CN110077376B - Two-drive electric vehicle braking energy recovery gas circuit based on two-way one-way valve and linear exhaust electromagnetic valve - Google Patents
Two-drive electric vehicle braking energy recovery gas circuit based on two-way one-way valve and linear exhaust electromagnetic valve Download PDFInfo
- Publication number
- CN110077376B CN110077376B CN201910429075.4A CN201910429075A CN110077376B CN 110077376 B CN110077376 B CN 110077376B CN 201910429075 A CN201910429075 A CN 201910429075A CN 110077376 B CN110077376 B CN 110077376B
- Authority
- CN
- China
- Prior art keywords
- air
- port
- valve
- way
- driving wheel
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
- B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
Abstract
The invention provides a two-drive electric vehicle braking energy recovery gas circuit based on a two-way one-way valve and a linear exhaust electromagnetic valve, belonging to the technical field of electric vehicle braking energy recovery, the proposal adds the parts such as an auxiliary gas storage tank, a switch solenoid valve, a three-way valve, a left driving wheel two-way one-way valve, a right driving wheel two-way one-way valve, a driving shaft linear exhaust solenoid valve and the like in the braking gas circuit of the existing decoupling type braking energy recovery system based on the air pressure ABS solenoid valve, so that the braking gas circuit of the left and the right driving wheels has a two-loop structure, one air source with high air pressure can be selected to provide high-pressure air for the brake air chambers of the left driving wheel and the right driving wheel, therefore, the key problems that the response speed of the coupling braking force of the driving wheel is low and the coupling braking force lags behind the required braking force caused by low air source pressure in the continuous braking in the existing scheme are effectively solved.
Description
Technical Field
The invention belongs to the technical field of electric vehicle braking energy recovery, and particularly relates to a two-way electric vehicle braking energy recovery air circuit based on a two-way check valve and a linear exhaust electromagnetic valve.
Background
Along with the increasing serious problems of environmental pollution and energy safety, the electric vehicle is more and more emphasized by people, a braking energy recovery system is one of the key means for energy conservation of the electric vehicle, and can recover and utilize energy originally consumed in friction braking through a motor, for example, as described in the research on an EMB-based decoupled braking energy recovery system (Yangkun, Gaussong, Wangjie, and the like), the research on the EMB-based decoupled braking energy recovery system [ J ] in automobile engineering, 2016,38(8):1072 + 1079 ], and the energy of the part can account for about 30% of energy required by driving the whole vehicle.
At present, the braking energy recovery system can be divided into a coupling type and a decoupling type according to the working principle, although the arrangement of the original vehicle braking system is not changed, the coupling type braking energy recovery system has the defects of poor braking feeling and low braking energy recovery rate, and the application is gradually reduced at present.
The decoupling type braking energy recovery system can accurately meet the braking requirement of a driver through the coupling of mechanical braking force and motor braking force, and has the advantages of good braking feeling and high braking energy recovery rate. When the braking force of the motor can completely meet the braking requirement of a driver, the braking force is completely provided by the motor brake, and when the braking force of the motor cannot completely meet the braking requirement of the driver, the braking force of the whole vehicle is provided by the motor brake and the mechanical brake together, so that whether the combined force of the motor braking force and the mechanical braking force can accurately track the braking force required by the driver becomes the key for influencing the decoupling type braking energy recovery effect.
For an electric commercial vehicle, because the whole vehicle has a heavy weight, the influence of a braking energy recovery effect on the economy of the whole vehicle is very important, and meanwhile, from the perspective of reducing the system cost, the development cost and the system transformation workload, at present, the scheme of a decoupling type braking energy recovery system for the electric commercial vehicle which is researched more is a decoupling type braking energy recovery system based on an air pressure ABS electromagnetic valve, which is mentioned in the document URBS air pressure ABS electromagnetic valve failure analysis and improvement of a new energy passenger vehicle (Yangkun, Ma super, Guo Chi, and the like. the URBS air pressure ABS electromagnetic valve failure analysis and improvement [ J ]. Guangxi university report (natural science version), 2017,42(5): 1647-; this solution has the advantages of low cost and easy implementation, but the following problems are found in the research: the adjusting speed of the pressure of the brake air chamber depends on the difference value of the air pressure of the air storage tank and the air pressure of the brake air chamber, when the continuous braking times are more than two times in the driving process, the pressure in the air storage tank can be obviously reduced, the more the continuous braking times are, the larger the pressure reduction is, the more the adjusting speed of the pressure of the brake air chamber can be obviously reduced, and further the coupling braking force applied to the whole vehicle by the braking energy recovery system can lag behind the required braking force, so that the braking feeling is different from that of a conventional braking system, the braking distance can be prolonged, and other serious problems can be caused.
Disclosure of Invention
The invention provides a two-drive electric vehicle braking energy recovery gas circuit based on a two-way one-way valve and a linear exhaust electromagnetic valve on the basis of the existing decoupling type braking energy recovery gas circuit based on an air pressure ABS electromagnetic valve, in the scheme, the auxiliary air storage tank (3), the switch electromagnetic valve (4), the drive shaft linear exhaust electromagnetic valve (5), the first three-way valve (7), the right drive wheel two-way one-way valve (8), the second three-way valve (13), the left drive wheel two-way one-way valve (14), the drive shaft relay valve (19) and other components are added in the brake air path of the drive wheel, so that each drive wheel brake loop has two independent high-pressure air sources and two loop structures, when the braking energy recovery is triggered, an air source with higher air pressure can be selected to provide an air source for the braking air chamber, therefore, the problem of reduction of the adjusting speed of the air pressure braking force of the wheel caused by low air source pressure during continuous braking is effectively solved.
