CN110091848B - Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and one-way valve - Google Patents
Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and one-way valve Download PDFInfo
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- CN110091848B CN110091848B CN201910429033.0A CN201910429033A CN110091848B CN 110091848 B CN110091848 B CN 110091848B CN 201910429033 A CN201910429033 A CN 201910429033A CN 110091848 B CN110091848 B CN 110091848B
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- 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
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Abstract
The invention provides a two-drive electric vehicle braking energy recovery gas circuit based on a stacked one-way valve and a one-way valve, belonging to the technical field of electric vehicle braking energy recovery, the proposal adds an auxiliary gas storage tank, a switch solenoid valve, a three-way valve, a left driving wheel superposed one-way valve, a left driving wheel one-way valve, a right driving wheel superposed one-way valve and a right driving wheel one-way valve 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 double-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 decoupling type braking energy recovery air circuit for a two-drive electric vehicle based on a superposition type one-way valve and a one-way 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 superposed one-way valve and a one-way 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, a secondary gas storage tank (3), a switch electromagnetic valve (5), a first three-way valve (7), a right drive wheel superposed one-way valve (8), a second three-way valve (13), a right drive wheel one-way valve (14), a third three-way valve (15), a fourth three-way valve (16), a left drive wheel one-way valve (17), a fifth three-way valve (22), a left drive wheel superposed one-way valve (23), a sixth three-way valve (24), a drive shaft relay valve (25) and other parts are added in the driving wheel braking gas circuit, so that each driving wheel braking circuit has two independent high-pressure gas sources and a double-circuit structure, and when the triggering energy is recovered, the air source with higher air pressure can be selected to provide the air source for the brake chamber, thereby effectively solving the problem of the reduction of the adjusting speed of the air pressure brake force of the wheel caused by the lower air source pressure during continuous braking.
A two-drive electric vehicle braking energy recovery air route brake pedal (1), a brake valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right drive wheel stacked 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 right drive wheel one-way valve (14), a third three-way valve (15), a fourth three-way valve (16), a left drive wheel one-way valve (17), a left drive wheel ABS electromagnetic valve (18), a left drive wheel brake air chamber (21), a fifth three-way valve (22), a left drive wheel stacked one-way valve (23), a sixth three-way valve (24), a drive shaft relay valve (25), a non-drive shaft relay valve (26), a seventh one-way valve (27), A left non-driving wheel brake air chamber (30), a left non-driving wheel ABS electromagnetic valve (31), a right non-driving wheel ABS electromagnetic valve (32) and a right non-driving wheel brake air chamber (33).
An air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (4) 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 (4) 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 (4) through an air path, an air outlet port c of the brake valve (2) is connected with a control port c of the non-driving shaft relay valve (26) 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 (25) 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 (5) through an air path, an air outlet port b of the switch 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 driving wheel superposition type 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 driving wheel superposition type one-way valve (23) through an air path.
And a port a of the drive shaft relay valve (25) is connected with an air outlet port e of the main air storage tank (4) through an air passage, and a port b of the drive shaft relay valve (25) is connected with a port b of the sixth three-way valve (24) through an air passage.
The port a of the sixth three-way valve (24) is connected with the port c of the third three-way valve (15) through an air path, the port a of the third three-way valve (15) is connected with the air inlet port a of the right driving wheel superposition type one-way valve (8) through an air path, the port b of the third three-way valve (15) is connected with the air outlet port b of the right driving wheel one-way valve (14) through an air path, the air outlet port c of the right driving wheel superposition type one-way valve (8) is connected with the port a of the second three-way valve (13) through an air path, the air inlet port a of the right driving wheel one-way valve (14) is connected with the port c of the second three-way valve (13) through an air path, the port b of the second three-way valve (13) is connected with the air inlet port a of the right driving wheel ABS solenoid valve (12) through an air path, and the air inlet port b of the right driving wheel ABS solenoid valve (12) is connected with the right driving wheel brake air chamber (11) through an air path.
The port c of the sixth three-way valve (24) is connected with the port c of the fourth three-way valve (16) through an air path, the port a of the fourth three-way valve (16) is connected with the air inlet port a of the left driving wheel superposition type one-way valve (23) through an air path, the port b of the fourth three-way valve (16) is connected with the air outlet port b of the left driving wheel one-way valve (17) through an air path, the air outlet port c of the left driving wheel superposition type one-way valve (23) is connected with the port a of the fifth three-way valve (22) through an air path, the air inlet port a of the left driving wheel one-way valve (17) is connected with the port c of the fifth three-way valve (22) through an air path, the port b of the fifth three-way valve (22) is connected with the air inlet port a of the left driving wheel ABS solenoid valve (18) through an air path, and the air inlet port b of the left driving wheel ABS solenoid valve (18) is connected with the left driving wheel brake air chamber (21) through an air path.
