WO1998001331A1 - Dispositif et procede de commande de frein pour vehicules industriels - Google Patents

Dispositif et procede de commande de frein pour vehicules industriels Download PDF

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Publication number
WO1998001331A1
WO1998001331A1 PCT/JP1997/002366 JP9702366W WO9801331A1 WO 1998001331 A1 WO1998001331 A1 WO 1998001331A1 JP 9702366 W JP9702366 W JP 9702366W WO 9801331 A1 WO9801331 A1 WO 9801331A1
Authority
WO
WIPO (PCT)
Prior art keywords
brake
wheel brake
rear wheel
valve
pressure
Prior art date
Application number
PCT/JP1997/002366
Other languages
English (en)
Japanese (ja)
Inventor
Noboru Kanayama
Masaaki Genji
Original Assignee
Komatsu 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 Komatsu Ltd. filed Critical Komatsu Ltd.
Publication of WO1998001331A1 publication Critical patent/WO1998001331A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/68—Electrical control in fluid-pressure brake systems by electrically-controlled valves
    • B60T13/686—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
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/26—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force characterised by producing differential braking between front and rear wheels
    • E—FIXED CONSTRUCTIONS
    • E02—HYDRAULIC ENGINEERING; FOUNDATIONS; SOIL SHIFTING
    • E02F—DREDGING; SOIL-SHIFTING
    • E02F9/00—Component parts of dredgers or soil-shifting machines, not restricted to one of the kinds covered by groups E02F3/00 - E02F7/00
    • E02F9/20—Drives; Control devices
    • E02F9/22—Hydraulic or pneumatic drives