Two-drive electric vehicle braking energy recovery air route electronic brake pedal (1) based on two-way one-way valve and linear exhaust electromagnetic valve, brake valve (2), auxiliary air storage tank (3), switch electromagnetic valve (4), drive shaft linear exhaust electromagnetic valve (5), air compressor (6), first three-way valve (7), right drive wheel two-way one-way valve (8), right drive wheel brake air chamber (11), right drive wheel ABS electromagnetic valve (12), second three-way valve (13), left drive wheel two-way one-way valve (14), left drive wheel ABS electromagnetic valve (15), left drive wheel brake air chamber (18), drive shaft relay valve (19), main air storage tank (20), non-drive shaft relay valve (21), left non-drive wheel brake air chamber (24), left non-drive wheel ABS electromagnetic valve (25), third three-way valve (26), right non-ABS electromagnetic valve (27), A right non-driving wheel brake chamber (28).
An air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (20) through an air path, and an air outlet port a of the air compressor (6) is connected with an air inlet port a of the auxiliary air storage tank (3) through an air path.
An air inlet port a of the brake valve (2) is connected with an air outlet port d of the main air storage tank (20) through an air path, an air inlet port b of the brake valve (2) is connected with an air outlet port c of the main air storage tank (20) through an air path, an air outlet port c of the brake valve (2) is connected with a control port c of the non-drive shaft relay valve (21) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the drive shaft relay valve (19) through an air path.
An air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the switch electromagnetic valve (4) through an air path, an air outlet port b of the switch electromagnetic valve (4) is connected with an air inlet port a of the drive shaft linear exhaust electromagnetic valve (5) through an air path, an air outlet port b of the drive shaft linear exhaust electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air path, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right drive wheel two-way check valve (8) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left drive wheel two-way check valve (14) through an air path.
And a port a of the drive shaft relay valve (19) is connected with an air outlet port e of the main air storage tank (20) through an air passage, and a port b of the drive shaft relay valve (19) is connected with a port b of the second three-way valve (13) through an air passage.
And a port a of the second three-way valve (13) is connected with an air inlet port a of the right driving wheel two-way one-way valve (8) through an air path, an air outlet port c of the right driving wheel two-way one-way valve (8) is connected with an air inlet port a of the right driving wheel ABS electromagnetic valve (12) through an air path, and an air inlet port b of the right driving wheel ABS electromagnetic valve (12) is connected with the right driving wheel brake air chamber (11) through an air path.
And a port c of the second three-way valve (13) is connected with an air inlet port a of the left driving wheel two-way one-way valve (14) through an air path, an air outlet port c of the left driving wheel two-way one-way valve (14) is connected with an air inlet port a of the left driving wheel ABS electromagnetic valve (15) through an air path, and an air inlet port b of the left driving wheel ABS electromagnetic valve (15) is connected with the left driving wheel brake air chamber (18) through an air path.
The port a of the non-driving shaft relay valve (21) is connected with the air outlet port b of the main air storage tank (20) through an air path, the port b of the non-driving shaft relay valve (21) is connected with the port b of a third three-way valve (26) through an air path, the port c of the third three-way valve (26) is connected with the air inlet port a of a left non-driving wheel ABS electromagnetic valve (25) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (25) is connected with a left non-driving wheel brake air chamber (24) through an air path, the port a of the third three-way valve (26) is connected with the air inlet port a of a right non-driving wheel ABS electromagnetic valve (27) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (27) is connected with a right non-driving wheel brake air chamber (28) through an air path.
Compared with the prior art, the invention adds the auxiliary gas storage tank (3), the switch solenoid valve (4), the drive shaft linear exhaust solenoid valve (5), the first three-way valve (7), the right drive wheel two-way one-way valve (8), the second three-way valve (13), the left drive wheel two-way one-way valve (14), the drive shaft relay valve (19) and other components in the drive wheel brake gas circuit, so that the left and right drive wheel brake circuits have two independent high-pressure gas sources and two-circuit structures, and when the brake energy recovery is triggered, the gas source with higher pressure can provide high-pressure gas for each drive wheel brake chamber, thereby effectively solving the key problems that the response speed of the drive wheel coupling brake force is slow and the brake force is lagged behind the required brake force caused by the lower gas source pressure in the continuous braking in the prior art.
FIG. 1 is a schematic structural diagram of a two-drive electric vehicle braking energy recovery air circuit based on a two-way check valve and a linear exhaust solenoid valve. Wherein: 1. an electronic brake pedal; 2. a brake valve; 3. a secondary gas storage tank; 4. switching on and off the electromagnetic valve; 5. a drive shaft linear exhaust solenoid valve; 6. an air compressor; 7. a first three-way valve; 8. a right driving wheel two-way one-way valve; 9. a right drive wheel brake; 10. a right drive wheel; 11. a right drive wheel brake chamber; 12. a right driving wheel ABS electromagnetic valve; 13. a second three-way valve; 14. a left driving wheel two-way one-way valve; 15. a left driving wheel ABS electromagnetic valve; 16. a left drive wheel brake; 17. A left drive wheel; 18. a left drive wheel brake chamber; 19. a drive shaft relay valve; 20. a primary gas storage tank; 21. a non-drive shaft relay valve; 22. a left non-drive wheel; 23. a left non-drive wheel brake; 24. a left non-drive wheel brake chamber; 25. a left non-driving wheel ABS solenoid valve; 26. a third three-way valve; 27. a right non-driving wheel ABS solenoid valve; 28. a right non-drive wheel brake chamber; 29. a right non-drive wheel brake; 30. and a right non-drive wheel.
