Multi-mode vehicle braking system

Abstract

The utility model relates to a multi-mode vehicle braking system which comprises a first brake set, a second brake set and a liquid path control unit, the first brake set comprises a brake disc arranged on a brake bridge of a vehicle, a service brake and a parking brake, and the service brake and the parking brake are matched with the brake disc; the second brake set comprises a motor brake and a speed reducer brake which are arranged on a drive axle of the vehicle, the motor brake is connected to the drive motor, and the speed reducer brake is connected to the hub reduction gear; and the liquid path control unit is connected to the service brake, the parking brake and the speed reducer brake. Two sets of braking systems are arranged on each axle of the vehicle, so that the vehicle with problems on any path can be still braked and parked, the parking of the whole vehicle is effectively ensured, the parking distribution of the vehicle is reasonable, and the braking balance is ensured; the brake system is reasonable in design, the integrated brake system can meet various walking mode states of one vehicle, and the brake system is complete in function, safe and reliable.

Description

Technical Field

[0001] This utility model relates to the field of vehicle braking technology, and in particular to a multi-mode vehicle braking system. Background Technology

[0002] Electric mining trucks are mining vehicles powered by electricity, mainly used for transportation operations in mines. They have higher requirements for driving and parking than conventional vehicles.

[0003] Currently, in conventional electric mining trucks: the front wheels are steering and braking wheels, and the rear wheels are drive wheels. The drive wheels use a motor and gearbox configuration, with the brakes acting on a connecting disc between the motor and gearbox. During vehicle braking: a hydraulic proportional valve is controlled by a pedal, converting hydraulic signals into electrical signals to control both motor braking and brake braking simultaneously. This results in relatively rapid brake wear, and brake failure is common during high-speed braking. There are also issues with high braking torque, particularly at both the front and rear, and the braking modes are limited. Summary of the Invention

[0004] The purpose of this invention is to provide a multi-mode vehicle braking system that meets the braking requirements of vehicles (such as electric mining trucks) under various conditions.

[0005] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0006] A multi-mode vehicle braking system includes a first brake assembly, a second brake assembly, and a hydraulic control unit, wherein:

[0007] The first brake assembly includes a brake disc, a service brake, and a parking brake. The brake disc is mounted on the brake axle of the vehicle, and the service brake and parking brake cooperate with the brake disc.

[0008] The second brake assembly includes an electric motor brake and a speed reducer brake. The electric motor brake and the speed reducer brake are mounted on the drive axle of the vehicle. The electric motor brake is connected to the drive motor, and the speed reducer brake is connected to the wheel-side speed reducer.

[0009] The hydraulic control unit is connected to the service brake, parking brake, and deceleration brake.

[0010] Preferably, in the above technical solution, the hydraulic control unit includes a brake fluid source, a valve assembly, and pipelines. The brake fluid source is connected to the service brake, parking brake, and deceleration brake through the pipelines, and the valve assembly is disposed on the pipelines.

[0011] More preferably, the valve assembly includes:

[0012] An electro-hydraulic proportional valve is connected to the pipeline between the brake fluid source and the service brake, forming a service brake fluid circuit.

[0013] The first electronically controlled pressure reducing valve assembly is connected to the pipeline between the brake fluid source and the parking brake, forming a parking brake fluid circuit.

[0014] The second electronically controlled pressure reducing valve assembly is connected to the pipeline between the brake fluid source and the reducer brake, forming the parking brake fluid circuit for the reducer.

[0015] The first and second electrically controlled pressure reducing valve assemblies are normally closed two-position three-way electrically controlled pressure reducing valves.

[0016] More preferably, the braking system further includes a braking operation component, which includes an electric brake pedal connected to both the electro-hydraulic proportional valve and the motor brake.

[0017] More preferably, the valve assembly further includes a third electronically controlled pressure reducing valve assembly, which is connected to the pipeline between the brake fluid source and the service brake, forming an emergency brake fluid circuit.

[0018] More preferably, the third electrically controlled pressure reducing valve assembly is a normally open two-position three-way electrically controlled pressure reducing valve.

[0019] More preferably, the valve assembly further includes a fourth electronically controlled pressure reducing valve assembly, which is connected to the pipeline between the brake fluid source and the service brake of the vehicle's rear wheel, forming a tilting brake fluid circuit.

[0020] More preferably, the fourth electrically controlled pressure reducing valve assembly is a normally closed two-position three-way electrically controlled pressure reducing valve.

