Double-pipeline tractor electronic control hydraulic trailer brake valve group and tractor

Abstract

The double-pipeline tractor electronic control hydraulic trailer brake valve set comprises an SL control valve set, a CL control valve set, an oil supply pipeline, an oil return pipeline and an LS pipeline, a sixth oil port in the CL control valve set can be communicated with a fourth oil port or a fifth oil port, and a foot stepping oil port is communicated with the interior of the CL control valve set; the first oil port and the fourth oil port are communicated with an oil supply pipeline through pipelines respectively, the second oil port and the fifth oil port are communicated with an oil return pipeline through pipelines respectively, and one end of the LS pipeline is communicated with a pipeline led out of the sixth oil port. The trailer braking device has the advantages of being compact in structure, reasonable in design and capable of achieving trailer braking and meanwhile having a priority function to guarantee the priority of trailer braking. In addition, the braking pressure of the trailer can be adjusted through the traveling braking pressure of the tractor, and braking synchronism of the tractor and the trailer is achieved. And meanwhile, electric control can be achieved, and trailer braking under unmanned driving is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of tractors, in particular to a dual-pipeline tractor electronically controlled hydraulic trailer brake valve group and a tractor. Background Art

[0002] A tractor is a self-propelled power machine used to pull and drive machinery to complete various mobile operations. It can also be used as a power source for stationary operations. It consists of an engine, transmission, travel, steering, hydraulic suspension, power output, electrical instruments, driving controls, and traction systems or devices.

[0003] Currently, the trailer brake valve group in the existing technology is a separate system, which has no connection with the tractor's brake and has low braking synchronization; in addition, the priority of the braking function cannot be guaranteed during compound actions. Utility Model Content

[0004] The utility model provides a dual-pipeline tractor electronically controlled hydraulic trailer brake valve group and a tractor, aiming to solve the problems in the prior art.

[0005] The technical solution of the utility model to solve the above technical problems is as follows:

[0006] A dual-pipeline tractor electronically controlled hydraulic trailer brake valve group includes an SL control valve group, a CL control valve group, an oil supply line, an oil return line, and an LS line. The SL control valve group is provided with oil port 1, oil port 2, and oil port 3, and the oil port 3 can be connected to the oil port 1 or the oil port 2. The CL control valve group is provided with oil port 4, oil port 5, oil port 6, and a foot oil port. The oil port 6 can be connected to the oil port 4 or the oil port 5, and the foot oil port is connected to the interior of the CL control valve group.

[0007] The oil port 1 and the oil port 4 are respectively connected to the oil supply pipeline through pipelines, the oil port 2 and the oil port 5 are respectively connected to the oil return pipeline through pipelines, and one end of the LS pipeline is connected to the pipeline leading out of the oil port 6.

[0008] The beneficial effect of the utility model is that during operation, the pressure of the SL port is controlled by the SL control valve group, and the pressure of the CL port can be controlled by the CL control valve group at the same time to achieve the braking of the trailer, but combined with the driving brake and parking brake of the tractor, the trailer is braked at the same time when the tractor is braking and parking.

[0009] The utility model has a compact structure and a reasonable design, can realize trailer braking, and has a priority function to ensure the priority of trailer braking; in addition, the braking pressure of the trailer can be adjusted by the pressure of the tractor's service brake to achieve synchronization of tractor and trailer braking; at the same time, it can be electronically controlled to realize trailer braking in unmanned conditions.

[0010] On the basis of the above technical solution, the present invention can also be improved as follows.

[0011] Furthermore, the CL control valve group includes a solenoid valve 1, a solenoid valve 2 and a pilot valve. The pilot valve is provided with oil ports 7, 8 and 9, and the oil port 9 can be connected to the oil port 7 or the oil port 8; the solenoid valve 1 is provided with oil ports 10 and 11, and the oil port 10 is connected to the oil port 11; the solenoid valve 2 is provided with oil ports 12, 13 and 14, and the oil port 14 can be connected to the oil port 12 or the oil port 13;

[0012] The oil port 10 is connected to one end of the foot brake pipeline, and the oil port 11 is connected to the first pilot chamber of the pilot valve through the pipeline A11; the oil port 14 is connected to the second pilot chamber of the pilot valve through the pipeline A7, and the spring interface on the solenoid valve 2 is connected to the pipeline A7 through the pipeline A8; the oil port 12 is connected to the oil supply pipeline through the pipeline, and the oil port 7 is connected to the pipeline connecting the oil port 12 and the oil supply pipeline through the pipeline A9; the oil port 13 is connected to the oil return pipeline through the pipeline, and the oil port 8 is connected to the pipeline connecting the oil port 13 and the oil return pipeline through the pipeline A10; the oil port 9 is connected to one end of the LS pipeline through the pipeline.

