brake oil distribution valve (n) is respectively connected to the first oil pan (c1), the second oil pan (c2), the left brake oil filling channel (nt1), the right brake oil filling channel (nt2), the left brake oil inlet channel (wt1) and the right brake oil inlet channel (wt2); the left brake oil filling channel (nt1) is connected to the left driving brake module (a1), and the right brake oil filling channel (nt2) is connected to the right driving brake module (a2); the left brake oil inlet channel (wt1) is connected to the left brake oil channel (y1), and the right brake oil inlet channel (wt2) is connected to the right brake oil channel (y2); When the braking torque on the left half-shaft is higher than that on the right half-shaft, the oil pressure in the second oil passage (pt2) pushes the brake oil distribution valve (n) to the right position, and the left brake oil filling passage (nt1) is connected to the first oil pan (c1), and the oil is transferred to the first oil pan (c1), so that the left brake torque decreases, the left half-shaft speed increases, and the brake oil distribution valve (n) is moved to the middle position; When the braking torque borne by the right half-shaft is higher than the braking torque borne by the left half-shaft, the oil pressure of the first oil channel (pt1) pushes the brake oil distribution valve (n) to the left position, and the right brake oil filling channel (nt2) is connected to the second oil pan (c2), and the oil is transferred to the second oil pan (c2), so that the right braking torque decreases, the speed of the right half-shaft increases, and the brake oil distribution valve (n) is moved to the middle position.

2. A dynamic balancing device for vehicle braking force according to claim 1, characterized in that: The first pressure detection unit (t1) includes a driven block (s2), a fixing device (s3) and a centrifugal rotating body (s4); the fixing device (s3) is relatively fixed to the service brake housing, the centrifugal rotating body (s4) is relatively fixed to the left half shaft and has the same rotation speed, an oil groove is provided in the centrifugal rotating body (s4), the driven block (s2) is arranged in the oil groove and is sealed with the wall surface of the oil groove, a first pressure detection unit oil chamber (s1) is formed between the driven block (s2) and the fixing device (s3), and hydraulic oil is provided in the first pressure detection unit oil chamber (s1); the second pressure detection unit (t1) has the same structure as the first pressure detection unit (t2).

3. A dynamic balancing device for vehicle braking force according to claim 1, characterized in that: The first pressure detection unit (t1) and the second pressure detection unit (t2) output the same pressure at the same rotation speed.

4. A dynamic balancing device for vehicle braking force according to claim 1, characterized in that: The brake oil distribution valve (n) is provided with a switch valve (m) in parallel, one hydraulic port of the switch valve (m) is connected to the first oil channel (pt1) through the third oil channel (kt1), and the other hydraulic port of the switch valve (m) is connected to the second oil channel (pt2) through the fourth oil channel (kt2).

5. The dynamic balancing device for vehicle braking force according to claim 1, characterized in that: The brake oil distribution valve (n) is provided with a spring (w1) at one end connected to the first oil passage (pt1), and an adjustable spring (w2) at one end connected to the second oil passage (pt2).

6. A dynamic balancing device for vehicle braking force according to claim 1, characterized in that: The left driving brake module (a1) includes a first brake pad (b1), a second brake pad (b2), a return spring (b3), a pressure plate (b4), a piston (b5) and a brake oil channel (b6); one side of the piston (b5) contacts the driving brake housing, and the other side contacts the pressure plate (b4); a return spring (b3) and a plurality of first brake pads (b1) and second brake pads (b2) are arranged between the other side of the pressure plate (b4) and the driving brake housing; the first brake pad (b1) and the second brake pad (b2) are arranged at intervals; the first brake pad (b1) is directly or indirectly connected to the left half shaft; the second brake pad (b2) is connected to the driving brake housing; the brake oil channel (b6) is connected to the left brake oil filling channel (nt1); the oil in the brake oil channel (b6) pushes the piston (b5); the right driving brake module (a2) has the same structure as the left driving brake module (a1).