The embodiments of the present invention are as follows.
The invention provides a two-drive electric vehicle braking energy recovery gas circuit based on a two-way check valve and a linear exhaust solenoid valve, and in order to make the technical scheme and the effect of the invention clearer and clearer, the invention is further described in detail by referring to the attached drawings and taking examples; it should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in figure 1, a two-drive electric vehicle braking energy recovery air route electronic brake pedal (1) based on a two-way one-way valve and a linear exhaust electromagnetic valve, a brake valve (2), an auxiliary air storage tank (3), a switch electromagnetic valve (4), a drive shaft linear exhaust electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right drive wheel two-way one-way valve (8), a right drive wheel brake air chamber (11), a right drive wheel ABS electromagnetic valve (12), a second three-way valve (13), a left drive wheel two-way one-way valve (14), a left drive wheel ABS electromagnetic valve (15), a left drive wheel brake air chamber (18), a drive shaft relay valve (19), a main air storage tank (20), a non-drive shaft relay valve (21), a left non-drive wheel brake air chamber (24), a left non-drive wheel ABS electromagnetic valve (25), a third three-way valve (26), a right non-drive wheel ABS (27), A right non-driving wheel brake chamber (28).
An air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (20) through an air path, and an air outlet port a of the air compressor (6) is connected with an air inlet port a of the auxiliary air storage tank (3) through an air path.
An air inlet port a of the brake valve (2) is connected with an air outlet port d of the main air storage tank (20) through an air path, an air inlet port b of the brake valve (2) is connected with an air outlet port c of the main air storage tank (20) through an air path, an air outlet port c of the brake valve (2) is connected with a control port c of the non-drive shaft relay valve (21) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the drive shaft relay valve (19) through an air path.
An air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the switch electromagnetic valve (4) through an air path, an air outlet port b of the switch electromagnetic valve (4) is connected with an air inlet port a of the drive shaft linear exhaust electromagnetic valve (5) through an air path, an air outlet port b of the drive shaft linear exhaust electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air path, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right drive wheel two-way check valve (8) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left drive wheel two-way check valve (14) through an air path.
And a port a of the drive shaft relay valve (19) is connected with an air outlet port e of the main air storage tank (20) through an air passage, and a port b of the drive shaft relay valve (19) is connected with a port b of the second three-way valve (13) through an air passage.
And a port a of the second three-way valve (13) is connected with an air inlet port a of the right driving wheel two-way one-way valve (8) through an air path, an air outlet port c of the right driving wheel two-way one-way valve (8) is connected with an air inlet port a of the right driving wheel ABS electromagnetic valve (12) through an air path, and an air inlet port b of the right driving wheel ABS electromagnetic valve (12) is connected with the right driving wheel brake air chamber (11) through an air path.
And a port c of the second three-way valve (13) is connected with an air inlet port a of the left driving wheel two-way one-way valve (14) through an air path, an air outlet port c of the left driving wheel two-way one-way valve (14) is connected with an air inlet port a of the left driving wheel ABS electromagnetic valve (15) through an air path, and an air inlet port b of the left driving wheel ABS electromagnetic valve (15) is connected with the left driving wheel brake air chamber (18) through an air path.
The port a of the non-driving shaft relay valve (21) is connected with the air outlet port b of the main air storage tank (20) through an air path, the port b of the non-driving shaft relay valve (21) is connected with the port b of a third three-way valve (26) through an air path, the port c of the third three-way valve (26) is connected with the air inlet port a of a left non-driving wheel ABS electromagnetic valve (25) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (25) is connected with a left non-driving wheel brake air chamber (24) through an air path, the port a of the third three-way valve (26) is connected with the air inlet port a of a right non-driving wheel ABS electromagnetic valve (27) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (27) is connected with a right non-driving wheel brake air chamber (28) through an air path.
During braking, the working principle of the air circuit is as follows.
In the running process of the automobile, the air compressor (6) works to generate compressed air, and the compressed air is input into the main air storage tank (20) and the auxiliary air storage tank (3).
The operation principle of applying the pneumatic brake to the left driving wheel (17) is as follows.
The brake air supply air path of the left driving wheel (17) is divided into a main air supply air path and an auxiliary air supply air path.
The main air supply air path comprises a main air storage tank (20), a drive shaft relay valve (19), a second three-way valve (13), a left drive wheel two-way one-way valve (14), a left drive wheel ABS electromagnetic valve (15) and a left drive wheel brake air chamber (18); the auxiliary air supply air path comprises an auxiliary air storage tank (3), a switching electromagnetic valve (4), a driving shaft linear exhaust electromagnetic valve (5), a first three-way valve (7), a left driving wheel two-way check valve (14), a left driving wheel ABS electromagnetic valve (15) and a left driving wheel brake air chamber (18).
When a driver steps on the electronic brake pedal (1), high-pressure gas in a main gas storage tank (20) enters a control port c of a drive shaft relay valve (19) through a port d of the main gas storage tank (20), a port a and a port d of a brake valve (2) to enable the port a and the port b of the drive shaft relay valve (19) to be conducted, the high-pressure gas in the main gas storage tank (20) sequentially passes through a port e of the main gas storage tank (20), the port a and the port b of the drive shaft relay valve (19) and the port b and the port c of a second three-way valve (13) to reach the port a of a left drive wheel two-way brake valve (14), and at the moment, according to whether an energy recovery function is triggered or not, the application mode of air pressure brake force is divided into two cases.
