CN110103917B - Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve - Google Patents
Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve Download PDFInfo
- Publication number
- CN110103917B CN110103917B CN201910429066.5A CN201910429066A CN110103917B CN 110103917 B CN110103917 B CN 110103917B CN 201910429066 A CN201910429066 A CN 201910429066A CN 110103917 B CN110103917 B CN 110103917B
- Authority
- CN
- China
- Prior art keywords
- air
- driving wheel
- port
- valve
- way valve
- Prior art date
- Legal status (The legal status 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 status listed.)
- Active
Links
Images
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
- B60T13/683—Electrical control in fluid-pressure brake systems by electrically-controlled valves in pneumatic systems or parts thereof
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The invention provides a two-drive electric vehicle braking energy recovery gas circuit based on a superposition type one-way valve and a linear exhaust electromagnetic valve, belonging to the technical field of electric vehicle braking energy recovery, the proposal leads the braking air path of the left and the right driving wheels to have a double-loop structure by adding an auxiliary air storage tank, a switch electromagnetic valve, a three-way valve, a left driving wheel superposed one-way valve, a left driving wheel linear exhaust electromagnetic valve, a right driving wheel superposed one-way valve and a right driving wheel linear exhaust electromagnetic valve in the braking air path of the existing decoupling type braking energy recovery system based on the air pressure ABS electromagnetic valve, when the brake energy is recovered, a gas source with high air pressure can be selected to provide high-pressure gas for the brake chambers of the driving wheels, therefore, the key problems that the response speed of the coupling braking force of the driving wheel is low and the coupling braking force lags behind the required braking force caused by low air source pressure in the continuous braking in the existing scheme are effectively solved.
Description
Technical Field
The invention belongs to the technical field of electric vehicle braking energy recovery, and particularly relates to a two-drive electric vehicle braking energy recovery gas circuit based on a superposition type one-way valve and a linear exhaust solenoid valve.
Background
Along with the increasing serious problems of environmental pollution and energy safety, the electric vehicle is more and more emphasized by people, a braking energy recovery system is one of the key means for energy conservation of the electric vehicle, and can recover and utilize energy originally consumed in friction braking through a motor, for example, as described in the research on an EMB-based decoupled braking energy recovery system (Yangkun, Gaussong, Wangjie, and the like), the research on the EMB-based decoupled braking energy recovery system [ J ] in automobile engineering, 2016,38(8):1072 + 1079 ], and the energy of the part can account for about 30% of energy required by driving the whole vehicle.
At present, the braking energy recovery system can be divided into a coupling type and a decoupling type according to the working principle, although the arrangement of the original vehicle braking system is not changed, the coupling type braking energy recovery system has the defects of poor braking feeling and low braking energy recovery rate, and the application is gradually reduced at present.
The decoupling type braking energy recovery system can accurately meet the braking requirement of a driver through the coupling of mechanical braking force and motor braking force, and has the advantages of good braking feeling and high braking energy recovery rate. When the braking force of the motor can completely meet the braking requirement of a driver, the braking force is completely provided by the motor brake, and when the braking force of the motor cannot completely meet the braking requirement of the driver, the braking force of the whole vehicle is provided by the motor brake and the mechanical brake together, so that whether the combined force of the motor braking force and the mechanical braking force can accurately track the braking force required by the driver becomes the key for influencing the decoupling type braking energy recovery effect.
