A bridge type electrically powered engineering vehicle brake assist device and a braking method thereof

Abstract

The application 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 device comprises a booster pump, a pumping cylinder fixed on the booster pump, a pumping disc slidingly and sealingly connected in the pumping cylinder, and a push rod arranged on the pumping disc; a brake connected with a vehicle through a brake bridge, a booster cylinder arranged on the brake, a hollow pipe connected with the booster cylinder arranged on the booster cylinder; a first rotating rod rotatably arranged in the pumping cylinder, a centrifugal control mechanism connected with the first rotating rod arranged on the booster pump, and an oil path distribution mechanism arranged in the pumping cylinder; and an air pressure adjusting mechanism arranged on the centrifugal control mechanism, wherein a pressure regulating cylinder is connected with the air pressure adjusting mechanism, the centrifugal control mechanism can drive the oil path distribution mechanism and the air pressure adjusting mechanism to move according to the vehicle speed, the conduction quantity of the pumping cylinder and the air pressure in the hollow pipe are adjusted, and the effect of self-adapting and adjusting the braking force is realized.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking technology, specifically to a bridge-type electric engineering vehicle braking auxiliary device and its braking method. Background Technology

[0002] The vehicle braking system is a core component that ensures driving safety. Its basic principle is that when the driver presses the brake pedal, the force is transmitted to the brakes of each wheel through hydraulic or pneumatic pressure, generating frictional braking force, thereby slowing down or stopping the vehicle.

[0003] In traditional braking systems, the hydraulic pressure to the front and rear wheel brake cylinders maintains a fixed distribution, which can meet basic braking requirements when the vehicle is braking at low to medium speeds or under conditions where the load does not change significantly.

[0004] However, during high-speed braking, inertia causes the vehicle's center of gravity to shift sharply forward, increasing the vertical load on the front wheels and correspondingly decreasing the vertical load on the rear wheels. This means the front wheels can obtain greater traction to withstand stronger braking force, while the traction on the rear wheels is significantly reduced. Under this condition, existing fixed-proportion braking systems will still provide the rear wheels with the same proportion of braking force as at low and medium speeds. This can easily exceed the traction limit between the rear tires and the ground, causing the rear wheels to lock up prematurely.

[0005] To address this challenge, the modern automotive industry has widely adopted electronic brake force distribution systems. However, the braking force distribution of this system occurs during the braking process. That is, the system can only monitor, calculate, and intervene after the driver presses the brake and a speed difference (a tendency to lock up) occurs. This inevitably results in a certain delay, and in some operating conditions, it may not be able to completely eliminate the risk of lock-up in the initial stage of braking. Summary of the Invention

[0006] The purpose of this invention is to provide a braking auxiliary device and braking method for bridge-type electric engineering vehicles to solve the problems mentioned in the background art.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] A bridge-type electric engineering vehicle braking auxiliary device includes:

[0009] 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.

[0010] Also includes:

[0011] 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.

[0012] 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.

[0013] 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.

[0014] As a further aspect of the present invention: the centrifugal control mechanism includes a second rotating rod rotatably mounted on the booster pump, and a plurality of hinged rods are hinged on the second rotating rod in a circumferentially equidistant manner, and a counterweight wheel is provided on the hinged rod;

[0015] 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.

[0016] As a further embodiment of the present invention: 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.

[0017] As a further embodiment of the present invention: the guiding assembly includes a guide column fixed on the pumping cylinder, a sliding sleeve slidably attached to 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 fixedly connected to the pressure regulating cylinder at the end of the guide column.

[0018] As a further embodiment of the present invention: the oil distribution mechanism includes a guide groove formed on the outer circumference of the first rotating rod, and the inner wall of the sliding sleeve is provided with a limiting block that slides and engages with the guide groove.

[0019] As a further embodiment of the present invention: the oil circuit 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 being connected to the booster cylinder, the first rotating rod being provided with a first adjusting ring and a second adjusting ring, the first adjusting ring being formed with a first connecting groove that is connected and cooperates with the first conduit, and the second adjusting ring being formed with a second connecting groove that is connected and cooperates with the second conduit.