7. A dynamic balancing device for vehicle braking force according to claim 1, characterized in that: The left driving brake module (a1) is controlled by a left brake pedal (h1), and the right driving brake module (a2) is controlled by a right brake pedal (h2).

8. A dynamic balancing device for vehicle braking force according to claim 7, characterized in that: The left brake pedal (h1) is provided with a rotating bracket (h3), which rotates around a rotation center (h4). When the rotating bracket (h3) is located at position one (pos1), the left brake pedal (h1) and the right brake pedal (h2) are independent of each other; when the rotating bracket (h3) is located at position two (pos2), the left brake pedal (h1) and the right brake pedal (h2) are fixedly connected.

9. A method for operating a dynamic balancing device for vehicle braking force, characterized in that: The following steps are involved: When the rotating bracket (h3) is in position one (pos1), the left driving brake module (a1) and the right driving brake module (a2) are controlled separately, the switch valve (m) is powered off and in the left position, and the third oil passage (kt1) is connected to the fourth oil passage (kt2); When braking the left half shaft, the oil pressure in the first oil channel (pt1) decreases, the oil pressure in the second oil channel (pt2) is higher than the pressure in the first oil channel (pt1), the oil in the second oil channel (pt2) flows to the first oil channel (pt1), and the pressure at both ends of the brake oil distribution valve (n) is balanced and in the middle position; When braking the right half shaft, the oil pressure in the second oil channel (pt2) decreases, the oil pressure in the first oil channel (pt1) is higher than the pressure in the second oil channel (pt2), the oil in the first oil channel (pt1) flows to the second oil channel (pt2), and the pressure at both ends of the brake oil distribution valve (n) is balanced and in the middle position; When the rotating bracket (h3) is in position two (pos2), the left driving brake module (a1) and the right driving brake module (a2) are controlled simultaneously, the switch valve (m) is energized and in the right position, and the third oil channel (kt1) and the fourth oil channel (kt2) are disconnected; When the braking torque borne by the left half-shaft is higher than the braking torque borne by the right half-shaft, the rotation speed of the left half-shaft is lower than the rotation speed of the right half-shaft. Under the action of the oil pressure in the second oil channel (pt2), the brake oil distribution valve (n) is pushed to the right position, the left brake oil filling channel (nt1) is connected to the first oil pan (c1), and the oil is transferred to the first oil pan (c1), so that the braking torque generated in the left service brake module (a1) decreases, the rotation speed of the left half-shaft increases, and the brake oil distribution valve (n) is pushed to the middle position; When the braking torque borne by the right half-shaft is higher than the braking torque borne by the left half-shaft, the rotation speed of the right half-shaft is lower than the rotation speed of the left half-shaft. Under the action of the oil pressure in the first oil channel (pt1), the brake oil distribution valve (n) is pushed to the left position, and the right brake oil filling channel (nt2) is connected to the second oil pan (c2), and the oil is transmitted to the second oil pan (c2), so that the braking torque generated in the right driving brake module (a2) decreases, the rotation speed of the right half-shaft increases, and the brake oil distribution valve (n) is pushed to the middle position.

10. The operating method of the dynamic balancing device for vehicle braking force according to claim 9, characterized in that: When the brake oil channel (b6) of the left driving brake module (a1) is not filled with oil, the piston (b5) is in the initial position under the squeezing action of the pressure plate (b4), and there is a gap between the first brake pad (b1) and the second brake pad (b2) spaced apart between the pressure plate (b4) and the driving brake housing, and the left half shaft can rotate relative to the driving brake housing; when the brake oil channel (6) is filled with oil, the piston (b5) and the pressure plate (b4) overcome the elastic force of the return spring (b3) to push the piston (b5), so that the first brake pad (b1) and the second brake pad (b2) are compressed and friction is generated, thereby braking the left half shaft; the working process of the right driving brake module (a2) is the same as that of the left driving brake module (a1).

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