For an electric commercial vehicle, because the whole vehicle has a heavy weight, the influence of a braking energy recovery effect on the economy of the whole vehicle is very important, and meanwhile, from the perspective of reducing the system cost, the development cost and the system transformation workload, at present, the scheme of a decoupling type braking energy recovery system for the electric commercial vehicle which is researched more is a decoupling type braking energy recovery system based on an air pressure ABS electromagnetic valve, which is mentioned in the document URBS air pressure ABS electromagnetic valve failure analysis and improvement of a new energy passenger vehicle (Yangkun, Ma super, Guo Chi, and the like. the URBS air pressure ABS electromagnetic valve failure analysis and improvement [ J ]. Guangxi university report (natural science version), 2017,42(5): 1647-; this solution has the advantages of low cost and easy implementation, but the following problems are found in the research: the adjusting speed of the pressure of the brake air chamber depends on the difference value of the air pressure of the air storage tank and the air pressure of the brake air chamber, when the continuous braking times are more than two times in the driving process, the pressure in the air storage tank can be obviously reduced, the more the continuous braking times are, the larger the pressure reduction is, the more the adjusting speed of the pressure of the brake air chamber can be obviously reduced, and further the coupling braking force applied to the whole vehicle by the braking energy recovery system can lag behind the required braking force, so that the braking feeling is different from that of a conventional braking system, the braking distance can be prolonged, and other serious problems can be caused.
Disclosure of Invention
The invention provides a two-drive electric vehicle braking energy recovery gas circuit based on a superposition type one-way valve and a linear exhaust solenoid valve on the basis of the existing decoupling type braking energy recovery gas circuit based on an air pressure ABS solenoid valve, in the scheme, an auxiliary gas storage tank (3), a switch solenoid valve (5), a first three-way valve (7), a right drive wheel superposition type one-way valve (8), a right drive wheel linear exhaust solenoid valve (13), a left drive wheel linear exhaust solenoid valve (14), a left drive wheel superposition type one-way valve (19), a second three-way valve (20), a drive shaft relay valve (21) and other components are arranged in the driving wheel braking gas circuit, so that each driving wheel braking gas circuit is provided with two independent high-pressure gas sources and a double-loop structure, when triggering energy recovery, the gas source with higher air pressure can be selected to provide a gas source for a braking gas chamber, thereby effectively solving the problem of continuous braking, the problem of the reduction of the regulating speed of the air pressure braking force of the driving wheel caused by the lower air source pressure.
Two-drive electric vehicle braking energy recovery air route electronic brake pedal (1), brake valve (2), auxiliary air storage tank (3), main air storage tank (4), switch electromagnetic valve (5), air compressor (6), first three-way valve (7), right drive wheel superposition type one-way valve (8), right drive wheel brake air chamber (11), right drive wheel ABS electromagnetic valve (12), right drive wheel linear exhaust electromagnetic valve (13), left drive wheel linear exhaust electromagnetic valve (14), left drive wheel ABS electromagnetic valve (15), left drive wheel brake air chamber (18), left drive wheel superposition type one-way valve (19), second three-way valve (20), drive shaft relay valve (21), non-drive shaft relay valve (22), left non-drive wheel brake air chamber (25), left non-drive wheel ABS electromagnetic valve (26) based on superposition type one-way valve and linear exhaust electromagnetic valve, A third three-way valve (27), a right non-driving wheel ABS electromagnetic valve (28) and a right non-driving wheel brake air chamber (29).
An air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (4) through an air path, and an air outlet port a of the air compressor (6) is connected with an air inlet port a of the auxiliary air storage tank (3) through an air path.
An air inlet port a of the brake valve (2) is connected with an air outlet port d of the main air storage tank (4) through an air path, an air inlet port b of the brake valve (2) is connected with an air outlet port c of the main air storage tank (4) through an air path, an air outlet port c of the brake valve (2) is connected with a control port c of the non-driving shaft relay valve (22) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the driving shaft relay valve (21) through an air path.
An air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the switch electromagnetic valve (5) through an air path, an air outlet port b of the switch electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air path, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right driving wheel superposition type one-way valve (8) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left driving wheel superposition type one-way valve (19) through an air path.
And a port a of the drive shaft relay valve (21) is connected with an air outlet port e of the main air storage tank (4) through an air passage, and a port b of the drive shaft relay valve (21) is connected with a port b of the second three-way valve (20) through an air passage.