Definitions

  • the present invention relates to a traveling brake control device for an industrial vehicle that performs braking during operation using a brake during traveling of the industrial vehicle, and a control method thereof.
  • Japanese Patent Publication No. 2-17004 has been proposed.
  • an operating oil pressure lower than the operating oil pressure of the front wheel brake is supplied to the rear wheel brake to make the braking force of the rear wheel smaller than the braking force of the front wheel.
  • the rear wheels require a large braking force, as do the front wheels, in order to work while the vehicle is stable during work.
  • the technique disclosed in the above publication has a problem in that when a large load is applied to the work equipment during work, the vehicle moves due to insufficient braking force on the rear wheels, and excavation cannot be performed.
  • the present invention has been made in view of such a problem. Even when full-brake braking is applied during high-speed driving, the rear wheels can be safely braked without licking. It is an object of the present invention to provide a traveling brake control device and a control method for an industrial vehicle in which wheels can be braked as strongly as the front wheels and stable work can be performed.
  • the running brake of an industrial vehicle that performs work such as excavation and loading with the mounted work machine, and brakes the vehicle during running and work with the front wheel brake having strong braking force and the rear wheel brake having weak braking force
  • the key control device operates the rear wheel brake valve in conjunction with the rear wheel brake valve and the rear wheel brake valve to reduce the pressure oil from the pressure source according to the operation force of the brake pedal and supply it to the rear wheel brake.
  • a front wheel brake valve that supplies higher pressure oil to the front wheel brake than the pressure supplied to the front wheel brake
  • a rear wheel brake booster that supplies high pressure oil to be supplied to the front wheel brake as pressure oil for the rear wheel brake during operation. ing.
  • the front wheel brake valve and the rear wheel brake valve are moved according to the amount of movement (stepping amount), and the pressure from the pressure source is reduced to reduce the front wheel brake and the rear wheel. Supply to each of the brakes.
  • the pressure of the front wheel brake is higher than that of the rear wheel brake, and the front wheel brake has a strong braking force.
  • the pressure at this time is set to the same level as the pressure oil supplied to the front wheel brake by the rear wheel brake pressure increasing means.
  • the rear wheel brake pressure increasing means includes the front wheel A first brake valve for a rear wheel brake disposed between a pipe connecting the brake valve for the front wheel and the front wheel brake circuit, a pipe connecting the brake valve for the rear wheel and the rear wheel brake circuit, and the brake valve for the rear wheel And a shuttle valve connected to the rear wheel brake first pressure-up valve and connected to the rear wheel brake first booster valve to select one of the front wheel brake valve and the rear wheel brake valve.
  • the pressure oil of the front wheel brake valve is supplied as pressure oil of the rear wheel brake circuit via the rear wheel brake first pressure increase valve and the shuttle valve.
  • high pressure oil generated by the front wheel brake valve is supplied as pressure oil to the rear wheel brake via the first booster valve and the shuttle valve, and high pressure oil generated by the front wheel brake valve is also provided.
  • the oil shuts off the low pressure from the rear wheel brake valve by the shuttle valve.
  • the high pressure oil generated by the front wheel brake valve reliably acts on the rear wheels with a simple configuration, and increases the braking force of the rear wheels.
  • the rear wheel brake pressure increasing means is disposed in a pipe connecting the rear wheel brake valve and the rear wheel brake circuit, and the front wheel brake valve and the front wheel brake are arranged.
  • the rear wheel brake second pressure-up valve connected to the pipe connecting the circuit and the force, the pressure is increased, and the brake oil pressure command of the front wheel brake valve is applied to the rear wheel through the rear wheel brake second pressure-up valve according to the brake pressure increase command. It is supplied as pressure oil for the brake circuit o
  • the high pressure oil generated by the front wheel brake valve acts on the rear wheel brake via the second pressure increasing valve.
  • it also reliably acts on the rear wheel, and increases the braking force of the rear wheel.
  • the transmission of the operating force from the brake pedal to the rear wheel brake valve is performed by a pilot having a strength corresponding to the operation amount of the brake pedal. Pressure or a link connecting the brake pedal to the rear wheel brake valve.
  • the master cylinder attached to the brake pedal and the brake valve for the rear wheel can be connected by piping, which simplifies the configuration. You.
  • a small brake pedal operation force can be used to operate a large rear wheel brake valve.
  • the operating force is lighter and the effect is greater.
  • the brake valve since the brake valve is mechanically connected to the brake pedal, the operation of the brake pedal is reliably transmitted to the brake valve, and the brake valve is often used for industrial vehicles that frequently apply braking force. The responsiveness and drivability are improved.
  • a brake lock means is provided which is locked in a state where the front wheel brake valve and the rear wheel brake valve are operated during operation.
  • the work can be performed while the rear wheel braking force is reliably increased during the work, and the vehicle can be stably worked without moving during the work, and the workability is improved and the work amount is increased. .
