Multi-mode vehicle braking system

Abstract

The invention relates to a multi-mode vehicle braking system which comprises a first brake set, a second brake set and a liquid path control unit, and the first brake set comprises a brake disc arranged on a brake bridge of a vehicle, a service brake matched with the brake disc and a parking brake matched with the brake disc; the second brake set comprises a motor brake and a speed reducer brake which are arranged on a drive axle of the vehicle, the motor brake is connected to the drive motor, and the speed reducer brake is connected to the hub reduction gear; and the liquid path control unit is connected to the service brake, the parking brake and the speed reducer brake. Two sets of braking systems are arranged on each axle of the vehicle, it is guaranteed that the vehicle with problems on any path can still be braked and parked, it is effectively guaranteed that the whole vehicle is parked, parking distribution of the vehicle is reasonable, and braking balance is guaranteed; the brake system is reasonable in design, the integrated brake system can meet various walking mode states of one vehicle, and the brake system is complete in function, safe and reliable.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and particularly relates to a multi-mode vehicle braking system. Background Art

[0002] An electric mining truck is a mining vehicle driven by electricity, mainly used for transportation operations in mines, and has higher requirements for its driving and parking than conventional vehicles.

[0003] Currently, in a conventional electric mining truck transporter: the front wheels are steering and braking wheels, and the rear wheels are driving wheels. The driving wheels adopt a motor plus gearbox mode, and the brake acts on the connecting disc between the motor and the gearbox. When the vehicle is braking during driving: the hydraulic proportional valve is controlled by the pedal to convert the hydraulic signal into an electrical signal to control the simultaneous operation of the electric brake and the brake. The brake wears relatively quickly, and when the vehicle brakes at high speed, the brake is prone to failure; there are problems of large braking torque and relatively large front and rear braking torques; and the braking mode is also relatively single. Summary of the Invention

[0004] The purpose of the present invention is to provide a multi-mode vehicle braking system to meet the braking of a vehicle (such as an electric mining truck) in various states.

[0005] To achieve the above purpose, the technical solution adopted by the present invention is:

[0006] A multi-mode vehicle braking system includes a first brake group, a second brake group, and a hydraulic circuit control unit, where:

[0007] The first brake group includes a brake disc, a service brake, and a parking brake. The brake disc is arranged on the brake axle of the vehicle, and the service brake and the parking brake cooperate with the brake disc.

[0008] The second brake group includes an electric motor brake and a reducer brake. The electric motor brake and the reducer brake are arranged on the drive axle of the vehicle. The electric motor brake is connected to the drive motor, and the reducer brake is connected to the wheel side reducer.

[0009] The hydraulic circuit control unit is connected to the service brake, the parking brake, and the reducer brake.

[0010] Preferably, the hydraulic circuit control unit includes a brake fluid source, a valve assembly, and a pipeline. The brake fluid source is connected to the service brake, the parking brake, and the reducer brake through the pipeline, and the valve assembly is arranged on the pipeline.

[0011] Further preferably, the valve assembly includes:

[0012] The electro-hydraulic proportional valve is connected to the pipeline between the brake fluid source and the service brake, and forms a service brake fluid circuit;

[0013] The first electro-controlled pressure reducing valve assembly is connected to the pipeline between the brake fluid source and the parking brake, and forms a parking brake fluid circuit;

[0014] The second electro-controlled pressure reducing valve assembly is connected to the pipeline between the brake fluid source and the reducer brake, and forms a reducer parking brake fluid circuit.

[0015] The first electro-controlled pressure reducing valve assembly and the second electro-controlled pressure reducing valve assembly are normally-closed two-position three-way electro-controlled pressure reducing valves.

[0016] More preferably, the braking system further includes a braking operation assembly, and the braking operation assembly includes an electric brake pedal, and the electric brake pedal is simultaneously connected to the electro-hydraulic proportional valve and the electric motor brake.

[0017] Further preferably, the valve assembly further includes a third electro-controlled pressure reducing valve assembly, and the third electro-controlled pressure reducing valve assembly is connected to the pipeline between the brake fluid source and the service brake, and forms an emergency brake fluid circuit.

[0018] More preferably, the third electro-controlled pressure reducing valve assembly is a normally-open two-position three-way electro-controlled pressure reducing valve.

[0019] Further preferably, the valve assembly further includes a fourth electro-controlled pressure reducing valve assembly, and the fourth electro-controlled pressure reducing valve assembly is connected to the pipeline between the brake fluid source and the service brake of the vehicle's rear wheels, and forms a tipping brake fluid circuit.

[0020] More preferably, the fourth electro-controlled pressure reducing valve assembly is a normally-closed two-position three-way electro-controlled pressure reducing valve.