[0020] As a further embodiment of the present invention: 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; the two ends of the second spring abut against the pressure regulating cylinder and the piston disc, respectively; and a follower rod that abuts against the piston disc is provided on the guide plate.

[0021] As a further embodiment of the present invention: the air pressure regulating mechanism further includes a limiting ring fixed inside the hollow tube, a support sleeve is provided inside the hollow tube, a support rod is axially slidable inside the support sleeve, a sealing disc is provided at the end of the support rod that abuts against the limiting ring, and a third spring is sleeved on the support sleeve and the support rod, with the two ends of the third spring abutting against the sealing disc and the hollow tube respectively.

[0022] As a further aspect of the present invention: the pressure regulating cylinder is connected to an air supply pipe that communicates with the hollow tube.

[0023] A braking method for a bridge-type electric engineering vehicle braking auxiliary device includes the following steps:

[0024] 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.

[0025] 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.

[0026] 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.

[0027] 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.

[0028] Compared with the prior art, the beneficial effects of the present invention are:

[0029] This invention, through adaptive adjustment when the rotational speed changes, can match the distribution of braking force with the dynamic operating conditions of the vehicle, thereby maintaining a balanced front-to-rear braking force distribution under low-to-medium speed conditions and ensuring stable and reliable braking performance. Under high speed conditions, it can automatically adjust the conduction state of the first and second conduits, as well as the air pressure in the hollow tube. In this way, the braking distribution can be completed in advance before braking, thus ensuring that the flow distribution and pressure chamber of the front and rear braking systems are in the optimal state that matches the current vehicle speed during braking.

[0030] When the vehicle is traveling at high speed, the centrifugal control mechanism and the oil circuit distribution mechanism work together to increase the conduction size of the first conduit and decrease the conduction size of the second conduit. At the same time, the air pressure regulation mechanism reduces the air pressure in the hollow tube, thereby achieving pre-adjustment of the braking force of the front and rear wheels. As a result, the flow rate of brake fluid to the front wheel brake booster cylinder increases, and the oil pressure builds up more quickly, thus generating greater braking force to meet the needs of the vehicle's center of gravity shifting forward during high-speed braking, requiring the front wheels to bear the main braking task.

[0031] The flow rate of brake fluid to the booster cylinder of the rear wheel brake is restricted. Due to the reduced air pressure inside the hollow tube, when the fluid enters the booster cylinder, the sealing disc makes room, increasing the effective cavity volume for accommodating the brake fluid. Under the action of oil pressure, the thrust of the plunger in the booster cylinder of the rear wheel brake will always remain within a safe threshold, thus avoiding the phenomenon of wheel lock-up and sideslip that may occur when the vehicle's center of gravity shifts forward during braking, which could reduce the adhesion of the rear wheels. This greatly improves the directional stability and safety of the vehicle during high-speed braking. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of one embodiment of a braking auxiliary device for bridge-type electric engineering vehicles.

[0033] Figure 2 This is a structural schematic diagram from another angle of one embodiment of the braking auxiliary device for bridge-type electric engineering vehicles.

[0034] Figure 3 This is a schematic diagram showing the connection relationship between a portion of the centrifugal control mechanism, a portion of the air pressure regulation mechanism, and the pumping cylinder in one embodiment of a bridge-type electric engineering vehicle braking auxiliary device.

[0035] Figure 4 for Figure 3 A magnified schematic diagram of the structure at point A in the middle.

[0036] Figure 5 for Figure 3 Another structural diagram from a different angle.

[0037] Figure 6 This is a schematic diagram of the structure of a portion of the oil circuit distribution mechanism and a portion of the centrifugal control mechanism in one embodiment of a bridge-type electric engineering vehicle braking auxiliary device.

[0038] Figure 7 This is a schematic cross-sectional view of the pumping cylinder and the pressure regulating cylinder in one embodiment of the braking auxiliary device for a bridge-type electric engineering vehicle.

