Vehicle emergency braking system

Abstract

The utility model provides a vehicle emergency braking system which comprises a motor, the output end of the motor is connected with the input end of a gearbox, the first output end of the gearbox is connected with an axle through a transmission shaft, and the two ends of the axle are connected with wheels. The electric drive system is characterized in that according to the operation condition of the electric drive system, the second output end of the gearbox and the brake assembly can be selectively connected through a connecting assembly; according to the method, emergency braking of failure of the high-pressure system of the non-road large mine truck is achieved, and compared with a mode of additionally arranging a hydraulic retarder, the method has great advantages in the aspects of system operation efficiency, purchase cost and control.

Description

Technical Field

[0001] This utility model belongs to the technical field of braking systems for large electric mining trucks, and specifically relates to a vehicle emergency braking system. Background Technology

[0002] Conventional large centrally driven electric mining trucks brake using a combination of reverse braking force generated by the motor and axle brakes. Braking methods include pure motor reverse braking, driver-pedal-controlled axle braking, and a hybrid of both. However, with the widespread application of these braking methods in large-tonnage off-road electric mining trucks, it has been found that when a high-voltage system malfunctions, the reverse braking force generated by the motor fails. In certain scenarios, such as vehicles descending long, continuous slopes or heavily loaded vehicles ascending slopes requiring emergency braking, relying solely on axle brakes is insufficient to bring the vehicle to a safe stop. Continuous braking generates heat in the axle brakes, which can lead to brake disc burn-out and vehicle loss of control, ultimately resulting in a safety accident.

[0003] Based on this, existing technologies have proposed adding a hydraulic retarder device to the output end of the electric drive transmission to achieve emergency braking. This solution can indeed solve the above problems. However, in all operating conditions without emergency braking requirements, on the one hand, because the rotor of the hydraulic retarder is driven by the gear shaft system of the transmission, the rotor of the hydraulic retarder is always in a working state as the transmission runs. When the rotor of the hydraulic retarder runs inside, it needs to consume a certain amount of energy, which leads to a decrease in the efficiency of the electric drive system. On the other hand, the hydraulic retarder device requires a relatively complex control system. Usually, in fuel vehicles, this device needs to perform the function of ordinary service braking, but in non-road electric mining trucks, it is only used for the single operating condition of emergency braking, resulting in underutilization of resources and excessively high costs.

[0004] Therefore, in view of the defects and deficiencies in the prior art, this utility model provides a vehicle emergency braking system. Utility Model Content

[0005] In order to overcome the defects and shortcomings of the existing technology, this utility model provides a vehicle emergency braking system.

[0006] The technical solution provided by this utility model is as follows:

[0007] A vehicle emergency braking system includes a motor, the output end of which is connected to the input end of a gearbox, the first output end of which is connected to an axle via a drive shaft, and wheels are connected to both ends of the axle; characterized in that: depending on the operating status of the electric drive system, the second output end of the gearbox can be selectively connected to the braking assembly via a connecting component.

[0008] As a further preferred embodiment of the present invention, the motor can operate in the forward direction to provide driving force and can operate in the reverse direction to provide braking force.

[0009] As a further preferred embodiment of the present invention, the connecting assembly includes an output flange connected to the second output end of the gearbox and a brake caliper connected to the output end of the braking assembly, wherein the output flange and the brake caliper are connected in an optional manner.

[0010] As a further preferred embodiment of the present invention, the braking assembly includes an air source storage tank, which is connected to the braking device via a switch and an air pipe, and the output end of the braking device is connected to the brake caliper.

[0011] As a further preferred embodiment of this utility model, the switch is a pneumatic electromagnetic switch valve. The switch is connected to the vehicle control system to obtain the real-time operating status of the electric drive system, and controls the opening and closing of the connection pipeline between the air source storage tank and the braking device according to the operating status of the electric drive system.

[0012] As a further preferred embodiment of this utility model, when the vehicle is driving normally, the switch is de-energized to close the connection pipeline between the air source storage tank and the braking device; when the electric drive system fails, the switch is energized to open the connection pipeline between the air source storage tank and the braking device.

[0013] As a further preferred embodiment of this utility model, the braking device is a brake air chamber, and a partition is provided inside the braking device. The partition can slide relative to the inner wall of the braking device. An air chamber that can communicate with an air source storage tank is provided between one side of the partition and the inner wall of the braking device. A connecting shaft that connects to the brake caliper is fixed on the other side of the partition. The connecting shaft slides synchronously with the partition inside the braking device to realize the connection and disconnection control between the brake caliper and the output flange.

[0014] As a further preferred embodiment of the present invention, an elastic element is sleeved on the outer periphery of the connecting shaft, one end of the elastic element is fixedly connected to the partition plate, and the other end of the elastic element is fixedly connected to the inner wall of the braking device.

[0015] As a further preferred embodiment of the present invention, the first output end and the second output end of the gearbox are located on the same side of the gearbox.

[0016] As a further preferred embodiment of this utility model,

[0017] When the vehicle is in normal operation, the second output terminal of the transmission is disconnected from the braking assembly;

[0018] When the electric drive system fails, the second output terminal of the gearbox remains connected to the braking assembly.