[0013] The beneficial effect of adopting the above further solution is that during the operation, the position of the valve core of the pilot valve is controlled by the power on and off of solenoid valve 1 and solenoid valve 2, thereby controlling the pressure of the CL port to perform corresponding operations and facilitate control.

[0014] Furthermore, the spring interface on the pilot valve is connected to the pipeline connecting the oil port nine and the LS pipeline through the pipeline A12, and a throttle valve 1 is fixedly installed on the pipeline A12.

[0015] The beneficial effects of adopting the above further solution are simple structure, reasonable design, ability to compare the pressures of the CL port and the LS port, and ability to use the throttle valve 1 to control the oil flow in the pipeline A12.

[0016] Furthermore, the pipeline A7 is connected to one end of the foot standby control pipeline, and the pipeline A11 is connected to one end of the automatic standby control pipeline.

[0017] The beneficial effect of adopting the above further scheme is that during the operation, the position of the valve core in the solenoid valve 2 is changed by energizing and de-energizing the solenoid valve 2, so that the oil enters the corresponding pilot chamber in the pilot valve to adjust the position of the valve core in the pilot valve, thereby realizing automatic adjustment of the valve core in the pilot valve.

[0018] Furthermore, the SL control valve group includes a control valve and a solenoid valve 3. The solenoid valve 3 is provided with a port 1, a port 2, and a port 3. The port 1 is connected to the port 2 or the port 3. The port 2 is connected to the oil return line through the pipeline A6, and the port 3 is connected to the oil supply line through the pipeline A13.

[0019] The control valve is provided with interface four, interface five and interface six, and interface four is connected to interface five or interface six; interface one is connected to the pilot chamber at one end of the control valve through pipeline one A1, and the spring interface on the solenoid valve three is connected to pipeline one A1 through pipeline two A2; interface five is connected to pipeline A13 through pipeline three A3, the spring interface on the control valve is connected to pipeline A6 through pipeline four A4, and interface six is connected to pipeline four A4 through pipeline five A5.

[0020] The beneficial effect of adopting the above further solution is that during operation, the position of the valve core in the control valve is adjusted by using the solenoid valve three, thereby adjusting the pressure of the SL port.

[0021] Furthermore, it also includes a priority valve, which is provided with an interface seven and an interface eight that are connected or disconnected to each other; the interface eight is connected to the oil supply pipeline through the pipeline A14, the interface seven is connected to one end of the pipeline A15, and the other end of the pipeline A15 is used to connect to other execution structures; the spring interface on the priority valve is connected to the other end of the LS pipeline.

[0022] The beneficial effects of adopting the above further solution are simple structure, reasonable design, setting the priority valve so that the entire system has a priority function, which can ensure the priority of trailer braking, convenient operation and energy saving.

[0023] Furthermore, the interface four is connected to one end of the SL control pipeline, the oil port nine is connected to one end of the CL control pipeline, and the other end of the SL control pipeline and the other end of the CL control pipeline are respectively used to connect to the actuator; one end of the LS pipeline is connected to the CL control pipeline through the pipeline A16, and a throttle valve three is fixedly installed on the pipeline A16.

[0024] The beneficial effects of adopting the above further solution are simple structure and reasonable pipeline distribution, so as to compare the pressure of CL port and LS port, and at the same time, the throttle valve three can control the oil flow in the pipeline A16.

[0025] Furthermore, the SL control line is connected to one end of the control valve core cavity through a hydraulic control line, and a throttle valve 2 is fixedly installed on the hydraulic control line.

[0026] The beneficial effects of adopting the above further solution are simple structure, reasonable design, and utilizing a hydraulic control line to control the position of the valve core of the control valve.

[0027] Furthermore, pressure sensors are fixedly installed on the SL control line and / or the foot brake line and / or the CL control line respectively.

