A multi-control hydraulic brake device capable of preventing oil channeling and a brake use method

Abstract

The application discloses a kind of anti-oil channeling multi-control hydraulic brake device and brake use method.The device includes first, second brake upper pump, brake lower pump, multi-control hydraulic valve and first, second valve core component with front and rear double oil seal;The hydraulic oil cavity of multi-control hydraulic valve is divided into static pressure oil pushing section, first oil pushing section, second oil pushing section by double valve core, two-way brake upper pump is respectively connected to corresponding oil pushing section, and brake lower pump is connected to static pressure oil pushing section.The application supports single-path first brake, single-path second brake, double-path simultaneous brake three working modes, and brake oil pressure is established by valve core forward movement to close oil circuit, and valve core reset is realized by reset spring.The application realizes two-way sealing structure of double valve core to realize two-way oil circuit complete physical isolation, completely eliminates oil channeling problem, double-path operation does not interfere with each other, sealing performance is reliable, brake stability and service life are significantly improved.

Description

Technical Field

[0001] This invention relates to the field of braking device technology, specifically to a hydraulic brake control device and its usage method, and more particularly to a multi-control hydraulic brake device and its usage method that prevents oil leakage. Background Technology

[0002] Multi-control hydraulic brakes are a core braking configuration for vehicles such as electric vehicles, motorcycles, and high-end bicycles. They utilize multiple input mechanisms, including handbrakes, foot brakes, or independent front and rear wheel brakes, to jointly control the brake actuators and achieve braking, adapting to different operating habits and complex braking scenarios. Currently, most mainstream multi-control hydraulic brake systems employ a single-valve integrated valve structure, using the movement of a single valve core to control the on / off state of multiple hydraulic circuits.

[0003] Existing single-valve-core multi-control hydraulic brake systems suffer from an irreconcilable core defect: significant oil leakage in the brake circuits. When operating one brake circuit, high-pressure hydraulic fluid can easily leak into the other brake circuit through the gap between the valve core and the valve chamber. This causes oil pressure fluctuations and abnormal loss of braking force in non-operating circuits, resulting in milder braking feel and longer braking distance, or even more serious malfunctions and brake failure, posing a serious safety hazard. Furthermore, the operating logic of existing multi-control brakes is unclear; the timing of oil pressure build-up is inconsistent between single-circuit operation and simultaneous dual-circuit operation, leading to poor braking consistency and making it difficult for users to develop stable operating muscle memory.

[0004] To address the aforementioned issues, existing technologies have employed a dual-oil-circuit independent valve solution, which controls two separate braking circuits using two independent valve bodies. However, this solution suffers from the following fatal flaws: 1. Low integration and large size, complex piping connections, making it unsuitable for compact vehicle layouts and significantly increasing overall vehicle layout and wiring costs; 2. Poor synchronization of the two valves, leading to asynchronous oil pressure build-up when operating both braking circuits simultaneously, resulting in biased braking force and vehicle vibration; 3. Poor sealing reliability, as conventional single-oil-seal structures can only withstand unidirectional oil pressure. Under reverse oil pressure, the oil seal is prone to wear and failure, drastically increasing the risk of oil leakage after long-term use; 4. Inappropriate oil replenishment logic, with the replenishment chamber directly connected to the working oil chamber. During the brake pressure build-up phase, oil can easily backflow into the replenishment channel, resulting in slow oil pressure build-up and insufficient braking force.

[0005] Among the other existing technologies, some solutions optimize the sealing structure for single-circuit brakes, but lack multi-control adaptability and cannot meet the usage requirements of dual-brake input; conventional multi-port joint parallel hydraulic circuit solutions have no anti-oil leakage capability, and the two brake oil pressures are directly interconnected, resulting in severe braking interference; moreover, the existing technologies have not systematically optimized the usage method of multi-control brakes, and the operating logic does not match the braking timing, so the performance advantages of multi-control brakes cannot be fully utilized.

[0006] Therefore, there is an urgent need in this field for a multi-control hydraulic braking device and braking method that can completely eliminate oil leakage in the oil circuit, provide independent and controllable dual-path braking, ensure stable and synchronous operation, have reliable sealing, high integration, clear matching logic, and strong braking consistency. Summary of the Invention

[0007] To overcome the aforementioned shortcomings of the prior art, this invention provides a multi-control hydraulic braking device and braking method for preventing oil leakage. By using a dual-valve core segmented sealing structure, it achieves complete physical isolation of multiple oil circuits, thoroughly solving the problem of oil leakage in multi-control hydraulic systems. At the same time, it standardizes the usage sequence of single-circuit braking and dual-circuit braking, ensuring stable output of braking force in both single-circuit operation and simultaneous dual-circuit operation. It features long seal life, precise stroke control, and clear operation logic, making it suitable for various dual-input hydraulic braking scenarios.