[0039] Figure 8 This is an exploded structural diagram of part of the centrifugal control mechanism in one embodiment of the braking auxiliary device for bridge-type electric engineering vehicles.

[0040] Figure 9 This is a schematic diagram of the structure of part of the centrifugal control mechanism and part of the air pressure regulation mechanism in one embodiment of the braking auxiliary device for bridge-type electric engineering vehicles.

[0041] Figure 10 This is an exploded structural diagram of part of the centrifugal control mechanism and part of the air pressure regulation mechanism in one embodiment of the braking auxiliary device for bridge-type electric engineering vehicles.

[0042] Figure 11 This is a schematic diagram of the brake and part of the air pressure regulating mechanism in one embodiment of the braking auxiliary device for bridge-type electric engineering vehicles.

[0043] Figure 12 This is a schematic cross-sectional view of the hollow tube in one embodiment of the braking auxiliary device for bridge-type electric engineering vehicles.

[0044] Figure 13 This is an exploded structural diagram of a portion of the air pressure regulating mechanism in one embodiment of a bridge-type electric engineering vehicle braking auxiliary device.

[0045] In the diagram: 1. Power 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. Limiting block; 9. Guide plate; 10. Follower rod; 11. Second rotating rod; 12. First spring; 13. Conical disc; 14. Hinge rod; 15. Counterweight wheel; 16. First adjusting ring; 1601 17. First guide groove; 18. Second adjusting ring; 19. Second guide groove; 20. Fixing plate; 21. Pressure regulating cylinder; 22. Piston disc; 23. Second guide disc; 24. Pressure boosting cylinder; 25. Hollow tube; 26. Limiting ring; 27. Support sleeve; 28. Support rod; 29. ​​Sealing disc; 30. Third spring; 31. Air supply pipe; 22. Fixing rod. Detailed Implementation

[0046] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0047] Furthermore, elements in this invention are referred to as being "fixed to" or "set on" another element, which may be directly on the other element or may also include an intervening element. When an element is considered to be "connected" to another element, it may be directly connected to the other element or may also include an intervening element. The terms "vertical," "horizontal," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementations.

[0048] Please see Figures 1-13 In this embodiment of the invention, a bridge-type electric engineering vehicle braking auxiliary device includes:

[0049] A booster pump 1 and a pumping cylinder 3 fixed on the booster pump 1. A pumping disc 5 is slidably and sealed inside the pumping cylinder 3, and a push rod 2 is provided on the pumping disc 5.

[0050] Also includes:

[0051] The brake is connected to the vehicle via a brake bridge. The brake is equipped with a booster cylinder 24, and the booster cylinder 24 is equipped with a hollow tube 25 that is connected to the booster cylinder 24.

[0052] The first rotating rod 6 is rotatably installed inside the pumping cylinder 3. The booster pump 1 is provided with a centrifugal control mechanism connected to the first rotating rod 6. The pumping cylinder 3 is provided with an oil distribution mechanism. The centrifugal control mechanism can adjust the oil pumped to the booster cylinder 24 by the oil distribution mechanism through the first rotating rod 6.

[0053] A pressure regulating mechanism is provided on the centrifugal control mechanism. A pressure regulating cylinder 19 is connected to the pressure regulating mechanism. The pressure regulating mechanism can adjust the air pressure inside the hollow tube 25 when the centrifugal control mechanism is in motion.