  • the vehicle is stopped, digging, loading, and the like are performed by the mounted work implement, and the vehicle is driven and operated by the front wheel brake having a strong braking force and the rear wheel brake having a weak braking force.
  • a traveling brake control device for an industrial vehicle that brakes a vehicle, a brake pedal that outputs a pilot pressure having a strength corresponding to the operation amount, and operates in response to the pilot pressure and operates according to the pilot pressure strength.
  • a variable pressure reducing valve for a rear wheel brake which reduces the pressure oil of a pressure source and supplies the pressure to the rear wheel brake, and operates in conjunction with the variable pressure reducing valve for the rear wheel brake, thereby controlling the pressure supplied to the rear wheel brake.
  • a front wheel brake valve for supplying pressure oil to the front wheel brake.
  • the variable pressure reducing valve for rear wheel brake supplies low pressure oil to be supplied to the rear wheel brake during operation.
  • the pressure has been reduced to the same strength as the high pressure oil supplied to the front wheel brakes.
  • the rear wheel brake receives the same pressure as the pressure oil supplied to the front wheel brake by the variable pressure reducing valve for the rear wheel brake.
  • a strong braking force is generated on the front wheels and a weak braking force is generated on the rear wheels during traveling, and the same strong braking force is generated on the rear wheels as the front wheels during work. So
  • the rear wheel and front wheel can maintain the reaction force during the work without moving, and the vehicle can work in a stable state, the excavating power of the work equipment increases, and the amount of work increases .
  • a brake locking means which is locked in a state where the front wheel brake valve and the rear wheel brake variable pressure reducing valve are operated at the time of work.
  • the front wheel brake valve and the rear wheel brake variable pressure reducing valve are locked while operating by the brake locking means.
  • the work can be performed with the rear wheel braking force surely increased, and the vehicle can be stably worked without moving during the work, thereby improving workability.
  • the amount of work increases.
  • a shift position sensor attached to a shift means for selecting a stop and a traveling speed of the vehicle, and excavation by a work machine
  • a mode sensor attached to a mode switching means for switching to a working mode for loading or the like or a traveling mode; and a vehicle speed sensor for detecting the speed of the vehicle.
  • a control means that outputs a command to either the rear wheel brake pressure increasing means, the rear wheel brake first pressure increasing valve, the rear wheel brake second pressure increasing valve, or the rear wheel brake variable pressure reducing valve, and the brake opening means. It has a step.
  • the mode is switched to the work mode by the mode switching means, and when the vehicle stops during the work, the rear wheel brake receives the same pressure as the pressure oil supplied to the front wheel brake. In this way, during work, the rear wheel brake force and the pressure that is the same strength as the pressure oil supplied to the front wheel brake are automatically received, so there is no force to work while the rear wheel brake is kept low.
  • the ninth invention which is mainly based on the first invention, the second invention, the third invention, or the sixth invention, includes a brake lock switch for outputting a command to lock a brake, a rear wheel brake pressure increasing means during operation, Wheel brake first booster valve, rear wheel brake second booster valve Or, a command is output to either the variable pressure reducing valve for the rear wheel brake and the brake locking means.
  • the brake lock switch causes the rear wheel brake to receive the same pressure as the pressure oil supplied to the front wheel brake.
  • the rear wheel brake and the front wheel brake can be automatically set to the same strength during work with a simpler configuration than the eighth invention.
  • reliability is improved because of the simple structure.
  • the vehicle is stopped, digging, loading, and the like are performed by a mounted work machine, and a front wheel brake having a strong braking force is compared with a weak braking force.
  • a traveling brake control method for an industrial vehicle in which a vehicle is braked at the time of traveling and working by a rear wheel brake having a brake, the pressure of the front wheel brake is used as the pressure of the rear wheel brake by a brake pressure increase command at the time of work. The braking force of the rear wheel brake is added.
  • the braking force of the rear wheel brake is increased by the booster.
  • the same operation and effect as those of the first, second, and third inventions of the device can be obtained.
  • the stop and running speed of the vehicle are selected, the vehicle is stopped, and the work such as excavation and loading is performed by the mounted work machine.
  • a traveling brake control method for an industrial vehicle in which a vehicle is braked during traveling and work by a brake and a rear wheel brake, a shift position sensor attached to a shift means for selecting a stop and traveling speed of the vehicle, and a work machine for excavating.
  • the front wheel brake and the rear wheel brake are being braked and licked.
  • the rear wheel brake receives the same pressure as the pressure oil supplied to the front wheel brake.
  • the same operation and effect as those of the eighth and ninth inventions of the device can be obtained.
  • the third invention mainly based on the second invention of the method, when the operation mode is switched to the work mode or a command is output to the brake opening means, the braking force of the rear wheel brake is increased to perform braking, And it is locked.
