CN221969533U - A dual-pedal full hydraulic brake system - Google Patents

Abstract

The utility model discloses a double pedal type full hydraulic braking system, which relates to the technical field of hydraulic equipment and comprises the following components: the inlet of the gear pump is connected with the oil tank, the outlet of the gear pump is connected with the main oil pipe, and the inlet of the first pedal valve is connected with the main oil pipe; the inlet of the second pedal valve is connected with the main oil pipe, the first pedal valve and the second pedal valve are in an open state when not stepped, and the first pedal valve and the second pedal valve are in a throttling state when stepped; the reversing shuttle valve is configured to receive hydraulic fluid from the first pedal valve outlet and the second pedal valve outlet and output a lower pressure of the hydraulic fluid from the first pedal valve outlet and the second pedal valve outlet to the brake, wherein the pressure of the hydraulic fluid in the brake is inversely proportional to a braking force generated by the brake. The utility model can improve the safety of the vehicle in use.

Description

A dual-pedal full hydraulic brake system

Technical Field

The utility model relates to the technical field of hydraulic equipment, in particular to a double-pedal full hydraulic brake system.

Background Art

At present, some mobile machines on the market are equipped with rotatable operating seats to enhance the operability of the vehicle, which is convenient for the driver to drive the equipment sideways. However, the vehicle usually has only one brake pedal and it is placed in front of the cab. It is difficult for the driver who is driving sideways to step on the brake pedal in time, and when the oil pump cannot operate, there is no emergency brake release function. The safety risk of drivers and equipment is high.

Utility Model Content

The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a double-pedal full hydraulic brake system, which can improve the safety of vehicles in use.

According to the first aspect of the utility model, a dual-pedal full hydraulic brake system includes: a gear pump, a relief valve, a first pedal valve, a second pedal valve, a reverse shuttle valve, and a brake. The gear pump inlet is connected to the oil tank, and the gear pump outlet is connected to the main oil pipe. The gear pump is used to extract the hydraulic oil in the oil tank and output it to the main oil pipe; the relief valve is connected to the main oil pipe, and the relief valve is connected to the return oil pipeline. When the hydraulic oil pressure in the main oil pipe is greater than a preset value, the relief valve opens to return part of the hydraulic oil to the oil tank through the return oil pipeline; the first pedal valve inlet is connected to the main oil pipe; the second pedal valve The inlet is connected to the main oil pipe, the first pedal valve and the second pedal valve are in an open state when not pressed, and are in a throttling state when pressed; the reverse shuttle valve is connected to the first pedal valve outlet and the second pedal valve outlet, for receiving the hydraulic oil from the first pedal valve outlet and the second pedal valve outlet and outputting the one with lower pressure between the first pedal valve outlet and the second pedal valve outlet to the outlet of the reverse shuttle valve; the brake is connected to the outlet of the reverse shuttle valve to receive hydraulic oil, and the pressure of the hydraulic oil in the brake is inversely proportional to the braking force generated by the brake.

According to some embodiments of the present utility model, a filter is provided between the gear pump and the main oil pipe to filter impurities in the hydraulic oil.

According to some embodiments of the utility model, a filling valve is provided on the main oil pipe to prevent the hydraulic oil from flowing back to the gear pump when the gear pump stops.

According to some embodiments of the utility model, a parking brake valve is provided on the main oil pipe, and the parking brake valve has a first state in which the main oil pipe, the first pedal valve inlet and the second pedal valve inlet are interconnected, and the parking brake valve also has a second state in which the main oil pipe, the first pedal valve inlet and the second pedal valve inlet are isolated.

According to some embodiments of the present utility model, the parking brake valve is a two-position three-way valve, the parking brake valve is connected to the oil return pipeline, when the parking brake valve is in a first state, the first pedal valve inlet, the second pedal valve inlet and the oil return pipeline are isolated, when the parking brake valve is in a second state, the first pedal valve, the second pedal valve are connected to the oil return pipeline.

