Bridge type electric engineering vehicle braking auxiliary device and braking method thereof

Abstract

The invention relates to the technical field of vehicle braking, in particular to a bridge type electric engineering vehicle braking auxiliary device and a braking method thereof.The bridge type electric engineering vehicle braking auxiliary device comprises a booster pump and a pumping cylinder fixed to the booster pump, a pumping disc is connected into the pumping cylinder in a sliding and sealing mode, and a push rod is arranged on the pumping disc; the brake is connected with a vehicle through a brake bridge, a pressure cylinder is arranged on the brake, and a hollow pipe communicated with the pressure cylinder is arranged on the pressure cylinder; the first rotating rod is rotationally installed in the pumping cylinder, a centrifugal regulation and control mechanism connected with the first rotating rod is arranged on the booster pump, and an oil way distribution mechanism is arranged in the pumping cylinder; and the air pressure adjusting mechanism is arranged on the centrifugal adjusting and controlling mechanism, a pressure adjusting cylinder is connected to the air pressure adjusting mechanism, and the centrifugal adjusting and controlling mechanism can drive the oil way distribution mechanism and the air pressure adjusting mechanism to move according to the vehicle speed so as to adjust the conduction amount of the pumping cylinder and the air pressure in the hollow pipe, so that the effect of adaptively adjusting the braking force is achieved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle braking technology, in particular to a bridge type electric engineering vehicle braking auxiliary device and a braking method thereof. BACKGROUND

[0002] The vehicle braking system is the core component to ensure driving safety, and its basic principle is that the driver steps on the brake pedal to transmit force to the brake of each wheel through hydraulic or pneumatic pressure, thereby generating friction braking force to slow down or stop the vehicle.

[0003] In the traditional braking system, the hydraulic pressure to the front and rear wheel brake pumps maintains a fixed distribution relationship, which can meet the basic braking demand under the condition that the vehicle is at low speed or the load changes little.

[0004] However, when the vehicle brakes at high speed, the center of gravity of the vehicle body will move forward sharply due to inertia, the vertical load of the front wheel will increase, and the vertical load of the rear wheel will decrease accordingly. This means that the front wheel can obtain greater adhesion to bear stronger braking force, while the adhesion of the rear wheel is greatly reduced. The existing fixed ratio braking system will still provide the same proportion of braking force to the rear wheel as at low speed, which is likely to exceed the adhesion limit of the rear wheel tire and the ground, resulting in the rear wheel "locking" too early.

[0005] To overcome this problem, the modern automobile industry generally uses an electronic brake force distribution system, however, the braking force distribution action of the system occurs during the braking process, that is, the system can only monitor, calculate and intervene after the driver steps on the brake and the wheel speed difference (locking trend) appears, which inevitably has a certain delay, and in some working conditions, the risk of locking at the beginning of braking may not be completely eliminated. SUMMARY

[0006] The purpose of the present application is to provide a bridge type electric engineering vehicle braking auxiliary device and a braking method thereof to solve the problems raised in the background.

[0007] To achieve the above purpose, the present application provides the following technical solutions: A bridge type electric engineering vehicle braking auxiliary device, comprising: A booster pump and a pumping cylinder fixed on the booster pump, a pumping disc is slidably and sealingly connected in the pumping cylinder, and a push rod is arranged on the pumping disc; Further comprising: A brake connected with the vehicle through a brake bridge, a booster cylinder is arranged on the brake, and a hollow pipe in communication with the booster cylinder is arranged on the booster cylinder; A first rotating rod is rotatably installed in the pumping cylinder, the booster pump is provided with a centrifugal control mechanism connected with the first rotating rod, the pumping cylinder is provided with an oil distribution mechanism, and the centrifugal control mechanism can adjust the oil distribution mechanism to pump oil into the pressure cylinder through the first rotating rod. A gas pressure adjusting mechanism is arranged on the centrifugal control mechanism, the gas pressure adjusting mechanism is connected with a pressure adjusting cylinder, and the gas pressure adjusting mechanism can adjust the gas pressure in the hollow pipe when the centrifugal control mechanism moves.

[0008] As a further scheme of the present application, the centrifugal control mechanism comprises a second rotating rod rotatably installed on the booster pump, a plurality of articulated rods are articulated on the second rotating rod and are distributed at equal intervals in a circle, and a counterweight is arranged on the articulated rod. Further comprising a driven assembly and a guide assembly arranged on the pumping cylinder and connected with the second rotating rod for controlling rotation of the first rotating rod.