[0054] Specifically, the centrifugal control mechanism can be connected to the gearbox output shaft, transfer case output shaft, or drive shaft itself via gear or chain drive, depending on the installation location. This allows for adaptive movement based on vehicle speed. When the vehicle is in motion, controlling the centrifugal control mechanism will cause it to move the oil distribution mechanism, changing the conduction state of the pumping cylinder 3. Simultaneously, the centrifugal control mechanism will also drive the air pressure regulating mechanism to change the air pressure within the hollow tube 25. If the vehicle speed is low, during braking, the amount of brake fluid pumped by the oil distribution mechanism to the booster cylinders 24 on both front and rear brakes will be approximately the same, and the air pressure within the hollow tube 25 will not change, thus ensuring even pressure distribution to the front and rear wheels. With consistent braking performance, if the vehicle is in a high-speed state, the oil distribution mechanism pre-adjusts the conduction state of the pumping cylinder 3, and under the action of the air pressure regulating mechanism, the air pressure in the hollow tube 25 is reduced. Therefore, when braking, the amount of brake fluid pumped by the oil distribution mechanism to the booster cylinder 24 of the front brake is greater than the amount of brake fluid in the booster cylinder 24 of the rear brake, making the braking force of the front wheels greater than that of the rear wheels. Furthermore, under the action of the hollow tube 25, the hydraulic thrust on the brake pads in the rear brake is further reduced. In this way, it can be ensured that the braking effect of the rear wheels is always within the safe threshold under high-speed driving conditions, avoiding problems such as the rear wheels locking up due to excessive braking force, which could lead to loss of control of the rear end and fishtailing.

[0055] Please see Figures 1-3 , Figure 5 , Figure 8 The centrifugal control mechanism includes a second rotating rod 11 rotatably mounted on the booster pump 1. Multiple hinged rods 14, equidistantly distributed in a circular pattern, are hinged to the second rotating rod 11. A counterweight wheel 15 is provided on each hinged rod 14. The mechanism also includes a driven component and a guide component mounted on the pumping cylinder 3 and connected to the second rotating rod 11, used to control the rotation of the first rotating rod 6. The driven component includes a conical disk 13 that slides axially along the second rotating rod 11. A first spring 12 is sleeved on the second rotating rod 11, with both ends of the first spring 12 abutting against the conical disk 13 and the second rotating rod 11, respectively. The guide component includes a guide post 7 fixed to the pumping cylinder 3. A sliding sleeve 8 slides axially on the first rotating rod 6. A fixing rod 31 and a guide plate 9 are provided on the side wall of the sliding sleeve 8. The fixing rod 31 is fixedly connected to the conical disk 13, and the guide plate 9 is slidably connected to the guide post 7. A fixing plate 18, fixedly connected to the pressure regulating cylinder 19, is provided at the end of the guide post 7.

[0056] Please see Figure 3It should be noted that, depending on the vehicle layout, the second rotating rod 11 can be connected to the corresponding drive source (transmission output shaft, transfer case output shaft, or drive shaft itself) via gear transmission or chain transmission. The brake includes a caliper, brake pads, and a brake disc. A booster cylinder 24 is provided on the caliper. A plunger for controlling the movement of the brake pads is installed inside the booster cylinder 24. When the amount of brake fluid in the booster cylinder 24 changes, the movement of the brake pads can be controlled by the plunger to provide braking force to the vehicle through the friction between the brake pads and the brake disc. A fixing ring is provided at the end of the second rotating rod 11. The two ends of the first spring 12 abut against the fixing ring and the conical disc 13, respectively.

[0057] Please see Figure 5 In the initial state (when the vehicle is stationary), the distance between the conical disc 13 and the fixed ring is at its maximum. Under the action of the conical surface of the inner wall of the conical disc 13, the counterweight wheel 15 and the outer circumference of the second rotating rod 11 are in contact, so that the angle between the hinge rod 14 and the second rotating rod 11 is at its minimum. The elongation of the first spring 12 in its natural state is greater than the maximum distance between the conical disc 13 and the fixed ring. Therefore, the first spring 12 always provides the conical disc 13 with a thrust in the direction away from the fixed ring. The conical disc 13 will control the sliding sleeve 8 to be located at the end of its stroke in the direction closer to the pumping cylinder 3 through the fixed rod 31.