The port a of the non-driving shaft relay valve (26) is connected with the air outlet port b of the main air storage tank (4) through an air path, the port b of the non-driving shaft relay valve (26) is connected with the port b of the seventh three-way valve (27) through an air path, the port c of the seventh three-way valve (27) is connected with the air inlet port a of the left non-driving wheel ABS electromagnetic valve (31) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (31) is connected with the left non-driving wheel brake air chamber (30) through an air path, the port a of the seventh three-way valve (27) is connected with the air inlet port a of the right non-driving wheel ABS electromagnetic valve (32) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (32) is connected with the right non-driving wheel brake air chamber (33) through an air path.
Compared with the prior art, the invention adds the auxiliary gas storage tank (3), the switch electromagnetic valve (5), the first three-way valve (7), the right driving wheel superposed one-way valve (8), the second three-way valve (13), the right driving wheel one-way valve (14), the third three-way valve (15), the fourth three-way valve (16), the left driving wheel one-way valve (17), the fifth three-way valve (22), the left driving wheel superposed one-way valve (23), the sixth three-way valve (24) and the driving shaft relay valve (25) in the driving wheel braking gas circuit, so that each driving wheel braking circuit has two independent high-pressure gas sources and double-circuit structures, when the braking energy recovery is triggered, the gas source with higher pressure in the two high-pressure gas sources can provide high-pressure gas for the driving wheel braking gas chamber, thereby effectively solving the problem that the response speed of the driving wheel coupling braking force is slow due to lower pressure of the gas source during the continuous braking existing scheme, and lags behind the critical issue of the required braking force.
FIG. 1 is a schematic structural diagram of a braking energy recovery air circuit of a two-drive electric vehicle based on a stacked one-way valve and a one-way valve. Wherein: 1. a brake pedal; 2. a brake valve; 3. a secondary gas storage tank; 4. a primary gas storage tank; 5. switching on and off the electromagnetic valve; 6. an air compressor; 7. a first three-way valve; 8. a right driving wheel superposition type 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 right drive wheel check valve; 15. a third three-way valve; 16. a fourth three-way valve; 17. a left drive wheel check valve; 18. a left driving wheel ABS electromagnetic valve; 19. a left drive wheel brake; 20. a left drive wheel; 21. a left drive wheel brake chamber; 22. a fifth three-way valve;
23. a left driving wheel superposed one-way valve; 24. a sixth three-way valve; 25. a drive shaft relay valve; 26. a non-drive shaft relay valve;
27. a seventh three-way valve; 28. a left non-drive wheel; 29. a left non-drive wheel brake; 30. a left non-drive wheel brake chamber; 31. a left non-driving wheel ABS solenoid valve; 32. a right non-driving wheel ABS solenoid valve; 33. a right non-drive wheel brake chamber; 34. a right non-drive wheel brake; 35. and a right non-drive wheel.
The specific embodiment is as follows.
The invention provides a two-drive electric vehicle braking energy recovery gas circuit based on a superposition type one-way valve and a one-way 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 based on a superposition type one-way valve and a one-way valve comprises a braking pedal (1), a braking valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right drive wheel superposition type one-way valve (8), a right drive wheel braking air chamber (11), a right drive wheel ABS electromagnetic valve (12), a second three-way valve (13), a right drive wheel one-way valve (14), a third three-way valve (15), a fourth three-way valve (16), a left drive wheel one-way valve (17), a left drive wheel ABS electromagnetic valve (18), a left drive wheel braking air chamber (21), a fifth three-way valve (22), a left drive wheel superposition type one-way valve (23), a sixth three-way valve (24), a drive shaft relay valve (25), a non-drive shaft relay valve (26), a seventh three-way valve (27), A left non-driving wheel brake air chamber (30), a left non-driving wheel ABS electromagnetic valve (31), a right non-driving wheel ABS electromagnetic valve (32) and a right non-driving wheel brake air chamber (33).
An air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (4) 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 (4) 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 (4) through an air path, an air outlet port c of the brake valve (2) is connected with a control port c of the non-driving shaft relay valve (26) 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 (25) 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 (5) through an air path, an air outlet port b of the switch 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 driving wheel superposition type 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 driving wheel superposition type one-way valve (23) through an air path.
And a port a of the drive shaft relay valve (25) is connected with an air outlet port e of the main air storage tank (4) through an air passage, and a port b of the drive shaft relay valve (25) is connected with a port b of the sixth three-way valve (24) through an air passage.
The port a of the sixth three-way valve (24) is connected with the port c of the third three-way valve (15) through an air path, the port a of the third three-way valve (15) is connected with the air inlet port a of the right driving wheel superposition type one-way valve (8) through an air path, the port b of the third three-way valve (15) is connected with the air outlet port b of the right driving wheel one-way valve (14) through an air path, the air outlet port c of the right driving wheel superposition type one-way valve (8) is connected with the port a of the second three-way valve (13) through an air path, the air inlet port a of the right driving wheel one-way valve (14) is connected with the port c of the second three-way valve (13) through an air path, the port b of the second three-way valve (13) is connected with the air inlet port a of the right driving wheel ABS solenoid valve (12) through an air path, and the air inlet port b of the right driving wheel ABS solenoid valve (12) is connected with the right driving wheel brake air chamber (11) through an air path.
The port c of the sixth three-way valve (24) is connected with the port c of the fourth three-way valve (16) through an air path, the port a of the fourth three-way valve (16) is connected with the air inlet port a of the left driving wheel superposition type one-way valve (23) through an air path, the port b of the fourth three-way valve (16) is connected with the air outlet port b of the left driving wheel one-way valve (17) through an air path, the air outlet port c of the left driving wheel superposition type one-way valve (23) is connected with the port a of the fifth three-way valve (22) through an air path, the air inlet port a of the left driving wheel one-way valve (17) is connected with the port c of the fifth three-way valve (22) through an air path, the port b of the fifth three-way valve (22) is connected with the air inlet port a of the left driving wheel ABS solenoid valve (18) through an air path, and the air inlet port b of the left driving wheel ABS solenoid valve (18) is connected with the left driving wheel brake air chamber (21) through an air path.
The port a of the non-driving shaft relay valve (26) is connected with the air outlet port b of the main air storage tank (4) through an air path, the port b of the non-driving shaft relay valve (26) is connected with the port b of the seventh three-way valve (27) through an air path, the port c of the seventh three-way valve (27) is connected with the air inlet port a of the left non-driving wheel ABS electromagnetic valve (31) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (31) is connected with the left non-driving wheel brake air chamber (30) through an air path, the port a of the seventh three-way valve (27) is connected with the air inlet port a of the right non-driving wheel ABS electromagnetic valve (32) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (32) is connected with the right non-driving wheel brake air chamber (33) 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 (4) and the auxiliary air storage tank (3).
The operation principle of applying the pneumatic brake to the left driving wheel (20) is as follows.
The brake air supply air path of the left driving wheel (20) is divided into a main air supply air path and an auxiliary air supply air path.
The working principle of the main air supply air path of the left driving wheel (20) is as follows: the main air supply air path of the left driving wheel (20) comprises a main air storage tank (4), a driving shaft relay valve (25), a sixth three-way valve (24), a fourth three-way valve (16), a left driving wheel ABS electromagnetic valve (18), a left driving wheel brake air chamber (21), a fifth three-way valve (22) and a left driving wheel superposition type one-way valve (23); when a driver steps on a brake pedal (1), high-pressure gas in a main gas storage tank (4) enters a control port c of a drive shaft relay valve (25) through a port d of the main gas storage tank (4) 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 (25) to be communicated, the high-pressure gas in the main gas storage tank (4) sequentially passes through a port e of the main gas storage tank (4), ports a and b of the drive shaft relay valve (25), ports b and c of a sixth three-way valve (24), ports c and a of a fourth three-way valve (16), ports a and c of a left driving wheel superposition type one-way valve (23), ports a and b of a fifth three-way valve (22) and ports a and b of a left driving wheel ABS solenoid valve (18) to enter a left brake chamber (21), so that the pneumatic braking force can be applied to the left driving wheel (20) through the left driving wheel brake (19).
The working principle of the auxiliary air supply path of the left driving wheel (20) is as follows: the auxiliary air supply air path of the left driving wheel (20) comprises an auxiliary air storage tank (3), a switching electromagnetic valve (5), a first three-way valve (7), a left driving wheel superposition type one-way valve (23), a fifth three-way valve (22), a left driving wheel ABS electromagnetic valve (18) and a left driving wheel brake air chamber (21); when a driver steps on the brake pedal (1) and triggers a braking energy recovery function, the switch electromagnetic valve (5) is conducted, high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through a port b of the auxiliary gas storage tank (3), a port a and a port b of the switch electromagnetic valve (5), a port a and a port c of the first three-way valve (7), a port b and a port c of the left driving wheel superposition type one-way valve (23), a port a and a port b of the fifth three-way valve (22) and a port a and a port b of the left driving wheel ABS electromagnetic valve (18) and enters the left driving wheel braking air chamber (21), and therefore air pressure braking force can be applied to the left driving wheel (20) through the left driving wheel brake (19).
When the brake pedal (1) is stepped on but the braking energy recovery function is not triggered, the switch electromagnetic valve (5) cuts off the air path connection between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7), and high-pressure air required by the brake air chamber (21) of the left driving wheel is provided by the main air supply air path.
When the brake pedal (1) is stepped on and the braking energy recovery function is triggered, the conditions of applying the air pressure braking pressure to the left driving wheel (20) are divided into two types: when the air pressure in the main air storage tank (4) is larger than the air pressure in the auxiliary air storage tank (3), the main air supply path provides high-pressure air for the brake chamber (21) of the left driving wheel; when the air pressure in the main air storage tank (4) is smaller than the air pressure in the auxiliary air storage tank (3), the auxiliary air supply path provides high-pressure air for the brake chamber (21) of the left driving wheel.
The operating principle for releasing the pneumatic brake to the left drive wheel (20) is as follows: the brake exhaust gas path of the left driving wheel (20) comprises a left driving wheel ABS electromagnetic valve (18), a fifth three-way valve (22), a left driving wheel one-way valve (17), a fourth three-way valve (16), a sixth three-way valve (24) and a driving shaft relay valve (25); when a driver releases a brake pedal (1), a brake valve (2) is closed, a drive shaft relay valve (25) disconnects an air path between a port e of a main air storage tank (4) and a port b of a sixth three-way valve (24), a switch electromagnetic valve (5) disconnects an air path between a port b of an auxiliary air storage tank (3) and a port a of a first three-way valve (7), high-pressure air in a brake air chamber (21) of a left driving wheel sequentially passes through a port b and a port a of a left driving wheel ABS electromagnetic valve (18), a port b and a port c of a fifth three-way valve (22) and a port a and a port b of a left driving wheel one-way valve (17), the port b and the port c of the fourth three-way valve (16), and the port c and the port b of the sixth three-way valve (24) enter the drive shaft relay valve (25) and are discharged to the atmosphere through the drive shaft relay valve (25), thereby releasing the pneumatic braking force of the left drive wheel (20).
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 working principle of the main air supply air path of the right driving wheel (10) is as follows: the main air supply air path of the right driving wheel (10) comprises a main air storage tank (4), a right driving wheel superposition type one-way valve (8), a right driving wheel brake air chamber (11), a right driving wheel ABS electromagnetic valve (12), a second three-way valve (13), a third three-way valve (15), a sixth three-way valve (24) and a driving shaft relay valve (25); when a driver steps on a brake pedal (1), high-pressure gas in a main gas storage tank (4) enters a control port c of a drive shaft relay valve (25) through a port d of the main gas storage tank (4) 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 (25) to be communicated, the high-pressure gas in the main gas storage tank (4) sequentially passes through a port e of the main gas storage tank (4), ports a and b of the drive shaft relay valve (25), a port b and a of a sixth three-way valve (24), a port c and a of a third three-way valve (15), a port a and a c of a right driving wheel superposition type one-way valve (8), a port a and a port b of a second three-way valve (13), and a port a and a port b of a right driving wheel ABS solenoid valve (12) to enter a right brake chamber (11), so that the air pressure braking force can be applied to the right driving wheel (10) through the right driving wheel brake (9).
The working principle of the auxiliary air supply air path of the right driving wheel (10) is as follows: the auxiliary air supply air path of the right driving wheel (10) comprises an auxiliary air storage tank (3), a switching electromagnetic valve (5), a first three-way valve (7), a right driving wheel superposition type one-way valve (8), a second three-way valve (13), a right driving wheel ABS electromagnetic valve (12) and a right driving wheel brake air chamber (11); when a driver steps on the brake pedal (1) and triggers a braking energy recovery function, the switch solenoid valve (5) is conducted, high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through a port b of the auxiliary gas storage tank (3), a port a and a port b of the switch solenoid valve (5), a port a and a port b of the first three-way valve (7), a port b and a port c of the right driving wheel superposition type one-way valve (8), a port a and a port b of the second three-way valve (13) and a port a and a port b of the right driving wheel ABS solenoid valve (12) and enters the right driving wheel braking 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).
When the brake pedal (1) is stepped on but the braking energy recovery function is not triggered, the switch electromagnetic valve (5) cuts off the air path connection between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7), and high-pressure air required by the brake air chamber (11) of the right driving wheel is provided by the main air supply air path.
When the brake pedal (1) is stepped on and the braking energy recovery function is triggered, the conditions of applying air pressure braking pressure to the right driving wheel (10) are divided into two types: when the air pressure in the main air storage tank (4) is larger than the air pressure in the auxiliary air storage tank (3), the main air supply path provides high-pressure air for the brake chamber (11) of the right driving wheel; when the air pressure in the main air storage tank (4) is smaller than the air pressure in the auxiliary air storage tank (3), the auxiliary air supply path provides high-pressure air for the brake chamber (11) of the right driving wheel.
The operating principle of releasing the pneumatic brake to the right driving wheel (10) is as follows: the brake exhaust gas path of the right driving wheel (10) comprises a right driving wheel ABS electromagnetic valve (12), a second three-way valve (13), a right driving wheel one-way valve (14), a third three-way valve (15), a sixth three-way valve (24) and a driving shaft relay valve (25); when a driver releases a brake pedal (1), a brake valve (2) is closed, a drive shaft relay valve (25) disconnects the air path connection between a port e of a main air storage tank (4) and a port b of a sixth three-way valve (24), a switch electromagnetic valve (5) disconnects the air path connection between a port b of an auxiliary air storage tank (3) and a port a of a first three-way valve (7), high-pressure air in a brake air chamber (11) of a right driving wheel sequentially passes through a port b and a port a of a right driving wheel ABS electromagnetic valve (12), a port b and a port c of a second three-way valve (13) and a port a and a port b of a right driving wheel one-way valve (14), the port b and the port c of the third three-way valve (15) and the port a and the port b of the sixth three-way valve (24) enter the drive shaft relay valve (25) and are discharged to the atmosphere through the drive shaft relay valve (25), so that the pneumatic braking force of the right drive wheel (10) is released.
The principle of operation of applying pneumatic braking to the left non-driven wheel (28) 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 (4) enters a control port c of a non-drive shaft relay valve (26) through a port c of the main gas storage tank (4), 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 (26) are communicated; high-pressure gas in the main gas tank (4) enters a left non-driving wheel brake chamber (30) through a port b of the main gas tank (4), a port a and a port b of a non-driving shaft relay valve (26), a port b and a port c of a seventh three-way valve (27), and a port a and a port b of a left non-driving wheel ABS solenoid valve (31) in sequence, so that pneumatic braking force is applied to a left non-driving wheel (28) through a left non-driving wheel brake (29).
The operating principle for releasing the pneumatic brake to the left non-driving wheel (28) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (26) breaks the air path connection between a port b of a main air storage tank (4) and a port b of a seventh three-way valve (27), high-pressure air in a left non-driving wheel brake air chamber (30) sequentially passes through the port b and the port a of a left non-driving wheel ABS electromagnetic valve (31) and the port c and the port b of the seventh three-way valve (27) to enter the non-driving shaft relay valve (26) and is discharged into the atmosphere through the non-driving shaft relay valve (26), and therefore the air pressure braking force of a left non-driving wheel (28) is relieved.
The principle of operation of applying pneumatic braking to the right non-driven wheel (35) 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 (4) enters a control port c of a non-drive shaft relay valve (26) through a port c of the main gas storage tank (4), 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 (26) are communicated; high-pressure gas in the main gas tank (4) enters a right non-driving wheel brake chamber (33) through a port b of the main gas tank (4), a port a and a port b of a non-driving shaft relay valve (26), a port b and a port a of a seventh three-way valve (27), and a port a and a port b of a right non-driving wheel ABS solenoid valve (32) in sequence, so that pneumatic braking force is applied to a right non-driving wheel (35) through a right non-driving wheel brake (34).