[0019] Compared with the prior art, the beneficial effects achieved by this utility model include:

[0020] 1) This utility model provides a vehicle emergency braking system. By adding a braking component to the output end of the motor-driven gearbox and connecting the air source storage tank to the air chamber of the braking device via a pneumatic solenoid valve, the braking component is separated from the gearbox output during normal vehicle operation, resulting in no drag torque and no consumption of the electric drive system's output power. When the electric drive system fails and the vehicle requires emergency braking, the pneumatic solenoid valve is energized to introduce gas from the air source storage tank into the air chamber of the braking device, generating braking torque. The braking process is adjusted by controlling the energizing frequency of the pneumatic solenoid valve, achieving an emergency and safe braking effect. This method solves the emergency braking problem of high-pressure system failure in off-road large mining trucks, offering significant advantages in system operating efficiency, purchase cost, and control compared to adding a hydraulic retarder. Attached Figure Description

[0021] Figure 1 A schematic diagram of the braking system provided by this utility model;

[0022] Figure 2 An enlarged view of the braking device provided by this utility model.

[0023] In the picture:

[0024] 1-Wheel;

[0025] 2-Axle;

[0026] 3-Drive shaft;

[0027] 4-Gas source storage tank;

[0028] 5-Switch;

[0029] 6-Brake device; 61-Baffle; 62-Air chamber; 63-Connecting shaft; 64-Elastic element;

[0030] 7-Brake calipers;

[0031] 8-Output flange;

[0032] 9-Gearbox;

[0033] 10-Motor. Detailed Implementation

[0034] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0035] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "front end," "rear end," "both ends," "one end," and "the other end," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0036] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," and "connected," etc., should be interpreted broadly. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0037] [First Embodiment]

[0038] like Figure 1 The diagram shows a vehicle emergency braking system according to the first embodiment of this utility model, including a motor 10. In this embodiment, the motor 10 can operate in the forward direction to provide driving force to propel the vehicle forward, and can also operate in the reverse direction to provide braking force to achieve vehicle braking. The output end of the motor 10 is connected to the input end of a gearbox 9. The first output end of the gearbox 9 is connected to an axle 2 via a drive shaft 3, and wheels 1 are connected to both ends of the axle 2. The improvement of this embodiment compared to the prior art is that, depending on the operating status of the electric drive system, the second output end of the gearbox 9 can be selectively connected to the braking assembly via a connecting component.

[0039] Right now:

[0040] When the vehicle is in normal driving, the second output terminal of the transmission 9 is disconnected from the braking assembly;

[0041] When the electric drive system fails, the second output of the gearbox 9 remains connected to the braking assembly.

[0042] The above process is implemented through the following structure:

[0043] like Figure 1 As shown, the connection components in this embodiment include an output flange 8 connected to the second output end of the gearbox 9 and a brake caliper 7 connected to the output end of the braking assembly. The output flange 8 and the brake caliper 7 are connected in an optional manner. When the vehicle is driving normally, the output flange 8 and the brake caliper 7 are disconnected, and no drag torque is generated, thus not consuming the output power of the electric drive system. When the electric drive system fails, the output flange 8 and the brake caliper 7 remain connected, and braking force is provided through the braking assembly.

[0044] like Figure 1 As shown, the braking assembly in this embodiment includes an air source storage tank 4, which is connected to the braking device 6 via a gas pipe through a switch 5. The output end of the braking device 6 is connected to the brake caliper 7. When the switch is open, the gas in the air source storage tank 4 can be introduced into the braking device 6 to provide braking force. When the switch is closed, the gas in the air source storage tank 4 cannot enter the braking device 6, thus not providing braking force.

[0045] In this embodiment, switch 5 is a pneumatic electromagnetic switch valve. Switch 5 is connected to the vehicle control system signal to obtain the real-time operating status of the electric drive system, and controls the opening and closing of the connection pipeline between the air source storage tank 4 and the braking device 6 according to the operating status of the electric drive system.

[0046] Switch 5 receives information from the vehicle control system that when the vehicle is driving normally, switch 5 de-energizes and closes the connection between the air source storage tank 4 and the braking device 6. At this time, the braking device 6 is connected to the atmosphere through switch 5 and does not provide braking force. However, when the electric drive system malfunctions, switch 5 is energized and opens the connection between the air source storage tank 4 and the braking device 6. At this time, the braking device 6 is connected to the air source storage tank 4 through switch 5, and the gas inside the air source storage tank 4 is introduced into the internal air chamber of the braking device 6 through switch 5. At this time, the braking device 6 provides braking force.

[0047] like Figure 2 As shown, the braking device 6 in this embodiment is a brake chamber. A partition 61 is provided inside the braking device 6, which can slide relative to the inner wall of the braking device 6. An air chamber 62, which can communicate with the air source storage tank 4, is provided between one side of the partition 61 and the inner wall of the braking device 6. A connecting shaft 63, which connects to the brake caliper 7, is fixed to the other side of the partition. The connecting shaft slides synchronously with the partition inside the braking device 6, thereby controlling the connection between the brake caliper 7 and the output flange 8. When gas from the air source storage tank 4 enters the air chamber 62, the internal pressure of the air chamber 62 increases, driving the partition 61 to move the connecting shaft 63 and the brake caliper 7 to the right, thus connecting the brake caliper 7 to the output flange 8.

