Hydraulic braking system and vehicle

Abstract

A hydraulic braking system and a vehicle. The hydraulic braking system comprises a hydraulic valve assembly, a common braking circuit, an emergency braking circuit, a first pressure relief circuit, a brake, an energy accumulator, and a power assembly. The energy accumulator is communicated with the hydraulic valve assembly by means of the emergency braking circuit; the power assembly is communicated with the hydraulic valve assembly by means of the common braking circuit; the brake and the first pressure relief circuit are respectively communicated with the hydraulic valve assembly; and the hydraulic valve assembly is configured to selectively connect the brake independently to the common braking circuit, the emergency braking circuit, or the first pressure relief circuit, respectively.

Description

Hydraulic brake system and vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This disclosure claims priority to the Chinese patent application filed with the China Patent Office on December 28, 2023, with application number 202311851806.7 and titled “Hydraulic Braking System and Vehicle,” the entire contents of which are incorporated by reference into this disclosure. Technical Field

[0003] The present disclosure relates to the technical field of hydraulic braking of rail vehicles, and in particular, to a hydraulic braking system and a vehicle. Background Art

[0004] In related technologies, when the hydraulic brake system of a rail vehicle switches between braking, relief braking and emergency braking, the hydraulic brake system has problems such as multiple switching operations and slow response speed due to the complex valve body structure.

[0005] Summary of the Invention

[0006] The purpose of the present disclosure is to provide a hydraulic brake system and a vehicle, which have a simple structure and can quickly switch between multiple states of the brake system, thereby at least partially solving the above-mentioned technical problems.

[0007] In order to achieve the above-mentioned objectives, the present disclosure provides a hydraulic braking system on one hand, which includes a hydraulic valve assembly, a normal braking circuit, an emergency braking circuit, a first pressure relief circuit, a brake, an accumulator and a power assembly; the accumulator is connected to the hydraulic valve assembly through the emergency braking circuit; the power assembly is connected to the hydraulic valve assembly through the normal braking circuit; the brake and the first pressure relief circuit are respectively connected to the hydraulic valve assembly; the hydraulic valve assembly is configured to be able to selectively connect the brake to the normal braking circuit, the emergency braking circuit or the first pressure relief circuit respectively.

[0008] Optionally, the hydraulic valve assembly includes a first reversing valve and a second reversing valve arranged in series, the first reversing valve being configured to selectively connect the second reversing valve to the normal braking circuit or to the emergency braking circuit, and the second reversing valve being configured to selectively connect the brake to the first reversing valve or to the first pressure relief circuit.

[0009] Optionally, the first reversing valve and the second reversing valve are both two-position three-way solenoid valves.

[0010] Optionally, the hydraulic brake system further includes a pressurized oil channel, an inlet of the pressurized oil channel is connected to the power assembly, and an outlet of the pressurized oil channel is connected to the accumulator.

[0011] Optionally, the power assembly includes a first hydraulic pump and a first drive motor driving the first hydraulic pump, the outlet of the first hydraulic pump is connected to the common braking circuit, one end of the pressurized oil channel is connected to the common braking circuit, and the other end is connected to the accumulator, a switching valve is provided on the common braking circuit, the inlet of the pressurized oil channel is located between the switching valve and the outlet of the first hydraulic pump, and a one-way valve is provided on the pressurized oil channel.

[0012] Optionally, the power assembly includes a first hydraulic pump and a first drive motor driving the first hydraulic pump, a second hydraulic pump and a second drive motor driving the second hydraulic pump, the outlet of the first hydraulic pump is connected to the common brake circuit, and the outlet of the second hydraulic pump is connected to the inlet of the pressurized oil channel.

[0013] Optionally, the first drive motor is a forward and reverse motor and the first hydraulic pump is a piston pump.

[0014] Optionally, the hydraulic brake system further includes a second pressure relief circuit, the hydraulic valve assembly further includes a second pressure relief circuit, the second pressure relief circuit includes a second pressure relief valve, and the second pressure relief circuit is in communication with the accumulator.

[0015] Optionally, the hydraulic brake system further includes an overflow circuit, the hydraulic valve assembly further includes an overflow valve arranged in the overflow circuit, and the overflow circuit is connected to the accumulator.

[0016] Optionally, the hydraulic braking system also includes a pressure sensor, which includes a first pressure sensor for measuring the brake pressure and a second pressure sensor for measuring the accumulator pressure. The hydraulic braking system also includes a controller, which is communicatively connected to the hydraulic valve assembly, the power assembly, the first pressure sensor and the second pressure sensor respectively. The controller controls the pressure input to the brake by the power assembly according to the result of the first pressure sensor, and controls the power assembly to replenish the pressure to the accumulator according to the result of the second pressure sensor.

[0017] Optionally, the hydraulic brake system further includes a filter, which is arranged at the outlet of the first hydraulic pump.

[0018] Optionally, the emergency braking circuit further includes a pressure reducing valve.

[0019] A second aspect of the present disclosure provides a vehicle comprising the above-mentioned hydraulic brake system.