  • the front wheel brake and the rear wheel brake have the same braking force and are locked to the same braking force only by outputting a command to the work mode or the brake locking means.
  • FIG. 1 is an electromagnetic and hydraulic circuit diagram of a traveling brake control device for an industrial vehicle according to a first embodiment of the present invention.
  • FIG. 2 is an electromagnetic / hydraulic circuit diagram according to a second embodiment of the present invention.
  • FIG. 3 is an electromagnetic / hydraulic circuit diagram according to a third embodiment of the present invention.
  • FIG. 4 is an electromagnetic / hydraulic circuit diagram according to a fourth embodiment of the present invention.
  • FIG. 5 is an electromagnetic / hydraulic circuit diagram according to a fifth embodiment of the present invention.
  • FIG. 6 is an electromagnetic / hydraulic circuit diagram according to a sixth embodiment of the present invention.
  • FIG. 7 is a side view showing an example of an industrial vehicle equipped with the traveling brake control device of the present invention.
  • the industrial vehicle 51 equipped with the traveling brake control device of the present invention includes a lower traveling body 52 and an upper revolving body 53.
  • a front wheel 54 and a rear wheel 55 are attached to a front portion and a rear portion of the lower traveling structure 52, respectively, and a work implement 56 is attached to the upper revolving structure 53.
  • the front wheel 54 and the rear wheel 55 are respectively provided with a front wheel brake 19 having a strong braking force and a rear wheel brake 20 having a weak braking force, which will be described later.
  • the industrial vehicle 51 stops running and performs work such as excavation and loading by the work machine 56.
  • the front wheel 54 and the rear wheel 55 are braked by the front and rear wheel brakes 19, 20 so that the industrial vehicle 51 is working without moving.
  • the engine 1 mounted on the industrial vehicle 51 drives a hydraulic pump 2 as shown in FIG.
  • the hydraulic oil sucked and discharged from the tank 3 by the hydraulic pump 2 is branched into the pipeline 4a and the pipelines 4a and 4b, the input port 1 la of the front wheel brake valve 1 1 and the rear wheel It is led to the input port 12a of the brake valve 12 respectively.
  • Each of the pipelines 4a and 4b has an accumulator 5a and 5b for accumulating the pressure oil and a pressure oil accumulated in each accumulator 5a and 5b flowing back to the hydraulic pump 2.
  • Prevent Check valves 7a and 7b are provided respectively.
  • the pipeline 4 is provided with a relief valve 9 that discharges the pressure oil to the tank 3 when the oil pressure in each of the accumulators 5a and 5b exceeds a set value.
  • the front wheel brake valve 11 has an input port 11a, a tank port 11b, and an output port 11c.
  • the rear wheel brake valve 12 has an input port 12a, a tank port 12b, and an output port 12c.
  • Input port 1 2a is connected to line 4b
  • tank port 1 2b is connected to tank 3
  • output port 1 2c is connected to line 1 22 to the first input port 13a of shuttle valve 13. ing.
  • the shuttle valve 13 has a first input port 13a, a second input port 13b, and an output port 13c.
  • the first input port 13a is connected to the output port 12c of the rear wheel brake valve 12 through line 22 and the output port 13c is connected to the rear wheel hydraulic booster through line 22a.
  • 8 input terminals are connected to 18a.
  • the output end 18 b of the rear wheel hydraulic booster 18 is connected to the rear wheel brake carrier 20 through a pipeline 24.
  • the output end 17 b of the front wheel hydraulic booster 17 is also connected to the front wheel brake caliber 19 through a conduit 23.
  • the rear wheel brake valve 12 is held in the A position by the spring 12 d, and the first pressure receiving part
  • This is a pilot pressure switching type two-position valve that switches to the ⁇ position when pilot pressure is input to 1 2 e or the second pressure receiving section 12 ⁇ .
  • the first pressure receiving section 12 e is connected to the output end 26 a of the master cylinder 26 connected to the brake pedal 25 through a pipe 27.
  • the pilot pressure corresponding to this depressing force (operating amount) is input to the first pressure receiving section 12 e, and the main spool of the rear wheel brake valve 12 moves. .
  • the second pressure receiving section 12 ⁇ is connected to an output port 15 c of the brake lock valve 15 through a pipe 28.
  • the brake lock valve 15 switches from the G position to the ⁇ position, the pilot pressure is input from the pilot pump 2a to the second pressure receiving portion 12f.
  • the rear wheel brake valve 12 is provided with a pressure reducing valve 32 between the input port 12a and the output port 12c at the position B.
  • the pressure reducing valve 32 reduces the output pressure Pr with respect to the input pressure Pa from 0 to a maximum P2 according to the amount of movement of the main spool of the rear wheel brake valve 12.
  • the front wheel brake valve 11 is connected to the rear wheel brake valve 12 via a spring 12d in a tandem manner. Normally, a spring 11d fixed at one end is held at the C position. I have.
  • the brake pressure becomes exactly the same as the rear wheel brake valve 12. Interlocks and switches to the D position.
  • the front wheel brake valve 11 is provided with a pressure reducing valve 31 between the input port 11a and the output port 11c at the position D.
  • the pressure reducing valve 31 reduces the output pressure P f with respect to the input pressure Pa from 0 to a maximum P 1 according to the amount of movement of the main spool of the rear wheel brake valve 12.
  • the reduced output pressures P 1 and P 2 are set so that P 1> P 2.
  • the front and rear wheel brake valves 11 and 12 are independently connected to the master cylinder 26, respectively, in which the front wheel brake valve 11 and the rear wheel brake valve 12 are connected. It may be operated by receiving pilot pressure.
  • a first booster valve 14 for the rear wheel brake is provided via a shuttle valve 13. It is interposed.