[0048] Preferably, an elastic element 64 is sleeved on the outer periphery of the connecting shaft. The elastic element 64 can be a spring or similar material commonly used in the mechanical field. One end of the elastic element is fixedly connected to the partition plate, and the other end of the elastic element is fixedly connected to the inner wall of the braking device 6. When the switch is turned on, the gas from the gas source storage tank 4 enters the gas chamber 62, which increases the internal pressure of the gas chamber 62 and drives the partition plate 61 to drive the connecting shaft 63 and the brake caliper 7 to slide to the right against the elastic force of the elastic element 64. After the switch is turned off, as the inside of the gas chamber 62 is connected to the atmosphere through the switch 5, the elastic restoring force of the elastic element 64 helps the partition plate 61 gradually return to its original position.

[0049] like Figure 1 As shown, in a preferred embodiment of this invention, the first output end and the second output end of the gearbox 9 are located on the same side of the gearbox 9 to further save internal layout space.

[0050] The specific working process of this embodiment is as follows:

[0051] When the vehicle is in normal operation, switch 5 learns the current working status of the vehicle from the vehicle control system. At this time, switch 5 is not energized, and the braking device 6 is connected to the external atmosphere through switch 5. At this time, the brake caliper 7 is disconnected from the output flange and is not connected to the gearbox 9, and there is no drag power loss.

[0052] When a system malfunction occurs, motor 10 fails to generate reverse braking torque. At this time, the vehicle control system control switch 5 is turned on, and the gas from the air source storage tank 4 is introduced into the air chamber of the braking device 6 to provide an emergency braking effect.

[0053] At the same time, by intermittently controlling the switch according to the state of the vehicle's braking process, it can be ensured that the vehicle can brake to a stop safely and in an emergency.

[0054] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A vehicle emergency braking system, comprising an electric motor (10), an output end of the electric motor (10) being connected to an input end of a gearbox (9), a first output end of the gearbox (9) being connected to an axle (2) through a transmission shaft (3), both ends of the axle (2) being connected to wheels (1); characterized in that: Depending on the operating status of the electric drive system, the second output end of the gearbox (9) can be connected to the braking assembly in an optional manner via a connecting component.

2. A vehicle emergency brake system according to claim 1, characterized in that: The motor (10) can operate in the forward direction to provide driving force and can operate in the reverse direction to provide braking force.

3. A vehicle emergency brake system according to claim 1, wherein: The connecting assembly includes an output flange (8) connected to the second output end of the gearbox (9) and a brake caliper (7) connected to the output end of the braking assembly, wherein the output flange (8) and the brake caliper (7) are connected in an optional manner.

4. A vehicle emergency brake system according to claim 3, wherein: The braking assembly includes an air source storage tank (4), which is connected to the braking device (6) via a switch (5) and an air pipe. The output end of the braking device (6) is connected to the brake caliper (7).

5. A vehicle emergency brake system according to claim 4, wherein: The switch (5) is a pneumatic electromagnetic switch valve. The switch (5) is connected to the vehicle control system signal to obtain the real-time operating status of the electric drive system, and controls the opening and closing of the connection pipeline between the air source storage tank (4) and the braking device (6) according to the operating status of the electric drive system.

6. A vehicle emergency brake system according to claim 5, wherein: When the vehicle is in normal operation, the switch (5) is de-energized and closes the connection between the air source storage tank (4) and the braking device (6). When the electric drive system fails, the switch (5) is energized and opens the connection between the air source storage tank (4) and the braking device (6).

7. A vehicle emergency brake system according to claim 4, wherein: The braking device (6) is a brake air chamber. The brake device (6) is equipped with a partition (61) inside. The partition (61) can slide relative to the inner wall of the brake device (6). A chamber (62) that can communicate with the air source storage tank (4) is provided between one side of the partition (61) and the inner wall of the brake device (6). A connecting shaft (63) that connects to the brake caliper (7) is fixed on the other side of the partition. The connecting shaft slides synchronously with the partition inside the brake device (6) to realize the connection and disconnection control between the brake caliper (7) and the output flange (8).

8. A vehicle emergency brake system according to claim 7, characterized in that: An elastic element (64) is sleeved on the outer periphery of the connecting shaft. One end of the elastic element is fixedly connected to the partition plate, and the other end of the elastic element is fixedly connected to the inner wall of the braking device (6).

9. A vehicle emergency brake system according to claim 1, wherein: The first output end and the second output end of the gearbox (9) are located on the same side of the gearbox (9).

10. A vehicle emergency braking system according to claim 1, characterized in that: When the vehicle is in normal operation, the second output terminal of the gearbox (9) is disconnected from the braking assembly; When the electric drive system fails, the second output terminal of the gearbox (9) remains connected to the braking assembly.

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