Brake valve group assembly, brake system with brake valve group assembly and vehicle with brake valve group assembly

Abstract

The utility model provides a brake valve group assembly, a brake system with the brake valve group assembly and a vehicle, and relates to the technical field of vehicles. The brake valve group assembly comprises an automatic control valve group, the automatic control valve group comprises a front axle automatic control valve and a rear axle automatic control valve, an input interface of the front axle automatic control valve is connected with an oil supply device, an output interface of the front axle automatic control valve is connected with a front axle brake, and an input interface of the rear axle automatic control valve is connected with the oil supply device. An output interface of the rear axle automatic control valve is connected with a rear axle brake, the automatic control valve group further comprises at least one standby automatic control valve, and the standby automatic control valve is connected with any one of the front axle automatic control valve and the rear axle automatic control valve in parallel; the front axle automatic control valve, the rear axle automatic control valve and the standby automatic control valve are all connected with the vehicle controller. According to the technical scheme, the problem that an automatic driving braking system in the prior art is not guaranteed is solved.

Description

Technical Field

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

[0002] In the current mining truck industry, most vehicles use braking systems that operate under manual driving conditions. These systems rely primarily on the driver's input to control the vehicle's braking, achieved by the driver pressing the brake pedal.

[0003] In the current autonomous driving mode, if the main braking system fails, it cannot immediately switch to the backup system, which increases the safety risks of the vehicle without driver intervention.

[0004] There is currently no effective solution to the above problems. Utility Model Content

[0005] The main objective of this invention is to provide a brake valve assembly and a braking system and vehicle having the same assembly, in order to solve the problem of unreliable braking systems in existing autonomous driving systems.

[0006] To achieve the above objectives, according to one aspect of this utility model, a brake valve assembly is provided, comprising: an automatic control valve assembly, the automatic control valve assembly including a front axle automatic control valve and a rear axle automatic control valve, the input interface of the front axle automatic control valve being connected to a fuel supply device, the output interface of the front axle automatic control valve being connected to a front axle brake, the input interface of the rear axle automatic control valve being connected to a fuel supply device, and the output interface of the rear axle automatic control valve being connected to a rear axle brake; the automatic control valve assembly further includes at least one backup automatic control valve, the backup automatic control valve being arranged in parallel with any one of the front axle automatic control valve and the rear axle automatic control valve; the front axle automatic control valve, the rear axle automatic control valve, and the backup automatic control valve are all connected to a vehicle controller.

[0007] Furthermore, the automatic control valve assembly includes two backup automatic control valves, one of which is connected in parallel with the front axle automatic control valve, and the other is connected in parallel with the rear axle automatic control valve.

[0008] Furthermore, the standby automatic control valve is connected in parallel with either the front axle automatic control valve or the rear axle automatic control valve via a shuttle valve.

[0009] Furthermore, the brake valve assembly also includes: a first shuttle valve, the input interface of which is connected to the output interface of one of the backup automatic control valves and the output interface of the front axle automatic control valve, and the output interface of the first shuttle valve is connected to the front axle brake; and a second shuttle valve, the input interface of which is connected to the output interface of another backup automatic control valve and the output interface of the rear axle automatic control valve, and the output interface of the second shuttle valve is connected to the rear axle brake.

[0010] Furthermore, the brake valve assembly also includes: a pedal brake valve, the input interface of which is connected to the oil supply device, the pedal brake valve being electrically connected to the vehicle pedal, and the pedal brake valve being used to adjust the output oil pressure according to the pedal signal of the vehicle pedal; a third shuttle valve, the input interface of which is connected to the first output interface of the pedal brake valve and the output interface of the first shuttle valve, and the output interface of the third shuttle valve being connected to the front axle brake; and a fourth shuttle valve, the input interface of which is connected to the second output interface of the pedal brake valve and the output interface of the second shuttle valve, and the output interface of the fourth shuttle valve being connected to the rear axle brake.

[0011] Furthermore, the brake valve assembly also includes: a parking brake valve assembly, the input interface of which is connected to the oil supply device, and the output interface of which is connected to the parking brake; wherein, the parking brake valve assembly is connected to the vehicle controller and adjusts the output oil pressure based on the control signal of the vehicle controller.