  • Rear wheel brake first booster valve 14 has input port 14a, tank port
  • the rear wheel brake pressure increasing means of the present embodiment includes a rear wheel brake first pressure increasing valve 14 and a shuttle valve 13.
  • brake lock sw 41 which is a brake lock means, a current is supplied from the power supply 47 to the receiving unit 14d.
  • Brake valve 15 is input port 15a, tank port 15b, output port
  • the input port 15a is connected to the pilot pump 2a, the tank port 15b is connected to the tank 3, and the output port 15c is connected to the second pressure receiving section 12f of the rear wheel brake valve 12 through the line 28.
  • the brake lock valve 15 is an electromagnetic switching type two-position valve whose one end is held at the G position by a spring 15 e and is switched to the H position when the receiving part 15 d at the other end is energized. By operating the brake lock sw 41 ON, current is supplied from the power supply 47 to the receiver 15d.
  • the operation unit 45 of the industrial vehicle 51 includes a mode switch 42 (hereinafter referred to as mode switch sw 42) as mode switching means for switching between the traveling mode T and the work mode W, and a shift switch for switching the vehicle speed.
  • mode switch sw 42 mode switch for switching between the traveling mode T and the work mode W
  • shift switch for switching the vehicle speed.
  • a shifter switch 43 (hereinafter referred to as a shifter sw43) is provided.
  • the signals from the switches 42 and 43 are input to a TZM controller 44 as control means.
  • the hydraulic pressure acting on the input terminal 18a changes from 0 to the maximum P2 by the depression force of the brake pedal 25. Due to the boosting action (magnification-) of the hydraulic booster 18 on this hydraulic pressure, a hydraulic pressure ranging from 0 to a maximum ⁇ 2 is generated at the output end 18b, and this hydraulic oil is passed through the pipeline 24.
  • the wheel brake carrier 20 guides the rear wheel to brake.
  • the receiving portion 15d of the brake block valve 15 is energized, and the brake block valve 15 switches from the G position to the H position. Then, the pressure oil of pilot pump 2a flows through pipe 28 to the rear wheel. Acts on the second receiver 12 f of the brake valve 12 for the rear wheel, and the brake valve 12 for the rear wheel switches from the A position to the B position. At the same time, the front wheel brake valve 11 switches from position C to position D. Also, power is supplied to the receiving portion 14 d of the rear wheel brake first pressure increasing valve 14, and the rear wheel brake first pressure increasing valve 14 switches from the E position to the F position.
  • the pressure oil accumulated in the accumulator 5b flows to the input end 18a of the rear wheel hydraulic booster 18 as described above.
  • the hydraulic oil accumulated in the accumulator 5a flows to the input end 17a of the front-wheel hydraulic booster 17 as described above, and at the same time, from the pipe 21 to the rear-wheel brake first booster valve 14, the pipe The flow also flows to the input end 18a of the rear wheel hydraulic booster 18 through 22 b, the chateau nore valve 13 and the pipeline 22a.
  • the same oil pressure varying from 0 to the maximum P 1 acts on the input terminal 17 a of the front wheel hydraulic booster 17 and the input terminal 18 a of the rear wheel hydraulic booster 18.
  • the shuttle valve 13 is used, but in the second embodiment, as shown in FIG. 2, the chateau nore valve 13 is omitted, and the first booster valve 14 for the rear wheel brake is connected to the second brake for the rear wheel.
  • the rear wheel brake pressure increasing means in this embodiment is the rear wheel brake second pressure increasing valve i 4 B.
  • the rear wheel brake second pressure increasing valve 14B has a first input port 14f, a second manpower port 14g, and an output port 14h.
  • the first input port 14 f is connected to the output port 11 c of the front wheel brake valve 11 through line 21, and the second input port 14 g is connected to the rear wheel brake valve 12 through line 22.
  • the output port 12c and the output port 14h are connected to the input 18a of the rear wheel hydraulic booster 18 through line 22a. ing.
  • One end of the rear wheel brake second booster valve 14B is held at the I position by a spring 14i, and is switched to the J position when the receiving part 14j at the other end is energized. is there. When the brake lock sw 41 is turned ON, current is supplied to the receiver 14 j.
  • the hydraulic oil from the rear wheel brake valve 12 is used to supply the second input port 14 g of the rear wheel brake second booster valve 14 B, the output port 14 g, the output port 14 h, and the pipeline 22 After passing through a, it flows to the input end 18a of the rear wheel hydraulic booster 18. Except for this operation, the operation is the same as that of the first embodiment, and the braking of the front wheels 54 and the rear wheels 55 is completely the same as that of the first embodiment.
  • the rear brake second booster valve 14 B For braking during operation, the rear brake second booster valve 14 B is switched from the I position to the J position by turning on the brake lock sw 41, and the hydraulic oil from the front wheel brake valve 11 is released. Wheel brake second booster valve 14 B 1st input boat 14 f, output port 14 h, pipe 22 a, pass through to rear wheel hydraulic booster 18 input port 18 a I let it flow. The rest is the same as in the first embodiment, and the braking of the front wheels 54 and the rear wheels 55 is exactly the same as in the first embodiment.
  • the structure is simplified, the reliability is improved, and the cost is reduced.
  • the shuttle valve 13 and the rear wheel brake first pressure increasing valve 14 are used. However, in the present embodiment, the shuttle valve 13 and the rear wheel brake first pressure increasing valve 14 are omitted.
  • the pressure oil from the front wheel brake valve 11 is applied to the input terminal of the front wheel hydraulic booster 17.