[0020] Through the above technical solution, the accumulator is connected to the hydraulic valve assembly through the emergency brake circuit, the power assembly is connected to the hydraulic valve assembly through the normal brake circuit, and the brake and the first pressure relief circuit are respectively connected to the hydraulic valve assembly, so that the brake is selectively connected to the normal brake circuit, the emergency brake circuit or the first pressure relief circuit separately through the hydraulic valve assembly. In this way, when normal braking is performed, the normal brake circuit is connected to the brake through the hydraulic valve assembly, and the hydraulic oil flows from the normal brake circuit into the brake through the power assembly to achieve normal braking. When emergency braking is performed, the emergency brake circuit is connected to the brake through the hydraulic valve assembly, so that the hydraulic oil in the accumulator connected to the emergency brake circuit flows into the brake to achieve emergency braking. When the brake cannot be released normally during normal braking, the first pressure relief circuit can be connected to the brake through the hydraulic valve assembly to release the hydraulic oil in the brake to achieve brake relief. Therefore, the hydraulic brake system can respond quickly through the hydraulic valve assembly and achieve switching between normal braking, emergency braking and brake relief.

[0021] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0023] FIG1 is a simplified schematic diagram of a hydraulic brake system according to some embodiments of the present disclosure.

[0024] FIG2 is a flow chart of a first embodiment of the hydraulic brake system disclosed herein.

[0025] FIG3 is a flow chart of a common braking state of the first embodiment of the hydraulic brake system disclosed herein.

[0026] FIG4 is a schematic diagram of a process of building up pressure in an accumulator of the first embodiment of the hydraulic brake system disclosed herein.

[0027] FIG5 is a flow chart of an emergency braking state of the first embodiment of the hydraulic brake system disclosed herein.

[0028] FIG6 is a schematic diagram of a flow chart of auxiliary relief pressure relief of the first embodiment of the hydraulic brake system disclosed herein.

[0029] FIG. 7 is a schematic diagram of an accumulator pressure relief process of the first embodiment of the hydraulic brake system disclosed herein.

[0030] FIG8 is a flow chart of a second embodiment of the hydraulic brake system disclosed herein.

[0031] FIG9 is a flow chart of a second embodiment of the hydraulic brake system of the present disclosure in a common braking state.

[0032] FIG10 is a schematic diagram of a flow chart of accumulator pressure building in the second embodiment of the hydraulic brake system disclosed herein.

[0033] FIG11 is a flow chart of an emergency braking state of a second embodiment of the hydraulic brake system of the present disclosure.

[0034] FIG12 is a schematic diagram of a flow chart of auxiliary relief pressure relief of a second embodiment of the hydraulic brake system disclosed herein.

[0035] FIG13 is a schematic diagram of an accumulator pressure relief process of a second embodiment of the hydraulic brake system disclosed herein.

[0036] FIG14 is a schematic structural diagram of a vehicle provided in some embodiments of the present disclosure. DETAILED DESCRIPTION

[0037] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0038] In this disclosure, arrows used in the figures indicate the direction of hydraulic oil flow. Unless otherwise indicated, the terms "first," "second," and so on are used to distinguish one element from another and do not convey sequential or significant meanings. In the following description, when referring to the accompanying drawings, identical numerals in different drawings represent identical or similar elements, unless otherwise indicated.

[0039] Hydraulic braking on rail vehicles involves building up pressure in the brake mechanism through a hydraulic source to brake the wheels. The hydraulic braking system on rail vehicles typically performs two functions: normal hydraulic braking and emergency hydraulic braking.

[0040] In the related art, in order to enable a quick response, the hydraulic braking system of a vehicle uses a combination of a first solenoid valve, a second solenoid valve, a first high-speed switching valve and a second high-speed switching valve. The oil circuit of the active brake cylinder is divided into two paths after passing through the first solenoid valve. One path of the first solenoid valve is directly connected to the oil tank, and the other path is connected to the second solenoid valve. After passing through the second solenoid valve, the oil circuit is divided into two branches, one of which is connected to the oil circuit between the first high-speed switching valve and the second high-speed switching valve. By controlling the power on or off of the first high-speed switching valve, the active brake cylinder is controlled to be connected or disconnected with the tank. By controlling the power on or off of the second high-speed switching valve, the accumulator is controlled to be connected or disconnected with the active brake cylinder, thereby adjusting the pressure of the active brake cylinder to realize closed-loop control of the brake pressure. The other path is connected to the accumulator through the pressure reducing valve, and is powered on or off by the second solenoid valve to control the active brake cylinder to be disconnected or connected with the accumulator, thereby realizing holding braking or automatic emergency braking of the rail vehicle in the event of power failure. However, when the brake system is required to switch between braking, release braking, and emergency braking, the complex valve structure of the hydraulic brake system leads to multiple switching operations and slow response speed. In addition, the use of the first and second high-speed switching valves also makes the brake system in the related art more expensive.