The first condition is as follows: when the braking energy recovery function is not triggered, the switch electromagnetic valve (4) is in an off state, no high-pressure gas exists between the port b of the switch electromagnetic valve (4) and the port b of the left driving wheel two-way one-way valve (14), namely, at the moment, the air pressure of the port a of the left driving wheel two-way one-way valve (14) is larger than the air pressure of the port b, the port b of the left driving wheel two-way one-way valve (14) is closed, the port a of the left driving wheel two-way one-way valve (14) is communicated with the port c, high-pressure air enters the left driving wheel brake air chamber (18) through the port e of the main air storage tank (20), the port a and the port b of the driving shaft relay valve (19), the port b and the port c of the second three-way valve (13), the port a and the port c of the left driving wheel two-way one-way valve (14) and the port a and the port b of the left driving wheel ABS electromagnetic valve (15) in sequence, so that the pneumatic braking force can be applied to the left driving wheel (17) through the left driving wheel brake (16).
Case two: when the braking energy recovery function is triggered, the switch electromagnetic valve (4) is in a conducting state, the driving shaft linear exhaust electromagnetic valve (5) is in a closing state, a port a of the driving shaft linear exhaust electromagnetic valve is conducted with a port b, an exhaust port c of the driving shaft linear exhaust electromagnetic valve is closed and is not communicated with the atmosphere, high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through the port b of the auxiliary gas storage tank (3), the port a and the port b of the switch electromagnetic valve (4), the port a and the port b of the driving shaft linear exhaust electromagnetic valve (5) and the port a and the port c of the first three-way valve (7) to reach the port b of the left driving wheel two-way check valve (14), and at the moment, according to the gas pressure of the port a and the port b of the left driving wheel two-way check valve (14), the modes of applying air pressure braking force are divided into two modes.
The first method is as follows: when the air pressure of a port a of the left driving wheel two-way one-way valve (14) is larger than the air pressure of a port b, a port b of the left driving wheel two-way one-way valve (14) is closed, the port a of the left driving wheel two-way one-way valve (14) is communicated with the port c, high-pressure air sequentially passes through a port e of the main air storage tank (20), the port a and the port b of the driving shaft relay valve (19), the port b and the port c of the second three-way valve (13), the port a and the port c of the left driving wheel two-way one-way valve (14) and the port a and the port b of the left driving wheel ABS electromagnetic valve (15) to enter a left driving wheel brake air chamber (18), and therefore air pressure braking force can be applied to the left driving wheel (17) through the left driving wheel brake (16).
The second method comprises the following steps: when the air pressure of a port b of the left driving wheel two-way one-way valve (14) is larger than that of the port a, a port a of the left driving wheel two-way one-way valve (14) is closed, the port b of the left driving wheel two-way one-way valve (14) is communicated with a port c, high-pressure air sequentially passes through the port b of the auxiliary air storage tank (3), the port a and the port b of the switching electromagnetic valve (4), the port a and the port b of the driving shaft linear exhaust electromagnetic valve (5), the port a and the port c of the first three-way valve (7), the port b and the port c of the left driving wheel two-way one-way valve (14) and the port a and the port b of the left driving wheel ABS electromagnetic valve (15) to enter a left driving wheel brake air chamber (18), and therefore air pressure braking force can be applied to a left driving wheel (17) through a left driving wheel brake (16).
The operation principle of releasing the pneumatic brake to the left drive wheel (17) is as follows.
When a driver looses the electronic brake pedal (1), the brake valve (2) is closed, the drive shaft relay valve (19) disconnects the air path connection between the port e of the main air storage tank (20) and the port b of the second three-way valve (13), and the switching electromagnetic valve (4) disconnects the air path connection between the port b of the auxiliary air storage tank (3) and the port a of the drive shaft linear exhaust electromagnetic valve (5); the linear exhaust electromagnetic valve (5) of the driving shaft is opened, the exhaust port c is communicated with the atmosphere, the opening degree of the linear exhaust electromagnetic valve (5) of the driving shaft is in proportional relation with the pedal displacement of the electronic brake pedal (1), and at the moment, the air pressure braking force of the left driving wheel (17) is released in two modes.
The first method is as follows: when the port a and the port c of the left driving wheel two-way check valve (14) are communicated, high-pressure gas in a left driving wheel brake air chamber (18) sequentially passes through an air inlet port b and an air inlet port a of a left driving wheel ABS electromagnetic valve (15), the port c and the port a of the left driving wheel two-way check valve (14), the port c and the port b of a second three-way valve (13) and the port b of a driving shaft relay valve (19) to enter the driving shaft relay valve (19), and is exhausted to the atmosphere through the driving shaft relay valve (19), so that the air pressure brake of the left driving wheel (17) can be released.
The second method comprises the following steps: when the port b and the port c of the left driving wheel two-way check valve (14) are communicated, high-pressure gas in the left driving wheel brake air chamber (18) sequentially passes through the air inlet port b and the air inlet port a of the left driving wheel ABS electromagnetic valve (15), the port c and the port b of the left driving wheel two-way check valve (14), the port c and the port a of the first three-way valve (7) and the port b of the driving shaft linear exhaust electromagnetic valve (5) to enter the driving shaft linear exhaust electromagnetic valve (5), and is exhausted to the atmosphere through the exhaust port c of the driving shaft linear exhaust electromagnetic valve (5), so that air pressure brake of the left driving wheel (17) can be relieved.