  • the output pressure Pr with respect to the input pressure Pa is reduced from 0 to the maximum P2 according to the amount of movement of the main spool of the rear wheel brake valve 12. ing.
  • the brake lock sw 41 which is the brake lock means, is turned on and the receiving section 32a is energized, the output pressure Pr is reduced from 0 to the maximum PI (same as the front wheel). It has become.
  • hydraulic oil from the front wheel brake valve 11 is applied to the input terminal 17a of the front wheel hydraulic booster 17 and hydraulic oil from the rear wheel brake valve 12 is directly applied to the rear wheel hydraulic pressure. It flows to the input terminal 18a of the booster 18 respectively. Except for this operation, the operation is the same as that of the first embodiment, and the braking of the front wheels 54 and the rear wheels 55 is completely the same as that of the first embodiment.
  • the ON operation of the brake lock sw 41 energizes the receiving part 32 a of the variable pressure reducing valve 32 B, and the variable pressure reducing valve 32 B outputs the output pressure of the rear wheel brake valve 12.
  • the decompression is reduced from 0 to the maximum PI from 0 to make it the same as the braking force of the front wheels 54.
  • the same as in the first embodiment except that the pressure oil from the rear wheel brake valve 12 flows directly to the input end 18a of the rear wheel hydraulic booster 18 and brakes the front wheel 54 and the rear wheel 55. Is exactly the same as in the first embodiment.
  • the structure is further simplified, the reliability is improved, and the cost is reduced.
  • the pressure oil from the front wheel brake valve 11 ⁇ and the rear wheel brake valve 12 ⁇ is directly led to each brake carrier 19, 20. That is, the set pressure of the relief valve 9A is set to ⁇ times the set pressure Pa of the relief valve 9 of the first embodiment.
  • the pressure reducing valve 31A provided on the front wheel brake valve 11 The output pressure P f with respect to Pa is reduced from 0 to the maximum XP 1 according to the amount of movement of the main spool of the rear wheel brake valve 12 A.
  • the pressure reducing valve 32 A provided on the rear wheel brake valve 12 A is configured to output the output pressure Pr with respect to the input pressure ⁇ XP a in accordance with the movement amount of the main spool of the rear wheel brake valve 12 A. The pressure is reduced from 0 to a maximum ⁇ ⁇ ⁇ 2.
  • valve 14 A is a high-pressure type, and the functions are the hydraulic pump 2 of the first embodiment, the accumulators 5 a and 5 b, the brake valve 11 for the front wheels, the brake valve 12 for the rear wheels, and the shuttle valve 1 3. The description is omitted because it is the same as the rear wheel brake first booster valve 14, respectively.
  • the hydraulic fluid from the front wheel brake valve 11A and the rear wheel brake valve 12A is applied to the front wheel brake carrier 19 and the rear wheel brake carrier 20, respectively. Except for direct guidance, the operation is the same as that of the first embodiment, and the control of the front wheels 54 and the rear wheels 55 is exactly the same as that of the first embodiment.
  • the structure is further simplified, the reliability is improved, and the cost is reduced.
  • a fifth embodiment of the present invention will be described with reference to FIG.
  • the same components as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted.
  • the brake lock sw41 of the first embodiment is omitted, and the work mode W of the mode switching sw42 includes a brake lock function.
  • the W signal is attached to the shifter sw43 by the mode sensor attached to the mode switch sw42.
  • the N signal is input to the T / M controller 44 A by the shift position sensor.
  • the brake lock signal B is output from the TZM controller 44A to the receiving part 15d of the brake lock valve 15 and the receiving part 14d of the rear brake first booster valve 14. You. If the brakes are opened while the work mode W signal and shifter N signal are input while driving, sudden braking may occur.
  • a pickup 46 which is a vehicle speed sensor, is provided.
  • the other configuration is the same as that of the first embodiment, and the braking of the front wheels 54 and the rear wheels 55 is exactly the same as that of the first embodiment.
  • the brake pedal 25 when the brake pedal 25 is depressed, a pilot pressure corresponding to the depressing force is input to the first pressure receiving portion 12e, and the main spool of the brake valve 12 moves. It has become.
  • the brake pedal 25 A and the brake valve 12 are connected via a link 27 A.
  • the brake pedal 25 A When the brake pedal 25 A is depressed, the main spool of the brake valve 12 moves according to the amount of depression, and the output pressure Pr of the brake valve 12 is reduced.
  • the brake valve 12 since the brake valve 12 is mechanically connected to the brake pedal 25 A through the link 27 A, the operation of the brake pedal 25 A is reliably performed. As well as responsiveness and driving performance.
  • the pressure source of the main circuit can be changed from hydraulic pressure to pneumatic pressure.
  • all the devices in the main circuit change from hydraulic to pneumatic, but the operation is the same as in the first embodiment, and the braking of the front wheels 54 and the rear wheels 55 is exactly the same as in the first embodiment.
  • the circuit diagram of the present embodiment is omitted because only the main circuit in FIG. 1 is changed from hydraulic pressure to hydraulic pressure.
  • the present invention is useful as various traveling brake control devices and a control method thereof that can safely operate even when braking is performed with full brakes when an industrial vehicle is running at a high speed, and can perform stable work by a brake lock operation during work. .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Control Valves For Brake Systems (AREA)
  • Regulating Braking Force (AREA)
  • Braking Systems And Boosters (AREA)