[0021] More preferably, the valve assembly further includes a relay valve, which is disposed on a pipeline upstream of the service brake.

[0022] More preferably, the hydraulic control unit further includes a manual pump, which is connected to the pipeline between the brake fluid source and the parking brake, forming an emergency towing hydraulic circuit.

[0023] More preferably, the fluid control unit further includes an accumulator connected to the valve assembly.

[0024] Preferably, the first brake group is provided on the odd-numbered axles of the vehicle wheels, and the second brake group is provided on the even-numbered axles of the vehicle wheels.

[0025] Due to the application of the above technical solution, this utility model has the following advantages compared with the prior art:

[0026] This utility model incorporates two braking systems on each axle of the vehicle (brake axle and drive axle). The brake axle is equipped with a service brake and a parking brake, while the drive axle is equipped with a motor brake and a reduction gear brake. This ensures that the vehicle can still brake and park even if there is a problem in any axle, effectively guaranteeing the parking of the entire vehicle. The vehicle's parking brake distribution is reasonable, ensuring brake balance. The braking system is rationally designed to be an integrated braking system that meets the needs of various driving modes of a single vehicle, with complete functions and high safety and reliability. Attached Figure Description

[0027] Appendix Figure 1 This is a cross-sectional schematic diagram of the drive axle in this utility model;

[0028] Appendix Figure 2 This is a cross-sectional schematic diagram of the brake bridge in this utility model;

[0029] Appendix Figure 3 This is a schematic diagram of the liquid circuit control unit in this utility model;

[0030] Appendix Figure 4 This is a diagram showing the vehicle braking mode indicator in this utility model;

[0031] Appendix Figure 5 This is a diagram showing the parking brake mode indicator in this utility model;

[0032] Appendix Figure 6 This is a diagram showing the parking brake mode indicator of the reducer in this utility model;

[0033] Appendix Figure 7 This is a diagram showing the emergency braking mode indicator in this utility model;

[0034] Appendix Figure 8 This is a diagram showing the tilt braking mode indicator in this utility model;

[0035] Appendix Figure 9 This is a diagram illustrating the emergency towing mode of this utility model.

[0036] In the attached diagrams above:

[0037] 10. Front wheel assembly; 11. Rear wheel assembly;

[0038] 12. Brake axle; 120. Service brake; 121. Parking brake;

[0039] 13. Drive axle; 130. Reducer brake; 131. Drive motor; 132. Reducer brake;

[0040] 20. Brake fluid source; 210. Electro-hydraulic proportional valve; 211. First electro-hydraulic pressure reducing valve assembly; 212. Second electro-hydraulic pressure reducing valve assembly; 213. Third electro-hydraulic pressure reducing valve assembly; 214. Fourth electro-hydraulic pressure reducing valve assembly; 215. Relay valve; 22. Piping; 23. Accumulator; 24. Hydraulic pump; 25. Manual pump. Detailed Implementation

[0041] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0042] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are 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, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0043] A multi-mode vehicle braking system is disclosed. The vehicle employs a multi-axle front wheel assembly 10 and a rear wheel assembly 11. The braking system includes a first brake assembly, a second brake assembly, and a hydraulic control unit. Specifically:

[0044] The first brake assembly includes a brake disc (not shown in the figure), a service brake 120, and a parking brake 121. The brake disc is mounted on the vehicle's brake axle 12. The service brake 120 and parking brake 121 cooperate with the brake disc, and both the service brake 120 and parking brake 121 act on the same brake disc, providing both service braking and parking braking. Figure 1 As shown.

[0045] The second brake assembly includes an electric motor brake (not shown) and a reduction gear brake 130. The electric motor brake and the reduction gear brake 130 are mounted on the vehicle's drive axle 13. The electric motor brake is connected to the drive motor 131, and the reduction gear brake 130 is connected to the wheel-side reducer 132. When the vehicle is moving, the electric motor brake applies the braking force; when the vehicle is stopped, the reduction gear brake 130 applies the braking force. Figure 2 As shown.

[0046] In this embodiment: the front wheel assembly 10 and the rear wheel assembly 11 of the vehicle wheels both include a brake axle 12 and a drive axle 13, wherein: the odd-numbered axles of the front wheel assembly 10 and the rear wheel assembly 11 are set as brake axles 12, that is, the odd-numbered axles are set as first brake groups, such as the first axle, the third axle, etc.; the even-numbered axles of the front wheel assembly 10 and the rear wheel assembly 11 are set as drive axles 13, that is, the even-numbered axles are set as second brake groups, such as the second axle, the fourth axle, etc.