The operating principle of applying pneumatic braking to the right drive wheel (10) is as follows.
The brake air supply air path of the right driving wheel (10) is divided into a main air supply air path and an auxiliary air supply air path.
The main air supply air path comprises a main air storage tank (20), a drive shaft relay valve (19), a second three-way valve (13), a right drive wheel two-way one-way valve (8), a right drive wheel ABS electromagnetic valve (12) and a right drive wheel brake air chamber (11); the auxiliary air supply air path comprises an auxiliary air storage tank (3), a switching electromagnetic valve (4), a driving shaft linear exhaust electromagnetic valve (5), a first three-way valve (7), a right driving wheel two-way check valve (8), a right driving wheel ABS electromagnetic valve (12) and a right driving wheel brake air chamber (11).
When a driver steps on the electronic brake pedal (1), high-pressure gas in a main gas storage tank (20) enters a control port c of a drive shaft relay valve (19) through a port d of the main gas storage tank (20) and ports a and d of a brake valve (2) to enable the port a and the port b of the drive shaft relay valve (19) to be communicated, the high-pressure gas in the main gas storage tank (20) sequentially passes through the port a and the port b of the drive shaft relay valve (19) and the port b and the port a of a second three-way valve (13) to reach the port a of a right drive wheel two-way check valve (8), and at the moment, according to whether a brake energy recovery function is triggered or not, the application mode of air pressure brake force is divided into two cases.
The first condition is as follows: when the braking energy recovery function is not triggered, the switch electromagnetic valve (4) is in an off state, no high-pressure gas exists between the port b of the switch electromagnetic valve (4) and the port b of the right driving wheel bi-pass one-way valve (8), namely, at the moment, the air pressure of the port a of the right driving wheel two-way one-way valve (8) is larger than the air pressure of the port b, the port b of the right driving wheel two-way one-way valve (8) is closed, the port a of the right driving wheel two-way one-way valve (8) is communicated with the port c, high-pressure air enters the right driving wheel brake air chamber (11) through the port e of the main air storage tank (20), the port a and the port b of the driving shaft relay valve (19), the port b and the port a of the second three-way valve (13), the port a and the port c of the right driving wheel two-way one-way valve (8) and the port a and the port b of the right driving wheel ABS electromagnetic valve (12) in sequence, thereby applying pneumatic braking force to the right driving wheels (10) through the right driving wheel brake (9).
Case two: when the braking energy recovery function is triggered, the switch electromagnetic valve (4) is in a conducting state, the driving shaft linear exhaust electromagnetic valve (5) is in a closing state, a port a of the driving shaft linear exhaust electromagnetic valve is conducted with a port b, an exhaust port c of the driving shaft linear exhaust electromagnetic valve is closed and is not communicated with the atmosphere, high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through the port b of the auxiliary gas storage tank (3), the port a and the port b of the switch electromagnetic valve (4), the port a and the port b of the driving shaft linear exhaust electromagnetic valve (5) and the port a and the port b of the first three-way valve (7) to reach the port b of the right driving wheel two-way check valve (8), and at the moment, according to the gas pressure of the port a and the port b of the right driving wheel two-way check valve (8), the modes of applying air pressure braking force are divided into two modes.
The first method is as follows: when the air pressure of the port a of the right driving wheel two-way one-way valve (8) is larger than the air pressure of the port b, the port b of the right driving wheel two-way one-way valve (8) is closed, the port a of the right driving wheel two-way one-way valve (8) is communicated with the port c, high-pressure air sequentially passes through the port e of the main air storage tank (20), the port a and the port b of the driving shaft relay valve (19), the port b and the port a of the second three-way valve (13), the port a and the port c of the right driving wheel two-way one-way valve (8) and the port a and the port b of the right driving wheel ABS electromagnetic valve (12) to enter the right driving wheel brake air chamber (11), and therefore air pressure braking force can be applied to the right driving wheel (10) through the right driving wheel brake (9).
The second method comprises the following steps: when the air pressure of a port b of the right driving wheel two-way one-way valve (8) is larger than that of the port a, a port a of the right driving wheel two-way one-way valve (8) is closed, the port b of the right driving wheel two-way one-way valve (8) is communicated with a port c, high-pressure air sequentially passes through the port b of the auxiliary air storage tank (3), the port a and the port b of the switching electromagnetic valve (4), the port a and the port b of the driving shaft linear exhaust electromagnetic valve (5), the port a and the port b of the first three-way valve (7), the port b and the port c of the right driving wheel two-way one-way valve (8) and the port a and the port b of the right driving wheel ABS electromagnetic valve (12) to enter a right driving wheel brake air chamber (11), and therefore air pressure braking force can be applied to the right driving wheel (10) through a right driving wheel brake (9).
The operating principle of releasing the pneumatic brake to the right driving wheel (10) is as follows:
when a driver looses the electronic brake pedal (1), the brake valve (2) is closed, the drive shaft relay valve (19) disconnects the air path connection between the port e of the main air storage tank (20) and the port b of the second three-way valve (13), and the switching electromagnetic valve (4) disconnects the air path connection between the port b of the auxiliary air storage tank (3) and the port a of the drive shaft linear exhaust electromagnetic valve (5); the linear exhaust electromagnetic valve (5) of the driving shaft is opened, the exhaust port c is communicated with the atmosphere, the opening degree of the linear exhaust electromagnetic valve (5) of the driving shaft is in proportional relation with the pedal displacement of the electronic brake pedal (1), and at the moment, the air pressure braking force of the right driving wheel (10) is released.