[0041] In order to solve the above problems, as shown in Figures 1 to 13, the present disclosure provides a hydraulic brake system 1000 on one hand, which includes a hydraulic valve assembly 100, a normal braking circuit 1, an emergency braking circuit 2, a first pressure relief circuit 3, a brake 4, an accumulator 5 and a power assembly 6; the accumulator 5 is connected to the hydraulic valve assembly 100 through the emergency braking circuit 2; the power assembly 6 is connected to the hydraulic valve assembly 100 through the normal braking circuit 1; the brake 4 and the first pressure relief circuit 3 are respectively connected to the hydraulic valve assembly 100; the hydraulic valve assembly 100 is configured to be able to selectively connect the brake 4 to the normal braking circuit 1, the emergency braking circuit 2 or the first pressure relief circuit 3 separately.

[0042] Through the above technical solution, the hydraulic valve assembly 100 selectively connects the brake 4 to the normal brake circuit 1, the emergency brake circuit 2, or the first pressure relief circuit 3. Thus, when normal braking is performed, the normal brake circuit 1 is connected to the brake 4 via the hydraulic valve assembly 100, and hydraulic oil is flowed from the normal brake circuit 1 into the brake 4 via the power assembly 6 to achieve normal braking. When emergency braking is performed, the emergency brake circuit 2 is connected to the brake 4 via the hydraulic valve assembly 100, allowing the hydraulic oil in the accumulator 5 connected to the emergency brake circuit 2 to flow into the brake 4 to perform emergency braking. If the brake 4 cannot be normally relieved, the first pressure relief circuit 3 can be connected to the brake 4 via the hydraulic valve assembly 100, thereby releasing the hydraulic oil in the brake 4 to achieve pressure relief and release the brake. Therefore, the hydraulic brake system 1000 can quickly respond and achieve switching between normal braking, emergency braking, and relief braking through the hydraulic valve assembly 100.

[0043] The hydraulic brake system 1000 can generally include a service braking state and an emergency braking state. When the hydraulic valve assembly 100 connects the service brake circuit 1 to the brake 4 alone, the service braking state is reached. That is, when the vehicle 2000 is driving normally, the service braking state is on and the emergency braking state is off. The brake 4 is connected to the power assembly 6 via the hydraulic valve assembly 100, so that the braking of the brake 4 can be linearly controlled by the power assembly 6. For example, hydraulic oil can be selectively injected into the brake 4 according to the driving state, thereby achieving precise braking of the vehicle 2000. If it is found that the braking force in the brake 4 is excessive, causing wheel slip and brake system failure, and the brake 4 cannot be normally relieved, the hydraulic valve assembly 100 can be switched to connect to the first pressure relief circuit 3, so that part of the hydraulic oil in the brake 4 is discharged through the first pressure relief circuit 3 to achieve an auxiliary relief function. In addition, when an emergency situation occurs and emergency braking is required, the hydraulic valve assembly 100 connects the brake 4 to the emergency brake circuit 2, and the hydraulic oil in the accumulator 5 enters the brake 4 through the emergency brake circuit 2 to control the braking of the brake 4, thereby completing the emergency braking.

[0044] It can be understood that in some embodiments, the power assembly 6 can be configured to provide hydraulic pressure to both the brake 4 and the accumulator 5, so as to control the braking of the brake 4 and pressurize the accumulator 5. In addition to the above structure, the hydraulic brake system 1000 also includes necessary conventional equipment such as an oil tank 25, an oil filling port 24, an oil pipe, and a breathing valve 26. The oil tank 25 is used to provide hydraulic oil to the braking system. When the hydraulic oil in the oil tank 25 is reduced, the external hydraulic oil can be injected into the oil tank 25 through the oil filling port 24. The breathing valve 26 is provided on the oil tank 25 to maintain the pressure balance in the oil tank 25. The brake 4 can adopt a hydraulic brake known in the relevant technology, for example, it can include components such as a brake caliper, a brake disc, and a brake pad.

[0045] To facilitate switching between the service brake circuit 1, emergency brake circuit 2, and first pressure relief circuit 3 in the hydraulic brake system 1000, in some embodiments, as shown in FIG2 , the hydraulic valve assembly 100 includes a first reversing valve 7 and a second reversing valve 8 arranged in series. The first reversing valve 7 is configured to selectively connect the second reversing valve 8 to the service brake circuit 1 or the emergency brake circuit 2, and the second reversing valve 8 is configured to selectively connect the brake 4 to the first reversing valve 7 or the first pressure relief circuit 3. For example, when the vehicle is in the service braking state, the first reversing valve 7 can connect to the service brake circuit 1, and the second reversing valve 8 can connect the brake 4 to the first reversing valve 7. This allows the high-pressure hydraulic oil provided by the power assembly 6 to enter the brake 4 through the flow passages of the first reversing valve 7 and the second reversing valve 8, thereby achieving braking. When the braking force within the brake 4 is excessive, the second reversing valve 8 can be controlled to switch the first pressure relief circuit 3 to the brake 4, allowing some of the hydraulic oil within the brake 4 to be discharged. When emergency braking is required, first reversing valve 7 switches to connect with emergency brake circuit 2. High-pressure hydraulic oil in accumulator 5 flows through emergency brake circuit 2, first reversing valve 7, and second reversing valve 8 into brake 4 to achieve braking. This allows the combination of first reversing valve 7 and second reversing valve 8 to replace the valve group structure of the first high-speed on / off valve, second high-speed on / off valve, first solenoid valve, and second solenoid valve in the related art, simplifying the braking system's operation and enabling rapid switching responses.