[0009] As a further scheme of the present application, the driven assembly comprises a conical disc sliding axially along the second rotating rod, a first spring is sleeved on the second rotating rod, and two ends of the first spring are respectively in abutment with the conical disc and the second rotating rod.

[0010] As a further scheme of the present application, the guide assembly comprises a guide column fixed on the pumping cylinder, the first rotating rod axially slides a sliding sleeve, a fixed rod and a guide plate are arranged on the side wall of the sliding sleeve, the fixed rod is fixedly connected with the conical disc, the guide plate is slidingly connected with the guide column, and a fixed plate fixedly connected with the pressure adjusting cylinder is arranged at the end of the guide column.

[0011] As a further scheme of the present application, the oil distribution mechanism comprises a guide groove formed on the circumferential outer wall of the first rotating rod, and a limiting block slidingly fitted with the guide groove is arranged on the inner wall of the sliding sleeve.

[0012] As a further scheme of the present application, the oil distribution mechanism further comprises a first conduit and a second conduit symmetrically arranged on the side wall of the pumping cylinder, the second conduit is connected with the pressure cylinder, the first rotating rod is provided with a first adjusting ring and a second adjusting ring, a first through groove matched with the first conduit is formed on the first adjusting ring, and a second through groove matched with the second conduit is formed on the second adjusting ring.

[0013] As a further scheme of the present application: the air pressure adjusting mechanism comprises a piston disc axially sliding along the first rotating rod and in sliding sealing connection with the pressure regulating cylinder, a second spring is sleeved on the first rotating rod, and two ends of the second spring are respectively in abutment with the pressure regulating cylinder and the piston disc, and a follow-up rod in abutment with the piston disc is arranged on the guide plate.

[0014] As a further scheme of the present application: the air pressure adjusting mechanism further comprises a limiting ring fixed in the hollow pipe, a supporting sleeve is arranged in the hollow pipe, a supporting rod axially sliding in the supporting sleeve is arranged, a sealing disc in abutment with the limiting ring is arranged at the end of the supporting rod, and a third spring is sleeved on the supporting sleeve and the supporting rod, and two ends of the third spring are respectively in abutment with the sealing disc and the hollow pipe.

[0015] As a further scheme of the present application: the pressure regulating cylinder is connected with a gas feeding pipe in communication with the hollow pipe.

[0016] A brake method of a bridge type electric engineering vehicle brake auxiliary device, comprising the following steps: Step one: the centrifugal control mechanism drives the oil path distribution mechanism to move, and under the action of the oil path distribution mechanism, the conduction of the pumping cylinder is adjusted according to the vehicle speed; Step two: the centrifugal control mechanism also drives the air pressure adjusting mechanism to move, so as to adjust the air pressure in the hollow pipe according to the vehicle speed; Step three: when the brake pedal is stepped on, the pumping disc is driven to move by the push rod, so that the oil in the pumping cylinder is transported to the booster cylinder through the oil path distribution mechanism; Step four: according to the change of the hydraulic pressure in the booster cylinder and the change of the air pressure in the hollow pipe, the brake can execute the brake action on the vehicle.

[0017] Compared with the prior art, the present application has the following advantages: Through self-adaptive adjustment when the speed changes, the present application can match the distribution of braking force with the dynamic working condition of the vehicle, so that the distribution of braking force is maintained balanced in front and back in the low-speed working condition, the braking efficiency is stable and reliable, in the high-speed state, the conduction state of the first conduit and the second conduit and the air pressure in the hollow pipe can be automatically adjusted, so that the distribution of braking force is completed in advance before braking, so that the flow distribution and pressure cavity of the front and rear braking systems are in the best state matched with the current vehicle speed during braking.

[0018] When the vehicle is running at high speed, through the cooperation of the centrifugal control mechanism and the oil path distribution mechanism, the first conduit can increase the size of the guide size, and the size of the second conduit can be reduced. At the same time, through the air pressure adjusting mechanism, the air pressure in the hollow tube is reduced, the pre-adjustment of the front and rear wheel braking force is realized, in this way, the brake oil flow to the front wheel brake booster cylinder increases, the oil pressure is established more quickly, thereby generating greater braking force, to cope with the demand that the vehicle center of gravity moves forward and the front wheel needs to bear the main braking task when braking at high speed.