[0047] The hydraulic control unit is connected to the service brake 120, the parking brake 121, and the reduction brake.

[0048] In this embodiment: the hydraulic control unit includes a brake fluid source 20, valve assembly, pipeline 22, accumulator 23, hydraulic pump 24, manual pump 25, etc., such as Figure 3 As shown. Specifically:

[0049] The brake fluid source 20 is connected to the service brake 120, the parking brake 121, and the reduction brake 132 via the pipeline 22. The rotating fluid source 20 can be made of hydraulic oil or the like.

[0050] The valve assembly is installed on the pipeline 22, wherein the valve assembly includes an electro-hydraulic proportional valve 210, a first electrically controlled pressure reducing valve assembly 211, a second electrically controlled pressure reducing valve assembly 212, a third electrically controlled pressure reducing valve assembly 213, a fourth electrically controlled pressure reducing valve assembly 214, and a relay valve 215.

[0051] The electro-hydraulic proportional valve 210 is connected to the pipeline 22 between the brake fluid source 20 and the service brake 120, forming a service brake fluid circuit, and a relay valve 215 is provided between the electro-hydraulic proportional valve 210 and the service brake 120.

[0052] The first electronically controlled pressure reducing valve assembly 211 is connected to the pipeline 22 between the brake fluid source 20 and the parking brake 121, forming the parking brake fluid circuit.

[0053] The second electronically controlled pressure reducing valve assembly 212 is connected to the pipeline 22 between the brake fluid source 20 and the reducer brake 132, forming the reducer parking brake fluid circuit.

[0054] The third electronically controlled pressure reducing valve assembly 213 is connected to the pipeline between the brake fluid source 20 and the service brake 120, forming an emergency brake fluid circuit, and a relay valve 215 is provided between the third electronically controlled pressure reducing valve assembly 213 and the service brake 120.

[0055] The fourth electronically controlled pressure reducing valve assembly 214 is connected to the pipeline 22 between the brake fluid source 20 and the service brake 120 of the rear wheel of the vehicle, forming a tilting brake fluid circuit, and a relay valve 215 is provided between the fourth electronically controlled pressure reducing valve assembly 214 and the service brake 120.

[0056] The first electrically controlled pressure reducing valve assembly 211, the second electrically controlled pressure reducing valve assembly 212, the third electrically controlled pressure reducing valve assembly 213, and the fourth electrically controlled pressure reducing valve assembly 214 all adopt two-position three-way electrically controlled pressure reducing valves, wherein:

[0057] The first electrically controlled pressure reducing valve assembly 211, the second electrically controlled pressure reducing valve assembly 212, and the fourth electrically controlled pressure reducing valve assembly 214 are normally closed two-position three-way electrically controlled pressure reducing valves; the third electrically controlled pressure reducing valve assembly 213 is a normally open two-position three-way electrically controlled pressure reducing valve.

[0058] The aforementioned brake fluid circuit enables the braking system to have three commonly used modes: service braking mode, parking braking mode, and gearbox parking braking mode. Figure 4-6 As shown, there are two special modes: emergency braking mode and rollover braking mode. Figure 7-8 As shown, the electro-hydraulic proportional valve 210 and the electronically controlled pressure reducing valve assembly control the operation of the corresponding brakes in each brake fluid circuit under various modes. During vehicle service brake control: the deceleration brake 132 is prioritized, followed by the service brake 120. However, in emergency braking mode: both the first electronically controlled pressure reducing valve assembly 211 and the third electronically controlled pressure reducing valve assembly 213 activate to brake the service brake 120 and the parking brake 121, used when the vehicle encounters an emergency or the service brake fails, requiring emergency braking. In rollover braking mode: the fourth electronically controlled pressure reducing valve assembly 214 only controls the service brake 120 of the rear wheels. When the vehicle rolls over, the fourth electronically controlled pressure reducing valve assembly 214 opens, controlling the rear wheel assembly 11, used for short-term vehicle stopping for loading / unloading cargo and for rollover, ensuring the vehicle can move slightly forward and backward under braking conditions without affecting the brake valves.

[0059] The manual pump 25 is connected to the pipeline 22 between the brake fluid source 20 and the parking brake 121, forming an emergency towing fluid circuit, i.e., emergency towing mode. Figure 9 As shown. When the vehicle loses power and needs maintenance, the parking brake 121 and the deceleration mechanism brake 132 of the vehicle are released by operating the manual pump 25, and the vehicle can be towed to the repair shop by another vehicle.

[0060] Accumulator 23 is connected to valve assembly. Specifically, a large accumulator and multiple small accumulators can be used in a reasonable manner to make full use of the working efficiency of hydraulic pump 24.

[0061] The braking system also includes a braking operation component, which includes an electric brake pedal connected to both the electro-hydraulic proportional valve 210 and the electric motor brake. The pedal outputs an analog proportional signal, simultaneously controlling the operation of both the electro-hydraulic proportional valve 210 and the electric motor brake. The electric motor brake can be directly de-energized via the electric brake pedal, eliminating the need for a hydraulic control unit. The braking operation component may also include a handbrake, controlling the operation of the first and second electronically controlled pressure reducing valve assemblies 211 and 212 to achieve parking braking during extended vehicle stops. The braking operation component may also include special buttons to control the service brakes of the third and fourth electronically controlled pressure reducing valve assemblies 213 and 214.

[0062] The above embodiments are only for illustrating the technical concept and features of this utility model, and are intended to enable those skilled in the art to understand the content of this utility model and implement it accordingly. They should not be construed as limiting the scope of protection of this utility model. All equivalent changes or modifications made in accordance with the spirit and essence of this utility model should be included within the scope of protection of this utility model.

Claims

1. A multi-mode vehicle braking system, characterized in that: It includes a first brake assembly, a second brake assembly, and a hydraulic control unit, wherein: The first brake assembly includes a brake disc, a service brake, and a parking brake. The brake disc is mounted on the brake axle of the vehicle, and the service brake and parking brake cooperate with the brake disc. The second brake assembly includes an electric motor brake and a speed reducer brake. The electric motor brake and the speed reducer brake are mounted on the drive axle of the vehicle. The electric motor brake is connected to the drive motor, and the speed reducer brake is connected to the wheel-side speed reducer. The hydraulic control unit is connected to the service brake, parking brake, and deceleration brake.

2. The multi-mode vehicle brake system of claim 1, wherein: The hydraulic control unit includes a brake fluid source, a valve assembly, and pipelines. The brake fluid source is connected to the service brake, parking brake, and deceleration brake via the pipelines, and the valve assembly is located on the pipelines.

3. The multi-mode vehicle braking system according to claim 2, characterized in that: The valve assembly includes: An electro-hydraulic proportional valve is connected to the pipeline between the brake fluid source and the service brake, forming a service brake fluid circuit. The first electronically controlled pressure reducing valve assembly is connected to the pipeline between the brake fluid source and the parking brake, forming a parking brake fluid circuit. The second electronically controlled pressure reducing valve assembly is connected to the pipeline between the brake fluid source and the reducer brake, forming the parking brake fluid circuit for the reducer. The first and second electrically controlled pressure reducing valve assemblies are normally closed two-position three-way electrically controlled pressure reducing valves.

4. The multi-mode vehicle brake system of claim 3, wherein: The braking system further includes a braking operation component, which includes an electric brake pedal connected to both the electro-hydraulic proportional valve and the motor brake.

5. The multi-mode vehicle braking system according to claim 2 or 3, characterized in that: The valve assembly further includes a third electrically controlled pressure reducing valve assembly, which is connected to the pipeline between the brake fluid source and the service brake, forming an emergency brake fluid circuit. The third electrically controlled pressure reducing valve assembly is a normally open two-position three-way electrically controlled pressure reducing valve.

6. The multi-mode vehicle braking system according to claim 2, characterized in that: The valve assembly further includes a fourth electronically controlled pressure reducing valve assembly, which is connected to the pipeline between the brake fluid source and the service brake of the vehicle's rear wheels, forming a tilting brake fluid circuit. The fourth electrically controlled pressure reducing valve assembly is a normally closed two-position three-way electrically controlled pressure reducing valve.

7. The multi-mode vehicle braking system according to claim 2, characterized in that: The valve assembly also includes a relay valve, which is located on the pipeline upstream of the service brake.

8. The multi-mode vehicle braking system according to claim 2, characterized in that: The hydraulic control unit also includes a manual pump, which is connected to the pipeline between the brake fluid source and the parking brake, forming an emergency towing hydraulic circuit.

9. The multi-mode vehicle braking system according to claim 2, characterized in that: The fluid control unit also includes an accumulator connected to the valve assembly.

10. The multi-mode vehicle braking system according to claim 1, characterized in that: The first brake group is installed on the odd-numbered axles of the vehicle wheels, and the second brake group is installed on the even-numbered axles of the vehicle wheels.

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