Abstract

Dispositif et procédé de commande de frein pour véhicules industriels, permettant de freiner de manière sûre les roues arrière sans qu'elles ne se bloquent, même lorsque l'on freine à fond à grande vitesse. Dans la position de travail, les roues arrière sont freinées avec la même force que les roues avant par une opération de verrouillage de frein, afin de garantir la stabilité. Ce dispositif de commande de frein permettant d'immobiliser un véhicule en vue d'effectuer un travail tel qu'une excavation ou un chargement et de freiner le véhicule à l'aide des freins sur les roues avant et arrière pendant la course et le travail comprend une soupape (12) de frein sur les roues arrière réduisant la pression d'une huile sous pression dans une source de pression en fonction de la force appliquée sur une pédale de frein (25) pour alimenter en huile les freins sur les roues arrière, une soupape (11) de frein sur les roues avant fonctionnant en synchronisme avec la soupape de frein sur les roues arrière pour alimenter les freins sur les roues avant en huile à une pression plus élevée que celle appliquée aux freins sur les roues arrière, et un servofrein sur les roues arrière fournissant une huile à haute pression, destinée aux freins sur les roues avant, en tant qu'huile sous pression pour les freins sur les roues arrière en position de travail.
PCT/JP1997/002366 1996-07-10 1997-07-08 Dispositif et procede de commande de frein pour vehicules industriels WO1998001331A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP19849396A JP3804876B2 (ja) 1996-07-10 1996-07-10 産業車両の走行ブレーキ制御装置及びその制御方法
JP8/198493 1996-07-10