[0012] Furthermore, the parking brake valve assembly includes a main switch and an emergency switch. The first interface of the main switch is connected to the oil supply device, the second interface of the main switch is connected to the return oil line, the output interface of the main switch is connected to the first input interface of the emergency switch, the second input interface of the emergency switch is connected to the return oil line, the output interface of the emergency switch is connected to the input interface of the pressure reducing valve, and the output interface of the pressure reducing valve is connected to the parking brake.

[0013] Furthermore, the main switch is a two-position, three-position normally closed solenoid valve, and / or the emergency switch is a two-position, three-position normally open solenoid valve.

[0014] Furthermore, the front axle automatic control valve, the rear axle automatic control valve, and the standby automatic control valve are all electromagnetic proportional pressure reducing valves.

[0015] To achieve the above objectives, according to one aspect of the present invention, a braking system is provided, the braking system including a brake valve assembly, the brake valve assembly being the aforementioned brake valve assembly.

[0016] According to another aspect of the present invention, a vehicle is provided, the vehicle having a braking system, the braking system being the aforementioned braking system.

[0017] By applying the technical solution of this utility model, a backup automatic control valve is set up in parallel with the front axle automatic control valve and the rear axle automatic control valve. When the front axle automatic control valve and the rear axle automatic control valve fail, the backup automatic control valve can be activated immediately, ensuring that the braking system can respond to the vehicle controller's commands under any circumstances. This ensures safe braking of the vehicle in both manual and autonomous driving modes, significantly improving the reliability and safety of the braking system. Especially in autonomous driving mode, even if the front axle automatic control valve and the rear axle automatic control valve fail, the system can quickly switch to the backup automatic control valve to avoid brake failure. Attached Figure Description

[0018] 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:

[0019] Figure 1 A schematic diagram of an embodiment of the brake valve assembly according to the present invention is shown.

[0020] The above figures include the following reference numerals:

[0021] 10. Automatic control valve assembly; 11. Front axle automatic control valve; 12. Rear axle automatic control valve; 13. Standby automatic control valve; 14. First shuttle valve; 15. Second shuttle valve; 16. Third shuttle valve; 17. Fourth shuttle valve;

[0022] 20. Oil supply device; 211. First accumulator; 212. Second accumulator; 213. Third accumulator; 221. First pressure sensor; 222. Second pressure sensor; 223. Third pressure sensor; 224. Fourth pressure sensor; 225. Fifth pressure sensor; 226. Sixth pressure sensor; 23. Hydraulic oil tank; 24. Suction filter; 25. Gear pump; 26. High-pressure filter; 27. Dual-way filling valve; 28. Motor; 29. ​​Check valve;

[0023] 30. Front axle brake;

[0024] 40. Rear axle brake;

[0025] 50. Pedal brake valve;

[0026] 60. Parking brake valve assembly;

[0027] 70. Parking brake; 71. Main switch; 72. Pressure reducing valve; 73. Emergency switch. Detailed Implementation

[0028] 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.

[0029] 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.

[0030] 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.

[0031] 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.

[0032] Combination Figure 1 As shown, according to a specific embodiment of this application, a brake valve assembly is provided.

[0033] Specifically, such as Figure 1As shown, the brake valve assembly includes an automatic control valve group 10, which includes a front axle automatic control valve 11 and a rear axle automatic control valve 12. The input interface of the front axle automatic control valve 11 is connected to the oil supply device 20, and the output interface of the front axle automatic control valve 11 is connected to the front axle brake. The input interface of the rear axle automatic control valve 12 is connected to the oil supply device 20, and the output interface of the rear axle automatic control valve 12 is connected to the rear axle brake. The automatic control valve group 10 also includes at least one backup automatic control valve 13, which is connected in parallel with any one of the front axle automatic control valve 11 and the rear axle automatic control valve 12. The front axle automatic control valve 11, the rear axle automatic control valve 12, and the backup automatic control valve 13 are all connected to the vehicle controller.