[0019] The brake oil flow to the rear wheel brake booster cylinder is limited, and because the air pressure in the hollow tube is reduced, when the oil enters the rear wheel booster cylinder, the sealing disc is displaced, so that the effective cavity volume for containing brake oil increases, and the thrust of the plunger in the booster cylinder of the rear wheel brake under the action of oil pressure will always be kept within the safety threshold, thereby avoiding the phenomenon of rear wheel adhesion and possible locking side slip when the vehicle center of gravity moves forward during braking, greatly improving the directional stability and safety of the vehicle during high-speed braking. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 Structure schematic diagram of an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0021] Figure 2 Structure schematic diagram of an embodiment of the bridge type electric engineering vehicle braking auxiliary device from another angle.

[0022] Figure 3 Connection relationship schematic diagram of part of the centrifugal control mechanism, part of the air pressure adjusting mechanism and the pumping cylinder in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0023] Figure 4 Structure schematic diagram of Figure 3 Structure enlarged schematic diagram of A in the middle.

[0024] Figure 5 Structure schematic diagram of Figure 3 Structure schematic diagram from another angle.

[0025] Figure 6 Structure schematic diagram of part of the oil path distribution mechanism and part of the centrifugal control mechanism in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0026] Figure 7 Sectional structure schematic diagram of the pumping cylinder and the pressure regulating cylinder in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0027] Figure 8 Exploded structure schematic diagram of part of the centrifugal control mechanism in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0028] Figure 9 Structure diagram of part centrifugal control mechanism and part air pressure adjusting mechanism in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0029] Figure 10 Structure diagram of part centrifugal control mechanism and part air pressure adjusting mechanism in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0030] Figure 11 Structure diagram of part centrifugal control mechanism and part air pressure adjusting mechanism in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0031] Figure 12 Structure diagram of part centrifugal control mechanism and part air pressure adjusting mechanism in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0032] Figure 13 Structure diagram of part centrifugal control mechanism and part air pressure adjusting mechanism in an embodiment of the bridge type electric engineering vehicle braking auxiliary device.

[0033] In the figure: 1, booster pump; 2, push rod; 3, pumping cylinder; 4, oil box; 5, pumping disc; 6, first rotating rod; 601, straight groove; 602, spiral groove; 7, guide column; 8, sliding sleeve; 801, limit block; 9, guide plate; 10, follow-up rod; 11, second rotating rod; 12, first spring; 13, conical disc; 14, hinged rod; 15, counterweight wheel; 16, first adjusting ring; 1601, first guide groove; 17, second adjusting ring; 1701, second guide groove; 18, fixed plate; 19, pressure regulating cylinder; 20, piston disc; 21, second spring; 22, first guide pipe; 23, second guide pipe; 24, booster cylinder; 25, hollow pipe; 2501, limit ring; 26, support sleeve; 27, support rod; 28, sealing disc; 29, third spring; 30, air supply pipe; 31, fixed rod. DETAILED DESCRIPTION

[0034] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0035] In addition, elements in the application can be referred to as "fixed" or "set" on another element, which can be directly on another element or can exist with a middle element. When an element is considered to be "connected" to another element, it can be directly connected to another element or can exist with a middle element. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only and are not the only implementation.

[0036] Please refer to Figures 1-13 In an embodiment of the application, a bridge type electric engineering vehicle brake auxiliary device comprises: A booster pump 1 and a pumping cylinder 3 fixed on the booster pump 1, a pumping disc 5 is slidingly connected in the pumping cylinder 3, and a push rod 2 is arranged on the pumping disc 5; Further comprising: A brake connected with the vehicle through a brake bridge, a booster cylinder 24 is arranged on the brake, and a hollow pipe 25 connected with the booster cylinder 24 is arranged on the booster cylinder 24; A first rotating rod 6 rotatably installed in the pumping cylinder 3, a centrifugal control mechanism connected with the first rotating rod 6 is arranged on the booster pump 1, an oil distribution mechanism is arranged in the pumping cylinder 3, and the centrifugal control mechanism can adjust the oil distribution mechanism to pump oil into the booster cylinder 24 through the first rotating rod 6; A gas pressure adjusting mechanism arranged on the centrifugal control mechanism, a pressure regulating cylinder 19 is connected with the gas pressure adjusting mechanism, and the gas pressure adjusting mechanism can adjust the gas pressure in the hollow pipe 25 when the centrifugal control mechanism moves.