[0028] The beneficial effects of adopting the above further solution are simple structure, reasonable design, and the use of pressure sensors to monitor the pressure at the corresponding interface in real time.

[0029] The utility model also relates to a tractor, comprising the dual-pipeline tractor electronically controlled hydraulic trailer brake valve group as described above.

[0030] The beneficial effect of adopting the above-mentioned further solution is that the utility model also provides a tractor with a compact structure and reasonable design, which can realize parking braking and service braking of the trailer, and at the same time has a priority function to ensure the priority of trailer braking; in addition, the braking pressure of the trailer can be adjusted by the pressure of the tractor's service brake to achieve synchronization of the tractor and trailer braking; at the same time, it can be electronically controlled to realize trailer braking under unmanned driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a schematic diagram of the utility model without the priority function;

[0032] Figure 2 This is a principle diagram with priority function in this utility model.

[0033] In the accompanying drawings, the components represented by the reference numerals are as follows:

[0034] 1. Oil supply line; 2. Oil return line; 3. LS line; 4. Solenoid valve 1; 5. Solenoid valve 2; 6. Pilot valve; 7. Foot brake line; 8. Throttle valve 1; 9. Foot standby control line; 10. Automatic standby control line; 11. Control valve; 12. Solenoid valve 3; 13. Priority valve; 14. SL control line; 15. CL control line; 16. Throttle valve 3; 17. Hydraulic control line; 18. Throttle valve 2; 19. Pressure sensor. DETAILED DESCRIPTION

[0035] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features therein can be combined with each other.

[0036] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, features defined as "first", "second", etc. may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0037] In the description of this utility model, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections, electrical connections; direct connections, indirect connections through an intermediate medium, and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in this utility model based on specific circumstances.

[0038] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0039] Example 1

[0040] like Figure 1 and Figure 2 As shown, this embodiment provides a dual-pipeline tractor electronically controlled hydraulic trailer brake valve group, including an SL control valve group, a CL control valve group, an oil supply line 1, an oil return line 2, and an LS line 3. The SL control valve group is provided with oil port 1, oil port 2, and oil port 3, and the oil port 3 can be connected to the oil port 1 or the oil port 2; the CL control valve group is provided with oil port 4, oil port 5, oil port 6, and a foot oil port, and the oil port 6 can be connected to the oil port 4 or the oil port 5. The foot oil port is connected to the interior of the CL control valve group;

[0041] The oil port 1 and the oil port 4 are respectively connected to the oil supply pipeline 1 through pipelines, the oil port 2 and the oil port 5 are respectively connected to the oil return pipeline 2 through pipelines, and one end of the LS pipeline 3 is connected to the pipeline leading out of the oil port 6.

[0042] During operation, the SL control valve group is used to control the pressure of the SL port, and the CL control valve group can be used to control the pressure of the CL port to achieve the braking of the trailer. However, it is combined with the tractor's service brake and parking brake so that the tractor can brake the trailer at the same time when the vehicle brake and parking brake are performed.

[0043] This embodiment has a compact structure and a reasonable design, can realize trailer braking, and has a priority function to ensure the priority of trailer braking. In addition, the braking pressure of the trailer can be adjusted by the pressure of the tractor's service brake to achieve synchronization of tractor and trailer braking. At the same time, it can be electronically controlled to realize trailer braking under unmanned driving.

[0044] Example 2

[0045] On the basis of Example 1, in this embodiment, the CL control valve group includes a solenoid valve 1 4, a solenoid valve 2 5, and a pilot valve 6. The pilot valve 6 is provided with oil ports 7, 8, and 9, and the oil port 9 can be communicated with the oil port 7 or the oil port 8; the solenoid valve 1 4 is provided with oil ports 10 and 11, and the oil port 10 is communicated with the oil port 11; the solenoid valve 2 5 is provided with oil ports 12, 13, and 14, and the oil port 14 can be communicated with the oil port 12 or the oil port 13;

[0046] The oil port 10 is connected to one end of the foot brake pipeline 7, and the oil port 11 is connected to the first pilot chamber of the pilot valve 6 through the pipeline A11; the oil port 14 is connected to the second pilot chamber of the pilot valve 6 through the pipeline A7, and the spring interface on the solenoid valve 2 5 is connected to the pipeline A7 through the pipeline A8; the oil port 12 is connected to the oil supply pipeline 1 through the pipeline, and the oil port 7 is connected to the pipeline connecting the oil port 12 and the oil supply pipeline 1 through the pipeline A9; the oil port 13 is connected to the oil return pipeline 2 through the pipeline, and the oil port 8 is connected to the pipeline connecting the oil port 13 and the oil return pipeline 2 through the pipeline A10; the oil port 9 is connected to one end of the LS pipeline 3 through the pipeline.