[0034] By applying the technical solution of this embodiment, a backup automatic control valve 13, which is configured in parallel with the front axle automatic control valve 11 and the rear axle automatic control valve 12, can be immediately activated when the front axle automatic control valve 11 and the rear axle automatic control valve 12 fail. This ensures that the braking system can respond to the vehicle controller's commands under any circumstances, thereby guaranteeing safe braking of the vehicle in both manual and autonomous driving modes. This significantly improves the reliability and safety of the braking system. Especially in autonomous driving mode, even if the front axle automatic control valve 11 and the rear axle automatic control valve 12 fail, the system can quickly switch to the backup automatic control valve 13 to avoid braking failure.

[0035] It should be noted that when the front axle automatic control valve 11 and the rear axle automatic control valve 12 are working normally (i.e., the vehicle is driving normally), the backup automatic control valve 13 does not perform any action. The vehicle achieves driving braking in automatic driving mode through the front axle automatic control valve 11 and the rear axle automatic control valve 12. When the vehicle controller detects a malfunction in the front axle automatic control valve 11 or the rear axle automatic control valve 12, it controls the backup automatic control valve 13 to continue working in place of the front axle automatic control valve 11 or the rear axle automatic control valve 12 through a control signal to ensure the continuous operation of the braking system and thus ensure driving safety.

[0036] It should be understood that the number of backup automatic control valves 13 can be adjusted as needed. For example, backup automatic control valves 13 can be set only for the front axle automatic control valve 11, or backup automatic control valves 13 can be set only for the rear axle automatic control valve 12.

[0037] Specifically, in one embodiment of this application, the automatic control valve group 10 includes two backup automatic control valves 13. One backup automatic control valve 13 is connected in parallel with the front axle automatic control valve 11, and the other backup automatic control valve 13 is connected in parallel with the rear axle automatic control valve 12. To ensure the independence and reliability of the front and rear axle braking systems, even if one of the automatic control valves fails, the corresponding backup automatic control valve 13 can immediately take over (i.e., one backup automatic control valve 13 prevents the failure of the front axle automatic control valve 11, and the other backup automatic control valve 13 prevents the failure of the rear axle automatic control valve 12), maintaining the normal braking function of the vehicle and further enhancing the overall stability and safety of the braking system.

[0038] Specifically, the standby automatic control valve 13 is connected in parallel with either the front axle automatic control valve 11 or the rear axle automatic control valve 12 via a shuttle valve. The shuttle valve is configured to automatically output the oil pressure of the two parallel valves that has the higher pressure.

[0039] In this embodiment, taking the backup automatic control valve 13 connected in parallel with the front axle automatic control valve 11 via a shuttle valve as an example, the output interface of the backup automatic control valve 13 is connected to one of the input interfaces of the shuttle valve, the output interface of the front axle automatic control valve 11 is connected to the other input interface of the shuttle valve, and the output interface of the shuttle valve is connected to the front axle brake 30. This achieves the parallel connection of the backup automatic control valve 13 with the front axle automatic control valve 11 via the shuttle valve. It should be understood that when the parallel connection of the backup automatic control valve 13 changes, such as becoming the rear axle automatic control valve 12, the other input interface of the shuttle valve should be connected to the output interface of the rear axle automatic control valve 12, and the output interface of the shuttle valve should be connected to the rear axle brake 40. That is, the two input interfaces of the shuttle valve should be connected to the two parallel objects to be connected in parallel, and the output interface of the shuttle valve should be connected to the device to be controlled (such as the front axle brake 30 and the rear axle brake 40). Depending on actual needs, the shuttle valve can also be replaced with other devices with selective output functions, such as two combined check valves.

[0040] Furthermore, the brake valve assembly also includes a first shuttle valve 14. The input interface of the first shuttle valve 14 is connected to the output interface of one of the backup automatic control valves 13 and the output interface of the front axle automatic control valve 11. The output interface of the first shuttle valve 14 is connected to the front axle brake 30. The first shuttle valve 14 automatically outputs higher oil pressure in the front axle brake hydraulic circuit to control braking, ensuring that the front axle brake 30 receives maximum oil pressure. It should be noted that the two input interfaces of the first shuttle valve 14 are connected to the output interfaces of the backup automatic control valve 13 and the front axle automatic control valve 11, respectively. When the front axle automatic control valve 11 is working normally, and the backup automatic control valve 13 is not working, hydraulic oil can enter the first shuttle valve 14 through the front axle automatic control valve 11, and then brake through the front axle automatic control valve 11. When the front axle automatic control valve 11 fails, hydraulic oil enters the first shuttle valve 14 through the backup automatic control valve 13, and then brakes through the backup automatic control valve 13, ensuring the reliability and safety of the braking system.