[0046] In some practicable embodiments, for example, the first reversing valve 7 and the second reversing valve 8 are both two-position three-way solenoid valves, wherein when the first reversing valve 7 is energized and the second reversing valve 8 is de-energized, the vehicle is in a normal braking state, and the power assembly 6 passes the high-pressure hydraulic oil through the normal braking circuit 1, the first reversing valve 7, and the second reversing valve 8 into the brake 4 to achieve normal braking; when the first reversing valve 7 and the second reversing valve 8 are de-energized, the vehicle is in an emergency braking state, and the high-pressure hydraulic oil in the accumulator 5 passes through the emergency braking circuit 2, the first reversing valve 7, and the second reversing valve 8. Entering the brake 4 to achieve emergency braking, when the second reversing valve 8 is energized, the brake 4 is connected to the first pressure relief circuit 3 through the second reversing valve 8 to relieve the hydraulic oil of the brake 4, so that the two two-position three-way solenoid valves can replace the combination of the first high-speed switching valve, the second high-speed switching valve, and the multiple valve bodies of the two two-position three-way solenoid valves in the related technology. Among them, the prices of the first high-speed switching valve and the second high-speed switching valve are relatively high. The two two-position three-way solenoid valves can not only realize the switching between the emergency braking state and the normal braking state, but also can streamline the number of valve bodies and reduce costs.

[0047] It can be understood that the structure of the above-mentioned hydraulic valve assembly 100 including the first reversing valve 7 and the second reversing valve 8 is schematic. In other embodiments, the hydraulic valve assembly 100 can also have other structures. For example, the hydraulic valve assembly 100 can also include three independently arranged reversing valves, one of which is used to control the on-off of the first pressure relief circuit 3, another is used to control the on-off of the emergency brake circuit 2, and the remaining is used to control the on-off of the normal brake circuit 1, so as to selectively control the opening and closing states of the three reversing valves, so that the brake 4 can be separately connected to the normal brake circuit 1, separately connected to the emergency brake circuit 2 and separately connected to the first pressure relief circuit 3. Therefore, the hydraulic brake system 1000 can respond quickly through the hydraulic valve assembly 100 and realize the switching of normal braking, emergency braking and relief braking.

[0048] In order to facilitate the power assembly 6 to provide hydraulic oil to the accumulator 5, in some feasible embodiments, the hydraulic braking system 1000 also includes a pressurized oil channel 9, the inlet of the pressurized oil channel 9 is connected to the power assembly 6, and the outlet is connected to the accumulator 5. Therefore, when the accumulator 5 needs to be pressurized, the high-pressure hydraulic oil can be directly delivered to the accumulator 5 through the pressurized oil channel 9 by the power assembly 6.

[0049] In order to facilitate the power assembly 6 to provide hydraulic oil to the brake 4 and the accumulator 5, in some feasible embodiments, the power assembly 6 includes a first hydraulic pump 11 and a first drive motor 10 that drives the first hydraulic pump 11. The outlet of the first hydraulic pump 11 is connected to the common brake circuit 1, one end of the pressurized oil channel 9 is connected to the common brake circuit 1, and the other end is connected to the accumulator 5. The common brake circuit 1 is provided with a switch valve 12, and the inlet of the pressurized oil channel 9 is located between the switch valve 12 and the outlet of the first hydraulic pump 11. The pressurized oil channel 9 is provided with a one-way valve 13, so that the first drive motor 10 can drive the first hydraulic pump 11 to pass the high-pressure hydraulic oil through the common brake circuit 1 and through the hydraulic valve assembly 100 into the brake 4 to achieve braking. The high-pressure hydraulic oil can also pass through the common brake circuit 1 and be diverted to the pressurized oil channel 9 to enter the accumulator 5 to build pressure in the accumulator 5. Once emergency braking is required in an emergency, the high-pressure hydraulic oil can be passed through the accumulator 5 through the hydraulic valve assembly 100 into the brake 4 for braking. For example, when the vehicle is started, the accumulator 5 can be pressurized first. The common brake circuit 1 can be disconnected by closing the on-off valve 12. The high-pressure hydraulic oil flowing out of the first hydraulic pump 11 can only enter the accumulator 5 through the pressurized oil passage 9 and build pressure in the accumulator 5. After the accumulator 5 has completed pressure building, the on-off valve 12 is opened to connect the common brake circuit 1. At this time, the high-pressure oil can enter the hydraulic valve assembly 100 through the common brake circuit 1 and apply the brake 4. In addition, it is understood that in order to improve the quality of the hydraulic oil entering the brake 4 or the accumulator 5, in some embodiments, a filter 16 can be provided at the outlet of the first hydraulic pump 11.