[0047] During the operation, the position of the valve core of the pilot valve 6 is controlled by the power on and off of the solenoid valve 1 4 and the solenoid valve 2 5, thereby controlling the pressure of the CL port so as to carry out the corresponding operation and facilitate control.

[0048] Based on the above scheme, the solenoid valve 1 4 is the solenoid valve EV1 in the figure, and its valve core is the valve core e; the solenoid valve 2 5 is the EV2 in the figure, and its valve core is the valve core c; the valve core of the pilot valve 6 is the valve core d.

[0049] Example 3

[0050] On the basis of Example 2, in this embodiment, the spring interface on the pilot valve 6 is connected to the pipeline connecting the oil port 9 and the LS pipeline 3 through the pipeline A12, and a throttle valve 8 is fixedly installed on the pipeline A12.

[0051] This solution has a simple structure and reasonable design. It can compare the pressures of the CL port and the LS port, and at the same time, the throttle valve 8 can be used to control the oil flow in the pipeline A12.

[0052] Example 4

[0053] On the basis of any one of Examples 2 to 3, in this embodiment, the pipeline A7 is connected to one end of the foot standby control pipeline 9 , and the pipeline A11 is connected to one end of the automatic standby control pipeline 10 .

[0054] During operation, the position of the valve core in the solenoid valve 2 5 is changed by energizing and de-energizing the solenoid valve 2 5, so that the oil enters the corresponding pilot chamber in the pilot valve 6 to adjust the position of the valve core in the pilot valve 6, thereby realizing automatic adjustment of the valve core in the pilot valve 6.

[0055] Based on the above solution, the above-mentioned foot-operated standby control pipeline 9 is the pipeline PUG1 in the accompanying drawings, and the automatic standby control pipeline 10 is the pipeline PUG2 in the accompanying drawings.

[0056] Example 5

[0057] Based on any one of Examples 2 to 4, in this embodiment, the SL control valve group includes a control valve 11 and a solenoid valve 3 12. The solenoid valve 3 12 is provided with a first interface, a second interface, and a third interface. The first interface is connected to the second interface or the third interface. The second interface is connected to the oil return line 2 through a pipeline A6, and the third interface is connected to the oil supply line 1 through a pipeline A13.

[0058] The control valve 11 is provided with interface 4, interface 5 and interface 6, and the interface 4 is connected to the interface 5 or the interface 6; the interface 1 is connected to the pilot chamber at one end of the control valve 11 through pipeline 1 A1, and the spring interface on the solenoid valve 3 12 is connected to the pipeline 1 A1 through pipeline 2 A2; the interface 5 is connected to the pipeline A13 through pipeline 3 A3, the spring interface on the control valve 11 is connected to the pipeline A6 through pipeline 4 A4, and the interface 6 is connected to the pipeline 4 A4 through pipeline 5 A5.

[0059] During operation, the position of the valve core in the control valve 11 is adjusted by using the solenoid valve 3 12, thereby adjusting the pressure of the SL port.

[0060] Based on the above solution, the solenoid valve three 12 is the solenoid valve SV3 in the accompanying drawings, and its valve core is valve core a; the valve core of the control valve 11 in the accompanying drawings is valve core b.

[0061] Preferably, in this embodiment, the solenoid valve 12 is a two-position three-way proportional solenoid valve, and the control valve 11 is a two-position three-way valve.

[0062] Example 6

[0063] Based on Example 5, this embodiment further includes a priority valve 13, on which are provided an interface seven and an interface eight that are connected or disconnected to each other; the interface eight is connected to the oil supply pipeline 1 through the pipeline A14, and the interface seven is connected to one end of the pipeline A15, and the other end of the pipeline A15 is used to connect to other execution structures; the spring interface on the priority valve 13 is connected to the other end of the LS pipeline 3.