[0041] Specifically, the brake valve assembly also includes a second shuttle valve 15. The input interface of the second shuttle valve 15 is connected to the output interface of another backup automatic control valve 13 and the output interface of the rear axle automatic control valve 12. The output interface of the second shuttle valve 15 is connected to the rear axle brake 40. The second shuttle valve 15 automatically outputs higher oil pressure in the rear axle brake hydraulic circuit to control braking, ensuring that the rear axle brake 40 receives the maximum oil pressure. In this embodiment, the two input interfaces of the second shuttle valve 15 are connected to the output interfaces of the backup automatic control valve 13 and the rear axle automatic control valve 12, respectively. When the rear axle automatic control valve 12 is working normally, and the backup automatic control valve 13 is not working, hydraulic oil can enter the second shuttle valve 15 through the rear axle automatic control valve 12, and then brake through the rear axle automatic control valve 12. When the rear axle automatic control valve 12 fails, hydraulic oil enters the second shuttle valve 15 through the backup automatic control valve 13, and then brakes through the backup automatic control valve 13, ensuring the reliability and safety of the braking system.

[0042] Furthermore, the brake valve assembly also includes a pedal brake valve 50, a third shuttle valve 16, and a fourth shuttle valve 17. The input interface of the pedal brake valve 50 is connected to the oil supply device 20, and the pedal brake valve 50 is electrically connected to the vehicle pedal. The pedal brake valve 50 is used to adjust the output oil pressure according to the pedal signal from the vehicle pedal. The input interface of the third shuttle valve 16 is connected to the first output interface of the pedal brake valve 50 and the output interface of the first shuttle valve 14, and the output interface of the third shuttle valve 16 is connected to the front axle brake 30. The input interface of the fourth shuttle valve 17 is connected to the second output interface of the pedal brake valve 50 and the output interface of the second shuttle valve 15, and the output interface of the fourth shuttle valve 17 is connected to the rear axle brake 40. The driver's pedal operation is converted into a hydraulic signal, and the braking force of the brake is controlled by adjusting the oil pressure. The third shuttle valve 16 and the fourth shuttle valve 17 are used to select the appropriate oil pressure to be transmitted to the front and rear axle brakes in manual driving and automatic driving modes, ensuring braking consistency in the two driving modes, improving the flexibility and compatibility of the braking system, and enabling the same braking system to adapt to the needs of different driving modes. The third shuttle valve 16 and the fourth shuttle valve 17 continuously compare the oil pressure from the pedal brake valve 50 with the oil pressure from the first shuttle valve 14 (for the third shuttle valve 16) or the second shuttle valve 15 (for the fourth shuttle valve 17), ensuring that the higher of the two oil pressures is delivered to the front axle brake 30 and the rear axle brake 40. This configuration not only provides strong braking capability, but also allows the vehicle to maintain basic braking function through the other in the event of a failure in either the automatic control system or the pedal brake system. This significantly improves the reliability of the braking system and provides greater safety for drivers, passengers, or remote operators under complex operating conditions.

[0043] In this embodiment, the third shuttle valve 16 and the fourth shuttle valve 17 are configured to connect the pedal brake valve 50 in parallel with the rear axle automatic control valve 12 and the front axle automatic control valve 11, respectively. This enables simultaneous control of manual and automatic braking. During normal vehicle operation, the pedal brake valve 50 can be manually controlled to achieve manual braking via hydraulic oil control of the brakes. Alternatively, if the driver does not have time to react, the rear axle automatic control valve 12 and the front axle automatic control valve 11 can adjust the oil pressure in the hydraulic circuit via control signals from the vehicle controller to achieve automatic braking. This provides dual protection for vehicle braking and improves safety performance. It should be noted that during automatic braking, the vehicle controller calculates a braking force based on the vehicle's current condition and then drives the rear axle automatic control valve 12 and the front axle automatic control valve 11 to control the hydraulic pressure of the hydraulic circuit with the calculated braking force. At this time, when the braking force provided by manual braking is greater than the braking force output by automatic braking (i.e., the hydraulic pressure output by the pedal brake valve 50 is greater than the hydraulic pressure output by the automatic control valve), the larger of the hydraulic pressure output by the pedal brake valve 50 or the automatic control valve can be output through the third shuttle valve 16 and the fourth shuttle valve 17. This can achieve temporary manual braking or predetermined automatic braking, making the vehicle braking safer and more effective.