The first method is as follows: when the port a and the port c of the right driving wheel two-way check valve (8) are communicated, high-pressure gas in the right driving wheel brake air chamber (11) sequentially passes through the air inlet port b and the air inlet port a of the right driving wheel ABS electromagnetic valve (12), the port c and the port a of the right driving wheel two-way check valve (8), the port a and the port b of the second three-way valve (13) and the port b of the driving shaft relay valve (19) to enter the driving shaft relay valve (19), and is exhausted to the atmosphere through the driving shaft relay valve (19), so that the air pressure brake of the right driving wheel (10) can be released.
The second method comprises the following steps: when the port b and the port c of the right driving wheel two-way check valve (8) are communicated, high-pressure gas in the right driving wheel brake air chamber (11) sequentially passes through the air inlet port b and the air inlet port a of the right driving wheel ABS electromagnetic valve (12), the port c and the port b of the right driving wheel two-way check valve (8), the port b and the port a of the first three-way valve (7) and the port b of the driving shaft linear exhaust electromagnetic valve (5) to enter the driving shaft linear exhaust electromagnetic valve (5), and is exhausted into the atmosphere through the exhaust port c of the driving shaft linear exhaust electromagnetic valve (5), so that the air pressure brake of the right driving wheel (10) can be released.
The principle of operation of applying pneumatic braking to the left non-driven wheel (22) is as follows: when a driver steps on the electronic brake pedal (1), the brake valve (2) is opened, high-pressure gas in the main gas storage tank (20) enters the control port c of the non-drive shaft relay valve (21) through the port c of the main gas storage tank (4), the port b and the port c of the brake valve (2), and the port a and the port b of the non-drive shaft relay valve (21) are communicated; high-pressure gas in the main gas storage tank (20) sequentially passes through a port b of the main gas storage tank (20), a port a and a port b of a non-driving shaft relay valve (21), a port b and a port c of a third three-way valve (26), a port a and a port b of a left non-driving wheel ABS solenoid valve (25) to enter a left non-driving wheel brake chamber (24), and pneumatic brake pressure is applied to a left non-driving wheel (22) through a left non-driving wheel brake (23).
The operating principle for releasing the pneumatic brake to the left non-driving wheel (22) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (21) breaks the air path connection between a port b of a main air storage tank (20) and a port b of a third three-way valve (26), high-pressure air in a left non-driving wheel brake air chamber (24) sequentially passes through the port b and the port a of a left non-driving wheel ABS electromagnetic valve (25) and the port c and the port b of the third three-way valve (26), enters the non-driving shaft relay valve (21) and is exhausted to the atmosphere through the non-driving shaft relay valve (21), and therefore air pressure braking force of a left non-driving wheel (22) is relieved.
The principle of operation of applying pneumatic braking to the right non-driven wheel (30) is as follows: when a driver steps on a brake pedal (1), a brake valve (2) is opened, high-pressure gas in a main gas storage tank (20) enters a control port c of a non-drive shaft relay valve (21) through a port c of the main gas storage tank (20), a port b and a port c of the brake valve (2), and a port a and a port b of the non-drive shaft relay valve (21) are communicated; high-pressure gas in a main gas storage tank (20) sequentially passes through a port b of the main gas storage tank (20), a port a and a port b of a non-driving shaft relay valve (21), a port b and a port a of a third three-way valve (26), and a port a and a port b of a right non-driving wheel ABS solenoid valve (27) to enter a right non-driving wheel brake chamber (28), and air pressure brake force is applied to a right non-driving wheel (30) through a right non-driving wheel brake (29).
The operating principle for releasing the pneumatic brake to the right non-driving wheel (30) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (21) breaks the air path connection between a port b of a main air storage tank (4) and a port b of a third three-way valve (26), high-pressure air in a right non-driving wheel brake air chamber (28) sequentially passes through the port b and the port a of a right non-driving wheel ABS electromagnetic valve (27) and the port a and the port b of the third three-way valve (26), enters the non-driving shaft relay valve (21) and is exhausted to the atmosphere through the non-driving shaft relay valve (21), and therefore the air pressure braking force of a right non-driving wheel (30) is relieved.
The working characteristics of the switch electromagnetic valve (4), the drive shaft linear exhaust electromagnetic valve (5), the right drive wheel two-way one-way valve (8) and the left drive wheel two-way one-way valve (14) in the two-drive electric vehicle brake energy recovery gas circuit based on the two-way one-way valve and the linear exhaust electromagnetic valve are described as follows.
When a driver does not step on the brake pedal (1), the switch electromagnetic valve (4) is in an off state, and high-pressure gas does not exist at the port a of the driving shaft linear exhaust electromagnetic valve (5); when a driver steps on the brake pedal (1) but does not trigger the braking energy recovery function, the switch electromagnetic valve (4) is in an off state, and no high-pressure gas exists at the port a of the driving shaft linear exhaust electromagnetic valve (5); when a driver steps on the brake pedal (1) and triggers the braking energy recovery function, the switch electromagnetic valve (4) is in a conducting state, and high-pressure gas is arranged at the port a of the driving shaft linear exhaust electromagnetic valve (5).