[0064] This solution has a simple structure and a reasonable design. The priority valve 13 is provided to give the entire system a priority function, thereby ensuring the priority of trailer braking, facilitating operation, and saving energy consumption.

[0065] Example 7

[0066] On the basis of any one of Examples 5 to 6, in this embodiment, the interface four is connected to one end of the SL control line 14, the oil port nine is connected to one end of the CL control line 15, and the other end of the SL control line 14 and the other end of the CL control line 15 are respectively used to connect to the actuator; one end of the LS line 3 is connected to the CL control line 15 through the line A16, and a throttle valve three 16 is fixedly installed on the line A16.

[0067] This solution has a simple structure and reasonable pipeline distribution, so as to compare the pressures of the CL port and the LS port. At the same time, the throttle valve 16 can control the oil flow in the pipeline A16.

[0068] Preferably, in this embodiment, the other end of the LS pipeline 3 is connected to the spring interface on one end of the priority valve 13, which has a simple structure and reasonable design, and the LS pipeline 3 is used to feed back relevant signals of the brake.

[0069] In addition, the spring interface on the other end of the priority valve 13 is connected to the pipeline A14 through a pipeline, which has a simple structure and a reasonable design. The above design facilitates changing the position of the valve core in the priority valve 13.

[0070] Preferably, in this embodiment, the priority valve 13 is a two-position, two-way valve.

[0071] Example 8

[0072] On the basis of Example 7, in this embodiment, the SL control line 14 is connected to one end of the valve core cavity of the control valve 11 through a hydraulic control line 17 , and a throttle valve 2 18 is fixedly installed on the hydraulic control line 17 .

[0073] This solution has a simple structure and a reasonable design, and utilizes a hydraulic control line 17 to control the position of the valve core of the control valve 11 .

[0074] Example 9

[0075] On the basis of any one of Examples 7 to 8, in this embodiment, a pressure sensor 19 is fixedly installed on the SL control line 14 and / or the foot brake line 7 and / or the CL control line 15 respectively.

[0076] This solution has a simple structure and a reasonable design, and the pressure sensor 19 can be used to monitor the pressure at the corresponding interface in real time.

[0077] Example 10

[0078] On the basis of the above embodiments, this embodiment further provides a tractor, comprising the dual-pipeline tractor electronically controlled hydraulic trailer brake valve group as described above.

[0079] This embodiment also provides a tractor with a compact structure and reasonable design. The tractor can realize the braking of the trailer and has a priority function to ensure the priority of the trailer braking. In addition, the braking pressure of the trailer can be adjusted by the pressure of the tractor's service brake to achieve synchronization of the tractor and trailer braking. At the same time, it can be electronically controlled to realize the braking of the trailer under unmanned driving.

[0080] The working principle of this utility model is as follows:

[0081] (1) For SL port pressure control:

[0082] ① When the solenoid valve SV3 loses power, the valve core a and valve core b are in the lower position under the action of the corresponding springs. At this time, the pilot chamber above the valve core b is connected to T and there is no pressure. The P port in the figure is connected to the SL port. The pressure of the SL port acts on the upper part of the valve core b and the spring through the corresponding oil circuit and balances with the spring force of the spring, controlling the opening of the valve core b and ensuring that the output pressure of the SL port is consistent with the spring force.

[0083] ② When the solenoid valve SV3 is energized, the valve core a moves downward under the action of the electromagnetic force, and the pressure at the P port reaches the pilot chamber of the valve core b. At the same time, the pressure is applied to the lower part of the valve core a through the corresponding oil circuit. At this time, the electromagnetic force is balanced with the pilot force and the spring force of the corresponding spring. Therefore, the pressure of the pilot chamber can be controlled by adjusting the current of the solenoid valve SV3. The larger the current value, the greater the pilot pressure. At this time, the upper part of the valve core b is affected by the pilot force and SL pressure, and the lower part is affected by the spring force of the corresponding spring. The three act together. At this time, the pressure of the SL port is controlled by the pressure of the pilot chamber, that is, the larger the current value, the greater the pilot pressure, and the smaller the pressure of the SL port. When the pilot pressure is greater than the spring force of the corresponding spring, the valve core b is completely in the upper position, the SL port and the T port are connected, and the pressure is 0.

