CN116215477A - Engineering vehicle braking system, engineering vehicle braking method and engineering vehicle - Google Patents

Engineering vehicle braking system, engineering vehicle braking method and engineering vehicle Download PDF

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Publication number
CN116215477A
CN116215477A CN202310310621.9A CN202310310621A CN116215477A CN 116215477 A CN116215477 A CN 116215477A CN 202310310621 A CN202310310621 A CN 202310310621A CN 116215477 A CN116215477 A CN 116215477A
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CN
China
Prior art keywords
port
valve
pressure
brake
braking
Prior art date
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Pending
Application number
CN202310310621.9A
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Chinese (zh)
Inventor
姜友山
安鲁宁
余丽艳
金轲
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Shantui Chutian Construction Machinery Co Ltd
Original Assignee
Shantui Chutian Construction Machinery Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shantui Chutian Construction Machinery Co Ltd filed Critical Shantui Chutian Construction Machinery Co Ltd
Priority to CN202310310621.9A priority Critical patent/CN116215477A/en
Publication of CN116215477A publication Critical patent/CN116215477A/en
Pending legal-status Critical Current

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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
    • B60T13/12—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 the fluid being liquid
    • B60T13/14—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 the fluid being liquid using accumulators or reservoirs fed by pumps
    • B60T13/148—Arrangements for pressure supply
    • 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
    • B60T13/686—Electrical control in fluid-pressure brake systems by electrically-controlled valves in hydraulic systems or parts thereof
    • 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
    • B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
    • B60T15/02—Application and release valves
    • B60T15/04—Driver's valves
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

The invention belongs to the technical field of vehicles, and discloses an engineering vehicle braking system, an engineering vehicle braking method and an engineering vehicle. The engineering vehicle braking system has the advantages of quick braking response and small requirement on the volume of the energy accumulator.