According to some embodiments of the utility model, the reverse shuttle valve is connected to the first pedal valve outlet through a first control oil pipe, and the reverse shuttle valve is connected to the second pedal valve outlet through a second control oil pipe. A sliding valve core is slidably installed in the reverse shuttle valve, the first control oil pipe is connected to the left end space of the sliding valve core, and the second control oil pipe is connected to the right end space of the sliding valve core. When the pressure in the first control oil pipe is greater than the pressure in the second control oil pipe, the sliding valve core moves to the right to connect the second pedal valve outlet with the brake, and when the pressure in the second control oil pipe is greater than the pressure in the first control oil pipe, the sliding valve core moves to the left to connect the first pedal valve outlet with the brake.

According to some embodiments of the present utility model, an accumulator is connected to the main oil pipe between the parking brake valve and the filling valve.

According to some embodiments of the utility model, a pressure gauge is provided at the connection between the main oil pipe and the accumulator.

According to some embodiments of the utility model, the oil tank is connected to a manual oil pump, and the outlet of the manual oil pump is connected to the main oil pipe between the parking brake valve and the filling valve.

According to some embodiments of the present invention, the brake is composed of a plurality of hydraulic brake devices.

A dual-pedal full hydraulic brake system according to an embodiment of the utility model has at least the following beneficial effects:

(1) The brake can be controlled by both the first pedal valve and the second pedal valve, so that the driver can easily brake even when the vehicle is sideways, thereby improving safety during use;

(2) A manual oil pump is provided to provide hydraulic oil to release the brake when the gear pump fails to work;

(3) By storing pressurized hydraulic oil in the accumulator, the braking force can still be controlled by the first pedal valve and the second pedal valve after the gear pump stops working.

Additional aspects and advantages of the present invention will be partially given in the following description or learned through the practice of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is further described below with reference to the accompanying drawings and embodiments, wherein:

FIG1 is a schematic diagram showing the principle of an embodiment of the utility model;

FIG. 2 is an enlarged view of point A in FIG. 1 .

Figure Number:

Gear pump 100, oil tank 110, main oil pipe 120;

Overflow valve 200, oil return pipeline 210;

A first pedal valve 300;

A second pedal valve 400;

Reverse shuttle valve 500, first control oil pipe 510, second control oil pipe 520;

Brake 600;

Filter 700, filling valve 710, parking brake valve 720;

Accumulator 800, pressure gauge 810;

Manual oil pump 900.

DETAILED DESCRIPTION

The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be understood as limiting the present invention.

In the description of the present invention, it should be understood that the descriptions involving orientation, such as the orientation or positional relationship indicated as up, down, etc., are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

In the description of the present utility model, "a plurality" means more than two. If there is a description of "first" or "second", it is only for the purpose of distinguishing the technical features, and cannot be understood as indicating or implying the relative importance or implicitly indicating the number of the indicated technical features or implicitly indicating the order of the indicated technical features.

In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, connecting, etc. should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