[0084] (2) For CL port pressure control:

[0085] ① When the solenoid valve EV2 loses power and EV1 is energized, the valve core c is in the lower position under the action of the corresponding spring, and the valve core e is in the upper position under the electromagnetic force of the corresponding spring. At this time, the second pilot chamber is connected to T, and the first pilot chamber is disconnected from the pressure of port B, and there is no pressure. Since the force of the spring at the lower end of the pilot valve is greater than the force of the spring at its upper end, the valve core d is in the lower position, the CL port is connected to the T port, and the CL pressure is 0;

[0086] ② When the solenoid valve EV2 and EV1 lose power, the valve core e is in the lower position under the action of the corresponding spring. The first pilot chamber is connected to the control port B. If the pedal is pressed to brake, the service brake pressure acts on the first pilot chamber, causing the valve core d to move downward. The P port is connected to the CL port. At the same time, the CL pressure acts on the lower part of the valve core d. The spring forces at both ends of the pilot valve, the pressure in the first pilot chamber, and the CL pressure jointly control the opening of the valve core d to achieve a balance. That is, the CL pressure is now controlled by the service brake pressure B. The higher the B pressure, the greater the CL pressure.

[0087] ③ When the solenoid valve EV2 is energized and EV1 is energized, the valve core e is in the upper position under the electromagnetic force of the corresponding spring. The first pilot chamber is disconnected from the pressure of port B and there is no pressure. The valve core c moves downward under the action of the electromagnetic force, and the pressure of port P reaches the valve core d. At the same time, the pressure is applied to the lower part of the valve core c through the corresponding oil circuit. At this time, the electromagnetic force is balanced with the output pressure of valve c and the spring force of the corresponding spring. Therefore, by adjusting the current of the solenoid valve SV3, the output pressure of the valve core c can be controlled, thereby controlling the pressure of the second pilot chamber. The valve core d moves downward, and the port P is connected to the port CL. At the same time, the CL pressure acts on the lower part of the valve core d. The elastic force at both ends of the pilot valve, the pressure of the second pilot chamber and the CL pressure jointly control the opening of the valve core d to achieve a balance. That is, at this time, the CL pressure is controlled by the solenoid valve EV2. The greater the EV2 current, the greater the pressure in the second pilot chamber and the greater the CL pressure.

[0088] The above valve group is suitable for variable systems. If it is adapted to a quantitative system, considering the priority of braking, it can be expanded as shown in the figure.

[0089] This valve group is used for tractor trailer braking. During normal tractor braking, the trailer brake can be controlled by the pressure at port B, or by the tractor's pedal displacement signal or the tractor's brake pressure signal. They can also be controlled together. In the event of failure of one control method, the other control method still works, which is safer and has better braking synchronization. Pilot-operated pressure reduction is used to improve the stability of the output pressure.

[0090] The above is the control principle of the dual-line hydraulic trailer brake valve.

[0091] It should be noted that all the letters in the drawings merely represent corresponding components, pipelines, interfaces, etc., and have no other substantial meanings.

[0092] In addition, all electronic components involved in the present invention adopt existing technologies, and the above components are electrically connected to the controller, and the control circuits between the controller and the components are existing technologies.

[0093] 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 present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the present invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be encompassed within the present invention. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

[0094] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0095] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly, characterized by: The invention comprises an SL control valve group, a CL control valve group, an oil supply pipeline (1), an oil return pipeline (2) and an LS pipeline (3); the SL control valve group is provided with an oil port 1, an oil port 2 and an oil port 3, and the oil port 3 can be communicated with the oil port 1 or the oil port 2; the CL control valve group is provided with an oil port 4, an oil port 5, an oil port 6 and a foot oil port, the oil port 6 can be communicated with the oil port 4 or the oil port 5, and the foot oil port is communicated with the interior of the CL control valve group; The oil port 1 and the oil port 4 are respectively connected to the oil supply pipeline (1) through pipelines, the oil port 2 and the oil port 5 are respectively connected to the oil return pipeline (2) through pipelines, and one end of the LS pipeline (3) is connected to the pipeline leading out of the oil port 6.