The port a of the second three-way valve (20) is connected with the air inlet port a of the right driving wheel superposition type one-way valve (8) through an air path, the air outlet port c of the right driving wheel superposition type one-way valve (8) is connected with the port a of the right driving wheel linear exhaust electromagnetic valve (13) through an air path, the port b of the right driving wheel linear exhaust electromagnetic valve (13) is connected with the air inlet port a of the right driving wheel ABS electromagnetic valve (12) through an air path, and the air inlet port b of the right driving wheel ABS electromagnetic valve (12) is connected with the right driving wheel brake air chamber (11) through an air path.
The port c of the second three-way valve (20) is connected with the air inlet port a of the left driving wheel superposition type one-way valve (19) through an air path, the air outlet port c of the left driving wheel superposition type one-way valve (19) is connected with the port a of the left driving wheel linear exhaust electromagnetic valve (14) through an air path, the port b of the left driving wheel linear exhaust electromagnetic valve (14) is connected with the air inlet port a of the left driving wheel ABS electromagnetic valve (15) through an air path, and the air inlet port b of the left driving wheel ABS electromagnetic valve (15) is connected with the left driving wheel brake air chamber (18) through an air path.
The port a of the non-driving shaft relay valve (22) is connected with the air outlet port b of the main air storage tank (4) through an air path, the port b of the non-driving shaft relay valve (22) is connected with the port b of a third three-way valve (27) through an air path, the port c of the third three-way valve (27) is connected with the air inlet port a of a left non-driving wheel ABS electromagnetic valve (26) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (26) is connected with a left non-driving wheel brake air chamber (25) through an air path, the port a of the third three-way valve (27) is connected with the air inlet port a of a right non-driving wheel ABS electromagnetic valve (28) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (28) is connected with a right non-driving wheel brake air chamber (29) through an air path.
Compared with the prior art, the invention has the advantages that the auxiliary gas storage tank (3), the switch electromagnetic valve (5), the first three-way valve (7), the right driving wheel superposed type one-way valve (8), the right driving wheel linear exhaust electromagnetic valve (13), the left driving wheel linear exhaust electromagnetic valve (14), the left driving wheel superposed type one-way valve (19), the second three-way valve (20), the driving shaft relay valve (21) and other components are arranged in the driving wheel braking gas circuit, so that each driving wheel braking gas circuit is provided with two independent high-pressure gas sources and a double-loop structure, when the braking energy recovery is triggered, the air source with higher air pressure in the two high-pressure air sources can provide high-pressure air for the driving wheel brake chamber, therefore, the key problems that the response speed of the coupling braking force of the driving wheel of the whole vehicle is low and the coupling braking force lags behind the required braking force caused by low air source pressure during continuous braking in the existing scheme are effectively solved.
FIG. 1 is a schematic structural diagram of a two-drive electric vehicle braking energy recovery air circuit based on a stacked one-way valve and a linear exhaust solenoid valve. Wherein: 1. an electronic brake pedal; 2. a brake valve; 3. a secondary gas storage tank; 4. a primary gas storage tank; 5. switching on and off the electromagnetic valve; 6. an air compressor; 7. a first three-way valve; 8. a right driving wheel superposition type one-way valve; 9. a right drive wheel brake; 10. a right drive wheel; 11. a right drive wheel brake chamber; 12. a right driving wheel ABS electromagnetic valve; 13. a right driving wheel linear exhaust electromagnetic valve; 14. a left driving wheel linear exhaust electromagnetic valve; 15. a left driving wheel ABS electromagnetic valve; 16. a left drive wheel brake; 17. a left drive wheel; 18. a left drive wheel brake chamber; 19. a left driving wheel superposed one-way valve; 20. a second three-way valve; 21. a drive shaft relay valve; 22. a non-drive shaft relay valve; 23. a left non-drive wheel; 24. a left non-drive wheel brake; 25. a left non-drive wheel brake chamber; 26. a left non-driving wheel ABS solenoid valve; 27. a third three-way valve; 28. a right non-driving wheel ABS solenoid valve; 29. a right non-drive wheel brake chamber; 30. a right non-drive wheel brake; 31. and a right non-drive wheel.