Description

Engineering vehicle braking system, engineering vehicle braking method and engineering vehicle
Technical Field
The invention relates to the technical field of engineering machinery, in particular to an engineering vehicle braking system, an engineering vehicle braking method and an engineering vehicle.
Background
Loader motorization has become an important branch of loader development and is favored by more and more users. The general electric loader brakes through a brake by a drive axle, hydraulic oil entering a braking cavity of an oil cylinder of the brake can drive a piston to move, the piston can push a friction plate to be tightly attached to a brake drum, braking is realized through friction between the friction plate and the brake drum, and the hydraulic oil is controlled to enter the braking cavity of the brake through a foot brake valve. In the prior art, after a brake pedal is stepped on in the running process of a vehicle, hydraulic oil in an accumulator enters a brake cavity through a foot brake valve to realize braking, after foot brake operation is finished, the accumulator is refilled with oil again, hydraulic oil in the accumulator needs to meet the requirement of repeated braking, the required volume of the accumulator is large, the occupied space of the accumulator is large, and after the brake pedal is stepped on, the brake cavity is filled with oil from an oil-free state until the hydraulic oil in the brake cavity sufficiently pushes a friction plate to be tightly attached to a brake drum, so that the process consumes a long time, and the braking operation response is slow.
Disclosure of Invention
The invention aims to provide an engineering vehicle braking system, an engineering vehicle braking method and an engineering vehicle, which are used for solving the problems that in the prior art, the volume of a required energy accumulator is large, the occupied space of the energy accumulator is large, and after a brake pedal is pressed down, a brake cavity starts to be filled with oil from an oil-free state, the process is long in time consumption, and the braking operation response is slow.
To achieve the purpose, the invention adopts the following technical scheme:
an engineering vehicle braking system comprising:
the input end of the hydraulic pump is communicated with the oil tank;
the shuttle valve is provided with a first liquid inlet, a second liquid inlet and a liquid outlet, the liquid outlet can be communicated with the first liquid inlet or the second liquid inlet, and the liquid outlet is communicated with a first braking cavity of the driving axle brake;
a service brake valve having a first port, a second port, and a third port, the first port or the second port being communicable with the third port, the third port being communicable with the first fluid intake port of the shuttle valve, the first port being communicable with an output of the hydraulic pump, the second port being communicable with the tank;
a proportional pressure reducing valve having a fourth port, a fifth port, and a sixth port, the fourth port or the fifth port being communicable with the sixth port, the sixth port being communicable with the second liquid inlet of the shuttle valve, the fourth port being communicable with an output end of the hydraulic pump, the fifth port being communicable with the tank;
an accumulator, a line between the first port of the service brake valve and the hydraulic pump is in communication with the accumulator.
As a preferable mode of the above-mentioned construction vehicle braking system, the construction vehicle braking system further includes a first pressure sensor that can detect the pressure of the liquid outlet of the shuttle valve.
As a preferable mode of the above engineering vehicle braking system, the engineering vehicle braking system further includes a pressure gauge, and the pressure gauge can detect the pressure of the liquid outlet of the shuttle valve.
As a preferable mode of the above-described construction vehicle brake system, the construction vehicle brake system further includes a second pressure sensor that is capable of detecting a pressure of the third port of the foot brake valve.
As a preferable mode of the above-mentioned construction vehicle brake system, the construction vehicle brake system further includes a parking solenoid valve having a seventh port, an eighth port, and a ninth port, the seventh port or the eighth port being communicable with the ninth port, the seventh port being communicable with an output end of the hydraulic pump, the eighth port being communicable with the oil tank, and the ninth port being communicable with a second brake chamber of the parking brake.
As a preferable mode of the above-mentioned construction vehicle brake system, the construction vehicle brake system further includes a filter, an input end of the filter is communicated with an output end of the hydraulic pump, and an output end of the filter is respectively communicated with the first port of the foot brake valve and the fourth port of the proportional pressure reducing valve.
As a preferable mode of the above-mentioned construction vehicle brake system, the construction vehicle brake system further includes an overflow valve, and both ends of the overflow valve are respectively communicated with the output end of the hydraulic pump and the oil tank.
The engineering vehicle braking method adopts the engineering vehicle braking system, and comprises the following steps:
when the vehicle runs normally, a set current is input to the proportional pressure reducing valve so that the pressure at the liquid outlet of the shuttle valve is kept at the critical braking pressure; the pressure at the outlet of the shuttle valve is maintained at the threshold brake pressure to enable the transaxle brake to be in a threshold braking state.
As a preferable scheme of the engineering vehicle braking method, the vehicle brakes, and after the first port and the third port of the foot brake valve are communicated, whether the pressure at the third port of the foot brake valve reaches the braking demand pressure or not is judged in a set time; if not, the current input to the proportional pressure reducing valve is increased until the pressure at the liquid outlet of the shuttle valve reaches the braking demand pressure.
The engineering vehicle comprises the engineering vehicle braking system.
The invention has the beneficial effects that:
the invention provides a construction vehicle braking system, a construction vehicle braking method and a construction vehicle. According to the engineering vehicle braking system, when a vehicle normally runs, a set current is input to the proportional pressure reducing valve, so that the pressure at the liquid outlet of the shuttle valve is kept at critical braking pressure, the first braking cavity of the drive axle brake can be kept at critical braking pressure all the time, the drive axle brake is in a critical braking state, and when the drive axle brake is in the critical state, friction plates and brake drums of the drive axle brake are about to be attached. Therefore, when the brake pedal is depressed, the friction plate and the brake drum are immediately attached, and the friction force between the friction plate and the brake drum is increased along with the increase of the displacement of the pedal, namely, the braking force output by the drive axle brake is directly linearly increased, so that the vehicle is braked.
The pressure in the first braking cavity is kept at critical braking pressure before the pedal is pressed, so that the drive axle brake is in a critical braking state, and the drive axle brake can immediately output braking force to realize vehicle braking after the pedal is pressed, so that the braking operation response is fast.
The pressure in the first braking cavity is kept at critical braking pressure before the pedal is stepped on, so that the drive axle brake is in a critical braking state, hydraulic oil output by the hydraulic pump enters the first braking cavity through the foot braking valve and the shuttle valve after the pedal is stepped on, hydraulic oil in the energy accumulator does not enter the first braking cavity, and when the brake pedal is stepped on after the vehicle is flameout, hydraulic oil in the energy accumulator enters the first braking cavity through the foot braking valve and the shuttle valve, so that braking is realized. Therefore, compared with the prior art, on the premise of ensuring that the hydraulic oil in the energy accumulator can realize the same times of braking, the volume of the energy accumulator can be smaller, the requirement on the volume of the energy accumulator can be reduced, the cost is reduced, and the installation space required by the energy accumulator is also smaller.
The proportional pressure reducing valve always acts in the normal running process of the vehicle, and the pressure at the liquid outlet of the shuttle valve is kept at the critical braking pressure, so that even if the leakage amount of the proportional pressure reducing valve is large, hydraulic oil can be supplemented in real time, the pressure of the energy accumulator is not influenced, the braking effect and the number of times of the energy accumulator are not influenced, the leakage amount requirement of the proportional pressure reducing valve is low, the limitation of element selection is eliminated, and the braking reliability is high.
Drawings
Fig. 1 is a schematic structural diagram of a brake system for an engineering vehicle according to an embodiment of the present invention.
In the figure:
1. a hydraulic pump; 2. a first brake chamber; 3. a shuttle valve; 4. a proportional pressure reducing valve; 5. a foot brake valve; 6. an accumulator; 7. a parking brake; 8. a parking electromagnetic valve; 9. a first pressure sensor; 10. a pressure gauge; 11. a second pressure sensor; 12. a filter; 13. and an overflow valve.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", and the like are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The invention provides an engineering vehicle braking system, which is shown in fig. 1, and comprises a hydraulic pump 1, a shuttle valve 3, a drive axle brake, a foot brake valve 5, a proportional pressure reducing valve 4 and an energy accumulator 6, wherein the input end of the hydraulic pump 1 is communicated with an oil tank, the shuttle valve 3 is provided with a first liquid inlet, a second liquid inlet and a liquid outlet, the liquid outlet can be communicated with the first liquid inlet or the second liquid inlet, the liquid outlet is communicated with a first brake cavity 2 of the drive axle brake, the foot brake valve 5 is provided with a first port, a second port and a third port, the first port or the second port can be communicated with the third port, the third port is communicated with the first liquid inlet of the shuttle valve 3, the first port is communicated with the output end of the hydraulic pump 1, the second port is communicated with the oil tank, the proportional pressure reducing valve 4 is provided with a fourth port, a fifth port and a sixth port, the fourth port or the fifth port can be communicated with the sixth port, the sixth port is communicated with the second liquid inlet of the shuttle valve 3, the fourth port is communicated with the output end of the hydraulic pump 1, the fifth port is communicated with the oil tank and the first port and the energy accumulator 6 is communicated with the first port and the brake pipe of the valve 1.
In the engineering vehicle braking system, when a vehicle normally runs, namely, a brake pedal is not depressed to perform braking operation, a second port of a foot brake valve 5 is communicated with a third port, at the moment, a proportional pressure reducing valve 4 is electrified, a fourth port of the proportional pressure reducing valve 4 is communicated with a sixth port, a second liquid inlet of a shuttle valve 3 is communicated with a liquid outlet, and hydraulic oil in an oil tank sequentially passes through a hydraulic pump 1, the proportional pressure reducing valve 4 and the shuttle valve 3 to enter a first braking cavity 2 of a drive axle brake. When the vehicle brakes and the brake pedal is stepped on, a first port of the foot brake valve 5 is communicated with a third port, a first liquid inlet of the shuttle valve 3 is communicated with a liquid outlet, and hydraulic oil sequentially passes through the hydraulic pump 1, the foot brake valve 5 and the shuttle valve 3 to enter a first brake cavity 2 of the drive axle brake. When the vehicle is running normally, a set current is input to the proportional pressure reducing valve 4 so that the pressure at the liquid outlet of the shuttle valve 3 is kept at critical braking pressure, the first braking cavity 2 of the drive axle brake can be kept at critical braking pressure all the time, the drive axle brake is in critical braking state, and when the drive axle brake is in critical state, the friction plate and the brake drum of the drive axle brake are about to be attached. Therefore, when the brake pedal is depressed, the friction plate and the brake drum are immediately attached, and the friction force between the friction plate and the brake drum is increased along with the increase of the displacement of the pedal, namely, the braking force output by the drive axle brake is directly linearly increased, so that the vehicle is braked. The pressure in the first braking cavity 2 is kept at the critical braking pressure before the pedal is pressed, so that the drive axle brake is in a critical braking state, and the drive axle brake can immediately output braking force to realize vehicle braking after the pedal is pressed, so that the braking operation response is fast. And because the pressure in the first braking cavity 2 is kept at critical braking pressure before the pedal is stepped on, the drive axle brake is in critical braking state, hydraulic oil output by the hydraulic pump 1 enters the first braking cavity 2 through the foot braking valve 5 and the shuttle valve 3 after the pedal is stepped on, hydraulic oil in the accumulator 6 does not enter the first braking cavity 2, and when the vehicle is flameout and the brake pedal is stepped on, hydraulic oil in the accumulator 6 enters the first braking cavity 2 through the foot braking valve 5 and the shuttle valve 3, so that braking is realized. Therefore, compared with the prior art, the volume of the energy accumulator 6 can be smaller on the premise of ensuring that the hydraulic oil in the energy accumulator 6 can realize the same times of braking, thereby occupying smaller space. Since the proportional pressure reducing valve 4 always acts during normal running of the vehicle, the pressure at the liquid outlet of the shuttle valve 3 is maintained at the critical braking pressure, and therefore, even if the leakage amount of the proportional pressure reducing valve 4 is large, hydraulic oil can be supplemented in real time, and the pressure of the accumulator 6 is not affected, so that the braking effect and the number of times of the accumulator 6 are not affected. The engineering vehicle braking system has the advantages of quick braking response, capability of reducing the requirement on the volume of the energy accumulator 6, cost reduction, small installation space required by the energy accumulator 6, low leakage quantity requirement of the comparative example pressure reducing valve 4, getting rid of the limitation of element selection and high braking reliability.
The specific structure of the drive axle brake belongs to the prior art, and is not described herein.
Optionally, the engineering vehicle braking system further comprises a first pressure sensor 9, and the first pressure sensor 9 can detect the pressure of the liquid outlet of the shuttle valve 3. The first pressure sensor 9 detects the pressure of the liquid outlet of the shuttle valve 3, and is used for judging whether the pressure of the liquid outlet of the shuttle valve 3 reaches the critical braking pressure or the pressure required by braking. When the vehicle is running normally, if the first pressure sensor 9 detects that the pressure at the liquid outlet of the shuttle valve 3 does not reach the critical braking pressure, the current to the proportional pressure reducing valve 4 is adjusted so that the pressure at the liquid outlet of the shuttle valve 3 reaches the critical braking pressure. It can be understood that when the pressure of the liquid outlet of the shuttle valve 3 reaches the critical braking pressure, the transaxle brake is in the critical braking state; when the pressure of the liquid outlet of the shuttle valve 3 reaches the pressure required for braking, the drive axle brake can realize braking.
Optionally, the engineering vehicle braking system further comprises a pressure gauge 10, and the pressure gauge 10 can detect the pressure of the liquid outlet of the shuttle valve 3. The pressure gauge 10 can also detect the pressure of the liquid outlet of the shuttle valve 3, so that the pressure of the liquid outlet of the shuttle valve 3 detected by the first pressure sensor 9 can be calibrated.
Optionally, the work vehicle brake system further comprises a second pressure sensor 11, the second pressure sensor 11 being capable of detecting the pressure of the third port of the foot brake valve 5. The second pressure sensor 11 detects the pressure of the third port of the service brake valve 5 to determine whether the pressure of the third port of the service brake valve 5 reaches the brake required pressure.
Optionally, the engineering vehicle braking system further includes a parking solenoid valve 8 and a parking brake 7, the parking solenoid valve 8 has a seventh port, an eighth port and a ninth port, the seventh port or the eighth port can be communicated with the ninth port, the seventh port is communicated with the output end of the hydraulic pump 1, the eighth port is communicated with the oil tank, and the ninth port is communicated with the second braking chamber of the parking brake 7. When the parking braking is needed, the parking electromagnetic valve 8 is electrified, a seventh port of the parking electromagnetic valve 8 is communicated with a ninth port, hydraulic oil sequentially passes through the hydraulic pump 1 and the parking electromagnetic valve 8 to enter a second braking cavity of the parking brake 7, and therefore the parking brake 7 outputs braking force to achieve braking.
The specific structure of the parking brake 7 belongs to the prior art, and is not described herein.
Optionally, the engineering vehicle braking system further comprises a filter 12, wherein an input end of the filter 12 is communicated with an output end of the hydraulic pump 1, and an output end of the filter 12 is respectively communicated with the first port of the foot brake valve 5 and the fourth port of the proportional pressure reducing valve 4. The filter 12 can filter the hydraulic oil output from the hydraulic pump 1.
Optionally, the engineering vehicle braking system further comprises an overflow valve 13, and two ends of the overflow valve 13 are respectively communicated with the output end of the hydraulic pump 1 and the oil tank. The working stability of the hydraulic pump 1 can be increased.
Optionally, the engineering vehicle braking system further comprises a controller, and the first pressure sensor 9 and the second pressure sensor 11 are electrically connected with the controller.
The invention further provides the engineering vehicle, and the engineering vehicle comprises the engineering vehicle braking system.
The invention also provides a method for braking the engineering vehicle, which adopts the engineering vehicle braking system and comprises the following steps:
when the vehicle is running normally, a set current is input to the proportional pressure reducing valve 4 so as to keep the pressure at the liquid outlet of the shuttle valve 3 at the critical braking pressure; maintaining the pressure at the outlet of the shuttle valve 3 at the threshold brake pressure places the transaxle brake in a threshold braking condition.
When the drive axle brake is in a critical braking state, the friction plate and the brake drum are about to be attached, when the brake is needed, the pedal is depressed, the foot brake valve 5 is communicated with the first port and the third port, hydraulic oil conveyed by the hydraulic pump 1 enters the first brake cavity 2 through the foot brake valve 5 and the shuttle valve 3, the pressure of the first brake cavity 2 can be immediately enabled to reach the pressure required by braking, braking is achieved, and therefore braking operation response is enabled to be fast. And the hydraulic oil in the accumulator 6 is used only when braking after the vehicle has been put out, the volume of the accumulator 6 required is smaller. Since the hydraulic pump 1 delivers hydraulic oil into the first brake chamber 2 through the proportional pressure reducing valve 4 and the shuttle valve 3 and it is necessary to always maintain the pressure at the outlet of the shuttle valve 3 at the critical brake pressure, if there is leakage in the proportional pressure reducing valve 4, the leakage amount of the proportional pressure reducing valve 4 is also immediately replenished, so the leakage amount requirement of the comparative pressure reducing valve 4 is low.
After the vehicle brakes, the first port of the foot brake valve 5 is communicated with the third port, and whether the pressure at the third port of the foot brake valve 5 reaches the braking demand pressure or not is judged in a set time; if not, the current input to the proportional pressure reducing valve 4 is increased until the pressure at the liquid outlet of the shuttle valve 3 reaches the braking demand pressure.
When the vehicle brakes, the first port of the foot brake valve 5 is communicated with the third port by pressing the brake pedal, if the pressure at the third port of the foot brake valve 5 does not reach the pressure required by braking in the set time, the foot brake valve 5 is likely to fail, and in order to ensure the driving safety, the current input to the proportional pressure reducing valve 4 is increased, so that hydraulic oil enters the first brake cavity 2 through the proportional pressure reducing valve 4 and the shuttle valve 3 until the pressure at the liquid outlet of the shuttle valve 3 reaches the braking requirement capacity, thereby realizing the vehicle braking and increasing the safety of the vehicle.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.