[0044] It should be noted that, in an exemplary embodiment of this application, the front axle automatic control valve 11, the standby automatic control valve 13 connected in parallel with the front axle automatic control valve 11, the first shuttle valve 14, and the third shuttle valve 16 can be integrated into a single valve structure. The rear axle automatic control valve 12, the standby automatic control valve 13 connected in parallel with the rear axle automatic control valve 12, the second shuttle valve 15, and the fourth shuttle valve 17 can be integrated into another single valve structure. The integrated valve structure has a main pressure port P (for connecting to the oil supply device 20), an auxiliary pressure port P1 (for connecting to the pedal brake valve 50), a return port T (for connecting to the return oil line), and a working port B (for connecting to the corresponding front axle brake 30 or rear axle brake 40).

[0045] Furthermore, the brake valve assembly also includes a parking brake valve assembly 60. The input interface of the parking brake valve assembly 60 is connected to the oil supply device 20, and the output interface of the parking brake valve assembly 60 is connected to the parking brake 70. The parking brake valve assembly 60 is connected to the vehicle controller and adjusts the output oil pressure based on the control signal from the vehicle controller. By managing the oil pressure of the parking brake 70, the parking brake valve assembly 60 enables the vehicle to park, ensuring stable parking and preventing accidental slippage when the vehicle is parked or stationary for extended periods.

[0046] Specifically, the parking brake valve assembly 60 includes a main switch 71 and an emergency switch 73. The first port of the main switch 71 is connected to the oil supply device 20, the second port of the main switch 71 is connected to the return oil line, the output port of the main switch 71 is connected to the first input port of the emergency switch 73, the second input port of the emergency switch 73 is connected to the return oil line, the output port of the emergency switch 73 is connected to the input port of the pressure reducing valve 72, and the output port of the pressure reducing valve 72 is connected to the parking brake 70. Normal parking braking is achieved through the main switch 71, while the emergency switch 73 serves as a backup path when the main switch 71 fails, ensuring that the parking brake can be released or activated, enhancing the safety of the parking brake system and guaranteeing the vehicle's parking function even in extreme situations. When the vehicle is in motion or when the parking brake is not needed, the main switch 71 is in a de-energized state (i.e., normally closed). At this time, its first port (connected to the oil supply device 20) is connected to the output port, while its second port (connected to the return oil line) is closed. In this way, the hydraulic oil in the parking brake 70 is locked to prevent backflow into the oil tank, ensuring that the parking brake remains in a braking state at all times. When the vehicle needs to release the parking brake, the main switch 71 is energized. At this time, the normally closed solenoid valve changes to a normally open state, connecting the first interface and the second interface (return oil line), while the output interface is closed, allowing the hydraulic oil in the parking brake 70 to flow back into the oil tank, thereby releasing the parking brake. In the event of a failure of the main switch 71, the vehicle controller controls the emergency switch 73 to switch its open / closed state, directly connecting the pressure reducing valve 72 to the return oil line, releasing the oil pressure in the parking brake 70, and realizing parking braking in emergency situations.

[0047] In this embodiment, the pressure reducing valve 72 is located between the emergency switch 73 and the parking brake 70. Its function is to reduce the high pressure oil from the oil supply device 20 to a set pressure suitable for the parking brake 70, ensuring that the brake will not be damaged due to excessive pressure, and also ensuring the smoothness and efficiency of the braking process.

[0048] It should be noted that, in one exemplary embodiment of this application, the main switch 71, emergency switch 73, and pressure reducing valve 72 can be integrated into one unit. The integrated parking brake valve group 60 has a pressure port P (for connecting to the oil supply device 20), a return port T (for connecting to the return oil line), a drain port L (for supplying pressure reducing valve 72 for pressure relief), and a working port B (for connecting to the parking brake 70).