The specific embodiment is as follows.
The invention provides a two-drive electric vehicle braking energy recovery gas circuit based on a superposition type one-way valve and a linear exhaust electromagnetic valve, and in order to make the technical scheme and the effect of the invention clearer and clearer, the invention is further described in detail by referring to the attached drawings and taking examples; it should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
As shown in figure 1, a two-drive electric vehicle brake energy recovery air route based on a superposition type one-way valve and a linear exhaust electromagnetic valve is an electronic brake pedal (1), a brake valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right drive wheel superposition type one-way valve (8), a right drive wheel brake air chamber (11), a right drive wheel ABS electromagnetic valve (12), a right drive wheel linear exhaust electromagnetic valve (13), a left drive wheel linear exhaust electromagnetic valve (14), a left drive wheel ABS electromagnetic valve (15), a left drive wheel brake air chamber (18), a left drive wheel superposition type one-way valve (19), a second three-way valve (20), a drive shaft relay valve (21), a non-drive shaft relay valve (22), a left non-drive wheel brake air chamber (25), a left non-drive wheel ABS electromagnetic valve (26), A third three-way valve (27), a right non-driving wheel ABS electromagnetic valve (28) and a right non-driving wheel brake air chamber (29).
An air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (4) through an air path, and an air outlet port a of the air compressor (6) is connected with an air inlet port a of the auxiliary air storage tank (3) through an air path.
An air inlet port a of the brake valve (2) is connected with an air outlet port d of the main air storage tank (4) through an air path, an air inlet port b of the brake valve (2) is connected with an air outlet port c of the main air storage tank (4) through an air path, an air outlet port c of the brake valve (2) is connected with a control port c of the non-driving shaft relay valve (22) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the driving shaft relay valve (21) through an air path.
An air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the switch electromagnetic valve (5) through an air path, an air outlet port b of the switch electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air path, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right driving wheel superposition type one-way valve (8) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left driving wheel superposition type one-way valve (19) through an air path.
And a port a of the drive shaft relay valve (21) is connected with an air outlet port e of the main air storage tank (4) through an air passage, and a port b of the drive shaft relay valve (21) is connected with a port b of the second three-way valve (20) through an air passage.
The port a of the second three-way valve (20) is connected with the air inlet port a of the right driving wheel superposition type one-way valve (8) through an air path, the air outlet port c of the right driving wheel superposition type one-way valve (8) is connected with the port a of the right driving wheel linear exhaust electromagnetic valve (13) through an air path, the port b of the right driving wheel linear exhaust electromagnetic valve (13) is connected with the air inlet port a of the right driving wheel ABS electromagnetic valve (12) through an air path, and the air inlet port b of the right driving wheel ABS electromagnetic valve (12) is connected with the right driving wheel brake air chamber (11) through an air path.
The port c of the second three-way valve (20) is connected with the air inlet port a of the left driving wheel superposition type one-way valve (19) through an air path, the air outlet port c of the left driving wheel superposition type one-way valve (19) is connected with the port a of the left driving wheel linear exhaust electromagnetic valve (14) through an air path, the port b of the left driving wheel linear exhaust electromagnetic valve (14) is connected with the air inlet port a of the left driving wheel ABS electromagnetic valve (15) through an air path, and the air inlet port b of the left driving wheel ABS electromagnetic valve (15) is connected with the left driving wheel brake air chamber (18) through an air path.
The port a of the non-driving shaft relay valve (22) is connected with the air outlet port b of the main air storage tank (4) through an air path, the port b of the non-driving shaft relay valve (22) is connected with the port b of a third three-way valve (27) through an air path, the port c of the third three-way valve (27) is connected with the air inlet port a of a left non-driving wheel ABS electromagnetic valve (26) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (26) is connected with a left non-driving wheel brake air chamber (25) through an air path, the port a of the third three-way valve (27) is connected with the air inlet port a of a right non-driving wheel ABS electromagnetic valve (28) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (28) is connected with a right non-driving wheel brake air chamber (29) through an air path.