[0050] Of course, the first drive motor 10 and the first hydraulic pump 11 can linearly control the hydraulic oil entering the brake 4 under normal braking conditions. For example, the need to inject preset hydraulic oil into the brake 4 to brake the brake 4 can be obtained based on vehicle information, thereby adapting to different vehicle working conditions to brake the brake 4 with a more reasonable amount of hydraulic oil.

[0051] In order to facilitate the linear control of the brake 4 under normal braking conditions, in some feasible embodiments, the first drive motor 10 is a forward and reverse motor, and the first hydraulic pump 11 is a piston pump, so that the amount of hydraulic oil discharged from the pump body each time can be accurately controlled according to the piston pump. The forward and reverse rotation of the forward and reverse motor can conveniently build up pressure or release pressure on the brake 4 under normal braking conditions, and at the same time, the power of the first drive motor 10 can be controlled to selectively control the amount of hydraulic oil entering the brake 4.

[0052] During normal driving of the vehicle, the vehicle is in a common braking state, as shown in Figures 3 and 4. The first drive motor 10 and the first hydraulic pump 11 are used as the power assembly 6 to control the delivery of the hydraulic oil. The pressure of the accumulator 5 can be built up first. As shown in Figure 4, the switch valve 12 is closed to disconnect the common braking circuit 1 (that is, the common braking circuit 1 between the power assembly 6 and the hydraulic valve assembly 100 is disconnected). The hydraulic oil passing through the first hydraulic pump 11 can enter the accumulator 5 through the pressurized oil channel 9. When the pressure in the accumulator 5 reaches a preset value, as shown in Figure 3, the switch valve 12 is switched to connect the common braking circuit 1, and the one-way valve 13 is used to prevent the hydraulic oil of the accumulator 5 from flowing back. At this time, the hydraulic valve assembly 100 The first reversing valve 7 is energized and the second reversing valve 8 is de-energized. The inlet of the first reversing valve 7 is connected to the common brake circuit 1, the outlet of the first reversing valve 7 is connected to the inlet of the second reversing valve 8, and the outlet of the second reversing valve 8 is connected to the brake 4, so that the hydraulic oil coming out of the first hydraulic pump 11 can pass through the common brake circuit 1, the switching valve 12, the first reversing valve 7, and the second reversing valve 8 in sequence into the brake 4. When the vehicle needs to brake, the first drive motor 10 rotates forward to push the piston in the first hydraulic pump 11 forward, so that the hydraulic oil can pass through the common brake circuit 1, the switching valve 12, the first reversing valve 7, and the second reversing valve 8 in sequence into the brake 4 to increase the clamping pressure in the brake 4, so that the vehicle brakes. When the brake needs to be maintained, the first drive motor 10 stops working to keep the piston in the first hydraulic pump 11 stationary, thereby enabling the hydraulic oil to control the clamp of the brake 4 to maintain the current pressure. When the brake needs to be released, the first drive motor 10 is reversed, and the hydraulic oil can flow back through the second reversing valve 8, the first reversing valve 7, the switch valve 12, and the common brake circuit 1 in sequence to make the piston in the first hydraulic pump 11 retreat, control the clamp pressure in the brake 4 to reduce, and thus release the brake 4, allowing the vehicle to travel normally. In this way, the first drive motor 10 drives the first hydraulic pump 11 to linearly control the clamp pressure in the brake 4, accurately controlling the vehicle's braking deceleration.

[0053] In addition, as shown in Figure 6, when the clamp pressure in the brake 4 cannot be relieved normally, the second reversing valve 8 can be switched so that the brake 4 is connected to the first pressure relief circuit 3 through the second reversing valve 8, and the hydraulic oil in the brake 4 is relieved and released to release the brake.

[0054] When vehicle 2000 encounters an emergency (such as vehicle power outage) and requires emergency braking, at this time, as shown in Figure 5, the first reversing valve 7 loses power and the second reversing valve 8 loses power, the inlet of the first reversing valve 7 is connected to the emergency braking circuit 2, the outlet of the first reversing valve 7 is connected to the inlet of the second reversing valve 8, and the outlet of the second reversing valve 8 is connected to the brake 4, so that the high-pressure hydraulic oil in the accumulator 5 can be opened to pass through the emergency braking circuit 2 and through the first reversing valve 7 and the second reversing valve 8 into the brake 4 to pressurize the clamp in the brake 4 and perform emergency braking of the vehicle.

[0055] In order to facilitate maintaining a stable hydraulic pressure in the brake system during emergency braking, in some feasible embodiments, the hydraulic oil in the accumulator 5 can enter the brake 4 according to a preset pressure, and a pressure reducing valve 17 is also provided on the emergency brake circuit 2. The pressure reducing valve 17 is normally open. In this way, by presetting the pressure value of the pressure reducing valve 17, when the pressure in the brake system exceeds the preset value, the pressure reducing valve 17 will automatically control the valve opening to maintain a stable pressure in the brake system.