Publications (1)

Publication Number Publication Date
WO1998001331A1 true WO1998001331A1 (fr) 1998-01-15

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP1997/002366 WO1998001331A1 (fr) 1996-07-10 1997-07-08 Dispositif et procede de commande de frein pour vehicules industriels

Country Status (3)

Country Link
JP (1) JP3804876B2 (fr)
KR (1) KR100493556B1 (fr)
WO (1) WO1998001331A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1870375A2 (fr) 2006-06-20 2007-12-26 J.C. Bamford Excavators Limited Machine de chargement.
EP2241461A1 (fr) * 2004-06-10 2010-10-20 Hitachi Construction Machinery Co., Ltd. Système de réglage de freins et de suspension pour véhicule de travail

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101307851B1 (ko) * 2009-03-27 2013-09-12 주식회사 만도 전자식 제동력 분배 시스템 및 그 제어 방법
KR102328900B1 (ko) * 2015-04-06 2021-11-19 현대두산인프라코어(주) 유압 브레이크 장치

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JPH01119460A (ja) * 1987-10-31 1989-05-11 Aisin Seiki Co Ltd 液圧ブレーキ装置
JPH04228350A (ja) * 1990-04-23 1992-08-18 Rockwell Internatl Corp 圧力帰還装置を組込んだアンチロックブレーキ装置および方法
JPH06115423A (ja) * 1992-10-08 1994-04-26 Nabco Ltd 多軸トレーラ用ブレーキシステム

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JPH0195959A (ja) * 1987-10-08 1989-04-14 Nippon Soken Inc アンチスキッド装置
JPH021704A (ja) * 1988-02-18 1990-01-08 Ihara Chem Ind Co Ltd ポリマー固定化アミノピリジニウム塩誘導体およびこれを触媒として用いる芳香族フッ素化合物の製造方法
JPH03292245A (ja) * 1990-04-11 1991-12-24 Nabco Ltd 大型車用アンチスキッドブレーキ装置
JPH0427653A (ja) * 1990-05-22 1992-01-30 Daihatsu Motor Co Ltd 車両のブレーキ制御装置

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Publication number Priority date Publication date Assignee Title
JPH01119460A (ja) * 1987-10-31 1989-05-11 Aisin Seiki Co Ltd 液圧ブレーキ装置
JPH04228350A (ja) * 1990-04-23 1992-08-18 Rockwell Internatl Corp 圧力帰還装置を組込んだアンチロックブレーキ装置および方法
JPH06115423A (ja) * 1992-10-08 1994-04-26 Nabco Ltd 多軸トレーラ用ブレーキシステム

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2241461A1 (fr) * 2004-06-10 2010-10-20 Hitachi Construction Machinery Co., Ltd. Système de réglage de freins et de suspension pour véhicule de travail
US8328296B2 (en) 2004-06-10 2012-12-11 Hitachi Construction Machinery Co., Ltd. Work vehicle control device
US8479898B2 (en) 2004-06-10 2013-07-09 Hitachi Construction Machinery Co., Ltd. Work vehicle control device
EP1870375A2 (fr) 2006-06-20 2007-12-26 J.C. Bamford Excavators Limited Machine de chargement.
EP1870375A3 (fr) * 2006-06-20 2008-05-21 J.C. Bamford Excavators Limited Machine de chargement.
US7971889B2 (en) 2006-06-20 2011-07-05 J. C. Bamford Excavators Limited Loading machine
AU2007202810B2 (en) * 2006-06-20 2012-06-07 J.C. Bamford Excavators Limited Loading machine

Also Published As

Publication number Publication date
JPH1024822A (ja) 1998-01-27
JP3804876B2 (ja) 2006-08-02
KR100493556B1 (ko) 2005-09-12
KR980009671A (ko) 1998-04-30

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