Claims (10)

1. The engineering vehicle braking system is characterized by comprising:
the input end of the hydraulic pump (1) is communicated with the oil tank;
the shuttle valve (3) is provided with a first liquid inlet, a second liquid inlet and a liquid outlet, the liquid outlet can be communicated with the first liquid inlet or the second liquid inlet, and the liquid outlet is communicated with a first braking cavity (2) of the driving axle brake;
-a foot brake valve (5), the foot brake valve (5) having a first port, a second port and a third port, the first port or the second port being communicable with the third port, the third port being communicable with the first inlet of the shuttle valve (3), the first port being communicable with an output of the hydraulic pump (1), the second port being communicable with the tank;
a proportional pressure reducing valve (4), the proportional pressure reducing valve (4) having a fourth port, a fifth port and a sixth port, the fourth port or the fifth port being communicable with the sixth port, the sixth port being communicable with the second liquid inlet of the shuttle valve (3), the fourth port being communicable with an output end of the hydraulic pump (1), the fifth port being communicable with the tank;
-an accumulator (6), a line between the first port of the foot brake valve (5) and the hydraulic pump (1) being in communication with the accumulator (6).
2. The work vehicle brake system according to claim 1, further comprising a first pressure sensor (9), the first pressure sensor (9) being capable of detecting the pressure of the outlet of the shuttle valve (3).
3. The work vehicle brake system according to claim 1, further comprising a pressure gauge (10), the pressure gauge (10) being capable of detecting the pressure of the outlet of the shuttle valve (3).
4. The work vehicle brake system according to claim 1, further comprising a second pressure sensor (11), said second pressure sensor (11) being able to detect the pressure of said third port of said foot brake valve (5).
5. The work vehicle brake system according to claim 1, further comprising a parking solenoid valve (8) and a parking brake (7), the parking solenoid valve (8) having a seventh port, an eighth port and a ninth port, the seventh port or the eighth port being communicable with the ninth port, the seventh port being communicable with an output of the hydraulic pump (1), the eighth port being communicable with the oil tank, the ninth port being communicable with a second brake chamber of the parking brake (7).
6. The work vehicle brake system according to claim 1, further comprising a filter (12), an input of the filter (12) being in communication with an output of the hydraulic pump (1), an output of the filter (12) being in communication with the first port of the service valve (5) and a fourth port of the proportional pressure relief valve (4), respectively.
7. The work vehicle brake system according to claim 1, further comprising an overflow valve (13), both ends of the overflow valve (13) being respectively communicated with the output end of the hydraulic pump (1) and the oil tank.
8. A construction vehicle braking method, characterized in that the construction vehicle braking system according to any one of claims 1 to 7 is employed, the construction vehicle braking method comprising:
when the vehicle runs normally, a set current is input to the proportional pressure reducing valve (4) so as to keep the pressure at the liquid outlet of the shuttle valve (3) at critical braking pressure; the pressure at the liquid outlet of the shuttle valve (3) is kept at the critical braking pressure, so that the drive axle brake is in a critical braking state.
9. The method according to claim 8, wherein after the vehicle is braked and the first port and the third port of the foot brake valve (5) are communicated, it is determined whether the pressure at the third port of the foot brake valve (5) reaches the brake demand pressure within a set time; if not, the current input to the proportional pressure reducing valve (4) is increased until the pressure at the liquid outlet of the shuttle valve (3) reaches the braking demand pressure.
10. A construction vehicle, characterized by comprising a construction vehicle brake system according to any one of claims 1-7.
CN202310310621.9A 2023-03-28 2023-03-28 Engineering vehicle braking system, engineering vehicle braking method and engineering vehicle Pending CN116215477A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202310310621.9A CN116215477A (en) 2023-03-28 2023-03-28 Engineering vehicle braking system, engineering vehicle braking method and engineering vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202310310621.9A CN116215477A (en) 2023-03-28 2023-03-28 Engineering vehicle braking system, engineering vehicle braking method and engineering vehicle

Publications (1)

Publication Number Publication Date
CN116215477A true CN116215477A (en) 2023-06-06

Family

ID=86591186

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202310310621.9A Pending CN116215477A (en) 2023-03-28 2023-03-28 Engineering vehicle braking system, engineering vehicle braking method and engineering vehicle

Country Status (1)

Country Link
CN (1) CN116215477A (en)

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