[0056] When the vehicle is parked for a long time or undergoing maintenance, the pressure in the accumulator 5 needs to be released. As shown in FIG7 , in some embodiments, the hydraulic brake system 1000 further includes a second pressure relief circuit 18, which includes a second pressure relief valve 19. The second pressure relief circuit 18 is connected to the accumulator 5. The second pressure relief valve 19 can be a manual valve or a solenoid valve. When the accumulator 5 needs to be depressurized, the second pressure relief valve 19 can be opened to return the high-pressure hydraulic oil in the accumulator 5 through the second pressure relief circuit 18 to the oil tank 25. In addition, because the pressure reducing valve 17 is normally open, the hydraulic oil in the brake 4 can also flow back to the oil tank 25 through the first reversing valve 7, the second reversing valve 8, the emergency brake circuit 2, and the second pressure relief circuit 18.

[0057] To facilitate control of the hydraulic brake system 1000, in some embodiments, the hydraulic brake system 1000 further includes pressure sensors, including a first pressure sensor 22 for measuring the pressure of the brake 4 and a second pressure sensor 23 for measuring the pressure of the accumulator 5. The first pressure sensor 22 is configured to monitor the pressure in the brake 4 in real time. When the pressure in the brake 4 reaches a preset value, the first drive motor 10 stops working and the brake 4 maintains pressure. When the pressure in the brake 4 cannot be released normally, that is, when the pressure value obtained by the second pressure sensor 23 does not change after the release signal is issued, it is determined that the brake 4 cannot be released normally, and the second reversing valve 8 is controlled to switch the brake 4 to communicate with the first pressure relief circuit 3 to release the brake 4. The second pressure sensor 23 can monitor the pressure of the accumulator 5 in real time. When the pressure in the accumulator 5 is lower than the preset value, the first drive motor 10 drives the first hydraulic pump to pressurize the accumulator 5. When the accumulator pressure reaches the set value, the motor stops working.

[0058] Optionally, the hydraulic brake system 1000 further includes a controller 30, which is respectively connected to the pressure sensor, the hydraulic valve assembly 100 and the power assembly 6 for communication. The controller 30 may be a PLC controller, a single chip microcomputer or a control system of the vehicle 2000. The controller 30 may receive the driving parameters of the vehicle and control the brake system according to the driving parameters of the vehicle. For example, when the vehicle is in a normal braking state, the power of the first drive motor 10 may be controlled according to the driving parameters of the vehicle to control the amount of hydraulic oil that the first hydraulic pump 11 enters into the brake 4 through the normal braking circuit 1, the first reversing valve 7 and the second reversing valve 8, thereby accurately controlling the braking of the brake 4. When the pressure in the brake 4 obtained by the first pressure sensor 22 reaches a preset value, the controlled first drive motor 10 stops working. At this time, the brake 4 is in a pressure-maintaining state. When the brake 4 needs to be released, the controller 30 can control the first drive motor 10 to reverse, so that the hydraulic oil flows in the opposite direction to the first hydraulic pump 11. In addition, the controller 30 can also control the first drive motor 10 to drive the first hydraulic pump 11 to replenish the pressure of the accumulator 5. When the accumulator 5 obtained by the second pressure sensor 23 reaches a preset value and the vehicle is in a normal driving state, the controller 30 controls the switch valve 12 to cut off the common brake circuit 1, starts the first drive motor 10 to let the hydraulic oil in the first hydraulic pump 11 enter the accumulator 5 through the pressurized oil channel 9. When the pressure in the accumulator 5 reaches the preset value, the switch valve 12 is controlled to connect the common brake circuit 1 and stop the first drive motor 10 to put the brake system in a common braking state.

[0059] In other practicable embodiments, as shown in Figures 8 to 13, the power assembly 6 includes a first hydraulic pump 11 and a first drive motor 10 that drives the first hydraulic pump 11, a second hydraulic pump 14 and a second drive motor 15 that drives the second hydraulic pump 14. The outlet of the first hydraulic pump 11 is connected to the common brake circuit 1, and the outlet of the second hydraulic pump 14 is connected to the inlet of the pressurized oil channel 9. In this way, the first drive motor 10 can drive the first hydraulic pump 11 to send high-pressure hydraulic oil to the brake 4 through the common brake circuit 1 to brake the vehicle. When the brake 4 needs to be relieved, the first drive motor 10 can be reversed to allow the high-pressure oil in the brake 4 to flow back to the first hydraulic pump 11 through the common brake circuit 1. Pressure pump 11. Of course, when the brake 4 cannot relieve the pressure normally, the brake 4 can also be connected to the first pressure relief circuit 3 through the second reversing valve 8, and the high-pressure hydraulic oil in the brake 4 can be relieved through the first pressure relief circuit 3 to release the brake 4; in addition, the second hydraulic pump 14 is driven by the second drive motor 15 to send the high-pressure hydraulic oil to the accumulator 5 through the pressurized oil channel 9 to build pressure for the accumulator 5, wherein the first drive motor 10 and the second drive motor 15 can both be forward and reverse motors. The hydraulic oil required for the brake 4 to build pressure needs to be delivered accurately, so the first hydraulic pump 11 is a piston pump, and the hydraulic oil delivery accuracy required for the accumulator 5 to build pressure is relatively low, so the second hydraulic pump 14 can be a gear pump.