[0037] Specifically, the centrifugal control mechanism can be connected with the output shaft of the gearbox or the output shaft of the transfer case or the transmission shaft itself through gear transmission or chain transmission according to the installation position, so as to realize the effect of adaptive motion according to the change of vehicle speed. When the vehicle is running, the centrifugal control mechanism is controlled to move, which will drive the oil path distribution mechanism to move, so that the conduction state of the pumping cylinder 3 changes. At the same time, the centrifugal control mechanism will also drive the pneumatic pressure adjusting mechanism to move to change the air pressure in the hollow tube 25. If the vehicle is moving at a low speed, the amount of brake oil pumped by the oil path distribution mechanism into the pressure cylinder 24 of the front and rear brakes is basically the same, and the air pressure in the hollow tube 25 will not change, so as to ensure that the braking performance of the front and rear wheels of the vehicle is consistent. If the vehicle is in a high-speed motion state, the oil path distribution mechanism adjusts the conduction state of the pumping cylinder 3 in advance, and under the action of the pneumatic pressure adjusting mechanism, the air pressure in the hollow tube 25 is reduced. Therefore, when braking, the amount of brake oil pumped by the oil path distribution mechanism into the pressure cylinder 24 of the front brake is greater than that of the rear brake, so that the front wheel braking force is greater than the rear wheel braking force, and under the action of the hollow tube 25, the oil pressure thrust on the brake pad of the rear brake is further reduced. In this way, it can be ensured that the rear wheel braking effect is always within a safe threshold when the vehicle is running at a high speed, avoiding the problem of rear wheel lock caused by excessive rear wheel braking force, which further leads to loss of control of the vehicle tail and causes spinout and other problems.

[0038] Please refer to Figures 1-3 , Figure 5 , Figure 8 , the centrifugal control mechanism includes a second rotating rod 11 rotatably installed on the booster pump 1, a plurality of hinged rods 14 circumferentially equidistantly distributed are hinged on the second rotating rod 11, and counterweights 15 are arranged on the hinged rods 14; further comprising a driven assembly and a guide assembly arranged on the pumping cylinder 3 and connected with the second rotating rod 11 for controlling the rotation of the first rotating rod 6, the driven assembly includes a conical disc 13 sliding axially along the second rotating rod 11, a first spring 12 is sleeved on the second rotating rod 11, and the two ends of the first spring 12 are respectively in abutment with the conical disc 13 and the second rotating rod 11, the guide assembly includes a guide column 7 fixed on the pumping cylinder 3, the first rotating rod 6 axially slides a sliding sleeve 8, a fixed rod 31 and a guide plate 9 are arranged on the side wall of the sliding sleeve 8, the fixed rod 31 is fixedly connected with the conical disc 13, the guide plate 9 is slidingly connected with the guide column 7, and a fixed plate 18 fixedly connected with the pressure regulating cylinder 19 is arranged at the end of the guide column 7.

[0039] Please refer to Figure 3, It is to be noted that the second rotating rod 11 can be connected to the corresponding driving source (the output shaft of the gearbox or the output shaft of the transfer case or the transmission shaft itself) through gear transmission or chain transmission according to the vehicle layout, the brake includes a caliper, a brake pad and a brake disc, the caliper is provided with a booster cylinder 24, a plunger for controlling the action of the brake pad is installed in the booster cylinder 24, when the amount of brake oil in the booster cylinder 24 changes, the action of the brake pad can be controlled through the plunger to provide braking force to the vehicle through the friction between the brake pad and the brake disc, the end of the second rotating rod 11 is provided with a fixed ring, and the two ends of the first spring 12 are respectively in abutment with the fixed ring and the conical disc 13; Please refer to Figure 5 , In the initial state (the vehicle is in a stationary state), the spacing between the conical disc 13 and the fixed ring is the largest, under the action of the inner wall conical surface of the conical disc 13, the control weight wheel 15 is in abutment with the circumferential outer wall of the second rotating rod 11, so that the included angle between the hinged rod 14 and the second rotating rod 11 is the smallest, and the elongation of the first spring 12 in the natural state is greater than the maximum spacing between the conical disc 13 and the fixed ring, for this reason, the first spring 12 always provides a pushing force to the conical disc 13 in the direction away from the fixed ring, and the conical disc 13 will control the sliding sleeve 8 to be located at the end of the stroke in the direction close to the pumping cylinder 3 through the fixed rod 31.