During braking, the working principle of the air circuit is as follows.
In the running process of the automobile, the air compressor (6) works to generate compressed air, and the compressed air is input into the main air storage tank (4) and the auxiliary air storage tank (3).
The operation principle of applying the pneumatic brake to the left driving wheel (17) is as follows.
The brake air supply air path of the left driving wheel (17) is divided into a main air supply air path and an auxiliary air supply air path.
The main air supply air path comprises a main air storage tank (4), a drive shaft relay valve (21), a second three-way valve (20), a left drive wheel superposition type one-way valve (19), a left drive wheel linear exhaust electromagnetic valve (14), a left drive wheel ABS electromagnetic valve (15) and a left drive wheel brake air chamber (18).
The working principle of the main air supply air path of the left driving wheel (17) is as follows: when a driver steps on the electronic brake pedal (1), high-pressure gas in a main gas storage tank (4) enters a control port c of a drive shaft relay valve (21) through a port d of the main gas storage tank (4) and ports a and d of a brake valve (2) to enable the port a and the port b of the drive shaft relay valve (21) to be conducted, the high-pressure gas in the main gas storage tank (4) sequentially passes through a port e of the main gas storage tank (4), ports a and b of the drive shaft relay valve (21), ports b and c of a second three-way valve (20), ports a and c of a left drive wheel superposition type one-way valve (19), ports a and b of a left drive wheel linear exhaust solenoid valve (14) and ports a and b of a left drive wheel ABS solenoid valve (15) to enter a left drive wheel brake gas chamber (18), and therefore pneumatic brake force can be applied to a left drive wheel (17) through a left brake (16), in the process, the exhaust port c of the left driving wheel linear exhaust electromagnetic valve (14) is in a closed state and is not communicated with the atmosphere.
The auxiliary air supply air path comprises an auxiliary air storage tank (3), a switching electromagnetic valve (5), a first three-way valve (7), a left driving wheel superposition type one-way valve (19), a left driving wheel linear exhaust electromagnetic valve (14), a left driving wheel ABS electromagnetic valve (15) and a left driving wheel brake air chamber (18).
The working principle of the auxiliary air supply air path of the left driving wheel (17) is as follows: when a driver steps on the electronic brake pedal (1) and a brake energy recovery function is triggered, the switch solenoid valve (5) is conducted, high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through the port b of the auxiliary gas storage tank (3), the port a and the port b of the switch solenoid valve (5), the port a and the port c of the first three-way valve (7), the port b and the port c of the left driving wheel superposition type one-way valve (19), the port a and the port b of the left driving wheel linear exhaust solenoid valve (14) and the port a and the port b of the left driving wheel ABS solenoid valve (15) and enters the left driving wheel brake chamber (18), so that air pressure brake pressure can be applied to the left driving wheel (17) through the left driving wheel brake (16), and the exhaust port c of the left driving wheel linear exhaust solenoid valve (14) is in a closed state and is not communicated with the atmosphere in the process.
When the electronic brake pedal (1) is stepped on but the braking energy recovery function is not triggered, the switch electromagnetic valve (5) cuts off the air path connection between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7), and high-pressure air required by the brake air chamber (18) of the left driving wheel is provided by the main air supply air path.
When the electronic brake pedal (1) is stepped on and the braking energy recovery function is triggered, the conditions of applying air pressure braking pressure to the left driving wheel (17) are divided into two types: when the air pressure in the main air storage tank (4) is larger than the air pressure in the auxiliary air storage tank (3), the main air supply air path of the left driving wheel (17) provides high-pressure air for the brake air chamber (18) of the left driving wheel; when the air pressure in the main air storage tank (4) is smaller than the air pressure in the auxiliary air storage tank (3), the auxiliary air supply path of the left driving wheel (17) supplies high-pressure air to the brake air chamber (18) of the left driving wheel.