[0021] Further preferably, the valve assembly further includes a relay valve, and the relay valve is arranged on the pipeline upstream of the service brake.

[0022] Further preferably, the liquid circuit control unit further includes a manual pump, and the manual pump is connected to the pipeline between the brake fluid source and the parking brake, and forms an emergency trailer fluid circuit.

[0023] Further preferably, the liquid circuit control unit further includes an accumulator, and the accumulator is connected to the valve assembly.

[0024] Preferably, according to the above technical solution, the first brake group is arranged on the single-number axis of the vehicle wheels, and the second brake group is arranged on the double-number axis of the vehicle wheels.

[0025] Due to the application of the above technical solution, the present invention has the following advantages compared with the prior art:

[0026] In the present invention, there are two sets of braking systems on each axle (brake axle, drive axle) of the vehicle. The brake axle is equipped with a service brake and a parking brake, and the drive axle is equipped with an electric motor brake and a reducer brake, ensuring that the vehicle can still achieve braking and parking even if any one of the circuits has problems, effectively ensuring the vehicle's parking, reasonable distribution of vehicle parking, and ensuring braking balance; the braking system is reasonably designed, and an integrated braking system that can meet various driving mode states of a vehicle can be obtained, with complete functions, safety and reliability. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Attached Figure 1 is a sectional view schematic diagram of the drive axle in the present invention;

[0028] Attached Figure 2 is a sectional view schematic diagram of the brake axle in the present invention;

[0029] Attached Figure 3 is a schematic diagram of the principle of the hydraulic control unit in the present invention;

[0030] Attached Figure 4 is an indication diagram of the service braking mode in the present invention;

[0031] Attached Figure 5 is an indication diagram of the parking braking mode in the present invention;

[0032] Attached Figure 6 is an indication diagram of the parking braking mode of the reducer in the present invention;

[0033] Attached Figure 7 is an indication diagram of the emergency braking mode in the present invention;

[0034] Attached Figure 8 is an indication diagram of the tipping braking mode in the present invention;

[0035] Attached Figure 9 is an indication diagram of the emergency trailer mode in the present invention.

[0036] In the above drawings:

[0037] 10. Front wheel set; 11. Rear wheel set;

[0038] 12. Brake axle; 120. Service brake; 121. Parking brake;

[0039] 13. Drive axle; 130. Reducer brake; 131. Drive motor; 132. Reducer brake;

[0040] 20. Brake fluid source; 210. Electro-hydraulic proportional valve; 211. First electronically controlled pressure reducing valve assembly; 212. Second electronically controlled pressure reducing valve assembly; 213. Third electronically controlled pressure reducing valve assembly; 214. Fourth electronically controlled pressure reducing valve assembly; 215. Relay valve; 22. Pipeline; 23. Accumulator; 24. Hydraulic pump; 25. Manual pump. Detailed implementation manners

[0041] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0042] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the accompanying drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention. In addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0043] A multi-mode vehicle braking system, the vehicle adopts a multi-axis front wheel set 10 and rear wheel set 11 structure, and the braking system includes a first brake group, a second brake group, and a hydraulic control unit. Specifically:

[0044] The first brake group includes a brake disc (not shown in the figure), a service brake 120, and a parking brake 121. The brake disc is arranged on the brake bridge 12 of the vehicle. The service brake 120 and the parking brake 121 cooperate with the brake disc. The service brake 120 and the parking brake 121 act on the same brake disc and can be used for service braking and parking braking, as Figure 1 shown.

[0045] The second brake group includes an electric motor brake (not shown in the figure) and a reduction gear brake 130. The electric motor brake and the reduction gear brake 130 are arranged on the drive axle 13 of the vehicle. The electric motor brake is connected to the drive motor 131, and the reduction gear brake 130 is connected to the wheel side reducer 132. When the vehicle is running, the electric motor brake brakes; when the vehicle stops, the reduction gear brake 130 brakes, as Figure 2 shown.

[0046] In this embodiment: The front wheel set 10 and the rear wheel set 11 in the vehicle wheels both include a brake axle 12 and a drive axle 13. Among them: The single-numbered axles of the front wheel set 10 and the rear wheel set 11 are set as the brake axle 12, that is, the first brake group is set on the single-numbered axles, such as the first axle, the third axle, etc.; the double-numbered axles of the front wheel set 10 and the rear wheel set 11 are set as the drive axle 13, that is, the second brake group is set on the double-numbered axles, such as the second axle, the fourth axle, etc.

[0047] The hydraulic control unit is connected to the service brake 120, the parking brake 121, and the reduction mechanism brake.