[0040] When the vehicle is in a running state, the second rotating rod 11 will be controlled to rotate through gear transmission or chain transmission, so as to control the control weight wheel 15 to move around the second rotating rod 11 through the hinged rod 14, under the action of centrifugal force, the control weight wheel 15 has a tendency to move in the direction away from the second rotating rod 11, thereby providing a pushing force to the conical disc 13 in the direction close to the fixed ring, when the pushing force overcomes the elastic resistance provided by the first spring 12 to the conical disc 13, the spacing between the control weight wheel 15 and the second rotating rod 11 will increase, so that the included angle between the hinged rod 14 and the second rotating rod 11 increases, and the control weight wheel 15 will also push the conical disc 13 to move in the direction close to the fixed ring and compress the first spring 12; Subsequently, the conical disc 13 will drive the sliding sleeve 8 to slide along the axial direction of the first rotating rod 6 and move in the direction away from the pumping cylinder 3 through the fixed rod 31, and the sliding sleeve 8 will also drive the guide plate 9 to slide along the guide column 7 in the axial direction, under the action of the sliding sleeve 8 and the guide plate 9, the oil way distribution mechanism and the air pressure adjusting mechanism are correspondingly controlled to move, so as to adaptively adjust the conduction state of the pumping cylinder 3 and the air pressure in the regulating cylinder 19 and the hollow pipe 25 according to the vehicle speed, in this way, the braking forces of the front and rear wheels can be automatically distributed according to the change of the vehicle speed before braking, so as to ensure that the front and rear wheels have the required braking force when moving at medium and low speeds, and the front wheel braking force is controlled to be enhanced when moving at high speed, and the rear wheel braking force is always ensured to be within a safety threshold.

[0041] Please refer to Figure 4 ,Figure 6 、 Figure 7 、 Figure 9 、 Figure 10 The oil distribution mechanism comprises a guide groove formed on the circumferential outer wall of the first rotating rod 6, a limiting block 801 provided on the inner wall of the sliding sleeve 8 and slidably fitted with the guide groove, and a first conduit 22 and a second conduit 23 symmetrically connected to the side wall of the pumping cylinder 3, wherein the second conduit 23 is connected to the booster cylinder 24, the first rotating rod 6 is provided with a first adjusting ring 16 and a second adjusting ring 17, the first adjusting ring 16 is formed with a first through groove 1601 connected to the first conduit 22, and the second adjusting ring 17 is formed with a second through groove 1701 connected to the second conduit 23.

[0042] Please refer to Figure 6 、 Figure 7 、 Figures 9-13 The air pressure adjusting mechanism comprises a piston disc 20 slidably connected to the pressure regulating cylinder 19 along the axial direction of the first rotating rod 6, a second spring 21 sleeved on the first rotating rod 6, the two ends of the second spring 21 abutting against the pressure regulating cylinder 19 and the piston disc 20 respectively, a follow-up rod 10 provided on the guide plate 9 and abutting against the piston disc 20, a limiting ring 2501 fixed in the hollow tube 25, a support sleeve 26 provided in the hollow tube 25, a support rod 27 slidably arranged in the support sleeve 26 in the axial direction, a sealing disc 28 provided on the end of the support rod 27 and abutting against the limiting ring 2501, a third spring 29 sleeved on the support sleeve 26 and the support rod 27, the two ends of the third spring 29 abutting against the sealing disc 28 and the hollow tube 25 respectively, and a gas delivery pipe 30 connected to the hollow tube 25 and connected to the pressure regulating cylinder 19.

[0043] Please refer to Figure 7 Further, the pumping cylinder 3 is provided with an oil box 4 for storing brake oil, the oil box 4 is connected to the pumping cylinder 3, the guide groove can be divided into two sections, namely a straight groove 601 and a spiral groove 602, and the oil box 4 is connected to the pumping cylinder 3. Figure 7 From left to right, the first adjusting ring 16 and the second adjusting ring 17 are sealingly fitted with the inner wall of the pumping cylinder 3, the first through groove 1601 is gradually enlarged, the second through groove 1701 is gradually reduced, and the minimum opening size of the first through groove 1601 is equal to the maximum opening size of the second through groove 1701. Only the booster cylinder 24 on the rear wheel brake is connected to the hollow tube 25 to change the braking force of the rear wheel brake.