[0058] When the vehicle is in motion, the second rotating rod 11 will be controlled to rotate via gear transmission or chain transmission, thereby controlling the counterweight wheel 15 to move around the second rotating rod 11 via the hinge rod 14. Under the action of centrifugal force, the counterweight wheel 15 tends to move away from the second rotating rod 11, thereby providing a thrust to the conical disk 13 toward the fixed ring. When this thrust overcomes the elastic resistance provided by the first spring 12 to the conical disk 13, the distance between the counterweight wheel 15 and the second rotating rod 11 will increase, making the angle between the hinge rod 14 and the second rotating rod 11 larger. The counterweight wheel 15 will also push the conical disk 13 toward the fixed ring and compress the first spring 12.

[0059] Subsequently, the conical disc 13 will drive the sliding sleeve 8 to slide along the axial direction of the first rotating rod 6 via the fixed rod 31, and move away from the pumping cylinder 3. The sliding sleeve 8 will also drive the guide plate 9 to slide along the axial direction of the guide column 7. Under the action of the sliding sleeve 8 and the guide plate 9, the movement of the oil circuit distribution mechanism and the air pressure adjustment mechanism will be controlled accordingly, so as to adaptively adjust the conduction state of the pumping cylinder 3 and the air pressure in the pressure regulating cylinder 19 and the hollow tube 25 according to the vehicle speed. In this way, the braking force of the front and rear wheels can be automatically distributed according to the change of vehicle speed before braking, so as to ensure that the front and rear wheels have the required braking force when moving at low and medium speeds, and control the front wheel braking force to increase when moving at high speeds, while ensuring that the rear wheel braking force is always within the safe threshold.

[0060] Please see Figure 4 , Figure 6 , Figure 7 , Figure 9 , Figure 10 The oil distribution mechanism includes a guide groove formed on the outer circumference of the first rotating rod 6. The inner wall of the sliding sleeve 8 is provided with a limiting block 801 that slides and engages with the guide groove. The oil distribution mechanism also includes a first conduit 22 and a second conduit 23 connected to the side wall of the pumping cylinder 3 and arranged symmetrically. 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 has a first guiding groove 1601 that engages with the first conduit 22. The second adjusting ring 17 has a second guiding groove 1701 that engages with the second conduit 23.

[0061] Please see Figure 6 , Figure 7 , Figures 9-13 The air pressure regulating mechanism includes a piston disc 20 that slides axially along the first rotating rod 6 and is slidably and sealingly connected to the pressure regulating cylinder 19. A second spring 21 is sleeved on the first rotating rod 6. The two ends of the second spring 21 abut against the pressure regulating cylinder 19 and the piston disc 20, respectively. A follower rod 10 that abuts against the piston disc 20 is provided on the guide plate 9. The air pressure regulating mechanism also includes a limiting ring 2501 fixed inside the hollow tube 25. A support sleeve 26 is provided inside the hollow tube 25. A support rod 27 slides axially inside the support sleeve 26. A sealing disc 28 that abuts against the limiting ring 2501 is provided at the end of the support rod 27. A third spring 29 is sleeved on the support sleeve 26 and the support rod 27. The two ends of the third spring 29 abut against the sealing disc 28 and the hollow tube 25, respectively. An air supply pipe 30 that communicates with the hollow tube 25 is connected to the pressure regulating cylinder 19.

[0062] Please see Figure 7 Furthermore, an oil box 4 is installed on the pumping cylinder 3. The oil box 4 is used to store brake fluid. 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, for... Figure 7 Looking from left to right, the first adjusting ring 16 and the second adjusting ring 17 are sealed and fitted to the inner wall of the pumping cylinder 3. The first guide groove 1601 is set with an opening that gradually increases in size, and the second guide groove 1701 is set with an opening that gradually decreases in size. The minimum opening size of the first guide groove 1601 is equal to the maximum opening size of the second guide groove 1701. Only the booster cylinder 24 located on the rear wheel brake is connected to the hollow pipe 25 to change the braking force of the rear wheel brake.