[0060] Specifically, during normal driving of the vehicle, the vehicle is in a common braking state, as shown in Figures 9 and 10. The first drive motor 10 and the first hydraulic pump 11, the second drive motor 15 and the second hydraulic pump 14 are used as the power assembly 6 to control the delivery of the hydraulic oil. The accumulator 5 can be pressurized first. As shown in Figure 10, the second drive motor 15 is started to allow the hydraulic oil of the second hydraulic pump 14 to enter the accumulator 5 through the pressurized oil passage 9. When the pressure in the accumulator 5 reaches a preset value, the second drive motor 15 is stopped, thereby completing the pressure building of the accumulator 5. The one-way valve 13 prevents the hydraulic oil from flowing back. When the pressure in the accumulator 5 obtained by the second pressure sensor 23 monitoring the accumulator 5 is lower than the preset value, the hydraulic oil in the second hydraulic pump 14 can be fed into the accumulator 5 to replenish the pressure by restarting the second drive motor 15. As shown in FIG9 , the first reversing valve 7 is energized and the second reversing valve 8 is de-energized. The inlet of the first reversing valve 7 is connected to the common brake circuit 1, the outlet of the first reversing valve 7 is connected to the inlet of the second reversing valve 8, and the outlet of the second reversing valve 8 is connected to the brake 4, so that the pressure from the first hydraulic pump 1 The hydraulic oil from the first hydraulic pump 1 can sequentially pass through the common brake circuit 1, the first reversing valve 7, and the second reversing valve 8 into the brake 4. When the vehicle needs to brake, the first drive motor 10 rotates forward, pushing the piston in the first hydraulic pump 11 forward, so that the hydraulic oil can sequentially pass through the common brake circuit 1, the first reversing valve 7, and the second reversing valve 8 into the brake 4 to increase the clamp pressure in the brake 4, thereby braking the vehicle. When the brake needs to be maintained, the first drive motor 10 stops working, so that the piston in the first hydraulic pump 11 remains stationary, so that the hydraulic oil can control the brake 4 to maintain the current clamp pressure. When the brake needs to be released, the first drive motor 10 is reversed, and the hydraulic oil can flow back through the second reversing valve 8, the first reversing valve 7, and the common brake circuit 1, so that the piston in the first hydraulic pump 11 retreats, controlling the clamp pressure in the brake 4 to decrease, thereby releasing the brake 4 and allowing the vehicle to travel normally. In this way, the first drive motor 10 drives the first hydraulic pump 11 to linearly control the clamp pressure in the brake 4 and accurately control the braking deceleration of the vehicle.

[0061] In addition, as shown in Figure 12, when the clamp pressure in the brake 4 cannot be relieved normally, the second reversing valve 8 can be switched so that the brake 4 is connected to the first pressure relief circuit 3 through the second reversing valve 8, and the hydraulic oil in the brake 4 is relieved and released to release the brake.

[0062] When the vehicle encounters an emergency (such as a power outage) and requires emergency braking, at this time, as shown in Figure 11, the first reversing valve 7 loses power and the second reversing valve 8 loses power, the inlet of the first reversing valve 7 is connected to the emergency braking circuit 2, the outlet of the first reversing valve 7 is connected to the inlet of the second reversing valve 8, and the outlet of the second reversing valve 8 is connected to the brake 4, so that the accumulator 5 can be opened to allow the high-pressure hydraulic oil in the accumulator 5 to pass through the emergency braking circuit 2 and through the first reversing valve 7 and the second reversing valve 8 into the brake 4 so that the clamp in the brake 4 is pressurized, thereby applying emergency braking to the vehicle.

[0063] Furthermore, when the vehicle is parked or overhauled for a long time and the pressure of the accumulator 5 needs to be discharged, as shown in Figure 13, in some feasible embodiments, the hydraulic brake system 1000 also includes a second pressure relief circuit 18, and the hydraulic valve assembly 100 also includes a second pressure relief valve 19 arranged in the second pressure relief circuit 18. The second pressure relief circuit 18 is connected to the accumulator 5, and the second pressure relief circuit 18 is located between the accumulator 5 and the one-way valve 13. The second pressure relief valve 19 can be a manual valve or a solenoid valve. When the accumulator 5 needs to be depressurized, the second pressure relief valve 19 can be opened to return the high-pressure hydraulic oil in the accumulator 5 to the oil tank 25 through the second pressure relief circuit 18.

[0064] In addition, further, in order to prevent the accumulator 5 from being pressurized for a long time in the event of a fault, in some feasible embodiments, the hydraulic brake system 1000 also includes an overflow circuit 20, and the hydraulic valve assembly 100 also includes an overflow valve 21 arranged in the overflow circuit 20. The overflow circuit 20 is connected to the accumulator 5. The overflow valve 21 can be a manual valve or a solenoid valve, so that when the pressure in the accumulator 5 obtained by the second pressure sensor 23 reaches a preset value, the hydraulic oil can be returned to the oil tank 25 through the overflow circuit 20 by opening the overflow valve 21.