[0008] The technical solution of this invention to solve its technical problem is: On the one hand, a multi-control hydraulic brake device for preventing oil leakage is provided, comprising at least: The first brake pump responds to the user's first braking action; The second brake pump responds to the user's second brake operation; The brake pump acts on the brake disc to achieve the braking function. It also includes a multi-control hydraulic valve, a first valve core component, and a second valve core component; The multi-control hydraulic valve has a hydraulic oil chamber and a valve body replenishment chamber. The hydraulic oil chamber is connected to the valve body replenishment chamber through a valve body replenishment hole. The hydraulic oil chamber has a first input port, a second input port, and an output opening. The first brake upper pump is connected to and conducts through the first input port through a first oil pipe assembly. The second brake upper pump is connected to and conducts through the second input port through a second oil pipe assembly. The brake lower pump is connected to and conducts through the output opening through a third oil pipe assembly. The first valve core component has a first forward valve core oil seal at its front end and a first backward valve core oil seal at its rear end. The second valve core component has a second forward valve core oil seal at its front end and a second backward valve core oil seal at its rear end. The first valve core component and the second valve core component are both movably configured in the hydraulic oil chamber of the multi-control hydraulic valve. The first valve core component is located in front of the second valve core component. A valve core return spring is configured between the front end of the first valve core oil seal and the inner wall of the hydraulic oil chamber. The second valve core component can contact the first valve core component and form a transmission engagement. The hydraulic oil chamber is divided into a static pressure pushing section, a first pushing section, and a second pushing section. The static pressure pushing section is formed between the first forward valve core oil seal and the front end of the hydraulic oil chamber; the first pushing section is formed between the first backward valve core oil seal and the second forward valve core oil seal; and the second pushing section is formed between the second backward valve core oil seal and the rear end of the hydraulic oil chamber. The valve body replenishment chamber, the static pressure pushing section, the first pushing section, and the second pushing section are all filled with brake fluid. The first input port is connected to the first oil pushing section through the oil guide hole, the second input port is connected to the second oil pushing section, and the output port is connected to the hydrostatic oil pushing section. The second forward valve core oil seal is positioned behind the oil guide hole at its foremost position during the operation, while the first backward valve core oil seal is positioned in front of the oil guide hole at its last position during the operation.

[0009] Furthermore, the second valve core component consists of a detachable front valve core body and a rear valve core body, with both the second forward valve core oil seal and the second backward valve core oil seal disposed on the rear valve core body. This split structure facilitates oil seal assembly and replacement, reducing maintenance costs.

[0010] Furthermore, the outer wall of the front valve core is provided with several support ribs, which form a clearance fit with the inner wall of the hydraulic oil chamber. The support ribs can ensure the coaxiality of the valve core movement and prevent the oil seal from wearing unevenly due to valve core misalignment.

[0011] Furthermore, flow channels are formed between adjacent support ribs, and the front area of ​​the front valve core is connected to the rear area of ​​the front valve core through the flow channels. The flow channels ensure smooth oil flow through the valve core without throttling resistance, ensuring fast oil pressure transmission response.

[0012] Furthermore, the front end of the rear valve core is provided with a threaded hole, and the rear end of the front valve core is provided with a threaded section. The threaded section is connected to the threaded hole so that the front valve core and the rear valve core can be detachably connected. The front end of the front valve core can contact the rear end of the first valve core component and form a transmission engagement; The rear end of the rear valve core has a plug section, and the second oil pipe assembly has an oil passage that communicates with the second oil pushing section. The plug section can abut against the front end of the second oil pipe assembly and form a limiting and anti-reverse engagement. When the plug section abuts against the front end of the second oil pipe assembly, the plug section separates the oil passage from the second oil pushing section.

[0013] The threaded connection structure is easy to install and disassemble, and the plug section can precisely limit the valve core reset stroke to prevent the valve core from dislodging, while also achieving oil circuit cut-off limit.

[0014] Furthermore, the first brake upper pump includes a first upper pump housing having a first upper pump piston chamber, a first brake input component mounted on the first upper pump housing and responding to the first brake operation, a first upper pump piston movably disposed in the first upper pump piston chamber and forming a transmission cooperation with the first brake input component, and a first upper pump return spring disposed between the first upper pump piston and the inner wall of the first upper pump piston chamber. The second brake upper pump includes a second upper pump housing having a second upper pump piston chamber, a second brake input component mounted on the second upper pump housing and responsive to a second brake operation, a second upper pump piston movably disposed in the second upper pump piston chamber and forming a transmission engagement with the second brake input component, and a second upper pump return spring disposed between the second upper pump piston and the inner wall of the second upper pump piston chamber.