[0048] In this embodiment: The hydraulic control unit includes a brake fluid source 20, a valve assembly, a pipeline 22, an accumulator 23, a hydraulic pump 24, a manual pump 25, etc., as Figure 3 shown. Specifically:

[0049] The brake fluid source 20 is connected to the service brake 120, the parking brake 121, and the reduction mechanism brake 132 through the pipeline 22. The rotating fluid source 20 can adopt hydraulic oil, etc.

[0050] The valve assembly is arranged on the pipeline 22. Among them: The valve assembly includes an electro-hydraulic proportional valve 210, a first electronically controlled pressure reducing valve assembly 211, a second electronically controlled pressure reducing valve assembly 212, a third electronically controlled pressure reducing valve assembly 213, a fourth electronically controlled pressure reducing valve assembly 214, and a relay valve 215.

[0051] The electro-hydraulic proportional valve 210 is connected to the pipeline 22 between the brake fluid source 20 and the service brake 120, and forms a service brake hydraulic circuit. And a relay valve 215 is arranged between the electro-hydraulic proportional valve 210 and the service brake 120.

[0052] The first electronically controlled pressure reducing valve assembly 211 is connected to the pipeline 22 between the brake fluid source 20 and the parking brake 121, and forms a parking brake hydraulic circuit.

[0053] The second electronically controlled pressure reducing valve assembly 212 is connected to the pipeline 22 between the brake fluid source 20 and the reduction mechanism brake 132, and forms a reduction mechanism parking brake hydraulic circuit.

[0054] The third electronically controlled pressure reducing valve assembly 213 is connected to the pipeline between the brake fluid source 20 and the service brake 120, and forms an emergency brake hydraulic circuit. And a relay valve 215 is arranged between the third electronically controlled pressure reducing valve assembly 213 and the service brake 120.

[0055] The fourth electronically controlled pressure reducing valve assembly 214 is connected to the pipeline 22 between the brake fluid source 20 and the service brake 120 of the vehicle rear wheels, and forms a tipping brake hydraulic circuit. And a relay valve 215 is arranged between the fourth electronically controlled pressure reducing valve assembly 214 and the service brake 120.

[0056] The first electronically controlled pressure reducing valve assembly 211, the second electronically controlled pressure reducing valve assembly 212, the third electronically controlled pressure reducing valve assembly 213, and the fourth electronically controlled pressure reducing valve assembly 214 all adopt two-position three-way electronically controlled pressure reducing valves, where:

[0057] The first electronically controlled pressure reducing valve assembly 211, the second electronically controlled pressure reducing valve assembly 212, and the fourth electronically controlled pressure reducing valve assembly 214 are normally closed two-position three-way electronically controlled pressure reducing valves; the third electronically controlled pressure reducing valve assembly 213 is a normally open two-position three-way electronically controlled pressure reducing valve.

[0058] The above brake fluid circuit enables the braking system to have three common modes, namely the service brake mode, the parking brake mode, and the reducer parking brake mode, as Figures 4 - 6 shown, and two special modes, namely the emergency brake mode and the tipping brake mode, as Figures 7 - 8 shown. Corresponding to each mode, the electro-hydraulic proportional valve 210 and the electronically controlled pressure reducing valve assembly control the actions of the corresponding brakes in each brake fluid circuit. When the vehicle is under service brake control: the reducer brake 132 is braked first, and then the service brake 120 is braked. However, in the emergency brake mode: both the first electronically controlled pressure reducing valve assembly 211 and the third electronically controlled pressure reducing valve assembly 213 act to brake the service brake 120 and the parking brake 121, which is used when the vehicle encounters an emergency or the vehicle's service brake fails and the vehicle needs to be emergently braked. In the tipping brake mode: the fourth electronically controlled pressure reducing valve assembly 214 only controls the braking of the service brake 120 of the vehicle's rear wheels. When the vehicle tips over, the fourth electronically controlled pressure reducing valve assembly 214 is opened to control the vehicle's rear wheel set 11, which is used for short-time vehicle parking for cargo loading and unloading and tipping, ensuring that the vehicle can move slightly forward and backward under braking without affecting the brake valve components.

[0059] The manual pump 25 is connected to the pipeline 22 between the brake fluid source 20 and the parking brake 121, and forms an emergency trailer fluid circuit, that is, the emergency trailer mode, as Figure 9 shown. When the vehicle loses power and needs to be repaired, the vehicle is operated through the manual pump 25 to release the parking brakes of the vehicle's parking brake 121 and the reducer brake 132, and the vehicle is towed to the repair point by another vehicle.

[0060] The accumulator 23 is connected to the valve assembly. Specifically, one large accumulator and multiple small accumulators can be used, with reasonable distribution to make full use of the working efficiency of the hydraulic pump 24.