The operating principle of releasing the pneumatic brake to the left driving wheel (17) is as follows: when a driver looses the electronic brake pedal (1), the brake valve (2) is closed, the drive shaft relay valve (21) breaks the gas path connection between the port e of the main gas storage tank (4) and the port b of the second three-way valve (20), the switch electromagnetic valve (5) breaks the gas path connection between the port b of the auxiliary gas storage tank (3) and the port a of the first three-way valve (7), and the left drive wheel linear exhaust electromagnetic valve (14) is in an open state, the exhaust port c of the air-brake valve is communicated with the atmosphere, high-pressure air in the brake air chamber (18) of the left driving wheel passes through the port b and the port a of the ABS electromagnetic valve (15) of the left driving wheel, the air is discharged to the atmosphere through an exhaust port c of a left driving wheel linear exhaust solenoid valve (14) to release the air pressure braking force of a left driving wheel (17), during the process, the opening degree of the left driving wheel linear exhaust solenoid valve (14) is in proportion to the pedal displacement of the electronic brake pedal (1).
The operating principle of applying pneumatic braking to the right drive wheel (10) is as follows.
The brake air supply air path of the right driving wheel (10) is divided into a main air supply air path and an auxiliary air supply air path.
The main air supply air path comprises a main air storage tank (4), a drive shaft relay valve (21), a second three-way valve (20), a right drive wheel superposition type one-way valve (8), a right drive wheel linear exhaust electromagnetic valve (13), a right drive wheel ABS electromagnetic valve (12) and a right drive wheel brake air chamber (11).
The working principle of the main air supply air path of the right driving wheel (10) is as follows: when a driver steps on the electronic brake pedal (1), high-pressure gas in a main gas storage tank (4) enters a control port c of a drive shaft relay valve (21) through a port d of the main gas storage tank (4) and ports a and d of a brake valve (2) to enable the port a and the port b of the drive shaft relay valve (21) to be conducted, the high-pressure gas in the main gas storage tank (4) sequentially enters a port e of the main gas storage tank (4), a port a and a port b of the drive shaft relay valve (21), a port b and a port a of a second three-way valve (20), a port a and a port c of a right drive wheel superposition type one-way valve (8), a port a and a port b of a right drive wheel linear exhaust solenoid valve (13), and a port a and a port b of a right drive wheel ABS solenoid valve (12) to enter a right drive wheel brake gas chamber (11), so that air pressure brake force can be applied to a right drive wheel (10) through a right brake (9), in the process, the exhaust port c of the linear exhaust electromagnetic valve (13) of the right driving wheel is in a closed state and is not communicated with the atmosphere.
The auxiliary air supply air path comprises an auxiliary air storage tank (3), a switching electromagnetic valve (5), a first three-way valve (7), a right driving wheel superposition type one-way valve (8), a right driving wheel linear exhaust electromagnetic valve (13), a right driving wheel ABS electromagnetic valve (12) and a right driving wheel brake air chamber (11).
The working principle of the auxiliary air supply air path of the right driving wheel (10) is as follows: when a driver steps on the electronic brake pedal (1) to trigger a braking energy recovery function, the switch solenoid valve (5) is conducted, high-pressure gas in the auxiliary gas storage tank (3) sequentially passes through the port b of the auxiliary gas storage tank (3), the port a and the port b of the switch solenoid valve (5), the port a and the port b of the first three-way valve (7), the port b and the port c of the right driving wheel superposition type one-way valve (8), the port a and the port b of the right driving wheel linear exhaust solenoid valve (13) and the port a and the port b of the right driving wheel ABS solenoid valve (12) and enters the right driving wheel braking air chamber (11), so that air pressure braking force can be applied to the right driving wheel (10) through the right driving wheel brake (9), and the exhaust port c of the right driving wheel linear exhaust solenoid valve (13) is in a closed state and is not communicated with the atmosphere in the process.