[0044] In the initial state (the vehicle is in a static state), under the action of the first spring 12, the conical disc 13 is located at the end of the stroke close to the pumping cylinder 3, and the conical disc 13 controls the sliding sleeve 8 to be located at the end of the stroke close to the pumping cylinder 3 through the fixed rod 31. At this time, the limiting block 801 is located at the end of the stroke away from the spiral groove 602 on the straight groove 601. Under the action of the first rotating rod 6, the minimum opening of the first guide groove 1601 is connected with the first guide pipe 22, and the maximum opening of the second guide groove 1701 is connected with the second guide pipe 23. In this way, under the action of the first guide groove 1601 and the second guide groove 1701, the first guide pipe 22 and the second guide pipe 23 have the same conduction size. At this time, the brake oil pumped into the booster cylinder 24 through the first guide pipe 22 and the second guide pipe 23 has the same amount, that is, the braking force generated is the same. Please refer to Figure 12 、 Figure 13 At this time, the sealing disc 28 is in abutting state with the limiting ring 2501, so that the distance between the sealing disc 28 and the top of the hollow pipe 25 is maximum, and the elongation of the third spring 29 in the natural state is greater than the maximum distance between the sealing disc 28 and the top of the hollow pipe 25. At this time, the third spring 29 is in a pre-compressed state, and always provides a pushing force to the sealing disc 28 in the direction of the limiting ring 2501. Under the action of the sealing disc 28, the cavity volume through which the booster cylinder 24 and the hollow pipe 25 are connected is minimum. At this time, the gas in the pressure regulating cylinder 19 can be pumped by the pumping method, so that the high pressure is formed in the pressure regulating cylinder 19, and the same positive pressure is formed in the hollow pipe 25 through the gas pipe 30. In this way, the sealing disc 28 will be subjected to the double action of the pushing force of the third spring 29 and the gas pressure. When the positive pressure is formed in the pressure regulating cylinder 19, the piston disc 20 will also be pushed to move and compress the second spring 21, until the elastic pushing force provided by the second spring 21 to the piston disc 20 is balanced with the gas pressure, and the piston disc 20 no longer moves. The follow-up rod 10 is in a separated state with the piston disc 20. When the vehicle starts to run and is in a low-speed running state, the centrifugal force acting on the counterweight wheel 15 is small, so that the movement stroke of the conical disc 13 is within a certain range. When the conical disc 13 drives the sliding sleeve 8 to move in the direction away from the pumping cylinder 3, the limiting block 801 slides along the straight groove 601 under the action of the sliding sleeve 8. Therefore, the first rotating rod 6 does not rotate, and the conduction size of the first guide pipe 22 and the second guide pipe 23 does not change. The sliding sleeve 8 also drives the follow-up rod 10 to move through the guide plate 9. The follow-up rod 10 moves in the direction close to the piston disc 20 and is in a separated state with the piston disc 20. At this time, when braking, the pumping disc 5 is pushed to move by the push rod 2, and the brake oil in the oil box 4 is pumped out. Since the first conduit 22 and the second conduit 23 have the same size of the through size in this state, the pumped oil will be delivered to the booster cylinders 24 on the front and rear wheel brakes through the first conduit 22 and the second conduit 23 with equal flow and pressure. Since the vehicle speed is not high at this time, the weight forward effect is not significant, and the rear wheel still has sufficient adhesion. Therefore, it is reasonable and safe for the front and rear wheels to obtain equal braking force; At the same time, since the follower rod 10 and the piston disc 20 are still in a separated state, the gas pressure pre-stored in the pressure regulating cylinder 19 remains unchanged. The pushing force of the positive pressure in the hollow tube 25 on the sealing disc 28 and the pre-tightening force of the third spring 29 jointly maintain the state that the sealing disc 28 abuts against the limiting ring 2501. Therefore, the cavity volume acted on by the brake oil flowing into the rear wheel booster cylinder 24 remains minimum, and the oil pressure can be effectively established and converted into braking force.