2. The dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly according to claim 1, characterized in that: The CL control valve group includes a solenoid valve 1 (4), a solenoid valve 2 (5) and a pilot valve (6), wherein the pilot valve (6) is provided with an oil port 7, an oil port 8 and an oil port 9, and the oil port 9 can be communicated with the oil port 7 or the oil port 8; the solenoid valve 1 (4) is provided with an oil port 10 and an oil port 11, and the oil port 10 is communicated with the oil port 11; the solenoid valve 2 (5) is provided with an oil port 12, an oil port 13 and an oil port 14, and the oil port 14 can be communicated with the oil port 12 or the oil port 13; The oil port 10 is connected to one end of the foot brake pipeline (7), and the oil port 11 is connected to the first pilot chamber of the pilot valve (6) through the pipeline A11; the oil port 14 is connected to the second pilot chamber of the pilot valve (6) through the pipeline A7, and the spring interface on the solenoid valve 2 (5) is connected to the pipeline A7 through the pipeline A8; the oil port 12 is connected to the oil supply pipeline (1) through the pipeline, and the oil port 7 is connected to the pipeline connecting the oil port 12 and the oil supply pipeline (1) through the pipeline A9; the oil port 13 is connected to the oil return pipeline (2) through the pipeline, and the oil port 8 is connected to the pipeline connecting the oil port 13 and the oil return pipeline (2) through the pipeline A10; the oil port 9 is connected to one end of the LS pipeline (3) through the pipeline.

3. The dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly according to claim 2, characterized in that: The spring interface on the pilot valve (6) is connected to the pipeline between the oil port nine and the LS pipeline (3) through the pipeline A12, and a throttle valve one (8) is fixedly installed on the pipeline A12.

4. The dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly according to claim 2, characterized in that: The pipeline A7 is communicated with one end of the foot standby control pipeline (9), and the pipeline A11 is communicated with one end of the automatic standby control pipeline (10).

5. The dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly according to any one of claims 2 to 4, characterized in that: The SL control valve group includes a control valve (11) and a solenoid valve (12). The solenoid valve (12) is provided with a first interface, a second interface, and a third interface. The first interface is connected to the second interface or the third interface. The second interface is connected to the oil return line (2) through a pipeline A6, and the third interface is connected to the oil supply line (1) through a pipeline A13. The control valve (11) is provided with an interface 4, an interface 5 and an interface 6, and the interface 4 is connected to the interface 5 or the interface 6; the interface 1 is connected to the pilot cavity at one end of the control valve (11) through the pipeline 1 A1, and the spring interface on the solenoid valve 3 (12) is connected to the pipeline 1 A1 through the pipeline 2 A2; the interface 5 is connected to the pipeline A13 through the pipeline 3 A3, the spring interface on the control valve (11) is connected to the pipeline A6 through the pipeline 4 A4, and the interface 6 is connected to the pipeline 4 A4 through the pipeline 5 A5.

6. The dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly according to claim 5, characterized in that: The utility model also includes a priority valve (13), wherein the priority valve (13) is provided with an interface 7 and an interface 8 which are connected or disconnected with each other; the interface 8 is connected with the oil supply pipeline (1) through the pipeline A14, the interface 7 is connected with one end of the pipeline A15, and the other end of the pipeline A15 is used to connect with other execution structures; the spring interface on the priority valve (13) is connected with the other end of the LS pipeline (3).

7. The dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly according to claim 5, characterized in that: The interface 4 is connected to one end of the SL control pipeline (14), the oil port 9 is connected to one end of the CL control pipeline (15), and the other end of the SL control pipeline (14) and the other end of the CL control pipeline (15) are respectively used to connect to the actuator; one end of the LS pipeline (3) is connected to the CL control pipeline (15) through the pipeline A16, and the throttle valve 3 (16) is fixedly installed on the pipeline A16.

8. The dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly according to claim 7, characterized in that: The SL control line (14) is connected to one end of the valve core cavity of the control valve (11) through a hydraulic control line (17), and a throttle valve 2 (18) is fixedly installed on the hydraulic control line (17).

9. The dual-circuit tractor electronically controlled hydraulic trailer brake valve assembly according to claim 7, characterized in that: Pressure sensors (19) are fixedly mounted on the SL control pipeline (14) and / or the foot brake pipeline (7) and / or the CL control pipeline (15).

10. A tractor, characterized in that: It comprises the dual-pipeline tractor electronically controlled hydraulic trailer brake valve group as described in any one of claims 1 to 9.

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