The drive shaft linear exhaust solenoid valve (5) has three ports: the electronic brake pedal device comprises a port a, a port b and an exhaust port c, wherein the port a and the port b are connected with a brake gas path and are in a normally-on state, the port c is not connected with the brake gas path, and when the electronic brake pedal (1) is stepped on, the exhaust port c is in a closed state and is not communicated with the atmosphere; when the electronic brake pedal is released, the exhaust port c is in an open state and is communicated with the atmosphere, and the opening degree of the exhaust port c is in a proportional relation with the pedal displacement of the electronic brake pedal (1).
The right driving wheel two-way check valve (8) has three ports: when the air pressure of the air inlet port a is larger than that of the air inlet port b, air flows in from the air inlet port a and flows out from the air outlet port c, and the air inlet port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, air flows in from the air inlet port b and flows out from the air outlet port c, and the air inlet port a is closed.
The left drive wheel two-way check valve (14) has three ports: when the air pressure of the air inlet port a is larger than that of the air inlet port b, air flows in from the air inlet port a and flows out from the air outlet port c, and the air inlet port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, air flows in from the air inlet port b and flows out from the air outlet port c, and the air inlet port a is closed.
As can be seen from the above discussion, the auxiliary gas storage tank (3), the switch solenoid valve (4), the drive shaft linear exhaust solenoid valve (5), the first three-way valve (7), the right drive wheel two-way one-way valve (8), the second three-way valve (13), the left drive wheel two-way one-way valve (14), the drive shaft relay valve (19) and other components are added in the drive wheel brake gas circuit, so that the left drive wheel brake circuit and the right drive wheel brake circuit have two independent high-pressure gas sources and two-circuit structures, and when a driver steps on the electronic brake pedal (1) and does not trigger the brake energy recovery function, the high-pressure gas required by the left drive wheel (17) and the right drive wheel (10) is provided by the main gas storage tank (20); when a driver steps on the electronic brake pedal (1) and triggers a braking energy recovery function, high-pressure gas required by the left driving wheel (17) and the right driving wheel (10) is provided by the main gas storage tank (20) and the auxiliary gas storage tank (3) with large gas pressure, so that the key problems that the coupling braking force response speed of the driving wheels is slow and the coupling braking force lags behind the required braking force caused by low gas source pressure in the existing scheme during continuous braking can be effectively solved.
Claims (1)
1. The utility model provides a two drive electric motor car braking energy recovery gas circuit based on bi-pass check valve and linear exhaust solenoid valve which characterized in that:
the brake system is composed of an electronic brake pedal (1), a brake valve (2), an auxiliary air storage tank (3), a switch electromagnetic valve (4), a drive shaft linear exhaust electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right drive wheel two-way one-way valve (8), a right drive wheel brake air chamber (11), a right drive wheel ABS electromagnetic valve (12), a second three-way valve (13), a left drive wheel two-way one-way valve (14), a left drive wheel ABS electromagnetic valve (15), a left drive wheel brake air chamber (18), a drive shaft relay valve (19), a main air storage tank (20), a non-drive shaft relay valve (21), a left non-drive wheel brake air chamber (24), a left non-drive wheel ABS electromagnetic valve (25), a third three-way valve (26), a right non-drive wheel ABS electromagnetic valve (27) and a right non-drive wheel brake air chamber (28);
an air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (20) through an air path, and an air outlet port a of the air compressor (6) is connected with an air inlet port a of the auxiliary air storage tank (3) through an air path;
an air inlet port a of the brake valve (2) is connected with an air outlet port d of the main air storage tank (20) through an air path, an air inlet port b of the brake valve (2) is connected with an air outlet port c of the main air storage tank (20) through an air path, the air outlet port c of the brake valve (2) is connected with a control port c of the non-driving shaft relay valve (21) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the driving shaft relay valve (19) through an air path;
an air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the switch electromagnetic valve (4) through an air path, an air outlet port b of the switch electromagnetic valve (4) is connected with an air inlet port a of the drive shaft linear exhaust electromagnetic valve (5) through an air path, an air outlet port b of the drive shaft linear exhaust electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air path, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right drive wheel two-way one-way valve (8) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left drive wheel two-way one-way valve (14) through an air path;
a port a of the drive shaft relay valve (19) is connected with an air outlet port e of the main air storage tank (20) through an air path, and a port b of the drive shaft relay valve (19) is connected with a port b of the second three-way valve (13) through an air path;
a port a of the second three-way valve (13) is connected with an air inlet port a of the right driving wheel two-way one-way valve (8) through an air passage, an air outlet port c of the right driving wheel two-way one-way valve (8) is connected with an air inlet port a of the right driving wheel ABS electromagnetic valve (12) through the air passage, and an air inlet port b of the right driving wheel ABS electromagnetic valve (12) is connected with the right driving wheel brake air chamber (11) through the air passage;