[0015] Furthermore, the first brake upper pump also has a first upper pump oil replenishment chamber, which is connected to the first upper pump piston chamber through a first upper pump oil replenishment hole; The second brake upper pump also includes a second upper pump oil replenishment chamber, which is connected to the second upper pump piston chamber via a second upper pump oil replenishment hole. This upper pump oil replenishment structure automatically compensates for oil loss in the piston chamber, ensuring the long-term operational stability of the braking system.

[0016] Furthermore, the first brake upper pump and the second brake upper pump are either the handbrake upper pump or the foot brake upper pump, respectively. They can be flexibly configured according to the overall vehicle layout to adapt to different operating scenarios.

[0017] Furthermore, when the multi-control hydraulic brake device is not in use, a no-stroke gap is formed between the first forward valve core oil seal and the valve body oil replenishment hole. During the no-stroke phase, the system achieves constant pressure oil replenishment, and pressure is immediately built up after the valve core passes the oil replenishment hole, resulting in a clear braking boundary.

[0018] On the other hand, a braking method is provided for use in the aforementioned multi-control hydraulic brake device to prevent oil leakage, including the following three operating modes: T1. When the user performs the first braking operation alone, the first brake upper pump is activated while the second brake upper pump is not activated. The brake fluid in the first brake upper pump flows toward the first push section. At this time, the brake fluid pushes the first valve core component forward while the second valve core component remains stationary. Then, when the first forward valve core oil seal on the first valve core component passes forward through the valve core oil filling hole, a closed oil circuit is formed between the static pressure push section and the lower brake pump to achieve the braking function. When the user stops performing the first braking operation, the first valve core component returns to its original position under the action of the valve core return spring. T2. When the user performs the second braking operation alone, the second brake pump is activated while the first brake pump is not activated. The brake fluid in the second brake pump flows toward the second push section. At this time, the brake fluid pushes the second valve core component forward, and the second valve core component comes into contact with the first valve core component and drives the first valve core component forward. Then, when the first forward valve core oil seal on the first valve core component passes the valve core oil filling hole, a closed oil circuit is formed between the static pressure push section and the lower brake pump to achieve the braking function. When the user stops performing the second braking operation, the first valve core component and the second valve core component return to their original positions together under the action of the valve core return spring. T3. When the user performs the first braking operation and the second braking operation at the same time, the first brake upper pump and the second brake upper pump are started respectively. The brake fluid in the first brake upper pump flows towards the first push section to push the first valve core component forward. At the same time, the brake fluid in the second brake upper pump flows towards the second push section to push the second valve core component forward. Then, when the first forward valve core oil seal on the first valve core component passes forward through the valve core oil filling hole, a closed oil circuit is formed between the static pressure push section and the brake lower pump to realize the braking function. When the user stops performing the first and second braking operations, the first and second valve core components return to their original positions together under the action of the valve core return spring.

[0019] The beneficial effects of this invention are as follows: I. Completely solves the industry pain point of oil leakage in multi-control hydraulic systems. Through a dual-valve core three-section oil chamber isolation structure, the two brake oil circuits are completely physically separated: the first and second push-up sections are sealed bidirectionally by two sets of independent oil seals. When a single brake is operated, the oil pressure only acts on the corresponding section, and the oil cannot leak into the other oil circuit through the valve core gap. This completely eliminates problems such as brake force loss and malfunction caused by oil leakage, and greatly improves braking stability and safety.

[0020] 2. Dual-circuit brakes are independently controllable and can be operated simultaneously without interference: When the first or second brake is operated alone, the corresponding valve cores act independently without affecting each other; when both circuits are operated simultaneously, the two valve cores work together to build up oil pressure, and the braking force is linearly superimposed without jamming or pressure cancellation. It can be adapted to any combination of handbrake and foot brake operation scenarios to meet the operating habits of different users.

[0021] 3. Excellent sealing performance and long service life: Each valve core is equipped with front and rear double oil seals to form a two-way sealing structure, which can withstand the action of oil pressure in both directions and avoid the failure of one-way oil seal due to uneven wear; at the same time, the movement stroke of the valve core is precisely limited, and the oil seal is always within the sealing working range, without the risk of detachment or over-position. The sealing reliability and service life are significantly improved compared with conventional structures.

[0022] IV. Reasonable oil replenishment logic and stable oil pressure establishment: The oil replenishment chamber of the valve body is connected to the static pressure pushing section through the oil replenishment hole of the valve body. Automatic oil replenishment is achieved during the idle stroke stage. After the valve core moves past the oil replenishment hole, a closed high-pressure oil circuit is immediately formed. The oil replenishment and pressure building are clearly separated, and there are no problems of oil backflow or oil pressure leakage. The braking response speed is fast and the pressure building efficiency is high.