When the electronic brake pedal (1) is stepped on but the braking energy recovery function is not triggered, the switch electromagnetic valve (5) cuts off the air path connection between the port b of the auxiliary air storage tank (3) and the port a of the first three-way valve (7), and high-pressure air required by the brake air chamber (11) of the right driving wheel is provided by the main air supply air path.
When the electronic brake pedal (1) is stepped on and the braking energy recovery function is triggered, the conditions of applying air pressure braking pressure to the right driving wheel (10) are divided into two types: when the air pressure in the main air storage tank (4) is larger than the air pressure in the auxiliary air storage tank (3), the main air supply air path of the right driving wheel (10) provides high-pressure air for the brake air chamber (11) of the right driving wheel; when the air pressure in the main air storage tank (4) is smaller than the air pressure in the auxiliary air storage tank (3), the auxiliary air supply path of the right driving wheel (10) provides high-pressure air for the brake chamber (11) of the right driving wheel.
The operating principle of releasing the pneumatic brake to the right driving wheel (10) is as follows: when a driver looses the electronic brake pedal (1), the brake valve (2) is closed, the drive shaft relay valve (21) breaks the gas path connection between the port e of the main gas storage tank (4) and the port b of the second three-way valve (20), the switch electromagnetic valve (5) breaks the gas path connection between the port b of the auxiliary gas storage tank (3) and the port a of the first three-way valve (7), and the right drive wheel linear exhaust electromagnetic valve (13) is in an open state, the exhaust port c of the air-brake valve is communicated with the atmosphere, high-pressure air in the brake air chamber (11) of the right driving wheel passes through the port b and the port a of the ABS electromagnetic valve (12) of the right driving wheel, the air is exhausted into the atmosphere through an exhaust port c of a right driving wheel linear exhaust electromagnetic valve (13), thereby releasing the air pressure braking force of the right driving wheel (10), during the process, the opening degree of the linear exhaust electromagnetic valve (13) of the right driving wheel is in proportional relation with the pedal displacement of the electronic brake pedal (1).
The operating principle of applying pneumatic braking to the left non-driven wheel (23) is as follows: when a driver steps on the electronic brake pedal (1), the brake valve (2) is opened, high-pressure gas in the main gas storage tank (4) enters the control port c of the non-drive shaft relay valve (22) through the port c of the main gas storage tank (4), the port b and the port c of the brake valve (2), and the port a and the port b of the non-drive shaft relay valve (22) are communicated; high-pressure gas in the main gas tank (4) enters a left non-driving wheel brake chamber (25) through a port b of the main gas tank (4), a port a and a port b of a non-driving shaft relay valve (22), a port b and a port c of a third three-way valve (27), and a port a and a port b of a left non-driving wheel ABS solenoid valve (26) in sequence, so that pneumatic braking force is applied to a left non-driving wheel (23) through a left non-driving wheel brake (24).
The operating principle of releasing the pneumatic brake to the left non-driving wheel (23) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (22) breaks the air path connection between a port b of a main air storage tank (4) and a port b of a third three-way valve (27), high-pressure air in a left non-driving wheel brake air chamber (25) sequentially passes through the port b and the port a of a left non-driving wheel ABS electromagnetic valve (26) and the port c and the port b of the third three-way valve (27) to enter the non-driving shaft relay valve (22) and is exhausted to the atmosphere through the non-driving shaft relay valve (22), and therefore the air pressure braking force of a left non-driving wheel (23) is relieved.