[0063] In the initial state (the vehicle is stationary), under the action of the first spring 12, the conical disc 13 is positioned at the end of its stroke near the pumping cylinder 3. The conical disc 13 will control the sliding sleeve 8 to be positioned at the end of its stroke near the pumping cylinder 3 via the fixed rod 31. In this case, the limiting block 801 is positioned at the end of its stroke on the side of the straight groove 601 away from the spiral groove 602. Under the action of the first rotating rod 6, the minimum opening of the first guide groove 1601 is connected to the first guide tube 22, and the maximum opening of the second guide groove 1701 is connected to the second guide tube 23. In this way, under the action of the first guide groove 1601 and the second guide groove 1701, the conduction volume of the first guide tube 22 and the second guide tube 23 is the same. Therefore, during braking, the amount of brake fluid pumped to the booster cylinder 24 of the front and rear brakes through the first guide tube 22 and the second guide tube 23 is the same, that is, the braking force generated is the same.

[0064] Please see Figure 12 , Figure 13 In this state, the sealing disc 28 and the limiting ring 2501 are in contact, maximizing the distance between the sealing disc 28 and the top of the hollow tube 25. The third spring 29, in its natural state, extends beyond this maximum distance, thus maintaining a pre-compressed state and consistently providing a thrust to the sealing disc 28 towards the limiting ring 2501. Under the action of the sealing disc 28, the volume of the cavity connecting the booster cylinder 24 and the hollow tube 25 is minimized. At this point, air can be pumped... Gas is pumped into the pressure regulating cylinder 19, creating high pressure inside the cylinder. Positive pressure is also created in the hollow tube 25 through the air supply pipe 30. As a result, the sealing disc 28 will be subjected to the combined action of the thrust of the third spring 29 and the air pressure thrust. When positive pressure is created in the pressure regulating cylinder 19, it will also push the piston disc 20 to move and compress the second spring 21 until the elastic thrust provided by the second spring 21 to the piston disc 20 is balanced with the air pressure thrust. The piston disc 20 will then stop moving, and the follower rod 10 will be separated from the piston disc 20.

[0065] When the vehicle starts moving and is traveling at a low to medium speed, the centrifugal force on the counterweight wheel 15 is small, so that the travel of the conical disc 13 is within a certain range. When the conical disc 13 drives the sliding sleeve 8 to move through the fixed rod 31, it moves away from the pumping cylinder 3. Under the action of the sliding sleeve 8, the control limit block 801 slides along the straight groove 601. Therefore, the first rotating rod 6 will not rotate, and the conduction dimensions of the first guide tube 22 and the second guide tube 23 will not change. The sliding sleeve 8 will also drive the follower rod 10 to move through the guide plate 9. The follower rod 10 will move towards the piston disc 20 and be separated from the piston disc 20.

[0066] At this time, when braking is applied, the push rod 2 pushes the pumping disc 5 to move, pumping out the brake fluid from the oil tank 4. Since the first conduit 22 and the second conduit 23 have the same conductivity in this state, the pumped fluid will be delivered to the booster cylinders 24 on the front and rear wheel brakes with equal flow rate and pressure through the first conduit 22 and the second conduit 23. Because the vehicle speed is low at this time, the weight shift effect is not significant, and the rear wheels still maintain sufficient traction. Therefore, it is reasonable and safe for the front and rear wheels to obtain equal braking force.

[0067] Meanwhile, since the follower rod 10 and piston disc 20 are still separated, the pre-stored gas pressure in the pressure regulating cylinder 19 remains unchanged. The positive pressure in the hollow tube 25, combined with the thrust of the sealing disc 28 and the preload of the third spring 29, maintains the contact between the sealing disc 28 and the limiting ring 2501. Therefore, the cavity volume affected by the brake fluid flowing into the rear wheel booster cylinder 24 remains minimal, and the oil pressure can be effectively built up and converted into braking force.