[0023] V. Modular split structure, convenient assembly and maintenance: The second valve core adopts a design where the front and rear valve core bodies are detachable, which facilitates oil seal replacement and component maintenance; the support rib structure ensures the coaxiality of valve core movement and reserves oil flow channels, taking into account both motion stability and oil flow efficiency; the overall structure is highly integrated, requiring no complex pipelines, and can directly replace the existing single valve structure, with strong adaptability and low modification and mass production costs.

[0024] VI. Clear and standardized usage methods, and strong braking consistency: All three working modes follow a unified sequence of "no-load oil replenishment - pressure building over the orifice - high-pressure braking". The braking feel and pressure building rhythm of single-path and dual-path operation are highly consistent, and users do not need to learn or adapt to them. It also has stroke limit and failure protection. The plug section at the rear end of the second valve core can accurately limit the maximum reset stroke of the valve core to prevent the oil seal from dislodging. Even if the oil seal of one path wears out, the sealing structure of the other path can still ensure the basic braking function. It has a high degree of safety redundancy and meets the safety standards of automotive braking components. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0026] Figure 2 This is a cross-sectional structural diagram of the present invention (in the unbraked state).

[0027] Figure 3 This is an exploded view of the multi-control hydraulic valve in this invention.

[0028] Figure 4 This is a cross-sectional structural diagram of the multi-control hydraulic valve of the present invention (in the unbraked state).

[0029] Figure 5 This is a cross-sectional structural diagram of the present invention when performing the first braking operation alone.

[0030] Figure 6 This is a cross-sectional structural diagram of the present invention when performing the second braking operation alone or when performing the first braking operation and the second braking operation simultaneously.

[0031] Figure 7 This is a cross-sectional structural diagram of the second braking operation performed by the present invention alone (the second forward valve core oil seal is at the foremost position during the operation).

[0032] Figure 8 This is a cross-sectional schematic diagram of the handbrake upper pump.

[0033] Figure 9 This is a cross-sectional schematic diagram of the foot brake pump.

[0034] Figure 10 This is a schematic diagram of the front valve core in this invention.

[0035] Figure 11 This is a schematic diagram of the structure of the rear valve core in this invention.

[0036] Explanation of reference numerals in the attached drawings: 1. First upper brake pump; 11. First upper pump housing; 12. First upper pump piston chamber; 13. First brake input component; 14. First upper pump piston; 15. First upper pump return spring; 16. First upper pump oil replenishment chamber; 17. First upper pump oil replenishment hole; 2. Second upper brake pump; 21. Second upper pump housing; 22. Second upper pump piston chamber; 23. Second brake input component; 24. Second upper pump piston; 25. Second upper pump return spring; 26. Second upper pump oil replenishment chamber; 27. Second upper pump oil replenishment hole; 3. Lower brake pump; 4. Multi-control hydraulic valve; 41. Hydraulic oil chamber; 411. Static pressure pushing section; 412. First pushing section; 413. Second pushing section. 42. Oil section; 43. Valve body oil replenishment chamber; 44. Valve body oil replenishment hole; 45. First input port; 46. Second input port; 47. Output opening; 48. Guide hole; 5. First valve core assembly; 51. First forward valve core oil seal; 52. First backward valve core oil seal; 6. Second valve core assembly; 61. Second forward valve core oil seal; 62. Second backward valve core oil seal; 63. Front valve core body; 631. Support rib; 632. Flow channel groove; 633. Threaded section; 64. Rear valve core body; 641. Threaded hole; 642. Plug section; 7. Valve core return spring; 81. First oil pipe assembly; 82. Second oil pipe assembly; 821. Oil passage; 83. Third oil pipe assembly. Detailed Implementation

[0037] 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.

[0038] Reference Figures 1 to 11 This invention provides a multi-control hydraulic braking device and braking method for preventing oil leakage. It is primarily adapted to dual-operation input hydraulic braking systems for electric vehicles and motorcycles, and is also compatible with various multi-control hydraulic braking scenarios such as high-end bicycles and light motor vehicles. Its specific structure and usage are as follows: The overall structure of the multi-control hydraulic brake device is as follows: the first brake upper pump 1 and the second brake upper pump 2 serve as brake input components, respectively responding to different braking operations by the user; the brake lower pump 3 serves as a brake actuation component, acting on the vehicle's brake disc to achieve friction braking; the multi-control hydraulic valve 4 serves as the core control component, connecting the two input upper pumps and the output lower pump to achieve the integration of multiple brake inputs and anti-oil leakage control.