a port c of the second three-way valve (13) is connected with an air inlet port a of the left driving wheel two-way one-way valve (14) through an air passage, an air outlet port c of the left driving wheel two-way one-way valve (14) is connected with an air inlet port a of the left driving wheel ABS electromagnetic valve (15) through the air passage, and an air inlet port b of the left driving wheel ABS electromagnetic valve (15) is connected with the left driving wheel brake air chamber (18) through the air passage; the port a of the non-driving shaft relay valve (21) is connected with the air outlet port b of the main air storage tank (20) through an air path, the port b of the non-driving shaft relay valve (21) is connected with the port b of a third three-way valve (26) through an air path, the port c of the third three-way valve (26) is connected with the air inlet port a of a left non-driving wheel ABS electromagnetic valve (25) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (25) is connected with a left non-driving wheel brake air chamber (24) through an air path, the port a of the third three-way valve (26) is connected with the air inlet port a of a right non-driving wheel ABS electromagnetic valve (27) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (27) is connected with a right non-driving wheel brake air chamber (28) through an air path.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910429075.4A CN110077376B (en) | 2019-05-22 | 2019-05-22 | Two-drive electric vehicle braking energy recovery gas circuit based on two-way one-way valve and linear exhaust electromagnetic valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910429075.4A CN110077376B (en) | 2019-05-22 | 2019-05-22 | Two-drive electric vehicle braking energy recovery gas circuit based on two-way one-way valve and linear exhaust electromagnetic valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110077376A CN110077376A (en) | 2019-08-02 |
| CN110077376B true CN110077376B (en) | 2022-02-22 |
Family
ID=67421333
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910429075.4A Active CN110077376B (en) | 2019-05-22 | 2019-05-22 | Two-drive electric vehicle braking energy recovery gas circuit based on two-way one-way valve and linear exhaust electromagnetic valve |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110077376B (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20030032661A (en) * | 2001-10-19 | 2003-04-26 | 현대자동차주식회사 | An air brake circuit for tractor |
| CN2797145Y (en) * | 2004-11-23 | 2006-07-19 | 山东时风（集团）有限责任公司 | Single air chamber biloop pneumatic brake device |
| CN1923559A (en) * | 2006-10-08 | 2007-03-07 | 清华大学 | Composite braking system for electric automobile |
| CN105313868A (en) * | 2015-11-03 | 2016-02-10 | 南京理工大学 | Service braking system based on intelligent hill-start assist |
| CN106043263A (en) * | 2016-07-04 | 2016-10-26 | 吉林大学 | Intelligent braking control system of pure electric passenger car and control method of intelligent braking control system |
| CN106627535A (en) * | 2017-03-08 | 2017-05-10 | 吉林大学 | Air braking system with active braking function and control method |
| CN106802650A (en) * | 2017-03-28 | 2017-06-06 | 吉林大学 | Electric motor coach integration control hardware is in ring test platform and method of testing |
| CN106864435A (en) * | 2015-12-10 | 2017-06-20 | 中国国际海运集装箱(集团)股份有限公司 | A kind of airport ferry push security system |
-
2019
- 2019-05-22 CN CN201910429075.4A patent/CN110077376B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20030032661A (en) * | 2001-10-19 | 2003-04-26 | 현대자동차주식회사 | An air brake circuit for tractor |
| CN2797145Y (en) * | 2004-11-23 | 2006-07-19 | 山东时风（集团）有限责任公司 | Single air chamber biloop pneumatic brake device |
| CN1923559A (en) * | 2006-10-08 | 2007-03-07 | 清华大学 | Composite braking system for electric automobile |
| CN105313868A (en) * | 2015-11-03 | 2016-02-10 | 南京理工大学 | Service braking system based on intelligent hill-start assist |
| CN106864435A (en) * | 2015-12-10 | 2017-06-20 | 中国国际海运集装箱(集团)股份有限公司 | A kind of airport ferry push security system |
| CN106043263A (en) * | 2016-07-04 | 2016-10-26 | 吉林大学 | Intelligent braking control system of pure electric passenger car and control method of intelligent braking control system |
| CN106627535A (en) * | 2017-03-08 | 2017-05-10 | 吉林大学 | Air braking system with active braking function and control method |
| CN106802650A (en) * | 2017-03-28 | 2017-06-06 | 吉林大学 | Electric motor coach integration control hardware is in ring test platform and method of testing |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110077376A (en) | 2019-08-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110077376B (en) | Two-drive electric vehicle braking energy recovery gas circuit based on two-way one-way valve and linear exhaust electromagnetic valve | |
| CN110077382B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on two-way one-way valve and linear exhaust electromagnetic valve | |
| CN110077381B (en) | Two drive electric motor car decoupling type braking energy recovery gas circuit based on stack formula check valve | |
| CN110103919B (en) | Four-wheel drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110103917B (en) | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110091848B (en) | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and one-way valve | |
| CN110077379B (en) | Four-wheel drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and one-way valve | |
| CN110103923B (en) | Four-wheel drive electric vehicle decoupling type braking energy recovery gas circuit based on stacked one-way valve | |
| CN110077384B (en) | Four-wheel centralized drive electric vehicle braking energy recovery system based on two-way check valve and linear exhaust electromagnetic valve | |
| CN110103916B (en) | Two-wheeled distributed drive electric vehicle braking energy recovery system based on two-way check valve and linear exhaust electromagnetic valve | |
| CN110077375B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110091851B (en) | Four-wheel centralized drive electric vehicle braking energy recovery system based on stacked one-way valve | |
| CN110103922B (en) | Four-wheel centralized drive electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110091850B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve | |
| CN110077377B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN110103918B (en) | Four-wheel centralized drive electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN110103920B (en) | Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110103925B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110091849B (en) | Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve | |
| CN110077378B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on two-way check valve and linear exhaust electromagnetic valve | |
| CN110077380B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on stacked one-way valve | |
| CN110103924B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN110103921B (en) | Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN108394392A (en) | The brake fluid system and its brake control method of electric-machine directly-driven parallel connection two-pack cylinder | |
| CN110077383A (en) | Four-wheel driven electric vehicle Brake energy recovery gas circuit based on double-way check valve and linear exhaust solenoid valve |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |