CN110103919B - Four-wheel drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve - Google Patents
Four-wheel drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve Download PDFInfo
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- CN110103919B CN110103919B CN201910429080.5A CN201910429080A CN110103919B CN 110103919 B CN110103919 B CN 110103919B CN 201910429080 A CN201910429080 A CN 201910429080A CN 110103919 B CN110103919 B CN 110103919B
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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
Abstract
The invention provides a four-wheel drive electric vehicle brake energy recovery air circuit based on a superposition type one-way valve and a linear exhaust solenoid valve, belonging to the technical field of electric vehicle brake energy recovery, the proposal adds an auxiliary air storage tank, a switch solenoid valve, a three-way valve, a left drive wheel superposition type one-way valve, a left drive wheel linear exhaust solenoid valve, a right drive wheel superposition type one-way valve and a right drive wheel linear exhaust solenoid valve in the brake air circuit of the existing decoupling type brake energy recovery system based on an air pressure ABS solenoid valve, so that each drive wheel brake air circuit has a double-loop structure, when the brake energy is recovered, an air source with high air pressure can be selected to provide high-pressure air for each drive wheel brake air chamber, thereby effectively solving the problem that the coupling brake force response speed of the drive wheels is slow due to low air source pressure in the continuous braking existing proposal, and lags behind the critical issue of the required braking force.
Description
Technical Field
The invention belongs to the technical field of electric vehicle braking energy recovery, and particularly relates to a four-wheel drive electric vehicle braking energy recovery gas circuit based on a superposition type one-way 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, and the more the continuous braking times are, the greater the pressure reduction is, the more the adjusting speed of the pressure of the brake air chamber can be obviously reduced, so that the coupling braking force applied to the whole vehicle by the braking energy recovery system can lag behind the required braking force, thereby bringing the serious problems of different braking feeling from the conventional braking system, possibly causing the lengthening of the braking distance and the like; in addition, for the four-wheel drive electric commercial vehicle, the front wheel and the rear wheel can recover the braking energy, which provides a foundation for further improving the recovery rate of the braking energy, so that the development of the braking gas circuit meeting the decoupling type braking energy recovery requirement of the four-wheel drive electric commercial vehicle has important significance.
Disclosure of Invention
Aiming at the problems, the invention provides a four-wheel drive electric vehicle braking energy recovery air circuit based on a superposition type one-way valve and a linear exhaust electromagnetic valve on the basis of the existing decoupling type braking energy recovery air circuit based on an air pressure ABS electromagnetic valve, and in the scheme, an auxiliary air storage tank (3), a rear drive shaft switch electromagnetic valve (5), a first three-way valve (7), a right rear drive wheel superposition type one-way valve (8), a right rear drive wheel linear exhaust electromagnetic valve (13), a left rear drive wheel linear exhaust electromagnetic valve (14), a left rear drive wheel superposition type one-way valve (19), a second three-way valve (20), a rear drive shaft relay valve (21), a front drive shaft relay valve (22), a left front drive wheel superposition type one-way valve (23), a left front drive wheel linear exhaust electromagnetic valve (28), a third three-way valve (29) are added in the driving wheel braking air circuit, The linear exhaust solenoid valve (30) of the right front driving wheel, the superimposed one-way valve (32) of the right front driving wheel, the fourth three-way valve (36), the front driving shaft switch solenoid valve (37) and other components enable each driving wheel brake circuit to have two independent high-pressure air sources and a double-circuit structure, and when the braking energy recovery is triggered, an air source with high air pressure can be selected to provide an air source for a brake air chamber, so that the problem of reduction of the adjustment speed of the air pressure braking force of the driving wheel caused by low air source pressure during continuous braking is effectively solved.
A four-drive electric vehicle brake energy recovery air route electronic brake pedal (1), a brake valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a rear drive shaft switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right rear drive wheel stacked one-way valve (8), a right rear drive wheel brake air chamber (11), a right rear drive wheel ABS electromagnetic valve (12), a right rear drive wheel linear exhaust electromagnetic valve (13), a left rear drive wheel linear exhaust electromagnetic valve (14), a left rear drive wheel ABS electromagnetic valve (15), a left rear drive wheel brake air chamber (18), a left rear drive wheel stacked one-way valve (19), a second three-way valve (20), a rear drive shaft relay valve (21), a front drive shaft relay valve (22), a left front drive wheel stacked one-way valve (23), The left front driving wheel brake air chamber (26), the left front driving wheel ABS solenoid valve (27), the left front driving wheel linear exhaust solenoid valve (28), the third three-way valve (29), the right front driving wheel linear exhaust solenoid valve (30), the right front driving wheel ABS solenoid valve (31), the right front driving wheel superposed one-way valve (32), the right front driving wheel brake air chamber (33), the fourth three-way valve (36) and the front driving shaft switch solenoid valve (37).
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 front drive shaft relay valve (22) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the rear drive shaft relay valve (21) through an air path.
And a port a of the rear drive shaft relay valve (21) 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 rear drive shaft relay valve (21) is connected with a port b of the second three-way valve (20) through an air passage.
The port a of the second three-way valve (20) is connected with the air inlet port a of the right rear drive wheel superposition type one-way valve (8) through an air passage, the air outlet port c of the right rear drive wheel superposition type one-way valve (8) is connected with the port a of the right rear drive wheel linear exhaust electromagnetic valve (13) through an air passage, the port b of the right rear drive wheel linear exhaust electromagnetic valve (13) is connected with the air inlet port a of the right rear drive wheel ABS electromagnetic valve (12) through an air passage, and the air inlet port b of the right rear drive wheel ABS electromagnetic valve (12) is connected with the right rear drive wheel brake air chamber (11) through an air passage.
The port c of the second three-way valve (20) is connected with the air inlet port a of the left rear drive wheel superposition type one-way valve (19) through an air passage, the air outlet port c of the left rear drive wheel superposition type one-way valve (19) is connected with the port a of the left rear drive wheel linear exhaust electromagnetic valve (14) through an air passage, the port b of the left rear drive wheel linear exhaust electromagnetic valve (14) is connected with the air inlet port a of the left rear drive wheel ABS electromagnetic valve (15) through an air passage, and the air inlet port b of the left rear drive wheel ABS electromagnetic valve (15) is connected with the left rear drive wheel brake air chamber (18) through an air passage.
An air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the rear drive shaft switching electromagnetic valve (5) through an air passage, an air outlet port b of the rear drive shaft switching electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air passage, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right rear drive wheel superposition type one-way valve (8) through an air passage, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left rear drive wheel superposition type one-way valve (19) through an air passage.
The port a of the front drive shaft relay valve (22) is connected with the air outlet port b of the main air storage tank (4) through an air path, and the port b of the front drive shaft relay valve (22) is connected with the port b of the third three-way valve (29) through an air path.
And a port a of the third three-way valve (29) is connected with an air inlet port a of the right front driving wheel superposition type one-way valve (32) through an air passage, an air outlet port c of the right front driving wheel superposition type one-way valve (32) is connected with a port a of the right front driving wheel linear exhaust electromagnetic valve (30) through an air passage, a port b of the right front driving wheel linear exhaust electromagnetic valve (30) is connected with an air inlet port a of the right front driving wheel ABS electromagnetic valve (31) through an air passage, and an air inlet port b of the right front driving wheel ABS electromagnetic valve (31) is connected with a right front driving wheel brake air chamber (33) through an air passage.
The port c of the third three-way valve (29) is connected with the air inlet port a of the left front drive wheel superposition type one-way valve (23) through an air passage, the air outlet port c of the left front drive wheel superposition type one-way valve (23) is connected with the port a of the left front drive wheel linear exhaust electromagnetic valve (28) through an air passage, the port b of the left front drive wheel linear exhaust electromagnetic valve (28) is connected with the air inlet port a of the left front drive wheel ABS electromagnetic valve (27) through an air passage, and the air inlet port b of the left front drive wheel ABS electromagnetic valve (27) is connected with the left front drive wheel brake air chamber (26) through an air passage.
An air outlet port c of the auxiliary air storage tank (3) is connected with an air inlet port a of the front drive shaft switch electromagnetic valve (37) through an air passage, an air outlet port b of the front drive shaft switch electromagnetic valve (37) is connected with an air inlet port a of the fourth three-way valve (36) through an air passage, an air outlet port b of the fourth three-way valve (36) is connected with an air inlet port b of the right front drive wheel superposition type one-way valve (32) through an air passage, and an air outlet port c of the fourth three-way valve (36) is connected with an air inlet port b of the left front drive wheel superposition type one-way valve (23) through an air passage.
Compared with the prior art, the invention adds the auxiliary air storage tank (3), the rear driving shaft switch electromagnetic valve (5), the first three-way valve (7), the right rear driving wheel superposed one-way valve (8), the right rear driving wheel linear exhaust electromagnetic valve (13), the left rear driving wheel linear exhaust electromagnetic valve (14), the left rear driving wheel superposed one-way valve (19), the second three-way valve (20), the rear driving shaft relay valve (21), the front driving shaft relay valve (22), the left front driving wheel superposed one-way valve (23), the left front driving wheel linear exhaust electromagnetic valve (28), the third three-way valve (29), the right front driving wheel linear exhaust electromagnetic valve (30), the right front driving wheel superposed one-way valve (32), the fourth three-way valve (36), the front driving shaft switch electromagnetic valve (37) and other components in the driving wheel braking air path, so that each driving wheel braking loop has two independent high-pressure air sources and a double-loop structure, when the braking energy recovery is triggered, the air source with higher air pressure in the two high-pressure air sources can provide high-pressure air for the braking air chamber of the driving wheel, so that 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.
FIG. 1 is a schematic structural diagram of a four-wheel drive electric vehicle braking energy recovery air circuit based on a superposition type one-way valve and a linear exhaust electromagnetic valve. Wherein: 1. an electronic brake pedal; 2. a brake valve; 3. a secondary gas storage tank; 4. a primary gas storage tank; 5. the rear driving shaft switches the electromagnetic valve; 6. an air compressor; 7. a first three-way valve; 8. a right rear drive wheel superposition type one-way valve; 9. a right rear drive wheel brake; 10. a right rear drive wheel; 11. a right rear drive wheel brake chamber; 12. the ABS electromagnetic valve of the right rear driving wheel; 13. a right rear drive wheel linear exhaust solenoid valve; 14. a left rear driving wheel linear exhaust electromagnetic valve; 15. the left rear driving wheel ABS electromagnetic valve; 16. a left rear drive wheel brake; 17. a left rear drive wheel; 18. a left rear drive wheel brake chamber; 19. a left rear driving wheel superposed one-way valve; 20. a second three-way valve; 21. a drive shaft relay valve; 22. a front drive shaft relay valve; 23. a left front driving wheel superposition type one-way valve; 24. a left front drive wheel; 25. a left front drive wheel brake; 26. a brake chamber of a left front driving wheel; 26. the left front driving wheel ABS electromagnetic valve; 27. the left front driving wheel ABS electromagnetic valve; 28. a left front driving wheel linear exhaust electromagnetic valve; 29. a third three-way valve; 30. a linear exhaust solenoid valve of a right front driving wheel; 31. an ABS electromagnetic valve of a right front driving wheel; 32. a right front driving wheel superposition type one-way valve; 33. a right front drive wheel brake chamber; 34. a right front drive wheel brake; 35. a right front drive wheel; 36. a fourth three-way valve; 37. The front drive shaft switches the electromagnetic valve.
The embodiments of the present invention are as follows.
The invention provides a four-wheel drive electric vehicle braking energy recovery gas circuit based on a superposition type one-way valve and a linear exhaust electromagnetic 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 four-wheel drive electric vehicle brake energy recovery air route based on a superposition type one-way valve and a linear exhaust electromagnetic valve is composed of an electronic brake pedal (1), a brake valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a rear drive shaft switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right rear drive wheel superposition type one-way valve (8), a right rear drive wheel brake air chamber (11), a right rear drive wheel ABS electromagnetic valve (12), a right rear drive wheel linear exhaust electromagnetic valve (13), a left rear drive wheel linear exhaust electromagnetic valve (14), a left rear drive wheel ABS electromagnetic valve (15), a left rear drive wheel brake air chamber (18), a left rear drive wheel superposition type one-way valve (19), a second three-way valve (20), a rear drive shaft relay valve (21), a front drive shaft relay valve (22), a left front drive wheel superposition type one-way valve (23), The left front driving wheel brake air chamber (26), the left front driving wheel ABS solenoid valve (27), the left front driving wheel linear exhaust solenoid valve (28), the third three-way valve (29), the right front driving wheel linear exhaust solenoid valve (30), the right front driving wheel ABS solenoid valve (31), the right front driving wheel superposed one-way valve (32), the right front driving wheel brake air chamber (33), the fourth three-way valve (36) and the front driving shaft switch solenoid valve (37).
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 front drive shaft relay valve (22) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the rear drive shaft relay valve (21) through an air path.
And a port a of the rear drive shaft relay valve (21) 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 rear drive shaft relay valve (21) is connected with a port b of the second three-way valve (20) through an air passage.
The port a of the second three-way valve (20) is connected with the air inlet port a of the right rear drive wheel superposition type one-way valve (8) through an air passage, the air outlet port c of the right rear drive wheel superposition type one-way valve (8) is connected with the port a of the right rear drive wheel linear exhaust electromagnetic valve (13) through an air passage, the port b of the right rear drive wheel linear exhaust electromagnetic valve (13) is connected with the air inlet port a of the right rear drive wheel ABS electromagnetic valve (12) through an air passage, and the air inlet port b of the right rear drive wheel ABS electromagnetic valve (12) is connected with the right rear drive wheel brake air chamber (11) through an air passage.
The port c of the second three-way valve (20) is connected with the air inlet port a of the left rear drive wheel superposition type one-way valve (19) through an air passage, the air outlet port c of the left rear drive wheel superposition type one-way valve (19) is connected with the port a of the left rear drive wheel linear exhaust electromagnetic valve (14) through an air passage, the port b of the left rear drive wheel linear exhaust electromagnetic valve (14) is connected with the air inlet port a of the left rear drive wheel ABS electromagnetic valve (15) through an air passage, and the air inlet port b of the left rear drive wheel ABS electromagnetic valve (15) is connected with the left rear drive wheel brake air chamber (18) through an air passage.
An air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the rear drive shaft switching electromagnetic valve (5) through an air passage, an air outlet port b of the rear drive shaft switching electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air passage, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right rear drive wheel superposition type one-way valve (8) through an air passage, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left rear drive wheel superposition type one-way valve (19) through an air passage.
The port a of the front drive shaft relay valve (22) is connected with the air outlet port b of the main air storage tank (4) through an air path, and the port b of the front drive shaft relay valve (22) is connected with the port b of the third three-way valve (29) through an air path.
And a port a of the third three-way valve (29) is connected with an air inlet port a of the right front driving wheel superposition type one-way valve (32) through an air passage, an air outlet port c of the right front driving wheel superposition type one-way valve (32) is connected with a port a of the right front driving wheel linear exhaust electromagnetic valve (30) through an air passage, a port b of the right front driving wheel linear exhaust electromagnetic valve (30) is connected with an air inlet port a of the right front driving wheel ABS electromagnetic valve (31) through an air passage, and an air inlet port b of the right front driving wheel ABS electromagnetic valve (31) is connected with a right front driving wheel brake air chamber (33) through an air passage.
The port c of the third three-way valve (29) is connected with the air inlet port a of the left front drive wheel superposition type one-way valve (23) through an air passage, the air outlet port c of the left front drive wheel superposition type one-way valve (23) is connected with the port a of the left front drive wheel linear exhaust electromagnetic valve (28) through an air passage, the port b of the left front drive wheel linear exhaust electromagnetic valve (28) is connected with the air inlet port a of the left front drive wheel ABS electromagnetic valve (27) through an air passage, and the air inlet port b of the left front drive wheel ABS electromagnetic valve (27) is connected with the left front drive wheel brake air chamber (26) through an air passage.
An air outlet port c of the auxiliary air storage tank (3) is connected with an air inlet port a of the front drive shaft switch electromagnetic valve (37) through an air passage, an air outlet port b of the front drive shaft switch electromagnetic valve (37) is connected with an air inlet port a of the fourth three-way valve (36) through an air passage, an air outlet port b of the fourth three-way valve (36) is connected with an air inlet port b of the right front drive wheel superposition type one-way valve (32) through an air passage, and an air outlet port c of the fourth three-way valve (36) is connected with an air inlet port b of the left front drive wheel superposition type one-way valve (23) through an air passage.
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 principle of operation of applying pneumatic braking to the right rear drive wheel (10) is as follows.
A brake air supply air path of the right rear 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 rear driving wheel (10) is as follows: the main air supply air path comprises a main air storage tank (4), a rear drive shaft relay valve (21), a second three-way valve (20), a right rear drive wheel superposition type one-way valve (8), a right rear drive wheel linear exhaust electromagnetic valve (13), a right rear drive wheel ABS electromagnetic valve (12) and a right rear drive wheel brake air chamber (11); when a driver steps on the electronic brake pedal (1), high-pressure gas in a main gas storage tank (4) enters a control port c of a rear drive shaft relay valve (21) 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 rear drive shaft relay valve (21) 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 rear drive shaft relay valve (21), ports b and a of a second three-way valve (20), a port a and a port c of a right rear drive wheel superposition type one-way valve (8), a port a and a port b of a right rear drive wheel linear exhaust electromagnetic valve (13) and a port a and a port b of a right rear drive wheel ABS (12) to enter a right rear drive wheel brake chamber (11), and accordingly pneumatic braking force can be applied to a right rear drive wheel (10) through a right rear drive wheel brake (9), in the process, an exhaust port c of the linear exhaust electromagnetic valve (13) of the right rear driving wheel is in a closed state and is not communicated with the atmosphere.
The working principle of the auxiliary air supply air path of the right rear driving wheel (10) is as follows: the auxiliary air supply air path comprises an auxiliary air storage tank (3), a rear driving shaft switch electromagnetic valve (5), a first three-way valve (7), a right rear driving wheel superposition type one-way valve (8), a right rear driving wheel linear exhaust electromagnetic valve (13), a right rear driving wheel ABS electromagnetic valve (12) and a right rear driving wheel brake air chamber (11); when a driver steps on the electronic brake pedal (1) to trigger a braking energy recovery function, the rear drive shaft 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 rear drive shaft switch electromagnetic 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 rear drive wheel stacked type one-way valve (8), a port a and a port b of the right rear drive wheel linear exhaust electromagnetic valve (13), and a port a and a port b of the right rear drive wheel ABS electromagnetic valve (12) to enter the right rear drive wheel brake air chamber (11), so that air pressure braking force can be applied to the right rear drive wheel (10) through the right rear drive wheel brake (9), and the exhaust port c of the right rear drive wheel linear exhaust electromagnetic valve (13) is in a closed state in the process, not open to the atmosphere.
When the electronic brake pedal (1) is stepped on but the braking energy recovery function is not triggered, the rear drive shaft 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 rear right drive wheel is provided by the main air supply air path.
When the electronic 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 rear driving wheel (10) are divided into two types: when the gas pressure in the main gas storage tank (4) is greater than the gas pressure in the auxiliary gas storage tank (3), high-pressure gas is provided for the brake chamber (11) of the right rear driving wheel by the main gas supply gas circuit; when the gas pressure in the main gas storage tank (4) is smaller than the gas pressure in the auxiliary gas storage tank (3), the auxiliary gas supply circuit provides high-pressure gas for the brake chamber (11) of the right rear driving wheel.
The operating principle of releasing the pneumatic braking force to the right rear drive wheel (10) is as follows: when a driver looses the electronic brake pedal (1), the brake valve (2) is closed, the rear drive shaft relay valve (21) breaks the air path connection between the port e of the main air storage tank (4) and the port b of the second three-way valve (20), the rear drive shaft switch electromagnetic valve (5) breaks 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 the rear right drive wheel linear exhaust electromagnetic valve (13) is in an open state, the exhaust port c is communicated with the atmosphere, high-pressure gas in the brake chamber (11) of the right rear driving wheel passes through the port b and the port a of the ABS electromagnetic valve (12) of the right rear driving wheel, the air pressure braking force of the right rear driving wheel (10) is released by exhausting air from an exhaust port c of a linear exhaust electromagnetic valve (13) of the right rear driving wheel, during the process, the opening degree of the linear exhaust electromagnetic valve (13) of the right rear driving wheel is in proportional relation with the opening degree of the electronic brake pedal (1).
The principle of operation of applying pneumatic brakes to the left rear drive wheel (17) is as follows.
The brake air supply air path of the left rear driving wheel (17) 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 rear driving wheel (17) is as follows: the main air supply air path comprises a main air storage tank (4), a rear driving shaft relay valve (21), a second three-way valve (20), a left rear driving wheel superposed one-way valve (19), a left rear driving wheel linear exhaust electromagnetic valve (14), a left rear driving wheel ABS electromagnetic valve (15) and a left rear 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 (4) enters a control port c of a rear drive shaft relay valve (21) 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 rear drive shaft relay valve (21) 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 rear drive shaft relay valve (21), ports b and c of a second three-way valve (20), a port a and a port c of a left rear drive wheel superposition type one-way valve (19), a port a and a port b of a left rear drive wheel linear exhaust electromagnetic valve (14) and a port a and a port b of a left rear drive wheel ABS (15) to enter a left rear drive wheel brake chamber (18), and accordingly air pressure brake force can be applied to a left rear drive wheel (17) through a left rear drive wheel brake (16), in the process, an exhaust port c of the left rear driving wheel linear exhaust electromagnetic valve (14) is in a closed state and is not communicated with the atmosphere.
The working principle of the auxiliary air supply air passage of the left rear driving wheel (17) is as follows: the auxiliary air supply air path comprises an auxiliary air storage tank (3), a rear driving shaft switch electromagnetic valve (5), a first three-way valve (7), a left rear driving wheel superposition type one-way valve (19), a left rear driving wheel linear exhaust electromagnetic valve (14), a left rear driving wheel ABS electromagnetic valve (15) and a left rear driving wheel brake air chamber (18); when a driver steps on the electronic brake pedal (1) to trigger a braking energy recovery function, the rear drive shaft 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 rear drive shaft 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 rear drive wheel stacked type one-way valve (19), a port a and a port b of the left rear drive wheel linear exhaust electromagnetic valve (14), and a port a and a port b of the left rear drive wheel ABS electromagnetic valve (15) to enter the left rear drive wheel brake air chamber (18), so that air pressure braking force can be applied to the left rear drive wheel (17) through the left rear drive wheel brake (16), and the exhaust port c of the left rear drive wheel linear exhaust electromagnetic valve (14) is in a closed state in the process, not open to the atmosphere.
When the electronic brake pedal (1) is stepped on but the braking energy recovery function is not triggered, the rear drive shaft 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 (18) of the left rear drive wheel is provided by the main air supply air path.
When the electronic brake pedal (1) is stepped on and the braking energy recovery function is triggered, the conditions of applying air pressure braking pressure to the left rear driving wheel (17) are divided into two types: when the gas pressure in the main gas storage tank (4) is greater than the gas pressure in the auxiliary gas storage tank (3), the main gas supply circuit provides high-pressure gas for the brake chamber (17) of the left rear driving wheel; when the gas pressure in the main gas storage tank (4) is smaller than the gas pressure in the auxiliary gas storage tank (3), the auxiliary gas supply path provides high-pressure gas for the brake chamber (17) of the left rear driving wheel.
The operating principle of releasing the pneumatic braking force to the left rear drive wheel (17) is as follows: when a driver looses the electronic brake pedal (1), the brake valve (2) is closed, the rear drive shaft relay valve (21) breaks the air path connection between the port e of the main air storage tank (4) and the port b of the second three-way valve (20), the rear drive shaft switch electromagnetic valve (5) breaks 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 the left rear drive wheel linear exhaust electromagnetic valve (14) is in an open state, the exhaust port c is communicated with the atmosphere, high-pressure gas in the brake chamber (18) of the left rear driving wheel passes through the port b and the port a of the ABS electromagnetic valve (15) of the left rear driving wheel, the air pressure braking force of the left rear driving wheel (17) is released by exhausting air from an exhaust port c of a left rear driving wheel linear exhaust solenoid valve (14), during the process, the opening degree of the left rear driving wheel linear exhaust solenoid valve (14) is in proportional relation with the opening degree of the electronic brake pedal (1).
The operating principle of applying the pneumatic brake to the right front driven wheel (35) is as follows.
The brake air supply path of the right front driving wheel (35) is divided into a main air supply path and an auxiliary air supply path.
The working principle of the main air supply path of the right front driving wheel (35) is as follows: the main air supply air path comprises a main air storage tank (4), a front driving shaft relay valve (22), a third three-way valve (29), a right front driving wheel superposition type one-way valve (32), a right front driving wheel linear exhaust electromagnetic valve (30), a right front driving wheel ABS electromagnetic valve (31) and a right front driving wheel brake air chamber (33); when a driver steps on the electronic brake pedal (1), high-pressure gas in a main gas storage tank (4) enters a control port c of a front drive shaft relay valve (22) through a port c of the main gas storage tank (4), a port b and a port c of a brake valve (2) to enable a port a and a port b of the front drive shaft relay valve (22) to be communicated, the high-pressure gas in the main gas storage tank (4) sequentially passes through a port b of the main gas storage tank (4), a port a and a port b of the front drive shaft relay valve (22), a port b and a port a of a third three-way valve (29), a port a and a port c of a right front drive wheel superposition type one-way valve (32), a port a and a port b of a right front drive wheel linear exhaust solenoid valve (30), and a port a and a port b of a right front drive wheel ABS (31) to enter a right front drive wheel brake chamber (33), and therefore pneumatic brake force can be applied to a right front drive wheel (35) through a right front drive wheel brake (34), in the process, the exhaust port c of the linear exhaust solenoid valve (30) of the right front driving wheel is in a closed state and is not communicated with the atmosphere.
The working principle of the auxiliary air supply path of the right front driving wheel (35) is as follows: the auxiliary air supply air path comprises an auxiliary air storage tank (3), a front driving shaft switch electromagnetic valve (37), a fourth three-way valve (36), a right front driving wheel superposition type one-way valve (32), a right front driving wheel linear exhaust electromagnetic valve (30), a right front driving wheel ABS electromagnetic valve (31) and a right front driving wheel brake air chamber (33); when a driver steps on the electronic brake pedal (1) to trigger a braking energy recovery function, the front driving shaft switch electromagnetic valve (37) is conducted, high-pressure gas in the secondary gas storage tank (3) sequentially passes through a port c of the secondary gas storage tank (3), a port a and a port b of the front driving shaft switch electromagnetic valve (37), a port a and a port b of a fourth three-way valve (36), a port b and a port c of a right front driving wheel superposition type one-way valve (32), a port a and a port b of a right front driving wheel linear exhaust electromagnetic valve (30) and a port a and a port b of a right front driving wheel ABS electromagnetic valve (31) to enter a right front driving wheel braking air chamber (33), so that air pressure braking force can be applied to the right front driving wheel (35) through the right front driving wheel brake (34), and the exhaust port c of the right front driving wheel linear exhaust electromagnetic valve (30) is in a closed state in the process, not open to the atmosphere.
When the electronic brake pedal (1) is stepped on but the braking energy recovery function is not triggered, the front drive shaft switch electromagnetic valve (37) cuts off the air path connection between the port c of the auxiliary air storage tank (3) and the port a of the fourth three-way valve (36), and high-pressure air required by the front right driving wheel brake air chamber (33) is provided by a main air supply air path;
when the electronic 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 right front driving wheel (35) are divided into two types: when the gas pressure in the main gas storage tank (4) is higher than the gas pressure in the auxiliary gas storage tank (3), high-pressure gas is provided for a brake chamber (33) of the front right driving wheel by the main gas supply path; when the gas pressure in the main gas storage tank (4) is smaller than the gas pressure in the auxiliary gas storage tank (3), the auxiliary gas supply path provides high-pressure gas for the brake chamber (33) of the front right driving wheel.
The operating principle for releasing the pneumatic brake for the right front driven wheel (35) is as follows: when a driver releases the electronic brake pedal (1), the brake valve (2) is closed, the front drive shaft relay valve (22) breaks the air path connection between the port b of the main air storage tank (4) and the port b of the third three-way valve (29), the drive shaft switch electromagnetic valve (37) breaks the air path connection between the port c of the auxiliary air storage tank (3) and the port a of the fourth three-way valve (36), and the linear exhaust electromagnetic valve (30) of the right front drive wheel is in an open state, the exhaust port c is communicated with the atmosphere, high-pressure gas in the brake chamber (33) of the right front driving wheel passes through the port b and the port a of the ABS electromagnetic valve (31) of the right front driving wheel, the air pressure braking force of the right front driving wheel (35) is released by exhausting air from an exhaust port c of a linear exhaust electromagnetic valve (30) of the right front driving wheel, in the process, the opening degree of the linear exhaust solenoid valve (30) of the right front driving wheel is in proportional relation with the opening degree of the electronic brake pedal (1).
The principle of operation of applying pneumatic brakes to the front left drive wheel (24) is as follows.
The brake air supply path of the left front driving wheel (24) is divided into a main air supply path and an auxiliary air supply path.
The working principle of the main air supply path of the left front driving wheel (24) is as follows: the main air supply air path comprises a main air storage tank (4), a front drive shaft relay valve (22), a third three-way valve (29), a left front drive vehicle wheel superposed one-way valve (23), a left front drive vehicle wheel linear exhaust electromagnetic valve (28), a left front drive vehicle wheel ABS electromagnetic valve (27) and a left front drive vehicle wheel brake air chamber (26); when a driver steps on the electronic brake pedal (1), high-pressure gas in a main gas storage tank (4) enters a control port c of a front drive shaft relay valve (22) through a port c of the main gas storage tank (4) and a port b and a port c of a brake valve (2) to enable a port a and a port b of the front drive shaft relay valve (22) to be communicated, the high-pressure gas in the main gas storage tank (4) sequentially passes through a port b of the main gas storage tank (4), a port a and a port b of the front drive shaft relay valve (22), a port b and a port c of a third three-way valve (29), a port a and a port c of a left front drive vehicle wheel superposition type one-way valve (23), a port a and a port b of a left front drive vehicle wheel linear exhaust electromagnetic valve (28) and a port a and a port b of a left front drive wheel ABS electromagnetic valve (27) to enter a left front drive vehicle wheel brake chamber (26), and therefore air pressure brake force can be applied to a left front drive wheel (24) through a left front drive vehicle wheel brake (25), in the process, an exhaust port c of a linear exhaust electromagnetic valve (28) of the left front driving wheel is in a closed state and is not communicated with the atmosphere.
The working principle of the auxiliary air supply path of the left front driving wheel (24) is as follows: the auxiliary air supply air path comprises an auxiliary air storage tank (3), a front drive shaft switch electromagnetic valve (37), a fourth three-way valve (36), a left front drive vehicle wheel superposed one-way valve (23), a left front drive vehicle wheel linear exhaust electromagnetic valve (28), a left front drive vehicle wheel ABS electromagnetic valve (27) and a left front drive vehicle wheel brake air chamber (26); when a driver steps on the electronic brake pedal (1) to trigger a braking energy recovery function, the front drive shaft switch electromagnetic valve (37) is conducted, high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through a port c of the auxiliary gas storage tank (3), a port a and a port b of the front drive shaft switch electromagnetic valve (37), a port a and a port c of a fourth three-way valve (36), a port b and a port c of a left front drive vehicle wheel superposed one-way valve (23), a port a and a port b of a left front drive vehicle wheel linear exhaust electromagnetic valve (28), and a port a and a port b of a left front drive wheel ABS electromagnetic valve (27) and enters a left front drive vehicle wheel brake air chamber (26), so that air pressure braking force can be applied to a left front drive wheel (24) through the left front drive vehicle wheel brake (25), and the exhaust port c of the left front drive vehicle wheel linear exhaust electromagnetic valve (28) is in a closed state in the process, not open to the atmosphere.
When the electronic brake pedal (1) is stepped on but the braking energy recovery function is not triggered, the front drive shaft switch electromagnetic valve (37) cuts off the air path connection between the port c of the auxiliary air storage tank (3) and the port a of the fourth three-way valve (36), and high-pressure air required by the brake air chamber (26) of the left front drive vehicle wheel is provided by the main air supply air path.
When the electronic brake pedal (1) is stepped on and the braking energy recovery function is triggered, the conditions of applying air pressure braking pressure to the left front driving wheel (24) are divided into two types: when the gas pressure in the main gas storage tank (4) is higher than the gas pressure in the auxiliary gas storage tank (3), high-pressure gas is provided for a brake chamber (26) of the front left driving wheel by the main gas supply circuit; when the gas pressure in the main gas storage tank (4) is smaller than the gas pressure in the auxiliary gas storage tank (3), the auxiliary gas supply circuit provides high-pressure gas for the brake chamber (26) of the front left driving wheel.
The operating principle for releasing the pneumatic brake to the left front drive wheel (24) is as follows: when a driver looses the electronic brake pedal (1), the brake valve (2) is closed, the front drive shaft relay valve (22) breaks the gas path connection between the port b of the main gas storage tank (4) and the port b of the third three-way valve (29), the front drive shaft switch solenoid valve (37) breaks the gas path connection between the port c of the auxiliary gas storage tank (3) and the port a of the fourth three-way valve (36), and the linear exhaust solenoid valve (28) of the left front drive wheel is in an open state, the exhaust port c is communicated with the atmosphere, high-pressure gas in the brake air chamber (26) of the front left driving wheel passes through the port b and the port a of the ABS electromagnetic valve (27) of the front left driving wheel, the air pressure braking force of the left front driving wheel (24) is released by exhausting air from an exhaust port c of a left front driving wheel linear exhaust electromagnetic valve (28), in the process, the opening degree of the linear exhaust electromagnetic valve (28) of the front left driving wheel is in proportional relation with the opening degree of the electronic brake pedal (1).
The working characteristics of a rear drive shaft switch electromagnetic valve (5), a front drive shaft switch electromagnetic valve (37), a right rear drive wheel stacked one-way valve (8), a left rear drive wheel stacked one-way valve (19), a right front drive wheel stacked one-way valve (32), a left front drive vehicle wheel stacked one-way valve (23), a right rear drive wheel linear exhaust electromagnetic valve (13), a left rear drive wheel linear exhaust electromagnetic valve (14), a right front drive wheel linear exhaust electromagnetic valve (30) and a left front drive vehicle wheel linear exhaust electromagnetic valve (28) in a four-wheel drive electric vehicle braking energy recovery air circuit based on stacked one-way valves and linear exhaust electromagnetic valves are described as follows.
When a driver does not step on the brake pedal (1), the rear driving shaft switch electromagnetic valve (5) is in a turn-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 rear driving shaft 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 rear driving shaft 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).
When a driver does not step on the brake pedal (1), the front drive shaft switch electromagnetic valve (37) is in a turn-off state, and high-pressure gas does not exist at the port a of the fourth three-way valve (36); when a driver steps on the brake pedal (1) but does not trigger the braking energy recovery function, the front drive shaft switch electromagnetic valve (37) is in a turn-off state, and no high-pressure gas exists at the port a of the fourth three-way valve (36); when a driver steps on the brake pedal (1) and triggers the braking energy recovery function, the front drive shaft switch electromagnetic valve (37) is in a conducting state, and high-pressure gas is arranged at the port a of the fourth three-way valve (36).
The right rear drive wheel superposition type check valve (8) has three ports: the gas can only flow into the gas inlet port a and the gas inlet port b of the right rear driving wheel superposition type one-way valve (8) and flow out of the gas outlet port c of the right rear driving wheel superposition type one-way valve (8), so that the gas can only be controlled to flow into the right rear driving wheel brake gas chamber (11) from the first three-way valve (7) or the rear driving shaft relay valve (21), and the gas cannot 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 and the port c are conducted, and the port a is closed.
The left rear drive wheel superposition check valve (19) has three ports: the gas can only flow into the left rear driving wheel superposition type one-way valve (19) from the gas inlet port a and the gas inlet port b and flow out of the left rear driving wheel superposition type one-way valve (19) from the gas outlet port c, so that the gas can only flow into the left rear driving wheel brake air chamber (18) from the first three-way valve (7) and the rear driving shaft relay valve (21) 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 and the port c are conducted, and the port a is closed.
The right front drive wheel superposition check valve (32) has three ports: the air can only flow into the air inlet port a and the air inlet port b of the right front driving wheel superposition type one-way valve (32) and flow out of the air outlet port c of the right front driving wheel superposition type one-way valve (32), so that the air can only flow into the right front driving wheel brake air chamber (33) from the fourth three-way valve (36) or the front driving shaft relay valve (22) 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 and the port c are conducted, and the port a is closed.
The left front driving wheel superposition type one-way valve (23) is provided with three ports: the gas can only flow into the left front 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 front driving wheel superposition type one-way valve (23) from the gas outlet port c, so that the gas can only be controlled to flow to the left front driving wheel brake air chamber (26) from the fourth three-way valve (36) or the front driving shaft relay valve (22), and the gas cannot 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 and the port c are conducted, and the port a is closed.
The right rear drive wheel linear exhaust solenoid valve (13) has three ports: the electronic brake pedal 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 exhaust port c is not connected with the brake gas path, and when the electronic brake pedal 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 opening degree of the electronic brake pedal (1).
The left rear drive wheel linear exhaust solenoid valve (14) has three ports: the electronic brake pedal 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 exhaust port c is not connected with the brake gas path, and when the electronic brake pedal 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 opening degree of the electronic brake pedal (1).
The right front drive wheel linear exhaust solenoid valve (30) has three ports: the electronic brake pedal 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 exhaust port c is not connected with the brake gas path, and when the electronic brake pedal 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 opening degree of the electronic brake pedal (1).
The left front wheel linear exhaust solenoid valve (28) has three ports: the electronic brake pedal 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 exhaust port c is not connected with the brake gas path, and when the electronic brake pedal 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 opening degree of the electronic brake pedal (1).
From the above discussion, it can be known that each driving wheel brake circuit has two independent high-pressure air sources and a double-circuit structure by adding components such as an auxiliary air storage tank (3), a rear driving shaft switch electromagnetic valve (5), a first three-way valve (7), a right rear driving wheel stacked one-way valve (8), a right rear driving wheel linear exhaust electromagnetic valve (13), a left rear driving wheel linear exhaust electromagnetic valve (14), a left rear driving wheel stacked one-way valve (19), a second three-way valve (20), a rear driving shaft relay valve (21), a front driving shaft relay valve (22), a left front driving wheel stacked one-way valve (23), a left front driving wheel linear exhaust electromagnetic valve (28), a third three-way valve (29), a right front driving wheel linear exhaust electromagnetic valve (30), a right front driving wheel stacked one-way valve (32), a fourth three-way valve (36) and a front driving shaft switch electromagnetic valve (37) in a driving wheel brake air path, when a driver steps on the brake pedal (1) and does not trigger the braking energy recovery function, high-pressure gas required by the left rear driving wheel (17), the right rear driving wheel (10), the left front driving wheel (24) and the right front driving wheel (35) 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 rear driving wheel (17), a right rear driving wheel (10), a left front driving wheel (24) and a right front driving wheel (35) is provided by the large air pressure in a main air storage tank (4) and an auxiliary air storage tank (3), so that 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 can be effectively solved.
Claims (1)
1. The utility model provides a four-wheel drive electric motor car braking energy recovery gas circuit based on stack formula check valve and linear exhaust solenoid valve which characterized in that: comprises an electronic brake pedal (1), a brake valve (2), an auxiliary gas storage tank (3), a main gas storage tank (4), a rear drive shaft switch solenoid valve (5), an air compressor (6), a first three-way valve (7), a right rear drive wheel stacked one-way valve (8), a right rear drive wheel brake chamber (11), a right rear drive wheel ABS solenoid valve (12), a right rear drive wheel linear exhaust solenoid valve (13), a left rear drive wheel linear exhaust solenoid valve (14), a left rear drive wheel ABS solenoid valve (15), a left rear drive wheel brake chamber (18), a left rear drive wheel stacked one-way valve (19), a second three-way valve (20), a rear drive shaft relay valve (21), a front drive shaft relay valve (22), a left front drive wheel stacked one-way valve (23), a left front drive wheel brake chamber (26), a left front drive wheel ABS solenoid valve (27), The left front driving wheel linear exhaust electromagnetic valve (28), a third three-way valve (29), a right front driving wheel linear exhaust electromagnetic valve (30), a right front driving wheel ABS electromagnetic valve (31), a right front driving wheel superposed one-way valve (32), a right front driving wheel brake air chamber (33), a fourth three-way valve (36) and a front driving shaft switch electromagnetic valve (37);
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 front drive shaft relay valve (22) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the rear drive shaft relay valve (21) through an air path;
a port a of the rear drive shaft relay valve (21) 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 rear drive shaft relay valve (21) is connected with a port b of the second three-way valve (20) through an air passage;
a port a of the second three-way valve (20) is connected with an air inlet port a of the right rear drive wheel superposition type one-way valve (8) through an air passage, an air outlet port c of the right rear drive wheel superposition type one-way valve (8) is connected with a port a of the right rear drive wheel linear exhaust electromagnetic valve (13) through an air passage, a port b of the right rear drive wheel linear exhaust electromagnetic valve (13) is connected with an air inlet port a of the right rear drive wheel ABS electromagnetic valve (12) through an air passage, and an air inlet port b of the right rear drive wheel ABS electromagnetic valve (12) is connected with the right rear drive wheel brake air chamber (11) through an air passage;
a port c of the second three-way valve (20) is connected with an air inlet port a of the left rear drive wheel superposition type one-way valve (19) through an air passage, an air outlet port c of the left rear drive wheel superposition type one-way valve (19) is connected with a port a of the left rear drive wheel linear exhaust electromagnetic valve (14) through an air passage, a port b of the left rear drive wheel linear exhaust electromagnetic valve (14) is connected with an air inlet port a of the left rear drive wheel ABS electromagnetic valve (15) through an air passage, and an air inlet port b of the left rear drive wheel ABS electromagnetic valve (15) is connected with a left rear drive wheel brake air chamber (18) through an air passage;
an air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the rear drive shaft switching electromagnetic valve (5) through an air passage, an air outlet port b of the rear drive shaft switching electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air passage, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right rear drive wheel superposition type one-way valve (8) through an air passage, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left rear drive wheel superposition type one-way valve (19) through an air passage;
a port a of the front drive shaft relay valve (22) is connected with an air outlet port b of the main air storage tank (4) through an air passage, and a port b of the front drive shaft relay valve (22) is connected with a port b of a third three-way valve (29) through an air passage;
a port a of the third three-way valve (29) is connected with an air inlet port a of a right front driving wheel superposition type one-way valve (32) through an air passage, an air outlet port c of the right front driving wheel superposition type one-way valve (32) is connected with a port a of a right front driving wheel linear exhaust electromagnetic valve (30) through an air passage, a port b of the right front driving wheel linear exhaust electromagnetic valve (30) is connected with an air inlet port a of a right front driving wheel ABS electromagnetic valve (31) through an air passage, and an air inlet port b of the right front driving wheel ABS electromagnetic valve (31) is connected with a right front driving wheel brake air chamber (33) through an air passage;
a port c of the third three-way valve (29) is connected with an air inlet port a of the left front drive wheel superposition type one-way valve (23) through an air passage, an air outlet port c of the left front drive wheel superposition type one-way valve (23) is connected with a port a of the left front drive wheel linear exhaust electromagnetic valve (28) through an air passage, a port b of the left front drive wheel linear exhaust electromagnetic valve (28) is connected with an air inlet port a of the left front drive wheel ABS electromagnetic valve (27) through an air passage, and an air inlet port b of the left front drive wheel ABS electromagnetic valve (27) is connected with a left front drive wheel brake air chamber (26) through an air passage;
an air outlet port c of the auxiliary air storage tank (3) is connected with an air inlet port a of the front drive shaft switch electromagnetic valve (37) through an air passage, an air outlet port b of the front drive shaft switch electromagnetic valve (37) is connected with an air inlet port a of the fourth three-way valve (36) through an air passage, an air outlet port b of the fourth three-way valve (36) is connected with an air inlet port b of the right front drive wheel superposition type one-way valve (32) through an air passage, and an air outlet port c of the fourth three-way valve (36) is connected with an air inlet port b of the left front drive wheel superposition type one-way valve (23) through an air passage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910429080.5A CN110103919B (en) | 2019-05-22 | 2019-05-22 | Four-wheel drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910429080.5A CN110103919B (en) | 2019-05-22 | 2019-05-22 | Four-wheel drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110103919A CN110103919A (en) | 2019-08-09 |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| 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 |
| CN206598840U (en) * | 2017-03-08 | 2017-10-31 | 吉林大学 | A kind of Pneumatic braking system with active brake function |
| CN207773125U (en) * | 2017-12-19 | 2018-08-28 | 金龙联合汽车工业（苏州）有限公司 | Air braking systems for vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN200939875Y (en) * | 2006-05-29 | 2007-08-29 | 吉林大学 | Electronic controlled braking system for medium heavy duty automobile |
| GB2540346B (en) * | 2015-07-08 | 2021-02-17 | Haldex Brake Prod Ab | Vehicle braking system |
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Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| CN206598840U (en) * | 2017-03-08 | 2017-10-31 | 吉林大学 | A kind of Pneumatic braking system with active brake function |
| 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 |
| CN207773125U (en) * | 2017-12-19 | 2018-08-28 | 金龙联合汽车工业（苏州）有限公司 | Air braking systems for vehicle |
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