[0061] The braking system further includes a braking operation component, which includes an electric brake pedal. The electric brake pedal is simultaneously connected to an electro-hydraulic proportional valve 210 and an electric motor brake. The output is an analog electro-proportional signal, which can simultaneously act to control the electro-hydraulic proportional valve 210 and the electric motor brake to operate. The electric motor brake can directly achieve power-off braking through the electric brake pedal without being controlled by the hydraulic control unit. The braking operation component may further include a handbrake to control the actions of the first electronically controlled pressure reducing valve assembly 211 and the second electronically controlled pressure reducing valve assembly 212 to achieve parking braking for long-time vehicle parking. The braking operation component may further include a special key to control the service braking of the third electronically controlled pressure reducing valve assembly 213 and the fourth electronically controlled pressure reducing valve assembly 214.

[0062] The above embodiments are only used to illustrate the technical concept and features of the present invention, and the purpose is to enable those who are familiar with this technology to understand the content of the present invention and implement it accordingly, and it cannot be used to limit the protection scope of the present invention. All equivalent changes or modifications made according to the spirit and essence of the present invention should be covered within the protection scope of the present invention.

Claims

1. A multi-mode vehicle braking system, characterized in that: It includes a first brake group, a second brake group, and a hydraulic circuit control unit, where: The first brake group includes a brake disc, a service brake, and a parking brake. The brake disc is arranged on the vehicle's brake axle, and the service brake and the parking brake cooperate with the brake disc; The second brake group includes an electric motor brake and a reducer brake. The electric motor brake and the reducer brake are arranged on the vehicle's drive axle. The electric motor brake is connected to the drive motor, and the reducer brake is connected to the wheel side reducer; The hydraulic circuit control unit is connected to the service brake, the parking brake, and the reducer brake.

2. The multi-mode vehicle braking system according to claim 1, wherein: The hydraulic circuit control unit includes a brake fluid source, a valve assembly, and pipelines. The brake fluid source is connected to the service brake, the parking brake, and the reducer brake through the pipelines, and the valve assembly is arranged on the pipelines.

3. The multi-mode vehicle braking system according to claim 2, wherein: The valve assembly includes: An electro-hydraulic proportional valve, which is connected to the pipeline between the brake fluid source and the service brake and forms a service brake hydraulic circuit; A first electro-controlled pressure reducing valve assembly, which is connected to the pipeline between the brake fluid source and the parking brake and forms a parking brake hydraulic circuit; A second electro-controlled pressure reducing valve assembly, which is connected to the pipeline between the brake fluid source and the reducer brake and forms a reducer parking brake hydraulic circuit, The first electro-controlled pressure reducing valve assembly and the second electro-controlled pressure reducing valve assembly are normally closed two-position three-way electro-controlled pressure reducing valves.

4. The multi-mode vehicle braking system according to claim 3, characterized in that: The braking system further includes a braking operation component, and the braking operation component includes an electric brake pedal, and the electric brake pedal is simultaneously connected to the electro-hydraulic proportional valve and the electric motor brake.

5. The multimode vehicle braking system according to claim 2 or 3, characterized in that: The valve assembly further includes a third electro-controlled pressure reducing valve assembly, which is connected to the pipeline between the brake fluid source and the service brake and forms an emergency brake hydraulic circuit, The third electro-controlled pressure reducing valve assembly is a normally open two-position three-way electro-controlled pressure reducing valve.

6. The multimode vehicle braking system according to claim 2, characterized in that: The valve assembly further includes a fourth electro-controlled pressure reducing valve assembly, which is connected to the pipeline between the brake fluid source and the service brake of the vehicle's rear wheels and forms a tipping brake hydraulic circuit, The fourth electro-controlled pressure reducing valve assembly is a normally closed two-position three-way electro-controlled pressure reducing valve.

7. The multimode vehicle braking system according to claim 2, characterized in that: The valve assembly further includes a relay valve, and the relay valve is arranged on the pipeline upstream of the service brake.

8. The multimode vehicle braking system according to claim 2, characterized in that: The hydraulic circuit control unit further includes a manual pump, and the manual pump is connected to the pipeline between the brake fluid source and the parking brake and forms an emergency trailer hydraulic circuit.

9. The multi-mode vehicle braking system according to claim 2, characterized in that: The hydraulic circuit control unit further includes an accumulator, and the accumulator is connected to the valve assembly.

10. The multi-mode vehicle braking system according to claim 1, characterized in that: The first brake group is arranged on the odd-numbered axles of the vehicle wheels, and the second brake group is arranged on the even-numbered axles of the vehicle wheels.

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