Referring to Figures 1 and 2, a dual-pedal full hydraulic brake system of an embodiment of the utility model includes: a gear pump 100, a relief valve 200, a first pedal valve 300, a second pedal valve 400, a reverse shuttle valve 500, and a brake 600. The gear pump 100 is driven by a power device such as a gasoline engine or a diesel engine. The gear pump 100 can be directly driven by the engine on the vehicle. The inlet of the gear pump 100 is connected to the oil tank 110, and the outlet of the gear pump 100 is connected to the main oil pipe 120. The gear pump 100 is used to extract the hydraulic oil in the oil tank 110 and output it to the main oil pipe 120 under pressure; the relief valve 200 is connected to the main oil pipe 120, and the relief valve 200 is used to control the oil pressure in the main oil pipe 120. The relief valve 200 is connected to the return oil pipeline 210, and the return oil pipeline 210 is connected to the oil tank 110. When the hydraulic oil pressure in the main oil pipe 120 is greater than the preset opening value of the relief valve 200, the relief valve 200 opens to transfer part of the hydraulic oil in the main oil pipe 120 back to the oil tank 110 through the return oil pipeline 210, thereby reducing the pressure in the main oil pipe 120. The gear pump 100 is a positive displacement pump that can provide very high pressure, while the pressure bearing capacity of the main oil pipe 120 is limited. In order to prevent the main oil pipe 120 from being damaged due to excessive hydraulic oil pressure, the relief valve 200 is set to effectively prevent the hydraulic oil pressure in the main oil pipe 120 from exceeding the bearing limit of the main oil pipe 120. The position where the relief valve 200 is connected to the main oil pipe 120 is closer to the gear pump 100 than the position where the first pedal valve 300 and the second pedal valve 400 are connected to the main oil pipe 120. The inlet of the first pedal valve 300 is connected to the main oil pipe 120; the inlet of the second pedal valve 400 is connected to the main oil pipe 120. The first pedal valve 300 is in an open state when not stepped on, and is in a throttle state when stepped on; the second pedal valve 400 is in an open state when not stepped on, and is in a throttle state when stepped on. The first pedal valve 300 and the second pedal valve 400 are both controlled by the vehicle driver. The vehicle driver steps on any one of the first pedal valve 300 and the second pedal valve 400 when braking is required. The stroke of the first pedal valve 300 and the second pedal valve 400 being stepped on is inversely proportional to their opening degrees. The reverse shuttle valve 500 is connected to the outlet of the first pedal valve 300 and the outlet of the second pedal valve 400, and is used to receive the hydraulic oil from the outlet of the first pedal valve 300 and the outlet of the second pedal valve 400 and output the lower pressure of the outlet of the first pedal valve 300 and the outlet of the second pedal valve 400 to the outlet of the reverse shuttle valve 500; the reverse shuttle valve 500 is a two-position three-way hydraulic control reversing valve, and the specific structure is the prior art. The brake 600 is connected to the outlet of the reverse shuttle valve 500 to receive the hydraulic oil, and the pressure of the hydraulic oil in the brake 600 is inversely proportional to the braking force generated by the brake 600. After the vehicle driver steps on any one of the first pedal valve 300 and the second pedal valve 400, the pressure of the hydraulic oil input to the brake 600 will be reduced, so that the brake 600 generates a braking force to stop the vehicle. After the vehicle driver releases the first pedal valve 300 and the second pedal valve 400, the hydraulic oil pressure outputted from the first pedal valve 300 and the second pedal valve 400 to the reverse shuttle valve 500 will increase, and the hydraulic oil pressure outputted from the reverse shuttle valve 500 to the brake 600 will increase, and the brake 600 will not generate a braking force, so that the vehicle can move. The specific structure and installation method of the brake 600 are prior art, so they will not be described in detail.

Referring to Figures 1 to 2, it can be understood that a filter 700 is provided between the gear pump 100 and the main oil pipe 120 to filter impurities in the hydraulic oil. The hydraulic oil will inevitably bring in certain solid impurities during operation. The solid impurities can easily clog the oil circuits of the first pedal valve 300, the second pedal valve 400, and the reverse shuttle valve 500, causing equipment failure. Therefore, the hydraulic oil output from the gear pump 100 passes through the filter 700 before entering the main oil pipe 120 to remove the solid impurities in the hydraulic oil and then input it into the main oil pipe 120.

As shown in Figures 1 and 2, it can be understood that a filling valve 710 is provided on the main oil pipe 120 to prevent the hydraulic oil from flowing back to the gear pump 100 when the gear pump 100 stops. This prevents the gear pump 100 from being reversed and damaged when it stops. The specific structure of the filling valve 710 is prior art, so it will not be described in detail. A hydraulically controlled one-way valve is integrated in the filling valve 710. The filling valve 710 allows the hydraulic oil to flow freely in the direction from the gear pump 100 to the first pedal valve 300, and stops the flow in the direction from the first pedal valve 300 to the gear pump 100.