[0065] As shown in FIG14 , a second aspect of the present disclosure provides a vehicle 2000 comprising the aforementioned hydraulic brake system 1000. The hydraulic brake system 1000 can actively control the hydraulic braking of the vehicle 2000, enabling switching between normal hydraulic braking, emergency hydraulic braking, and relief braking of the vehicle 2000. It will be appreciated that the vehicle 2000 possesses all the beneficial effects of the aforementioned hydraulic brake system 1000, which will not be further elaborated herein.

[0066] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0067] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0068] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A hydraulic braking system (1000), characterized in that, The hydraulic braking system (1000) includes a hydraulic valve assembly (100), a service braking circuit (1), an emergency braking circuit (2), a first pressure relief circuit (4), a brake (4), an accumulator (5), and a power assembly (6); The accumulator (5) is communicated with the hydraulic valve assembly (100) through the emergency braking circuit (2); The power assembly (6) is communicated with the hydraulic valve assembly (100) through the service braking circuit (1); The brake (4) and the first pressure relief circuit (3) are respectively communicated with the hydraulic valve assembly (100); The hydraulic valve assembly (100) is configured to selectively communicate the brake (4) with the service braking circuit (1), the emergency braking circuit (2), or the first pressure relief circuit (3) separately.

2. The hydraulic braking system according to claim 1, wherein, The hydraulic valve assembly (100) includes a first reversing valve (7) and a second reversing valve (8) arranged in series. The first reversing valve (7) is configured to selectively communicate the second reversing valve (8) with the service braking circuit (1) or the emergency braking circuit (2). The second reversing valve (8) is configured to selectively communicate the brake (4) with the first reversing valve (7) or the first pressure relief circuit (3).

3. The hydraulic braking system according to claim 2, characterized in that, Both the first reversing valve (7) and the second reversing valve (8) are two-position three-way solenoid valves.

4. The hydraulic braking system according to any one of claims 1-3, characterized in that, The hydraulic braking system (1000) further includes a pressurized oil passage (9). The inlet of the pressurized oil passage (9) is communicated with the power assembly (6), and the outlet of the pressurized oil passage (9) is communicated with the accumulator (5).

5. The hydraulic braking system according to claim 4, characterized in that, The power assembly (6) includes a first hydraulic pump (11) and a first driving motor (10) for driving the first hydraulic pump (11). The outlet of the first hydraulic pump (11) is communicated with the service braking circuit (1). One end of the pressurized oil passage (9) is communicated with the service braking circuit (1), and the other end is communicated with the accumulator (5). A switching valve (12) is provided on the service braking circuit (1). The inlet of the pressurized oil passage (9) is located between the switching valve (12) and the outlet of the first hydraulic pump (11). A check valve (13) is provided on the pressurized oil passage (9).

6. The hydraulic braking system according to claim 4, wherein, The power assembly (6) includes a first hydraulic pump (11) and a first driving motor (10) for driving the first hydraulic pump (11), a second hydraulic pump (14), and a second driving motor (15) for driving the second hydraulic pump (14). The outlet of the first hydraulic pump (11) is communicated with the service braking circuit (1). The outlet of the second hydraulic pump (14) is communicated with the inlet of the pressurized oil passage (9).

7. The hydraulic braking system according to claim 5 or 6, characterized in that, The first driving motor (10) is a forward and reverse motor and the first hydraulic pump (11) is a piston pump.

8. The hydraulic braking system according to any one of claims 1-7, characterized in that, The hydraulic braking system (1000) further includes a second pressure relief circuit (18). The second pressure relief circuit (18) includes a second pressure relief valve (19). The second pressure relief circuit (18) is communicated with the accumulator (5).

9. The hydraulic braking system according to any one of claims 1-8, characterized in that, The hydraulic braking system further includes an overflow circuit (20), the overflow circuit (20) includes an overflow valve (21), and the overflow circuit (20) communicates with the accumulator (5).

10. The hydraulic braking system according to any one of claims 1-9, characterized in that, The hydraulic braking system further includes a pressure sensor. The pressure sensor includes a first pressure sensor (22) for measuring the pressure of the brake (4) and a second pressure sensor (23) for measuring the pressure of the accumulator (5); the hydraulic braking system (1000) further includes a controller (30). The controller (30) is communicatively connected to the hydraulic valve assembly (100), the power assembly (6), the first pressure sensor (22), and the second pressure sensor (23) respectively. The controller (30) controls the pressure input by the power assembly (6) to the brake (4) according to the result of the first pressure sensor (22), and the controller (30) controls the power assembly (6) to replenish the pressure of the accumulator (5) according to the result of the second pressure sensor (23).

11. The hydraulic braking system according to claim 5 or 6, characterized in that, The hydraulic braking system (1000) further includes a filter (16), and the filter (16) is disposed at the outlet of the first hydraulic pump (11).

12. The hydraulic braking system according to any one of claims 1-11, characterized in that, The emergency braking circuit (2) further includes a pressure reducing valve (17).

13. A vehicle (2000), characterized in that, Comprising the hydraulic braking system (1000) according to any one of claims 1-12.

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