[0045] If the vehicle is in high-speed driving, the centrifugal force acting on the counterweight wheel 15 is larger, so that the movement stroke of the conical disc 13 increases. When the conical disc 13 drives the sliding sleeve 8 to move through the fixed rod 31 and moves away from the pumping cylinder 3, the control limiting block 801 will move away from the straight groove 601 and enter the spiral groove 602 under the action of the sliding sleeve 8. The first rotating rod 6 is rotated under the action of the spiral groove 602, thereby driving the first adjusting ring 16 and the second adjusting ring 17 to move, thereby driving the first through groove 1601 and the second through groove 1701 to move. The through size of the first conduit 22 increases under the action of the first through groove 1601, and the through size of the second conduit 23 decreases under the action of the second through groove 1701. At the same time, the sliding sleeve 8 also drives the follower rod 10 to move through the guide plate 9, so that the follower rod 10 moves to the abutting position of the piston disc 20. In this case, the follower rod 10 will push the piston disc 20 to move towards the fixed plate 18, so that the effective sealing cavity volume in the pressure regulating cylinder 19 increases, and the gas pressure decreases. The gas pressure in the hollow tube 25 is balanced synchronously under the action of the gas supply pipe 30, so that the pushing force of the gas pressure acting on the sealing disc 28 correspondingly decreases. At this time, when braking, the pumping disc 5 will pump out the brake oil in the oil box 4 at a higher pressure under the action of the push rod 2. Since the through size of the first conduit 22 is larger than that of the second conduit 23, the flow of the brake oil flowing to the front wheel brake booster cylinder 24 increases, and the oil pressure is established more quickly, thereby generating greater braking force to meet the demand that the front wheel needs to bear the main braking task when the vehicle center of gravity moves forward during high-speed braking. The brake oil flow to the booster cylinder 24 of the rear wheel brake is limited, and as the air pressure in the hollow tube 25 decreases, the sealing disc 28 cannot provide sufficient support when the oil enters the booster cylinder 24 of the rear wheel brake, causing the sealing disc 28 to give way and separate from the limiting ring 2501, so that the effective cavity volume for containing brake oil in the booster cylinder 24 of the rear wheel increases, so that the thrust of the plunger in the booster cylinder 24 of the rear wheel brake under the action of oil pressure will always remain within a safe threshold, thereby avoiding the forward movement of the vehicle's center of gravity during braking, and the possible locking and side slipping of the rear wheel adhesion, greatly improving the directional stability and safety of the vehicle during high-speed braking.

[0046] Preferably, through adaptive adjustment during speed change, the distribution of braking force can be matched with the dynamic working condition of the vehicle, so as to maintain balanced braking force distribution between front and rear wheels in low-speed working condition, ensure stable and reliable braking efficiency, and automatically adjust the conduction state of the first conduit 22 and the second conduit 23, and the air pressure in the hollow tube 25 in high-speed state, so that the braking distribution can be completed in advance before braking, thereby ensuring that the flow distribution and pressure cavity of the front and rear braking systems are in the best state matched with the current vehicle speed during braking.

[0047] A braking method of the bridge type electric engineering vehicle brake auxiliary device, comprising the following steps: Step one: the centrifugal control mechanism drives the oil distribution mechanism to move, and under the action of the oil distribution mechanism, the conduction amount of the pumping cylinder 3 is adjusted according to the vehicle speed; Step two: the centrifugal control mechanism also drives the air pressure adjusting mechanism to move, so as to adjust the air pressure in the hollow tube 25 according to the vehicle speed; Step three: when the brake pedal is stepped on, the pumping disc 5 is driven by the push rod 2 to move, so that the oil in the pumping cylinder 3 is delivered to the booster cylinder 24 through the oil distribution mechanism; Step four: according to the change of the hydraulic pressure in the booster cylinder 24 and the change of the air pressure in the hollow tube 25, the brake can execute the braking action on the vehicle.

[0048] It is obvious to those skilled in the art that the present application is not limited to the details of the above exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or essential characteristics of the present application. Therefore, the embodiments should be regarded as exemplary and non-limiting, and the scope of the present application is defined by the appended claims rather than the above description, and all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present application. Any reference signs in the claims should not be regarded as limiting the claims involved.

[0049] Furthermore, it should be understood that although the specification is described in terms of embodiments, not every embodiment includes every feature or implementation described herein. The specification can include implicit combinations of explicitly mentioned features and / or implicit combinations of implicitly mentioned features. Such combinations are also expressly included within the scope of the specification and an embodiment.

Claims

1. A bridge-type electric engineering vehicle braking auxiliary device, comprising: A power-assisted pump and a pumping cylinder fixed on the power-assisted pump. A pumping disc is slidably and sealed inside the pumping cylinder, and a push rod is provided on the pumping disc. Its characteristic is that it further includes: The brake is connected to the vehicle via a brake bridge. The brake is equipped with a booster cylinder, and the booster cylinder is equipped with a hollow tube that is connected to the booster cylinder. A first rotating rod is rotatably mounted inside the pumping cylinder. The booster pump is equipped with a centrifugal control mechanism connected to the first rotating rod. An oil distribution mechanism is provided inside the pumping cylinder. The centrifugal control mechanism can adjust the oil pumped to the booster cylinder by the oil distribution mechanism through the first rotating rod. A pressure regulating mechanism is provided on the centrifugal control mechanism. A pressure regulating cylinder is connected to the pressure regulating mechanism. The pressure regulating mechanism can adjust the air pressure inside the hollow tube when the centrifugal control mechanism moves.