[0068] When the vehicle is traveling at high speed, the centrifugal force on the counterweight wheel 15 is large, which increases the stroke of the conical disc 13. When the conical disc 13 drives the sliding sleeve 8 to move through the fixed rod 31, it moves away from the pumping cylinder 3. Under the action of the sliding sleeve 8, the movement of the limiting block 801 is controlled. The limiting block 801 will disengage from the straight groove 601 and enter the spiral groove 602. Under the action of the spiral groove 602, the first rotating rod 6 rotates, thereby driving the first adjusting ring 16 and the second adjusting ring 17 to move, thereby driving the first guide groove 1601 and the second guide groove 1701 to move. Under the action of the first guide groove 1601, the conduction size of the first guide tube 22 increases, and under the action of the second guide groove 1701, the conduction size of the second guide tube 23 decreases.

[0069] At the same time, the sliding sleeve 8 will also drive the follower rod 10 to move through the guide plate 9, so that the follower rod 10 moves to the position of abutting against the piston disc 20. In response, 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 air pressure decreases accordingly. Under the action of the air supply pipe 30, the air pressure in the hollow pipe 25 is balanced synchronously, so that the thrust of the air pressure on the sealing disc 28 is reduced accordingly.

[0070] At this time, when braking, under the action of push rod 2, pumping disc 5 pumps out brake fluid from oil box 4 at higher pressure. Since the conduction size of first conduit 22 is larger than that of second conduit 23, the flow rate of brake fluid to front wheel brake booster cylinder 24 increases, the oil pressure is built up more quickly, and thus a greater braking force is generated to meet the needs of the front wheels to bear the main braking task when the vehicle's center of gravity shifts forward during high-speed braking.

[0071] The flow rate of brake fluid to the booster cylinder 24 of the rear wheel brake is restricted. Due to the reduced air pressure in the hollow tube 25, when the fluid enters the booster cylinder 24 of the rear wheel brake, the sealing disc 28 cannot provide sufficient support, causing the sealing disc 28 to give way and separate from the limit ring 2501. This increases the effective cavity volume in the booster cylinder 24 of the rear wheel brake for accommodating the brake fluid. As a result, the thrust of the plunger in the booster cylinder 24 of the rear wheel brake under the action of oil pressure will always be kept within the safe threshold, thereby avoiding the phenomenon of wheel lock-up and sideslip that may occur when the vehicle's center of gravity shifts forward during braking and the rear wheel adhesion is reduced. This greatly improves the directional stability and safety of the vehicle during high-speed braking.

[0072] Preferably, by adaptive adjustment when the speed changes, the distribution of braking force can be matched with the dynamic operating conditions of the vehicle, thereby maintaining a balanced distribution of braking force between the front and rear at low and medium speeds, ensuring stable and reliable braking performance. At high speeds, the conduction status of the first conduit 22 and the second conduit 23, as well as the air pressure in the hollow tube 25, can be automatically adjusted. In this way, the braking distribution can be completed in advance before braking, thereby ensuring that the flow distribution and pressure chamber of the front and rear braking systems are in the optimal state that matches the current vehicle speed during braking.

[0073] A braking method for a bridge-type electric engineering vehicle braking auxiliary device includes the following steps:

[0074] 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 3 is adjusted according to the speed of the car.

[0075] Step 2: The centrifugal control mechanism will also drive the air pressure regulation mechanism to adjust the air pressure inside the hollow tube 25 according to the vehicle's speed.

[0076] Step 3: When the brake pedal is pressed, the push rod 2 drives the pumping disc 5 to move, so that the oil in the pumping cylinder 3 is delivered to the booster cylinder 24 through the oil circuit distribution mechanism.

[0077] Step 4: Based on the hydraulic pressure changes in the booster cylinder 24 and the air pressure changes in the hollow tube 25, the brakes can be used to apply braking action to the vehicle.

[0078] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0079] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

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. 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; 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. 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 disk, 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. 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. The oil circuit 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. A first adjusting ring and a second adjusting ring are provided on the first rotating rod. A first guiding groove is formed on the first adjusting ring to cooperate with the first conduit, and a second guiding groove is formed on the second adjusting ring to cooperate with the second conduit. 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. 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.

2. The 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.

3. 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 1-2, 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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