The operating principle of releasing the pneumatic brake to the right non-driving wheel (35) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (26) breaks the air path connection between a port b of a main air storage tank (4) and a port b of a seventh three-way valve (27), high-pressure air in a brake air chamber (33) of a right non-driving wheel enters the non-driving shaft relay valve (26) through the port b and the port a of a right non-driving wheel ABS electromagnetic valve (32) and the port a and the port b of the seventh three-way valve (27) in sequence, and is discharged into the atmosphere through the non-driving shaft relay valve (26), so that the air pressure braking force of a right non-driving wheel (35) is relieved.
The working characteristics of the switch electromagnetic valve (5), the right driving wheel superposition type one-way valve (8), the left driving wheel superposition type one-way valve (23), the right driving wheel one-way valve (14) and the left driving wheel one-way valve (17) in the two-wheel drive electric vehicle braking energy recovery air circuit based on the superposition type one-way valve and the one-way valve are described as follows.
When a driver does not step on the brake pedal (1), the switch electromagnetic valve (5) is in an off state, and high-pressure gas does not exist at the port a of the first three-way valve (7); when a driver steps on the brake pedal (1) but does not trigger the braking energy recovery function, the switch electromagnetic valve (5) is in a turn-off state, and no high-pressure gas exists at the port a of the first three-way valve (7); when a driver steps on the brake pedal (1) and triggers the braking energy recovery function, the switch electromagnetic valve (5) is in a conduction state, and high-pressure gas is arranged at the port a of the first three-way valve (7).
The right driving wheel superposition type one-way valve (8) is provided with three ports: the gas can only flow into the gas inlet port a and the gas inlet port b of the right driving wheel superposition type one-way valve (8) and flow out of the gas outlet port c of the right driving wheel superposition type one-way valve (8), so that the gas can only flow to the right driving wheel brake air chamber (11) from the first three-way valve (7) or the driving shaft relay valve (25) and can not be conducted in the reverse direction; when the air pressure of the air inlet port a is larger than that of the air inlet port b, the port a is communicated with the port c, and the port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, the port b is communicated with the port c, and the port a is closed.
The left driving wheel superposition type check valve (23) has three ports: the gas can only flow into the left driving wheel superposition type one-way valve (23) from the gas inlet port a and the gas inlet port b and flow out of the left driving wheel superposition type one-way valve (23) from the gas outlet port c, so that the gas can only flow to the left driving wheel brake air chamber (21) from the first three-way valve (7) and the driving shaft relay valve (25) and can not be conducted in the reverse direction; when the air pressure of the air inlet port a is larger than that of the air inlet port b, the port a is communicated with the port c, and the port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, the port b is communicated with the port c, and the port a is closed.
The right drive wheel check valve (14) has two ports: and the air inlet port a and the air outlet port b are used for controlling the air to flow from the brake air chamber (11) of the right driving wheel to the drive shaft relay valve (25).
The left drive wheel check valve (17) has two ports: and the air inlet port a and the air outlet port b can only flow from the air inlet port a to the air outlet port b, and can not conduct in the reverse direction, so that the air inlet port a and the air outlet port b are used for controlling the air to flow from the left driving wheel brake air chamber (21) to the driving shaft relay valve (25).