[0039] Reference Figure 2 The multi-control hydraulic valve 4 has a hydraulic oil chamber 41 and a valve body replenishment chamber 42 internally machined. The valve body replenishment chamber 42 is used to store spare brake fluid to compensate for system oil loss. The side wall of the hydraulic oil chamber 41 has a valve body replenishment hole 43, and the hydraulic oil chamber 41 is connected to the valve body replenishment chamber 42 through the valve body replenishment hole 43 to realize automatic oil replenishment of the braking system. The hydraulic oil chamber 41 has an output opening 46, a first input port 44 and a second input port 45 arranged sequentially along the axial direction. The output opening 46 is located at the front end of the hydraulic oil chamber 41 and is connected to the lower brake pump 3 through a third oil pipe assembly 83. The first input port 44 is located in the middle of the hydraulic oil chamber 41 and is connected to the first upper brake pump 1 through the first oil pipe assembly 81. The second input port 45 is located at the rear end of the hydraulic oil chamber 41 and is connected to the second upper brake pump 2 through the second oil pipe assembly 82. An oil guide hole 47 is provided on the inner wall of the hydraulic oil chamber 41 at the position corresponding to the first input port 44. The first input port 44 is connected to the inside of the hydraulic oil chamber 41 through the oil guide hole 47.

[0040] A first valve core component 5 and a second valve core component 6 are movably assembled within the hydraulic oil chamber 41, with the first valve core component 5 located in front of the second valve core component 6. The front outer wall of the first valve core component 5 is fitted with a first forward valve core oil seal 51, and the rear outer wall is fitted with a first backward valve core oil seal 52. The front outer wall of the second valve core component 6 is fitted with a second forward valve core oil seal 61, and the rear outer wall is fitted with a second backward valve core oil seal 62. The two sets of valve cores, in conjunction with four sets of oil seals, divide the hydraulic oil chamber 41 axially into three independent oil sections: a hydrostatic pushing section 411 is formed between the first forward valve core oil seal 51 and the front inner wall of the hydraulic oil chamber 41; a first pushing section 412 is formed between the first backward valve core oil seal 52 and the second forward valve core oil seal 61; and a second pushing section 413 is formed between the second backward valve core oil seal 62 and the rear inner wall of the hydraulic oil chamber 41. The valve body oil filling chamber 42, the static pressure oil pushing section 411, the first oil pushing section 412, and the second oil pushing section 413 are all filled with brake fluid.

[0041] It should be noted that valve core oil seals have directional characteristics; generally, the lip should face the side that needs to be sealed (oil). The first input port 44 is connected to the first oil-pushing section 412 via the oil guide hole 47, the second input port 45 is connected to the second oil-pushing section 413, and the output opening 46 is connected to the hydrostatic oil-pushing section 411. After assembly, the second forward valve core oil seal 61 is always positioned behind the oil guide hole 47 at its foremost position throughout the entire process, and the first backward valve core oil seal 52 is always positioned in front of the oil guide hole 47 at its last position throughout the entire process, ensuring that the first oil-pushing section 412 is always isolated between the two oil seals, and the oil will not flow to the front or rear sides.

[0042] Reference Figures 3-7 , Figure 10 , Figure 11 As an optimized structure in this embodiment, the second valve core component 6 adopts a split design, consisting of a detachable front valve core body 63 and a rear valve core body 64. The second forward valve core oil seal 61 and the second backward valve core oil seal 62 are both assembled on the outer wall of the rear valve core body 64. The outer wall of the front valve core body 63 is uniformly provided with several support ribs 631 along the circumference. The outer circular surface of the support ribs 631 forms a clearance fit with the inner wall of the hydraulic oil chamber 41 to ensure the coaxiality of the valve core movement and avoid uneven wear of the oil seal due to valve core sway. An axially penetrating flow channel groove 632 is formed between adjacent support ribs 631. The front area of ​​the front valve core body 63 is connected to the rear area through the flow channel groove 632 to ensure that the oil can flow smoothly through the front valve core body 63 without throttling resistance and to ensure the oil pressure transmission response speed.

[0043] The rear valve core 64 has a threaded hole 641 at its front end, and the front valve core 63 has a threaded section 633 protruding from its rear end. The threaded section 633 is screwed into the threaded hole 641, enabling a detachable connection between the front valve core 63 and the rear valve core 64, facilitating oil seal replacement and component maintenance. The front end of the front valve core 63 has a smooth end face, which can contact the rear end face of the first valve core component 5 and form a transmission fit. The rear end of the rear valve core 64 extends into a plug section 642. The portion of the second oil pipe assembly 82 that extends into the second input port 45 has an axial oil passage 821. The plug section 642 can abut against the front end face of the second oil pipe assembly 82, forming a limiting and anti-reverse fit, restricting the rearward reset stroke of the second valve core component 6. When the plug section 642 abuts against the front end of the second oil pipe assembly 82, the plug section 642 separates the oil passage 821 from the second push section 413, achieving oil circuit cutoff and limitation.

[0044] Reference Figure 8The first brake upper pump 1 includes a first upper pump housing 11, inside which is a first upper pump piston chamber 12. A first brake input component 13, such as a brake lever or foot pedal, is mounted on the first upper pump housing 11. A first upper pump piston 14 is movably disposed within the first upper pump piston chamber 12. The first brake input component 13 and the first upper pump piston 14 form a transmission engagement, allowing the user to move the first upper pump piston 14 by operating the first brake input component 13. A first upper pump return spring 15 is disposed between the first upper pump piston 14 and the front inner wall of the first upper pump piston chamber 12, used to automatically reset the piston and brake input component. The first upper pump housing 11 also includes a first upper pump oil replenishment chamber 16, which communicates with the first upper pump piston chamber 12 through a first upper pump oil replenishment hole 17, for automatic oil replenishment of the upper pump system to compensate for oil loss.

[0045] Reference Figure 9 The structure of the second brake upper pump 2 corresponds to that of the first brake upper pump 1, including a second upper pump housing 21, a second upper pump piston chamber 22, a second brake input component 23, a second upper pump piston 24, a second upper pump return spring 25, a second upper pump oil replenishment chamber 26, and a second upper pump oil replenishment hole 27. In practical applications, the first brake upper pump 1 and the second brake upper pump 2 can be configured as a handbrake upper pump and a foot brake upper pump, respectively, or as a front brake upper pump and a rear brake upper pump as needed, to adapt to different vehicle braking layouts.

[0046] A valve core return spring 7 is disposed between the front end of the first valve core component 5 and the inner wall of the front end of the hydraulic oil chamber 41. The valve core return spring 7 acts on the first valve core component 5, causing it to always have a tendency to move backward and return. In the unused state, under the action of the valve core return spring 7, both the first valve core component 5 and the second valve core component 6 are in the initial return position. A free stroke gap is formed between the first forward valve core oil seal 51 and the valve body oil replenishment hole 43. At this time, the valve body oil replenishment chamber 42 and the static pressure pushing section 411 remain connected, and the system is in the state of normal pressure oil replenishment.

[0047] For instructions on using the brakes, please refer to [link / reference]. Figures 4-7 The braking method of the present invention includes the following three working modes: T1, Independent First Brake Operation Mode: The user performs the first brake operation independently, operating the first brake input component 13 to push the first upper pump piston 14 and compress the first upper pump return spring 15. Brake fluid in the first upper pump piston chamber 12 flows into the first push section 412 through the first oil pipe assembly 81, the first input port 44, and the guide hole 47. The oil pressure in the first push section 412 increases, and under the sealing action of the front and rear oil seals, the oil pressure pushes the first valve core component 5 forward, compressing the valve core return spring 7; at this time, the second valve core component 6 is not affected by the oil pressure and remains stationary.

[0048] As the first valve core component 5 moves forward, the first forward valve core oil seal 51 passes the valve body oil filling hole 43, and the static pressure pushing section 411 is disconnected from the valve body oil filling chamber 42, forming a closed oil circuit. The first valve core component 5 continues to move forward, and the brake fluid in the static pressure pushing section 411 is compressed. The oil pressure is transmitted to the brake lower pump 3 through the output opening 46 and the third oil pipe assembly 83, pushing the brake lower pump 3 to clamp the brake disc and realize the braking function.

[0049] During this process, the oil in the first push-oil section 412 is bidirectionally sealed by the first rearward valve core oil seal 52 and the second forward valve core oil seal 61, and will not flow backward into the second push-oil section 413. Therefore, there is no oil pressure fluctuation in the second brake upper pump 2, realizing independent control of single-path brake.

[0050] After the user stops performing the first braking operation and releases the first brake input component 13, the first upper pump reset spring 15 pushes the first upper pump piston 14 to reset, and the oil pressure in the first oil pushing section 412 decreases; the valve core reset spring 7 pushes the first valve core component 5 to reset backward, the first forward valve core oil seal 51 retracts to the rear of the valve body oil filling hole 43, the static pressure oil pushing section 411 reconnects with the valve body oil filling chamber 42, the oil pressure is released, the brake lower pump 3 releases the brake, and the system returns to the initial state.

[0051] T2, Independent Second Brake Operation Mode: The user performs the second brake operation independently, operating the second brake input component 23, which pushes the second upper pump piston 24 to compress the second upper pump return spring 25. Brake fluid in the second upper pump piston chamber 22 flows into the second push section 413 through the second oil pipe assembly 82 and the second input port 45. The oil pressure in the second push section 413 increases, pushing the second valve core component 6 forward. After the second valve core component 6 moves forward and its front end abuts against the rear end of the first valve core component 5, it drives the first valve core component 5 forward together, compressing the valve core return spring 7.

[0052] When the first forward valve core oil seal 51 on the first valve core component 5 moves forward past the valve body oil replenishment hole 43, the static pressure pushing oil section 411 forms a closed oil circuit. As the double valve cores continue to move forward, the oil pressure continues to rise and is transmitted to the brake lower pump 3 to realize the braking function.

[0053] During this process, the oil in the second push section 413 is bidirectionally sealed by the second rearward valve core oil seal 62 and the second forward valve core oil seal 61, preventing it from rushing forward into the first push section 412. Therefore, there is no oil pressure fluctuation in the first brake pump. At the same time, the flow channel groove 632 of the front valve core body 63 ensures that the oil passes smoothly without throttling or jamming.

[0054] When the user stops performing the second brake operation and releases the second brake input component 23, the second upper pump return spring 25 pushes the second upper pump piston 24 to reset, and the oil pressure in the second oil pushing section 413 decreases; the valve core return spring 7 pushes the first valve core component 5 and the second valve core component 6 to reset backward together until the plug section 642 of the second valve core component 6 abuts against the second oil pipe assembly 82, the oil pressure is released, and the system returns to the initial state.

[0055] T3, Dual Brake Simultaneous Operation Mode: The user simultaneously performs the first and second brake operations, operating the first brake input component 13 and the second brake input component 23 at the same time. Brake fluid output from the first brake upper pump 1 flows into the first push section 412, pushing the first valve core component 5 forward; brake fluid output from the second brake upper pump 2 flows into the second push section 413, pushing the second valve core component 6 forward. With both hydraulic lines acting simultaneously, the two valve cores move forward synchronously. When the first forward valve core oil seal 51 passes the valve body oil filling hole 43, the static pressure push section 411 forms a closed high-pressure oil circuit, and the oil pressure is quickly established and output to the brake lower pump 3, realizing the superposition of braking force from the two inputs, resulting in faster braking response and stronger braking force.

[0056] During this process, the first oil pushing section 412 and the second oil pushing section 413 remain independent of each other, the oil pressure does not interfere with each other, there is no oil leakage or pressure cancellation, and the braking output is stable and linear.

[0057] When the user stops performing both braking operations simultaneously and releases the two braking input components, the valve core reset spring 7 pushes the two valve cores to reset synchronously, the valve body oil filling hole 43 is reopened, the oil pressure is released, and the system returns to its initial state.

[0058] The above description is merely a preferred embodiment of the present invention and does not constitute any limitation on the present invention. Any simple modifications, alterations, or equivalent structural changes made to the above embodiments based on the technical essence of the invention shall still fall within the protection scope of the present invention.

Claims

1. A multi-control hydraulic brake device for preventing oil leakage, comprising at least: The first brake pump responds to the user's first braking action; The second brake pump responds to the user's second brake operation; The brake pump acts on the brake disc to achieve the braking function. Its features are: It also includes A multi-control hydraulic valve has a hydraulic oil chamber and a valve body replenishment chamber. The hydraulic oil chamber is connected to the valve body replenishment chamber through a valve body replenishment hole. The hydraulic oil chamber has a first input port, a second input port, and an output opening. The first brake upper pump is connected to and conducts through the first input port through a first oil pipe assembly. The second brake upper pump is connected to and conducts through the second input port through a second oil pipe assembly. The brake lower pump is connected to and conducts through the output opening through a third oil pipe assembly. The first valve core component has a first forward valve core oil seal at its front end and a first backward valve core oil seal at its rear end. The second valve core component has a second forward valve core oil seal at its front end and a second backward valve core oil seal at its rear end. The first valve core component and the second valve core component are both movably configured in the hydraulic oil chamber of the multi-control hydraulic valve. The first valve core component is located in front of the second valve core component. A valve core return spring is configured between the front end of the first valve core oil seal and the inner wall of the hydraulic oil chamber. The second valve core component can contact the first valve core component and form a transmission engagement. The hydraulic oil chamber is divided into a static pressure pushing section, a first pushing section, and a second pushing section. A static pressure pushing section is formed between the first forward valve core oil seal and the front end of the hydraulic oil chamber; a first pushing section is formed between the first backward valve core oil seal and the second forward valve core oil seal; and a second pushing section is formed between the second backward valve core oil seal and the rear end of the hydraulic oil chamber. The hydraulic oil chamber is divided into a static pressure pushing section, a first pushing section, and a second pushing section, and the valve body replenishment chamber, the static pressure pushing section, the first pushing section, and the second pushing section are all filled with brake fluid. The first input port is connected to the first oil pushing section through the oil guide hole, the second input port is connected to the second oil pushing section, and the output port is connected to the hydrostatic oil pushing section. The second forward valve core oil seal is positioned behind the oil guide hole at its foremost position during the operation, while the first backward valve core oil seal is positioned in front of the oil guide hole at its last position during the operation.