[0049] Optionally, the main switch 71 is a two-position three-way normally closed solenoid valve to reduce valve assembly costs and simplify control logic. Depending on actual needs, the main switch 71 can also be selected from other types of valve structures; for example, it can be a combination of two two-position two-way valves, or a three-position three-way valve can be used instead.

[0050] Optionally, the emergency switch 73 is a two-position, three-way normally open solenoid valve to reduce valve assembly costs and simplify control logic. Depending on actual needs, the emergency switch 73 can also use other types of valve structures; for example, it can be a combination of two two-position, two-way valves, or a three-position, three-way valve can be used instead.

[0051] Optionally, the front axle automatic control valve 11, the rear axle automatic control valve 12, and the standby automatic control valve 13 are all electromagnetic proportional pressure reducing valves. The electromagnetic proportional pressure reducing valve controls the displacement of the internal valve core through the magnetic force of the electromagnetic coil, thereby adjusting the valve opening and achieving precise regulation of the oil pressure. This controls the oil pressure to meet the braking requirements of different driving modes and operating conditions, improving the accuracy and response speed of the braking system, and making the braking process smoother and more controllable.

[0052] It should be understood that the front axle automatic control valve 11, the rear axle automatic control valve 12, and the standby automatic control valve 13 can be set to the same type of valve or to different types of valve structures. In addition to choosing an electromagnetic proportional pressure reducing valve, other valve structures that can achieve oil pressure regulation can also be selected.

[0053] According to another specific embodiment of this application, a braking system is provided, comprising a brake valve assembly, which is the same as the brake valve assembly in the above embodiment. Through the integrated brake valve assembly, comprehensive control of vehicle braking is achieved, including service braking and parking braking, constructing a highly integrated, responsive, safe, and reliable braking system suitable for various driving modes and complex operating conditions. Whether in manual or automatic driving mode, the braking system can precisely control the hydraulic pressure in the hydraulic circuit through the brake valve assembly according to the instructions of the vehicle controller, achieving efficient braking.

[0054] It should be understood that, in addition to brake valve assemblies, braking systems typically include brake actuators that perform the actual braking of the vehicle, pipes for circulating hydraulic fluid, a pump body for pumping hydraulic fluid, a motor, a hydraulic fluid filter, and other components.

[0055] According to another specific embodiment of this application, a vehicle is also provided, which has a braking system, namely 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 stationary states. Especially in autonomous driving mode, it can cope with various emergencies and ensure operational safety.

[0056] like Figure 1As shown, this application also provides a preferred embodiment of a brake valve assembly, in which a spare automatic control valve 13 is provided in parallel for both the front axle automatic control valve 11 and the rear axle automatic control valve 12, making the service braking safer. An emergency switch 73 is additionally provided in the parking brake valve assembly 60 to ensure the safety of the parking brake.

[0057] Specifically, the brake valve assembly includes an oil supply device 20, a pedal brake valve 50, an automatic control valve group 10, and a parking brake valve group 60. The oil supply device 20 includes a hydraulic oil tank 23, a suction filter 24, a gear pump 25, a high-pressure filter 26, a dual-way filling valve 27, a motor 28, a first accumulator 211, a second accumulator 212, and a third accumulator 213. The hydraulic oil tank 23 stores hydraulic oil; the suction filter 24 filters the hydraulic oil before the pump; the gear pump 25 converts low-pressure hydraulic oil into high-pressure hydraulic oil; and the pedal brake valve 50 is a dual-circuit filling valve used to fill the accumulators (including the first accumulator 211, the second accumulator 212, and the third accumulator 213) with hydraulic oil. Filling begins when the accumulator hydraulic oil pressure is lower than a set value, and stops when the pressure exceeds the set value. The accumulators store high-pressure hydraulic oil. When the accumulator pressure is lower than the set value, the motor 28 drives the gear pump 25 to start working, storing hydraulic oil in the accumulators (including the first accumulator 211, the second accumulator 212, and the third accumulator 213) through the dual-circuit filling valve 27. Simultaneously, as the gear pump 25 continues to work, the hydraulic oil pressure in the accumulator continuously increases. When it exceeds the set value, the motor 28 and gear pump 25 stop working, stopping the filling process. The pedal brake valve 50 is a dual-circuit brake valve, a manual brake foot valve. The front axle automatic control valve 11, rear axle automatic control valve 12, and standby automatic control valve 13 in the automatic control valve assembly 10 all employ electromagnetic proportional pressure reducing valves. These electrically controlled pressure reducing valves can output oil pressure according to a preset ratio. Additionally, the automatic control valve assembly 10 also includes a shuttle valve (i.e.,... Figure 1 The first shuttle valve 14, second shuttle valve 15, third shuttle valve 16, and fourth shuttle valve 17 are used to control the larger oil pressure in each output oil circuit. The parking brake valve assembly 60 uses two two-position three-way solenoid valves to allow hydraulic oil to pass through.