2. The bridge-type electric engineering vehicle braking auxiliary device according to claim 1, characterized in that, The centrifugal control mechanism includes a second rotating rod rotatably mounted on the booster pump, and a plurality of hinged rods are hinged to the second rotating rod in a circumferentially equidistant manner, with counterweight wheels provided on the hinged rods; It also includes a driven component and a guide component disposed on the pumping cylinder and connected to the second rotating rod for controlling the rotation of the first rotating rod.

3. The bridge-type electric engineering vehicle braking auxiliary device according to claim 2, characterized in that, The driven component includes a conical disk that slides along the axial direction of the second rotating rod, and a first spring is sleeved on the second rotating rod, with the two ends of the first spring abutting against the conical disk and the second rotating rod, respectively.

4. The bridge-type electric engineering vehicle braking auxiliary device according to claim 3, characterized in that, The guiding assembly includes a guide column fixed on the pumping cylinder, a sliding sleeve that slides axially on the first rotating rod, a fixed rod and a guide plate provided on the side wall of the sliding sleeve, the fixed rod being fixedly connected to the conical disc, the guide plate being slidably connected to the guide column, and a fixed plate that is fixedly connected to the pressure regulating cylinder at the end of the guide column.

5. A bridge-type electric engineering vehicle braking auxiliary device according to claim 1, characterized in that, The oil distribution mechanism includes a guide groove formed on the outer circumference of the first rotating rod, and a limiting block is provided on the inner wall of the sliding sleeve to slide and engage with the guide groove.

6. A bridge-type electric engineering vehicle braking auxiliary device according to claim 5, characterized in that, The oil distribution mechanism further includes a first conduit and a second conduit connected to the side wall of the pumping cylinder and arranged symmetrically. The second conduit is connected to the booster cylinder. The first rotating rod is provided with a first adjusting ring and a second adjusting ring. The first adjusting ring has a first connecting groove that is connected and cooperates with the first conduit, and the second adjusting ring has a second connecting groove that is connected and cooperates with the second conduit.

7. A bridge-type electric engineering vehicle braking auxiliary device according to claim 4, characterized in that, The air pressure regulating mechanism includes a piston disc that slides axially along the first rotating rod and is slidably and sealingly connected to the pressure regulating cylinder. A second spring is sleeved on the first rotating rod, and the two ends of the second spring abut against the pressure regulating cylinder and the piston disc, respectively. A follower rod that abuts against the piston disc is provided on the guide plate.

8. A bridge-type electric engineering vehicle braking auxiliary device according to claim 1, characterized in that, The air pressure regulating mechanism also includes a limiting ring fixed inside the hollow tube. A support sleeve is provided inside the hollow tube, and a support rod slides axially inside the support sleeve. A sealing disc is provided at the end of the support rod, which abuts against the limiting ring. A third spring is sleeved on the support sleeve and the support rod, and the two ends of the third spring abut against the sealing disc and the hollow tube, respectively.

9. A bridge-type electric engineering vehicle braking auxiliary device according to claim 1, characterized in that, The pressure regulating cylinder is connected to an air supply pipe that communicates with the hollow tube.

10. A braking method for a bridge-type electric engineering vehicle braking auxiliary device, employing the bridge-type electric engineering vehicle braking auxiliary device as described in any one of claims 1-9, characterized in that, Includes the following steps: Step 1: The centrifugal control mechanism drives the oil distribution mechanism to move, and under the action of the oil distribution mechanism, the flow rate of the pump cylinder is adjusted according to the speed of the vehicle. Step 2: The centrifugal control mechanism also drives the air pressure regulation mechanism to adjust the air pressure inside the hollow tube according to the vehicle's speed. Step 3: When the brake pedal is pressed, the push rod drives the pumping disc to move, so that the oil in the pumping cylinder is delivered to the booster cylinder through the oil circuit distribution mechanism. Step 4: Based on the changes in hydraulic pressure in the booster cylinder and the changes in air pressure in the hollow tube, the brakes can be used to apply braking action to the vehicle.

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