2. The multi-control hydraulic brake device for preventing oil leakage according to claim 1, characterized in that: The second valve core component consists of a detachable front valve core body and a rear valve core body, with the second forward valve core oil seal and the second backward valve core oil seal both disposed on the rear valve core body.

3. The multi-control hydraulic brake device for preventing oil leakage according to claim 2, characterized in that: The outer wall of the front valve core is provided with several support ribs, and the support ribs form a clearance fit with the inner wall of the hydraulic oil chamber.

4. The multi-control hydraulic brake device for preventing oil leakage according to claim 3, characterized in that: A flow channel is formed between adjacent support ribs, and the front area of ​​the front valve core is connected to the rear area of ​​the front valve core through the flow channel.

5. The multi-control hydraulic brake device for preventing oil leakage according to claim 2, characterized in that: The front end of the rear valve core is provided with a threaded hole, and the rear end of the front valve core is provided with a threaded section. The threaded section is connected to the threaded hole so that the front valve core and the rear valve core can be detachably connected. The front end of the front valve core can contact the rear end of the first valve core component and form a transmission engagement; The rear end of the rear valve core has a plug section, and the second oil pipe assembly has an oil passage that communicates with the second oil pushing section. The plug section can abut against the front end of the second oil pipe assembly and form a limiting and anti-reverse engagement. When the plug section abuts against the front end of the second oil pipe assembly, the plug section separates the oil passage from the second oil pushing section.

6. The multi-control hydraulic brake device for preventing oil leakage according to claim 1, characterized in that: The first brake upper pump includes a first upper pump housing having a first upper pump piston chamber, a first brake input component mounted on the first upper pump housing and responding to a first brake operation, a first upper pump piston movably disposed in the first upper pump piston chamber and forming a transmission cooperation with the first brake input component, and a first upper pump return spring disposed between the first upper pump piston and the inner wall of the first upper pump piston chamber. The second brake upper pump includes a second upper pump housing having a second upper pump piston chamber, a second brake input component mounted on the second upper pump housing and responsive to a second brake operation, a second upper pump piston movably disposed in the second upper pump piston chamber and forming a transmission engagement with the second brake input component, and a second upper pump return spring disposed between the second upper pump piston and the inner wall of the second upper pump piston chamber.

7. The multi-control hydraulic brake device for preventing oil leakage according to claim 6, characterized in that: The first brake upper pump also has a first upper pump oil replenishment chamber, which is connected to the first upper pump piston chamber through a first upper pump oil replenishment hole. The second brake upper pump also has a second upper pump oil replenishment chamber, which is connected to the second upper pump piston chamber through a second upper pump oil replenishment hole.

8. The multi-control hydraulic brake device for preventing oil leakage according to claim 1, characterized in that: The first brake pump and the second brake pump are either the handbrake pump or the foot brake pump.

9. The multi-control hydraulic brake device for preventing oil leakage according to claim 1, characterized in that: When the multi-control hydraulic brake device is not in use, a free stroke gap is formed between the first forward valve core oil seal and the valve body oil replenishment hole.

10. A method of using a brake, applied to the multi-control hydraulic brake device for preventing oil leakage as described in any one of claims 1-9, characterized in that: T1. When the user performs the first braking operation alone, the first brake upper pump is activated while the second brake upper pump is not activated. The brake fluid in the first brake upper pump flows toward the first push section. At this time, the brake fluid pushes the first valve core component forward while the second valve core component remains stationary. Then, when the first forward valve core oil seal on the first valve core component passes forward through the valve core oil filling hole, a closed oil circuit is formed between the static pressure push section and the lower brake pump to achieve the braking function. When the user stops performing the first braking operation, the first valve core component returns to its original position under the action of the valve core return spring. T2. When the user performs the second braking operation alone, the second brake pump is activated while the first brake pump is not activated. The brake fluid in the second brake pump flows toward the second push section. At this time, the brake fluid pushes the second valve core component forward, and the second valve core component comes into contact with the first valve core component and drives the first valve core component forward. Then, when the first forward valve core oil seal on the first valve core component passes the valve core oil filling hole, a closed oil circuit is formed between the static pressure push section and the lower brake pump to achieve the braking function. When the user stops performing the first braking operation, the first valve core component and the second valve core component are reset backward together under the action of the valve core return spring. T3. When the user performs the first braking operation and the second braking operation at the same time, the first brake upper pump and the second brake upper pump are started respectively. The brake fluid in the first brake upper pump flows towards the first push section to push the first valve core component forward. At the same time, the brake fluid in the second brake upper pump flows towards the second push section to push the second valve core component forward. Then, when the first forward valve core oil seal on the first valve core component passes forward through the valve core oil filling hole, a closed oil circuit is formed between the static pressure push section and the brake lower pump to realize the braking function. When the user stops performing the first and second braking operations, the first and second valve core components return to their original positions together under the action of the valve core return spring.

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