[0058] The brake valve assembly also includes multiple pressure sensors, such as Figure 1The diagram shows a first pressure sensor 221, a second pressure sensor 222, a third pressure sensor 223, a fourth pressure sensor 224, a fifth pressure sensor 225, and a sixth pressure sensor 226. Specifically, the first pressure sensor 221 detects the oil pressure at the pump inlet of the gear pump 25 to determine if the gear pump 25 is operating normally; the second pressure sensor 222 detects the hydraulic oil pressure in the second accumulator 212; the third pressure sensor 223 detects the oil pressure in the first accumulator 211; the fourth pressure sensor 224 detects the hydraulic oil pressure in the rear axle brake 40; the fifth pressure sensor 225 detects the hydraulic oil pressure in the front axle brake 30; and the sixth pressure sensor 226 detects the hydraulic oil pressure in the parking brake 70. By installing pressure sensors at key locations in the hydraulic system's oil circuit, pressure can be monitored at various points at any time, enabling the vehicle controller to monitor and analyze the system's operating status and fault conditions.

[0059] In this embodiment, a one-way valve 29 is also provided between the parking brake valve assembly 60 and the dual-way filling valve 27, so that the oil can only flow from the dual-way filling valve 27 to the parking brake valve assembly 60, and the oil backflow is prohibited.

[0060] The principle of vehicle braking is as follows:

[0061] In manual driving mode, when the driver presses the brake pedal, the brake valve 50 outputs different oil pressures depending on the angle of the pedal press. The high-pressure oil acts on the front axle brake 30 and the rear axle brake 40 through the pipeline to achieve braking. In automatic driving mode, the VCU (Vehicle Control Unit) calculates the required brake oil pressure based on the braking force demand and controls the front axle automatic control valve 11 and the rear axle automatic control valve 12 to output the corresponding brake oil pressure. At the same time, a backup automatic control valve 13 is set in parallel. When the commonly used front axle automatic control valve 11 and the rear axle automatic control valve 12 fail, the VCU directly controls the backup automatic control valve 13 to output the corresponding brake oil pressure.

[0062] The principle of the parking brake is as follows:

[0063] When the vehicle needs to release the parking brake, the main switch 71 (two-position, three-position normally closed solenoid valve) of the parking brake valve assembly 60 controlled by the VCU is energized and opened. Pressurized oil flows from the third accumulator 213 through the main switch 71 and then through the pressure reducing valve 72 to the allowable pressure range of the parking brake 70, thus releasing the parking brake. When the vehicle needs to be parked, the main switch 71 (two-position, three-position normally closed solenoid valve) of the parking brake valve assembly 60 controlled by the VCU is not energized and closed, and the hydraulic oil in the parking brake 70 drains back into the hydraulic oil tank. The two-position, three-position normally open solenoid valve acts as an emergency switch 73. When the parking valve (i.e., the main switch 71) malfunctions, the emergency switch 73 controlled by the VCU is energized and opened, allowing the hydraulic oil in the parking brake 70 to drain back into the hydraulic oil tank, ensuring vehicle safety.