As shown in FIG. 1 and FIG. 2 , it can be understood that a parking brake valve 720 is provided on the main oil pipe 120. The parking brake valve 720 has a first state that makes the main oil pipe 120, the inlet of the first pedal valve 300 and the inlet of the second pedal valve 400 communicate with each other. The parking brake valve 720 also has a second state that isolates the main oil pipe 120, the inlet of the first pedal valve 300 and the inlet of the second pedal valve 400. The specific structure and installation method of the parking brake valve 720 are prior art, so they are not described in detail. The parking brake valve 720 is controlled by the vehicle driver. When the vehicle starts the engine and needs to be parked for a long time, the parking brake valve 720 is switched to the second state. At this time, the hydraulic oil cannot enter the first pedal valve 300 and the second pedal valve 400 from the main oil pipe 120, so that the hydraulic oil in the first pedal valve 300, the second pedal valve 400 and the reverse shuttle valve 500 loses pressure, and the hydraulic oil in the brake 600 also loses pressure, so that the brake 600 generates a braking force to keep the vehicle stopped. When the vehicle needs to move, the parking brake valve 720 is switched to the first state. At this time, the hydraulic pressure enters the first pedal valve 300 and the second pedal valve 400 from the main oil pipe 120, so that the hydraulic oil pressure in the first pedal valve 300, the second pedal valve 400, and the reverse shuttle valve 500 increases, and the hydraulic oil pressure in the brake 600 increases, so that the brake 600 no longer generates braking force to allow the vehicle to move.

As shown in FIGS. 1 and 2 , it can be understood that the parking brake valve 720 is a two-position three-way valve, and the parking brake valve 720 is connected to the oil return line 210. The oil return line 210 is provided with a plurality of oil pipes to respectively connect the parking brake valve 720, the overflow valve 200, etc., and each oil pipe is connected to the oil tank to introduce the hydraulic oil into the oil tank. When the parking brake valve 720 is in the first state, the inlet of the first pedal valve 300, the inlet of the second pedal valve 400 and the oil return line 210 are isolated, and the hydraulic oil output by the gear pump 100 flows along the main oil pipe 120, the first pedal valve 300 and the second pedal valve 400 to the brake 600, and the brake 600 receives the high-pressure oil and releases the brake. When the parking brake valve 720 is in the second state, the inlet of the first pedal valve 300 and the inlet of the second pedal valve 400 are connected to the oil return line 210. The hydraulic oil in the brake 600 enters the oil return line 210 through the first pedal valve 300 and the second pedal valve 400, the oil pressure of the brake 600 decreases, and the braking force generated by the brake 600 increases.

1 to 2 , it can be understood that the reverse shuttle valve 500 is connected to the outlet of the first pedal valve 300 through the first control oil pipe 510, and is connected to the outlet of the second pedal valve 400 through the second control oil pipe 520. A sliding valve core is slidably installed in the reverse shuttle valve 500. The first control oil pipe 510 is connected to the left end space of the sliding valve core, and the second control oil pipe 520 is connected to the right end space of the sliding valve core. When the pressure in the first control oil pipe 510 is greater than the pressure in the second control oil pipe 520, the sliding valve core moves to the right to connect the outlet of the second pedal valve 400 to the brake 600. When the pressure in the second control oil pipe 520 is greater than the pressure in the first control oil pipe 510, the sliding valve core moves to the left to connect the outlet of the first pedal valve 300 to the brake 600. The oil pressure at the outlet of the first pedal valve 300 and the outlet of the second pedal valve 400 are automatically compared through the reverse shuttle valve 500, and the one with lower pressure is introduced into the brake 600, so that when the vehicle driver steps on any one of the first pedal valve 300 and the second pedal valve 400, the brake 600 will generate braking force to stop the vehicle.