As can be seen from the above discussion, the auxiliary gas storage tank (3), the switching solenoid valve (5), the first three-way valve (7), the right driving wheel superposed one-way valve (8), the second three-way valve (13), the right driving wheel one-way valve (14), the third three-way valve (15), the fourth three-way valve (16), the left driving wheel one-way valve (17), the fifth three-way valve (22), the left driving wheel superposed one-way valve (23), the sixth three-way valve (24), the driving shaft relay valve (25) and other components are added in the driving wheel braking gas path, so that each driving wheel braking circuit has two independent high-pressure gas sources and a double-circuit structure, and when a driver steps on the braking pedal (1) and does not trigger the energy recovery function, high-pressure gas required by the left driving wheel (20) and the right driving wheel (10) is provided by the main gas storage tank (4); when a driver steps on a brake pedal (1) and triggers a braking energy recovery function, high-pressure gas required by a left driving wheel (12) and a right driving wheel (10) is provided by the main gas storage tank (4) 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 stack formula check valve and check valve which characterized in that:
comprises a brake pedal (1), a brake valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right driving wheel superposed type one-way valve (8), a right driving wheel brake air chamber (11), a right driving wheel ABS electromagnetic valve (12), a second three-way valve (13), a right driving wheel one-way valve (14), a third three-way valve (15), a fourth three-way valve (16), a left driving wheel one-way valve (17), a left driving wheel ABS electromagnetic valve (18), a left driving wheel brake air chamber (21), a fifth three-way valve (22), a left driving wheel superposed type one-way valve (23), a sixth three-way valve (24), a driving wheel relay valve (25), a non-driving wheel relay valve (26), a seventh three-way valve (27), a left non-driving wheel brake air chamber (30), a left non-driving wheel ABS (31), A right non-driving wheel ABS electromagnetic valve (32) and a right non-driving wheel brake air chamber (33);
an air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (4) 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 (4) 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 (4) 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 (26) 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 (25) 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 (5) through an air path, an air outlet port b of the switch 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 driving wheel superposition type 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 driving wheel superposition type one-way valve (23) through an air path;
a port a of the drive shaft relay valve (25) is connected with an air outlet port e of the main air storage tank (4) through an air passage, and a port b of the drive shaft relay valve (25) is connected with a port b of the sixth three-way valve (24) through an air passage;
a port a of a sixth three-way valve (24) is connected with a port c of a third three-way valve (15) through an air path, the port a of the third three-way valve (15) is connected with an air inlet port a of a right driving wheel superposition type one-way valve (8) through an air path, a port b of the third three-way valve (15) is connected with an air outlet port b of a right driving wheel one-way valve (14) through an air path, the air outlet port c of the right driving wheel superposition type one-way valve (8) is connected with a port a of a second three-way valve (13) through an air path, the air inlet port a of the right driving wheel one-way valve (14) is connected with a port c of the second three-way valve (13) through an air path, the port b of the second three-way valve (13) is connected with an air inlet port a of a right driving wheel ABS solenoid valve (12) through an air path, and the air inlet port b of the right driving wheel ABS solenoid valve (12) is connected with a right driving wheel brake air chamber (11) through an air path;
a port c of a sixth three-way valve (24) is connected with a port c of a fourth three-way valve (16) through an air path, a port a of the fourth three-way valve (16) is connected with an air inlet port a of a left driving wheel superposition type one-way valve (23) through an air path, a port b of the fourth three-way valve (16) is connected with an air outlet port b of a left driving wheel one-way valve (17) through an air path, an air outlet port c of the left driving wheel superposition type one-way valve (23) is connected with a port a of a fifth three-way valve (22) through an air path, an air inlet port a of the left driving wheel one-way valve (17) is connected with a port c of the fifth three-way valve (22) through an air path, a port b of the fifth three-way valve (22) is connected with an air inlet port a of a left driving wheel ABS solenoid valve (18) through an air path, and an air inlet port b of the left driving wheel ABS solenoid valve (18) is connected with a left driving wheel brake air chamber (21) through an air path;
the port a of the non-driving shaft relay valve (26) is connected with the air outlet port b of the main air storage tank (4) through an air path, the port b of the non-driving shaft relay valve (26) is connected with the port b of the seventh three-way valve (27) through an air path, the port c of the seventh three-way valve (27) is connected with the air inlet port a of the left non-driving wheel ABS electromagnetic valve (31) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (31) is connected with the left non-driving wheel brake air chamber (30) through an air path, the port a of the seventh three-way valve (27) is connected with the air inlet port a of the right non-driving wheel ABS electromagnetic valve (32) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (32) is connected with the right non-driving wheel brake air chamber (33) through an air path.
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| CN201910429033.0A CN110091848B (en) | 2019-05-22 | 2019-05-22 | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and one-way valve |
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| CN201910429033.0A CN110091848B (en) | 2019-05-22 | 2019-05-22 | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and one-way valve |
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| 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 |
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| CN103522999A (en) * | 2013-11-05 | 2014-01-22 | 无锡锡通工程机械有限公司 | Vehicle pneumatic brake device capable of moving automatically and being dragged to move |
| CN206598840U (en) * | 2017-03-08 | 2017-10-31 | 吉林大学 | A kind of Pneumatic braking system with active brake function |
| US20180273013A1 (en) * | 2017-03-27 | 2018-09-27 | Bendix Commercial Vehicle Systems Llc | Valve system and method for controlling same |
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