[0064] 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 schemes in both manual driving mode and unmanned driving mode, and the service brake and parking brake in unmanned driving mode have additional redundancy designs, making unmanned vehicles safer; pressure sensors are set at key positions in the hydraulic system oil circuit to detect pressure at various points at any time, and to monitor and analyze the working status and fault conditions of the system.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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 brake valve assembly, characterized in that, include: An automatic control valve assembly (10) is provided, comprising a front axle automatic control valve (11) and a rear axle automatic control valve (12). The input port of the front axle automatic control valve (11) is connected to the oil supply device (20), and the output port of the front axle automatic control valve (11) is connected to the front axle brake (30). The input port of the rear axle automatic control valve (12) is connected to the oil supply device (20), and the output port of the rear axle automatic control valve (12) is connected to the rear axle brake (40). The automatic control valve assembly (10) also includes at least one backup automatic control valve (13), which is connected in parallel with any one of the front axle automatic control valve (11) and the rear axle automatic control valve (12). The front axle automatic control valve (11), the rear axle automatic control valve (12), and the backup automatic control valve (13) are all connected to the vehicle controller.

2. The brake valve assembly according to claim 1, characterized in that, The automatic control valve group (10) includes two backup automatic control valves (13), one of which is connected in parallel with the front axle automatic control valve (11), and the other is connected in parallel with the rear axle automatic control valve (12).

3. The brake valve assembly according to claim 1 or 2, characterized in that, The backup automatic control valve (13) is connected in parallel with any one of the front axle automatic control valve (11) and the rear axle automatic control valve (12) via a shuttle valve.

4. The brake valve assembly according to claim 2, characterized in that, The brake valve assembly also includes: The first shuttle valve (14) has its input interface connected to the output interface of one of the backup automatic control valves (13) and the output interface of the front axle automatic control valve (11), and its output interface is connected to the front axle brake (30). The second shuttle valve (15) has its input interface connected to the output interface of the other backup automatic control valve (13) and the output interface of the rear axle automatic control valve (12), respectively. The output interface of the second shuttle valve (15) is connected to the rear axle brake (40).

5. The brake valve assembly according to claim 4, characterized in that, The brake valve assembly also includes: The pedal brake valve (50) has an input interface connected to the oil supply device (20) and is electrically connected to the vehicle pedal. The pedal brake valve (50) is used to adjust the output oil pressure according to the pedal signal of the vehicle pedal. The third shuttle valve (16) has its input interface connected to the first output interface of the pedal brake valve (50) and the output interface of the first shuttle valve (14), respectively, and its output interface is connected to the front axle brake (30). The fourth shuttle valve (17) has its input interface connected to the second output interface of the pedal brake valve (50) and the output interface of the second shuttle valve (15), respectively, and its output interface is connected to the rear axle brake (40).

6. The brake valve assembly according to claim 1, characterized in that, The brake valve assembly also includes: Parking brake valve assembly (60), the input interface of which is connected to the oil supply device (20), and the output interface of which is connected to the parking brake (70); The parking brake valve assembly (60) is connected to the vehicle controller and adjusts the output oil pressure based on the control signal of the vehicle controller.

7. The brake valve assembly according to claim 6, characterized in that, The parking brake valve assembly (60) includes a main switch (71) and an emergency switch (73). The first interface of the main switch (71) is connected to the oil supply device (20), the second interface of the main switch (71) is connected to the return oil line, the output interface of the main switch (71) is connected to the first input interface of the emergency switch (73), the second input interface of the emergency switch (73) is connected to the return oil line, the output interface of the emergency switch (73) is connected to the input interface of the pressure reducing valve (72), and the output interface of the pressure reducing valve (72) is connected to the parking brake (70).

8. The brake valve assembly according to claim 7, characterized in that, The main switch (71) is a two-position, three-position normally closed solenoid valve, and / or the emergency switch (73) is a two-position, three-position normally open solenoid valve.

9. The brake valve assembly according to claim 1 or 2, characterized in that, The front axle automatic control valve (11), the rear axle automatic control valve (12), and the standby automatic control valve (13) are all electromagnetic proportional pressure reducing valves.

10. A braking system, characterized in that, The braking system includes a brake valve assembly, which is the brake valve assembly according to any one of claims 1-9.

11. A vehicle, characterized in that, The vehicle has a braking system, which is the braking system as described in claim 10.

Images