As shown in FIG. 1 and FIG. 2 , it can be understood that the main oil pipe 120 between the parking brake valve 720 and the charging valve 710 is connected to the accumulator 800. After the gear pump 100 inputs hydraulic oil into the main oil pipe 120, a part of the hydraulic oil in the main oil pipe 120 will flow to the accumulator 800 until the hydraulic oil pressure in the accumulator 800 is balanced with the hydraulic oil pressure in the main oil pipe 120. When the hydraulic oil pressure in the accumulator 800 is less than the pressure in the main oil pipe 120, the hydraulic oil output by the gear pump 100 enters the accumulator 800 from the charging valve 710. When the pressure in the accumulator 800 is equal to the pressure in the main oil pipe 120, the charging valve 710 transports the hydraulic oil in the main oil pipe 120 back to the oil tank 110. A one-way valve structure is integrated inside the charging valve 710 to prevent the hydraulic oil in the accumulator 800 from flowing back to the gear pump 100. When the engine stops and the gear pump 100 stops running, the oil pressure in the main oil pipe 120 decreases, and the hydraulic oil in the accumulator 800 flows to the main oil pipe 120, slowing down the pressure drop in the main oil pipe 120, so that a certain oil pressure is maintained in the main oil pipe 120 from the accumulator 800 to the parking brake valve 720, so that within a period of time after the gear pump 100 stops, the brake 600 can still generate braking force by controlling the first pedal valve 300 or the second pedal valve 400. The reliability of the brake system under special circumstances is improved.

1 and 2 , it can be understood that a pressure gauge 810 is provided on the main oil pipe 120. The pressure gauge 810 is used for the driver to monitor the hydraulic oil pressure in the main oil pipe 120. In order to monitor the hydraulic oil pressure in the main oil pipe 120 after the gear pump 100 stops running, the pressure gauge 810 and the accumulator 800 are connected to the main oil pipe 120 through the same pipeline.

As shown in FIG. 1 and FIG. 2 , it can be understood that the oil tank 110 is connected to a manual oil pump 900, and the outlet of the manual oil pump 900 is connected to the main oil pipe 120 between the parking brake valve 720 and the filling valve 710. When the gear pump 100 fails to operate, there is no hydraulic oil pressure in the brake 600, so the vehicle brake cannot be released. In order to move the vehicle when the gear pump 100 fails to operate, the manual oil pump 900 is used to supply oil to the main oil pipe 120 to fill the accumulator 800 with oil, and then the parking brake valve 720 is switched to the first state, so that the hydraulic oil enters the brake 600 to release the brake on the vehicle, thereby releasing the parking brake in an emergency.

1 and 2, it can be understood that the brake 600 is composed of a plurality of hydraulic brake devices. Each hydraulic brake device is installed corresponding to each tire of the vehicle. In this embodiment, four hydraulic brake devices are used to correspond to the four wheels of the vehicle.

Working principle: The gear pump 100 operates to input the hydraulic oil in the oil tank 110 into the filter 700 for filtration, and then the hydraulic oil enters the main oil pipe 120 connected to the filter 700, and then the main oil pipe 120 respectively inputs the hydraulic oil into the first pedal valve 300 and the second pedal valve 400 through the parking brake valve 720, and then the hydraulic oil enters the brake 600 through the reverse shuttle valve 500, so that the brake 600 is released. When braking is required, the vehicle driver steps on any one of the first pedal valve 300 and the second pedal valve 400. Since the stroke of the first pedal valve 300 and the second pedal valve 400 being stepped on is inversely proportional to their opening, the pressure of one of the outlets of the first pedal valve 300 and the second pedal valve 400 will be reduced, and the reverse shuttle valve 500 outputs the lower pressure of the outlet of the first pedal valve 300 and the outlet of the second pedal valve 400 to the outlet of the reverse shuttle valve 500, and then the pressure of the hydraulic oil in the brake 600 is reduced, and the brake 600 generates a braking force to brake the vehicle.

The embodiments of the present invention are described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge scope of ordinary technicians in the relevant technical field without departing from the purpose of the present invention.

Claims (10)

1. A dual pedal full hydraulic brake system, comprising:

The inlet of the gear pump (100) is connected with the oil tank (110), the outlet of the gear pump (100) is connected with the main oil pipe (120), and the gear pump (100) is used for extracting hydraulic oil in the oil tank (110) and outputting the hydraulic oil to the main oil pipe (120);

The overflow valve (200) is connected to the main oil pipe (120), the overflow valve (200) is connected with an oil return pipeline (210), and the overflow valve (200) is opened when the pressure of hydraulic oil in the main oil pipe (120) is larger than a preset value so as to return part of the hydraulic oil to the oil tank (110) through the oil return pipeline (210);

