Brake system and vehicle with same

Abstract

The utility model provides a braking system and a vehicle with the same, and relates to the technical field of vehicle braking. The brake system comprises a service brake valve set, an oil supply device and a plurality of wheel brakes, the wheel brakes correspond to a plurality of wheels of a vehicle one to one, the service brake valve set comprises a plurality of proportional valves, oil inlets of the proportional valves are communicated with the oil supply device, and oil outlets of part of the proportional valves are communicated with part of the wheel brakes. Oil outlets of the other part of proportional valves are communicated with the other part of wheel brakes, and all the proportional valves are independently controlled. According to the scheme, the proportional valves are arranged to control the wheel brakes, oil pressure adjustment of all the wheel brakes can be achieved through accurate control over the proportional valves, and therefore the accurate braking effect is provided; the vehicle controller can specifically adjust the hydraulic pressure output by each proportional valve, so as to prevent wheels from slipping.

Description

Technical Field

[0001] This utility model relates to the field of vehicle braking technology, and more specifically, to a braking system and a vehicle having the same. Background Technology

[0002] In the current mining truck industry, most vehicles use braking systems operated manually. These systems rely primarily on the driver's input to control the vehicle's braking, achieved by the driver pressing the brake pedal. This method results in low braking precision, and because all wheel braking is controlled manually, precise braking control of individual wheels is impossible when any wheel slips.

[0003] There is currently no effective solution to the above problems. Utility Model Content

[0004] The main objective of this invention is to provide a braking system and a vehicle having the same, in order to solve the problem that precise wheel braking cannot be achieved in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a braking system is provided, including a service brake valve assembly, an oil supply device, and multiple wheel brakes. The multiple wheel brakes are configured one-to-one with multiple wheels of a vehicle. The service brake valve assembly includes multiple proportional valves, the inlet of which is connected to the oil supply device, the outlet of some proportional valves is connected to some wheel brakes, and the outlet of another portion of the proportional valves is connected to another portion of the wheel brakes. Each proportional valve is controlled independently.

[0006] Optionally, the service brake valve assembly also includes an emergency proportional valve, which is configured in parallel with at least one proportional valve.

[0007] Optionally, the emergency proportional valve is connected in parallel with each other proportional valve.

[0008] Optionally, the service brake valve assembly also includes a shuttle valve, the two input ports of which are respectively connected to the oil outlet of the emergency proportional valve and the oil outlet of the proportional valve connected in parallel with the emergency proportional valve, and the output port of the shuttle valve is connected to the wheel brake.

[0009] Optionally, multiple wheel brakes on one of the axles are configured to correspond one-to-one with multiple proportional valves. Among the remaining multiple wheel brakes and multiple proportional valves, the multiple wheel brakes located on the left side of the vehicle are connected to one of the proportional valves, and the multiple wheel brakes located on the right side of the vehicle are connected to another proportional valve.

[0010] Optionally, the plurality of proportional valves include: a first proportional valve, the inlet of which is connected to the fuel supply device, and the outlet of which is connected to the left center wheel brake and the left rear wheel brake; a second proportional valve, the inlet of which is connected to the fuel supply device, and the outlet of which is connected to the right center wheel brake and the right rear wheel brake; a third proportional valve, the inlet of which is connected to the fuel supply device, and the outlet of which is connected to the left front wheel brake; and a fourth proportional valve, the inlet of which is connected to the fuel supply device, and the outlet of which is connected to the right front wheel brake; wherein the first, second, third, and fourth proportional valves are all electrically connected to the vehicle controller.

[0011] Optionally, the service brake valve assembly includes two proportional valves, one of which is connected to multiple wheel brakes on any one axle, and the other proportional valve is connected to multiple wheel brakes on the remaining multiple axles.

[0012] Optionally, multiple proportional valves are configured one-to-one with multiple axles, and multiple wheel brakes on any axle are connected to the corresponding proportional valve.

[0013] Optionally, the system also includes a parking brake valve assembly, comprising: a main parking valve having a first port, a second port, and a main return port; the first port being connected to a fuel supply device; the main return port being connected to a fuel reservoir via a return line; the main parking valve having a first state connecting the first port to the second port and a second state connecting the second port to the main return port; and an emergency parking valve having a third port, a fourth port, and an emergency return port; the third port being connected to the second port of the main parking valve; the fourth port being connected to the parking brake; the emergency return port being connected to a fuel reservoir via a return line; the emergency parking valve having a third state connecting the third port to the fourth port and a fourth state connecting the fourth port to the emergency return port.

[0014] Optionally, the main parking valve is a two-position, three-position normally open solenoid valve, and / or the emergency parking valve is a two-position, three-position normally closed solenoid valve.

[0015] According to another aspect of the present invention, a vehicle is provided, the vehicle including a braking system, the braking system including the braking system described above.

[0016] By applying the technical solution of this utility model, and by setting proportional valves to control the wheel brakes, precise control of the proportional valve 10 can achieve oil pressure regulation of each wheel brake, thereby providing accurate braking effect, improving braking response speed and precision. Especially in autonomous driving mode, it can quickly adapt to complex road conditions and ensure vehicle safety. Simultaneously, multiple proportional valves control multiple wheel brakes; that is, different wheel brakes can correspond to different proportional valves. When one or more wheels of the vehicle slip simultaneously, the vehicle controller can specifically adjust the hydraulic pressure output by each proportional valve to prevent wheel slippage, ensuring vehicle safety and thus realizing the ABS (Anti-Lock Braking System) function for the service brakes. Attached Figure Description

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0018] Figure 1 A schematic diagram of the structure of a first embodiment of the braking system according to the present invention is shown;

[0019] Figure 2 A schematic diagram of the structure of a second embodiment of the braking system according to the present invention is shown;

[0020] Figure 3 A schematic diagram of a third embodiment of the braking system according to the present invention is shown.

[0021] The above figures include the following reference numerals:

[0022] 10. Proportional valve; 11. First proportional valve; 12. Second proportional valve; 13. Third proportional valve; 14. Fourth proportional valve;

[0023] 21. Left front wheel brake; 22. Left middle wheel brake; 23. Left rear wheel brake;

[0024] 31. Right front wheel brake; 32. Right middle wheel brake; 33. Right rear wheel brake;

[0025] 40. Shuttle valve; 41. First shuttle valve; 42. Second shuttle valve; 43. Third shuttle valve; 44. Fourth shuttle valve;

[0026] 50. Emergency proportional valve;

[0027] 60. Main parking valve; 61. Parking brake; 62. Emergency parking valve;

[0028] 70. Oil supply device; 71. First accumulator; 72. Second accumulator; 73. Third accumulator; 74. Suction filter; 75. Dual-way filling valve; 76. High-pressure filter; 77. Gear pump;

[0029] 80. Oil storage device. Detailed Implementation

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0032] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0033] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0034] Combination Figures 1 to 3 As shown, according to a specific embodiment of this application, a braking system is provided.

[0035] Specifically, the braking system includes a service brake valve assembly, an oil supply device 70, and multiple wheel brakes. The multiple wheel brakes are configured one-to-one with the multiple wheels of the vehicle. The service brake valve assembly includes multiple proportional valves 10. The oil inlet of the proportional valve 10 is connected to the oil supply device 70, the oil outlet of some proportional valves 10 is connected to some wheel brakes, and the oil outlet of another part of the proportional valves 10 is connected to another part of the wheel brakes. Each proportional valve 10 is controlled independently.

[0036] By applying the technical solution of this embodiment, the wheel brakes are controlled by a proportional valve 10. Precise control of the proportional valve 10 allows for the adjustment of the hydraulic pressure of each wheel brake, thereby providing accurate braking performance and improving braking response speed and precision. Especially in autonomous driving mode, it can quickly adapt to complex road conditions, ensuring vehicle safety. Simultaneously, multiple proportional valves 10 control multiple wheel brakes; that is, different wheel brakes can correspond to different proportional valves. When one or more wheels slip simultaneously, the vehicle controller can specifically adjust the hydraulic pressure output by each proportional valve 10 to prevent wheel slippage, ensuring vehicle safety and thus realizing the ABS (Anti-Lock Braking System) function.

[0037] Specifically, the proportional valve 10 can be electrically connected to the vehicle controller, and the vehicle controller can remotely control the proportional valve 10 to realize automatic braking adjustment of the vehicle wheels.

[0038] Optionally, the service brake valve assembly also includes an emergency proportional valve 50, which is connected in parallel with at least one proportional valve 10. When the normally used proportional valve 10 fails, the emergency proportional valve 50, connected in parallel with the proportional valve 10, serves as a backup control valve and can take over brake control to maintain the vehicle's braking capability, thereby improving the vehicle's safety in emergency situations.

[0039] It should be noted that when the proportional valve 10 is working normally (i.e., the vehicle is driving normally without faults), the emergency proportional valve 50 does not perform any action, and the vehicle achieves driving braking in the automatic driving situation through each proportional valve 10; when one or more of the multiple proportional valves 10 fail or malfunction, the emergency proportional valve 50 works to provide braking capability to the vehicle, ensure the continuous operation of the braking system, and thus ensure driving safety.

[0040] It should be understood that in the technical solution of this embodiment, the emergency proportional valve 50 can be connected in parallel with only one or several of the multiple proportional valves 10, or all of them. The emergency proportional valve 50 can serve as a backup valve for the valves connected in parallel with it, realizing the control of braking control over the valves connected in parallel with it. The more valves connected in parallel with the emergency proportional valve 50, the more wheel brakes it can control. At the same time, the number of emergency proportional valves 50 can also be adjusted as needed. That is, each proportional valve 10 can be individually equipped with an emergency proportional valve 50, that is, multiple emergency proportional valves 50 can be set to realize backup control of multiple proportional valves 10.

[0041] Optionally, the emergency proportional valve 50 is connected in parallel with each proportional valve 10. This parallel connection allows the emergency proportional valve 50 and the multiple proportional valves 10 to operate independently while sharing the same brake fluid circuit. Under normal circumstances, each commonly used proportional valve 10 is responsible for daily vehicle braking control, including conventional braking and ABS functionality. When any proportional valve 10 is detected to be faulty or malfunctioning, the emergency proportional valve 50 is activated, taking over the brake fluid pressure regulation of the faulty proportional valve 10, ensuring that the vehicle's braking function is not affected. This improves vehicle braking safety and maintains the stability and response speed of the braking system.

[0042] Optionally, the service brake valve assembly also includes a shuttle valve 40, the two input ports of which are connected to the oil outlet of the emergency proportional valve 50 and the oil outlet of the proportional valve 10 connected in parallel with the emergency proportional valve 50, respectively, and the output port of the shuttle valve 40 is connected to the wheel brake.

[0043] In this embodiment, the shuttle valve 40 allows selection of the higher oil pressure output from two input oil pressures. Positioning the shuttle valve 40 between the proportional valve 10 and the emergency proportional valve 50 connected in parallel ensures that the output oil pressure is greater between the proportional valve 10 and the emergency proportional valve 50. Under normal circumstances, since the emergency proportional valve 50 is not working, the oil pressure output from the proportional valve 10 controls the corresponding wheel brakes. When the proportional valve 10 malfunctions or fails, the oil pressure output by the emergency proportional valve 50 is greater than that output by the proportional valve 10, thus replacing the proportional valve 10 in controlling the wheel brakes. This improves the flexibility and reliability of the braking system, maintaining normal braking performance even in the event of a failure of the proportional valve 10.

[0044] It should be noted that the shuttle valve 40 can also be replaced with other components that have a comparison output function. That is, other components that can automatically compare and output larger oil pressures can also be used in parallel connection of the emergency proportional valve 50 and the proportional valve 10. For example, the shuttle valve 40 can be replaced with a combination of two check valves, a three-way valve that can switch the passage according to pressure, etc.

[0045] Optionally, multiple wheel brakes on one axle are configured one-to-one with multiple proportional valves 10. Of the remaining wheel brakes and proportional valves 10, the wheel brakes on the left side of the vehicle are connected to one proportional valve 10, and the wheel brakes on the right side of the vehicle are connected to another proportional valve 10. This configuration allows for reasonable valve arrangement based on actual needs, achieving braking control of wheels at different positions with fewer valves. It ensures synchronous braking of some wheels and individual braking of others, better meeting actual vehicle applications and braking requirements.

[0046] It should be noted that axles typically include front axles, middle axles, and rear axles. Correspondingly, the multiple wheel brakes on one axle are usually understood as follows: left front wheel brake 21 and right front wheel brake 31 on the front axle, left middle wheel brake 22 and right middle wheel brake 32 on the middle axle, and left rear wheel brake 23 and right rear wheel brake 33 on the rear axle. It should be noted that the number of wheels braked by each wheel brake is not fixed. That is, when the left front wheel of the vehicle is a single wheel, the corresponding left front wheel brake 21 is used to brake one left front wheel. When the left front wheel of the vehicle is a double wheel, there are usually two corresponding left front wheel brakes 21. In some vehicle models, there may also be a situation where one left front wheel brake 21 brakes two left front wheels. The wheel brakes located on the left side of the vehicle typically include the left front wheel brake 21, the left middle wheel brake 22, and the left rear wheel brake 23, while the wheel brakes located on the right side of the vehicle typically include the right front wheel brake 31, the right middle wheel brake 32, and the right rear wheel brake 33.

[0047] In this embodiment, multiple wheel brakes on one axle are correspondingly configured with multiple proportional valves 10. That is, for one axle, multiple proportional valves 10 are configured to control one wheel brake. For example, for the left front wheel brake 21 and the right front wheel brake 31 on the front axle, two proportional valves 10 are configured, one of which controls the left front wheel brake 21 and the other controls the right front wheel brake 31. In the remaining multiple wheel brakes and multiple proportional valves 10, as in the example above, the remaining wheel brakes are all the wheel brakes on the middle axle and the rear axle. In addition, multiple proportional valves 10 are configured according to the side where the wheel is located. That is, the left middle wheel brake 22 and the left rear wheel brake 23 on the left side correspond to one proportional valve 10, and the right middle wheel brake 32 and the right rear wheel brake 33 on the right side correspond to another proportional valve 10. In practical applications, the wheel brakes on the middle or rear axle may be equipped with proportional valves, while the wheel brakes on the other axles are centrally controlled according to the side where the wheel is located.

[0048] Specifically, the plurality of proportional valves 10 include a first proportional valve 11, a second proportional valve 12, a third proportional valve 13, and a fourth proportional valve 14. The inlet of the first proportional valve 11 is connected to the oil supply device 70, and the outlet of the first proportional valve 11 is connected to the left middle wheel brake 22 and the left rear wheel brake 23. The inlet of the second proportional valve 12 is connected to the oil supply device 70, and the outlet of the second proportional valve 12 is connected to the right middle wheel brake 32 and the right rear wheel brake 33. The inlet of the third proportional valve 13 is connected to the oil supply device 70, and the outlet of the third proportional valve 13 is connected to the left front wheel brake 21. The inlet of the fourth proportional valve 14 is connected to the oil supply device 70, and the outlet of the fourth proportional valve 14 is connected to the right front wheel brake 31. Among them, the first proportional valve 11, the second proportional valve 12, the third proportional valve 13, and the fourth proportional valve 14 are all electrically connected to the vehicle controller.

[0049] like Figure 1 As shown, in this embodiment, a first proportional valve 11 controls the left middle wheel brake 22 and the left rear wheel brake 23, a second proportional valve 12 controls the right middle wheel brake 32 and the right rear wheel brake 33, a third proportional valve 13 controls the left front wheel brake 21, and a fourth proportional valve 14 controls the right front wheel brake 31. Through precise control of the first proportional valve 11, the second proportional valve 12, the third proportional valve 13, and the fourth proportional valve 14 by the vehicle controller, the hydraulic pressure of each wheel brake is adjusted, thereby providing accurate braking performance and improving braking response speed and precision. Especially in autonomous driving mode, it can quickly adapt to complex road conditions and ensure vehicle safety. Simultaneously, through precise control of each wheel brake by the vehicle controller, when one or more wheels slip simultaneously, the vehicle controller can specifically adjust the hydraulic pressure output by the proportional valve of each wheel to prevent wheel slippage, ensuring vehicle safety and thus realizing the ABS function of the service brake.

[0050] Optionally, the service brake valve assembly includes two proportional valves 10, one of which is connected to multiple wheel brakes on any axle, and the other proportional valve 10 is connected to multiple wheel brakes on the remaining multiple axles.

[0051] In one exemplary embodiment of this application, such as Figure 3 As shown, the left front wheel brake 21 and right front wheel brake 31 on the front axle are connected to one of the proportional valves 10, while the left middle wheel brake 22, right middle wheel brake 32, left rear wheel brake 23, and right rear wheel brake 33 on the middle and rear axles are all connected to the other proportional valve 10. Both proportional valves 10 are simultaneously connected in parallel with an emergency proportional valve 50.

[0052] Optionally, multiple proportional valves 10 are configured one-to-one with multiple axles, and multiple wheel brakes on any axle are connected to the corresponding proportional valve 10.

[0053] In one exemplary embodiment of this application, such as Figure 2 As shown, a total of three proportional valves 10 are installed. The left front wheel brake 21 and right front wheel brake 31 on the front axle are connected to the first proportional valve 10; the left middle wheel brake 22 and right middle wheel brake 32 on the middle axle are connected to the second proportional valve 10; and the left rear wheel brake 23 and right rear wheel brake 33 on the rear axle are connected to the third proportional valve 10. The three proportional valves 10 are simultaneously connected in parallel with an emergency proportional valve 50.

[0054] Optionally, the plurality of proportional valves 10 are configured one-to-one with the plurality of wheel brakes. This allows for direct and independent control of each wheel brake, thereby achieving precise control of the braking of each wheel.

[0055] Optionally, the braking system further includes a parking brake valve assembly, which includes a main parking valve 60 and an emergency parking valve 62. The main parking valve 60 has a first interface, a second interface, and a main return interface. The first interface is connected to the oil supply device 70, and the main return interface is connected to the oil storage device 80 through a return line. The main parking valve 60 has a first state in which the first interface is connected to the second interface, and a second state in which the second interface is connected to the main return interface. The emergency parking valve 62 has a third interface, a fourth interface, and an emergency return interface. The third interface is connected to the second interface of the main parking valve 60, and the fourth interface is connected to the parking brake 61. The emergency return interface is connected to the oil storage device 80 through a return line. The emergency parking valve 62 has a third state in which the third interface is connected to the fourth interface, and a fourth state in which the fourth interface is connected to the emergency return interface.

[0056] In this embodiment, the parking brake valve assembly manages the oil pressure of the parking brake 61 to achieve the vehicle's parking function. This ensures stable parking and prevents accidental slippage when the vehicle is parked or stationary for extended periods. Normal parking braking is achieved through the main parking valve 60, while the emergency parking valve 62 serves as a backup path in case the main parking valve 60 fails, ensuring that the parking brake 61 can be released or activated. This enhances the safety of the parking brake system and guarantees the vehicle's parking function even in extreme situations. When the vehicle is in motion or parking braking is not required, the main parking valve 60 is in its first state (i.e., de-energized). In this state, its first interface (connected to the oil supply device 70) is connected to the output interface, while its second interface (connected to the main return oil interface) is closed. In this way, the hydraulic oil in the parking brake 61 is locked, preventing it from flowing back into the oil tank and ensuring that the parking brake 61 always remains in a braking state. When the vehicle needs to release the parking brake, the main parking valve 60 is energized. At this time, the normally closed solenoid valve changes to a normally open state, the second port connects to the main return port, and the first port closes, allowing the hydraulic oil in the parking brake 61 to flow back to the oil reservoir 80, thereby releasing the parking brake. In the event of a failure of the main parking valve 60, the vehicle controller controls the emergency parking valve 62 to switch its open and closed state, releasing the oil pressure in the parking brake 61 to the oil reservoir 80 to achieve parking braking in emergency situations.

[0057] Optionally, the main parking valve 60 is a two-position, three-way normally open solenoid valve. This configuration ensures that the parking brake 61 remains engaged under normal conditions, and the main parking valve 60 is only energized when it is necessary to release the parking brake. This simplifies the control logic and reduces manufacturing costs.

[0058] Optionally, the emergency parking valve 62 is a two-position, three-position normally closed solenoid valve. This configuration ensures that the parking brake 61 remains braked under normal conditions. Only when the main parking valve 60 fails does the emergency parking valve 62 switch states, releasing the oil pressure in the parking brake 61 to the oil reservoir 80, thus achieving parking braking in emergency situations. This simplifies the control logic and reduces manufacturing costs.

[0059] Preferably, the main parking valve 60 is a two-position, three-position normally open solenoid valve, and the emergency parking valve 62 is a two-position, three-position normally closed solenoid valve. The normally open solenoid valve connects the oil circuit when the power is off, and the normally closed solenoid valve disconnects the oil circuit when the power is off. This configuration ensures that the parking brake 61 remains locked in the event of an abnormal power supply, thus improving the safety of the system.

[0060] It should be understood that the main parking valve 60 and the emergency parking valve 62 can also be configured with other valve structures, such as two-position four-way valves (in which case unused interfaces can be blocked), as long as the valve structure has sufficient interfaces and the above-mentioned connection state.

[0061] It should be understood that the braking system in this embodiment also includes specific brake actuators, pipelines connecting various components, pressure sensors installed on the pipelines, and pumps for conveying oil from the oil storage device 80 to the pipelines.

[0062] According to another specific embodiment of this application, a vehicle is also provided, the vehicle including a braking system, which is the braking system described in the above embodiments. By integrating the braking system described in the above embodiments with the overall vehicle architecture, a comprehensive improvement in the vehicle's braking performance is achieved, ensuring safety and reliability in both driving and parking states, enabling the vehicle to cope with various emergencies and ensuring operational safety.

[0063] This application also provides a preferred embodiment of a braking system, which includes a service brake valve group, a parking brake valve group, an oil supply device 70, and multiple wheel brakes. The multiple wheel brakes include a left front wheel brake 21, a left middle wheel brake 22, a left rear wheel brake 23, a right front wheel brake 31, a right middle wheel brake 32, and a right rear wheel brake 33. The service brake valve group includes a first proportional valve 11, a second proportional valve 12, a third proportional valve 13, a fourth proportional valve 14, and an emergency proportional valve 50.

[0064] like Figure 1 As shown, the inlet of the first proportional valve 11 is connected to the oil supply device 70, and the outlet of the first proportional valve 11 is connected to the left middle wheel brake 22 and the left rear wheel brake 23; the inlet of the second proportional valve 12 is connected to the oil supply device 70, and the outlet of the second proportional valve 12 is connected to the right middle wheel brake 32 and the right rear wheel brake 33; the inlet of the third proportional valve 13 is connected to the oil supply device 70, and the outlet of the third proportional valve 13 is connected to the left front wheel brake 21; the inlet of the fourth proportional valve 14 is connected to the oil supply device 70, and the outlet of the fourth proportional valve 14 is connected to the right front wheel brake 31; wherein, the first proportional valve 11, the second proportional valve 12, the third proportional valve 13, and the fourth proportional valve 14 are all electrically connected to the vehicle controller. This embodiment uses the first proportional valve 11, the second proportional valve 12, the third proportional valve 13, and the fourth proportional valve 14 to precisely control multiple wheel brakes, enabling rapid adaptation to complex road conditions and ensuring vehicle safety.

[0065] In one embodiment of this application, there is one emergency proportional valve 50, which is connected in parallel with the first proportional valve 11, the second proportional valve 12, the third proportional valve 13, and the fourth proportional valve 14. This parallel connection of the emergency proportional valve 50 allows it to operate independently from each of the regular proportional valves, while sharing the same brake fluid circuit. Under normal circumstances, each regular proportional valve is responsible for daily vehicle braking control, including conventional braking and ABS functionality. When any of the regular proportional valves is detected to be faulty or malfunctioning, the vehicle controller activates the emergency proportional valve 50, allowing it to take over the regulation of brake fluid pressure, ensuring that the vehicle's braking function is not affected. This improves vehicle braking safety and maintains the stability and response speed of the braking system.

[0066] Optionally, the service brake valve assembly also includes a first shuttle valve 41. The two input ports of the first shuttle valve 41 are connected to the oil outlet of the first proportional valve 11 and the oil outlet of the emergency proportional valve 50, respectively. The output port of the first shuttle valve 41 is connected to the left center wheel brake 22 and the left rear wheel brake 23. Using the shuttle valve, the higher oil pressure can be selected from the two input oil pressures. By setting the first shuttle valve 41 between the first proportional valve 11 and the emergency proportional valve 50, it can be ensured that the output oil pressure of the first proportional valve 11 and the emergency proportional valve 50 is larger. That is, under normal circumstances, since the emergency proportional valve 50 is not working, the oil pressure of the first proportional valve 11 is output to control the left center wheel brake 22 and the left rear wheel brake 23. When the first proportional valve 11 malfunctions or fails, the oil pressure output by the emergency proportional valve 50 is greater than the oil pressure output by the first proportional valve 11, thereby replacing the first proportional valve 11 in controlling the left center wheel brake 22 and the left rear wheel brake 23. This improves the flexibility and reliability of the braking system, allowing normal braking performance to be maintained even if the commonly used proportional valve fails, thanks to the emergency proportional valve 50.

[0067] Optionally, the service brake valve assembly also includes a second shuttle valve 42. The two input ports of the second shuttle valve 42 are connected to the oil outlet of the second proportional valve 12 and the oil outlet of the emergency proportional valve 50, respectively. The output port of the second shuttle valve 42 is connected to the right center wheel brake 32 and the right rear wheel brake 33. Positioning the second shuttle valve 42 between the second proportional valve 12 and the emergency proportional valve 50 ensures that the output pressure is greater between the second proportional valve 12 and the emergency proportional valve 50. Under normal circumstances, since the emergency proportional valve 50 is not working, the oil pressure output from the second proportional valve 12 controls the right center wheel brake 32 and the right rear wheel brake 33. When the second proportional valve 12 malfunctions or fails, the oil pressure output by the emergency proportional valve 50 is greater than the oil pressure output by the second proportional valve 12, thus replacing the second proportional valve 12 in controlling the right center wheel brake 32 and the right rear wheel brake 33.

[0068] Optionally, the service brake valve assembly also includes a third shuttle valve 43. The two input ports of the third shuttle valve 43 are connected to the oil outlet of the third proportional valve 13 and the oil outlet of the emergency proportional valve 50, respectively. The output port of the third shuttle valve 43 is connected to the left front wheel brake 21. Positioning the third shuttle valve 43 between the third proportional valve 13 and the emergency proportional valve 50 ensures that the output pressure is greater between the third proportional valve 13 and the emergency proportional valve 50. Under normal circumstances, since the emergency proportional valve 50 is not working, the oil pressure output from the third proportional valve 13 controls the left front wheel brake 21. When the third proportional valve 13 malfunctions or fails, the oil pressure output by the emergency proportional valve 50 is greater than the oil pressure output by the third proportional valve 13, thus replacing the third proportional valve 13 in controlling the left front wheel brake 21.

[0069] Optionally, the service brake valve assembly also includes a fourth shuttle valve 44. The two input ports of the fourth shuttle valve 44 are connected to the oil outlet of the fourth proportional valve 14 and the oil outlet of the emergency proportional valve 50, respectively. The output port of the fourth shuttle valve 44 is connected to the right front wheel brake 31. Positioning the fourth shuttle valve 44 between the fourth proportional valve 14 and the emergency proportional valve 50 ensures that the output pressure is greater between the fourth proportional valve 14 and the emergency proportional valve 50. Under normal circumstances, since the emergency proportional valve 50 is not working, the output pressure of the fourth proportional valve 14 controls the right front wheel brake 31. When the fourth proportional valve 14 malfunctions or fails, the oil pressure output by the emergency proportional valve 50 is greater than the oil pressure output by the fourth proportional valve 14, thus replacing the fourth proportional valve 14 in controlling the right front wheel brake 31.

[0070] It should be noted that when multiple proportional valves among the first proportional valve 11, second proportional valve 12, third proportional valve 13, and fourth proportional valve 14 fail or malfunction, an emergency proportional valve 50 is used. The oil pressure output by the emergency proportional valve 50 is set to a preset value (the preset value can be set differently depending on the number and location of the failures among the first proportional valve 11, second proportional valve 12, third proportional valve 13, and fourth proportional valve 14). This controls the output of brake oil pressure from the malfunctioning commonly used proportional valves, while the normally functioning commonly used proportional valves continue to output their corresponding oil pressures. This achieves precise oil pressure control of different commonly used proportional valves, resulting in accurate braking. In one embodiment of this application, when all of the first proportional valve 11, second proportional valve 12, third proportional valve 13, and fourth proportional valve 14 fail, or when all four wheels of the vehicle slip, the vehicle controller directly controls the emergency proportional valve 50 to uniformly control the hydraulic pressure of each brake, preventing wheel slippage and ensuring vehicle safety.

[0071] Furthermore, such as Figure 1As shown, the parking brake valve assembly includes a main parking valve 60 and an emergency parking valve 62. The main parking valve 60 has a first port, a second port, and a main return port. The first port is connected to the oil supply device 70, and the main return port is connected to the oil reservoir 80 via a return line. The main parking valve 60 has a first state where the first port is connected to the second port, and a second state where the second port is connected to the main return port. The emergency parking valve 62 has a third port, a fourth port, and an emergency return port. The third port is connected to the second port of the main parking valve 60, and the fourth port is connected to the parking brake 61. The emergency return port is connected to the oil reservoir 80 via a return line. The emergency parking valve 62 has a third state where the third port is connected to the fourth port, and a fourth state where the fourth port is connected to the emergency return port. The parking brake valve assembly manages the oil pressure of the parking brake 61 to achieve the vehicle parking function, ensuring stable parking and preventing accidental slippage when the vehicle is parked or stationary for extended periods. Normal parking braking is achieved through the main parking valve 60, while the emergency parking valve 62 serves as a backup path in case the main parking valve 60 fails, ensuring that the parking brake 61 can be released or activated, thus enhancing the safety of the parking braking system and guaranteeing the vehicle's parking function even in extreme situations. When the vehicle is in motion or parking braking is not required, the main parking valve 60 is in its first state (i.e., de-energized). At this time, its first port (connected to the oil supply device 70) is connected to the output port, while the second port (connected to the main return port) is closed. In this way, the hydraulic oil in the parking brake 61 is locked, preventing backflow into the oil tank and ensuring that the parking brake 61 always remains in a braking state. When the vehicle needs to release the parking brake, the main parking valve 60 is energized. At this time, the normally closed solenoid valve changes to the normally open state, the second port connects to the main return port, the first port closes, and the hydraulic oil in the parking brake 61 is allowed to flow back to the oil reservoir 80, thereby releasing the parking brake. When the main parking valve 60 fails, the vehicle controller controls the emergency parking valve 62 to switch its open and closed state, releasing the oil pressure in the parking brake 61 to the oil reservoir 80, thereby achieving parking braking in an emergency.

[0072] In this embodiment, the main parking valve 60 is a two-position, three-way normally open solenoid valve, and the emergency parking valve 62 is a two-position, three-way normally closed solenoid valve. The normally open solenoid valve connects to the oil circuit when power is off, while the normally closed solenoid valve disconnects the oil circuit when power is off. This configuration ensures that the parking brake 61 remains locked in the event of a power supply failure, improving system safety. The main parking valve 60 and the emergency parking valve 62 can also be configured with other valve structures, such as two-position, four-way valves (in which case unused ports can be blocked), as long as the valve structure has sufficient ports and the aforementioned connection states.

[0073] Specifically, the braking system also includes an oil reservoir 80, an oil suction filter 74, a dual-way filling valve 75, a high-pressure filter 76, and a gear pump 77. The oil supply device 70 includes a first accumulator 71, a second accumulator 72, and a third accumulator 73. The oil reservoir 80 includes a hydraulic oil tank for storing hydraulic oil; an oil suction filter 74 for filtering the hydraulic oil before the pump; a pump body for converting low-pressure hydraulic oil into high-pressure hydraulic oil; and a dual-way filling valve 75 for filling the accumulators with hydraulic oil. Filling begins when the accumulator hydraulic oil pressure is below a set value, and stops when the accumulator hydraulic oil pressure is above the set value. The accumulator stores high-pressure hydraulic oil. When the accumulator pressure is below the set value, the motor drives the gear pump 77 to start working, storing hydraulic oil in the accumulator through the filling valve. Simultaneously, as the pump body continues to work, the hydraulic oil pressure in the accumulator continuously increases. When it exceeds the set value, the motor and gear pump 77 stop working, and filling stops.

[0074] The first accumulator 71 is used to provide hydraulic pressure to the left middle wheel brake 22, the left rear wheel brake 23, the right middle wheel brake 32 and the right rear wheel brake 33; the second accumulator 72 is used to provide hydraulic pressure to the left front wheel brake 21 and the right front wheel brake 31; and the third accumulator 73 is used to provide hydraulic pressure to the parking brake 61.

[0075] The first proportional valve 11, the second proportional valve 12, the third proportional valve 13, the fourth proportional valve 14, and the emergency proportional valve 50 are electrically controlled pressure reducing valves that can output oil pressure proportionally; the parking brake valve group uses two two-position three-way solenoid valves to allow hydraulic oil to pass through.

[0076] The braking system also includes multiple pressure sensors. Pressure sensors are installed at key locations in the hydraulic system's oil circuit to continuously monitor pressure at various points, enabling the vehicle controller to monitor and analyze the system's operating status and fault conditions.

[0077] In this embodiment, the principle of automatic braking is as follows:

[0078] The VCU (Vehicle Control Unit) calculates the required brake fluid pressure based on the braking force demand and controls the first proportional valve 11, the second proportional valve 12, the third proportional valve 13, and the fourth proportional valve 14 to output the corresponding brake fluid pressure. The four commonly used service brake proportional valves can respectively control the left front wheel brake 21, the right front wheel brake 31, the left middle wheel brake 22, the left rear wheel brake 23, the right middle wheel brake 32, and the right rear wheel brake 33 of the vehicle. The parallel emergency proportional valve 50 serves as an emergency valve. When the commonly used proportional valves fail, the VCU directly controls the emergency proportional valve 50 to output the corresponding brake fluid pressure.

[0079] In this embodiment, the working principle of the ABS (Anti-lock Braking System) is as follows:

[0080] When the left front wheel, right front wheel, left middle rear wheel, and right middle rear wheel slip, the VCU can directly control the corresponding service brake proportional valve to reduce the output hydraulic pressure, prevent wheel slippage, and ensure vehicle safety.

[0081] In this embodiment, the principle of the parking brake is as follows:

[0082] When the vehicle needs to release the parking brake, the main parking valve 60 (two-position, three-position normally closed solenoid valve) of the parking brake valve assembly controlled by the VCU is energized and opened. Pressurized oil flows from the accumulator through the main parking valve 60 to the allowable pressure range of the parking brake 61, thus releasing the parking brake. When the vehicle needs to be parked, the main parking valve 60 (two-position, three-position normally closed solenoid valve) of the parking brake valve assembly controlled by the VCU is not energized and closed, and the hydraulic oil in the parking brake 61 drains back into the hydraulic oil tank. The two-position, three-position normally open solenoid valve serves as an emergency parking valve 62. When the main parking valve 60 malfunctions, the emergency parking valve 62 is energized and opened by the VCU, allowing the hydraulic oil in the parking brake 61 to drain back into the hydraulic oil tank, ensuring vehicle safety.

[0083] As can be seen from the above description, the above embodiments of this utility model achieve the following technical effects: the brake valve assembly has braking and ABS braking schemes in the unmanned driving mode, and the service brake and parking brake in the unmanned driving mode have additional redundancy designs, making the unmanned vehicle safer; pressure sensors are set at key positions in the hydraulic system oil circuit to detect the pressure at various points at any time, and monitor and analyze the working status and fault conditions of the system.

[0084] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0085] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this utility model.

[0086] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0087] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A braking system, characterized in that, The system includes a service brake valve assembly, an oil supply device (70), and multiple wheel brakes. Each wheel brake is configured to correspond to one of the multiple wheels of the vehicle. The service brake valve assembly includes multiple proportional valves (10). The oil inlet of each proportional valve (10) is connected to the oil supply device (70), the oil outlet of some proportional valves (10) is connected to some of the wheel brakes, and the oil outlet of another portion of the proportional valves (10) is connected to another portion of the wheel brakes. Each proportional valve (10) is controlled independently.

2. The braking system according to claim 1, characterized in that, The service brake valve assembly also includes an emergency proportional valve (50), which is connected in parallel with at least one of the proportional valves (10).

3. The braking system according to claim 2, characterized in that, The emergency proportional valve (50) and each of the proportional valves (10) are connected in parallel.

4. The braking system according to claim 2, characterized in that, The service brake valve assembly also includes a shuttle valve (40). The two input ports of the shuttle valve (40) are respectively connected to the oil outlet of the emergency proportional valve (50) and the oil outlet of the proportional valve (10) connected in parallel with the emergency proportional valve (50). The output port of the shuttle valve (40) is connected to the wheel brake.

5. The braking system according to any one of claims 1-4, characterized in that, One of the wheel brakes on one of the axles is configured in a one-to-one correspondence with one of the proportional valves (10). Among the other wheel brakes and the other proportional valves (10), the wheel brakes located on the left side of the vehicle are connected to one of the proportional valves (10), and the wheel brakes located on the right side of the vehicle are connected to another proportional valve (10).

6. The braking system according to claim 5, characterized in that, The plurality of proportional valves (10) include: The first proportional valve (11) has an oil inlet connected to the oil supply device (70) and an oil outlet connected to the left middle wheel brake (22) and the left rear wheel brake (23). The second proportional valve (12) has an oil inlet connected to the oil supply device (70) and an oil outlet connected to the right middle wheel brake (32) and the right rear wheel brake (33). The third proportional valve (13) has an inlet connected to the oil supply device (70) and an outlet connected to the left front wheel brake (21). The fourth proportional valve (14) has an inlet connected to the oil supply device (70) and an outlet connected to the right front wheel brake (31). The first proportional valve (11), the second proportional valve (12), the third proportional valve (13), and the fourth proportional valve (14) are all electrically connected to the vehicle controller.

7. The braking system according to any one of claims 1-4, characterized in that, The service brake valve assembly includes two proportional valves (10), one of which is connected to a plurality of wheel brakes on any axle, and the other of which is connected to a plurality of wheel brakes on the remaining plurality of axles.

8. The braking system according to any one of claims 1-4, characterized in that, Multiple proportional valves (10) are provided in a one-to-one correspondence with multiple axles, and multiple wheel brakes on any axle are connected to the corresponding proportional valve (10).

9. The braking system according to any one of claims 1-4, characterized in that, It also includes a parking brake valve assembly, which comprises: The main parking valve (60) has a first interface, a second interface and a main return oil interface. The first interface is connected to the oil supply device (70), and the main return oil interface is connected to the oil storage device (80) through the return oil pipeline. The main parking valve (60) has a first state in which the first interface is connected to the second interface, and a second state in which the second interface is connected to the main return oil interface. An emergency parking valve (62) has a third port, a fourth port and an emergency return port. The third port is connected to the second port of the main parking valve (60), the fourth port is connected to the parking brake (61), and the emergency return port is connected to the oil reservoir (80) through the return line. The emergency parking valve (62) has a third state in which the third port is connected to the fourth port, and a fourth state in which the fourth port is connected to the emergency return port.

10. The braking system according to claim 9, characterized in that, The main parking valve (60) is a two-position, three-position normally open solenoid valve, and / or the emergency parking valve (62) is a two-position, three-position normally closed solenoid valve.

11. A vehicle, characterized in that, The vehicle includes a braking system, which includes the braking system according to any one of claims 1-10.

Images