A first pedal valve (300), wherein an inlet of the first pedal valve (300) is connected with the main oil pipe (120);

A second pedal valve (400), wherein an inlet of the second pedal valve (400) is connected with the main oil pipe (120), the first pedal valve (300) and the second pedal valve (400) are in an open state when not stepped on, and the first pedal valve (300) and the second pedal valve (400) are in a throttling state when stepped on;

A reversing shuttle valve (500) connected to the first pedal valve (300) outlet and the second pedal valve (400) outlet for receiving hydraulic oil from the first pedal valve (300) outlet and the second pedal valve (400) outlet and outputting the lower pressure one of the first pedal valve (300) outlet and the second pedal valve (400) outlet to the outlet of the reversing shuttle valve (500);

A brake (600) connected to the outlet of the reverse shuttle valve (500) to receive hydraulic oil, the pressure of the hydraulic oil in the brake (600) being inversely proportional to the braking force generated by the brake (600).

2. A dual pedal full hydraulic brake system as set forth in claim 1 wherein: a filter (700) is arranged between the gear pump (100) and the main oil pipe (120) to filter impurities in the hydraulic oil.

3. A dual pedal full hydraulic brake system as set forth in claim 1 wherein: a charging valve (710) is arranged on the main oil pipe (120) to prevent hydraulic oil from flowing back to the gear pump (100) when the gear pump (100) stops.

4. A dual pedal full hydraulic brake system as set forth in claim 3 wherein: the parking brake valve (720) is arranged on the main oil pipe (120), the parking brake valve (720) is provided with a first state enabling the main oil pipe (120), the inlet of the first pedal valve (300) and the inlet of the second pedal valve (400) to be communicated with each other, and the parking brake valve (720) is also provided with a second state enabling the main oil pipe (120), the inlet of the first pedal valve (300) and the inlet of the second pedal valve (400) to be isolated.

5. A dual pedal full hydraulic brake system as set forth in claim 4 wherein: the parking brake valve (720) is a two-position three-way valve, the parking brake valve (720) is connected with the oil return pipeline (210), when the parking brake valve (720) is in a first state, the inlet of the first pedal valve (300), the inlet of the second pedal valve (400) and the oil return pipeline (210) are isolated, and when the parking brake valve (720) is in a second state, the inlet of the first pedal valve (300) and the inlet of the second pedal valve (400) are communicated with the oil return pipeline (210).

6. A dual pedal full hydraulic brake system as set forth in claim 5 wherein: the reverse shuttle valve (500) is connected with the outlet of the first pedal valve (300) through a first control oil pipe (510), the reverse shuttle valve (500) is connected with the outlet of the second pedal valve (400) through a second control oil pipe (520), a sliding valve core is slidably mounted in the reverse shuttle valve (500), the first control oil pipe (510) is communicated with the left end space of the sliding valve core, the second control oil pipe (520) is communicated with the right end space of the sliding valve core, when the pressure in the first control oil pipe (510) is greater than the pressure in the second control oil pipe (520), the sliding valve core moves rightwards to enable the outlet of the second pedal valve (400) to be communicated with the brake (600), and when the pressure in the second control oil pipe (520) is greater than the pressure in the first control oil pipe (510), the sliding valve core moves leftwards to enable the outlet of the first pedal valve (300) to be communicated with the brake (600).

7. A dual pedal full hydraulic brake system as set forth in claim 6 wherein: an accumulator (800) is connected to the main oil line (120) between the parking brake valve (720) and the charging valve (710).

8. A dual pedal full hydraulic brake system as set forth in claim 7 wherein: a pressure gauge (810) is arranged at the joint of the main oil pipe (120) and the energy accumulator (800).

9. A dual pedal full hydraulic brake system as set forth in claim 8 wherein: the oil tank (110) is connected with a manual oil pump (900), and an outlet of the manual oil pump (900) is connected with the main oil pipe (120) between the parking brake valve (720) and the charging valve (710).

10. A dual pedal full hydraulic brake system as set forth in claim 1 wherein: the brake (600) is comprised of a plurality of hydraulic brake devices.