The operating principle of applying pneumatic braking to the right non-driven wheel (31) is as follows: when a driver steps on a brake pedal (1), a brake valve (2) is opened, high-pressure gas in a main gas storage tank (4) enters a control port c of a non-drive shaft relay valve (22) through a port c of the main gas storage tank (4), a port b and a port c of the brake valve (2), and a port a and a port b of the non-drive shaft relay valve (22) are communicated; high-pressure gas in the main gas tank (4) enters a right non-driving wheel brake chamber (29) through a port b of the main gas tank (4), a port a and a port b of a non-driving shaft relay valve (22), a port b and a port a of a third three-way valve (27), and a port a and a port b of a right non-driving wheel ABS solenoid valve (28) in sequence, so that pneumatic braking force is applied to a right non-driving wheel (31) through a right non-driving wheel brake (30).
The operating principle of releasing the pneumatic brake to the right non-driving wheel (31) is as follows: when a driver releases a brake pedal (1), a brake valve (2) is closed, a non-driving shaft relay valve (22) breaks the air path connection between a port b of a main air storage tank (4) and a port b of a third three-way valve (27), high-pressure air in a right non-driving wheel brake air chamber (29) sequentially passes through the port b and the port a of a right non-driving wheel ABS electromagnetic valve (28) and the port a and the port b of the third three-way valve (27) to enter the non-driving shaft relay valve (22) and is exhausted to the atmosphere through the non-driving shaft relay valve (22), and therefore the air pressure braking force of a right non-driving wheel (31) is relieved.
The working characteristics of the switch electromagnetic valve (5), the right driving wheel superposition type one-way valve (8), the left driving wheel superposition type one-way valve (19), the right driving wheel linear exhaust electromagnetic valve (13) and the left driving wheel linear exhaust electromagnetic valve (14) in the two-wheel drive electric vehicle braking energy recovery gas circuit based on the superposition type one-way valve and the linear exhaust electromagnetic valve are introduced as follows.
When a driver does not step on the brake pedal (1), the switch electromagnetic valve (5) is in an off state, and high-pressure gas does not exist at the port a of the first three-way valve (7); when a driver steps on the brake pedal (1) but does not trigger the braking energy recovery function, the switch electromagnetic valve (5) is in a turn-off state, and no high-pressure gas exists at the port a of the first three-way valve (7); when a driver steps on the brake pedal (1) and triggers the braking energy recovery function, the switch electromagnetic valve (5) is in a conduction state, and high-pressure gas is arranged at the port a of the first three-way valve (7).
The right driving wheel superposition type one-way valve (8) is provided with three ports: the gas can only flow into the gas inlet port a and the gas inlet port b of the right driving wheel superposition type one-way valve (8) and flow out of the gas outlet port c of the right driving wheel superposition type one-way valve (8), so that the gas can only be controlled to flow to the right driving wheel brake air chamber (11) from the first three-way valve (7) or the driving shaft relay valve (21), and the gas cannot be conducted in the reverse direction; when the air pressure of the air inlet port a is larger than that of the air inlet port b, the port a is communicated with the port c, and the port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, the port b and the port c are conducted, and the port a is closed.
The left drive wheel superposition type check valve (19) has three ports: the gas can only flow into the left driving wheel superposition type one-way valve (19) from the gas inlet port a and the gas inlet port b and flow out of the left driving wheel superposition type one-way valve (19) from the gas outlet port c, so that the gas can be controlled to only flow to the left driving wheel brake air chamber (18) from the first three-way valve (7) or the driving shaft relay valve (21), and the gas cannot be conducted in the reverse direction; when the air pressure of the air inlet port a is larger than that of the air inlet port b, the port a is communicated with the port c, and the port b is closed; when the air pressure of the air inlet port a is smaller than that of the air inlet port b, the port b and the port c are conducted, and the port a is closed.
The right drive wheel linear exhaust solenoid valve (13) has three ports: the electronic brake pedal device comprises a port a, a port b and an exhaust port c, wherein the port a and the port b are connected with a brake gas path and are in a normally-on state, the exhaust port c is not connected with the brake gas path, and when the electronic brake pedal (1) is stepped on, the exhaust port c is in a closed state and is not communicated with the atmosphere; when the electronic brake pedal (1) is released, the exhaust port c is in an open state and is communicated with the atmosphere, and the opening degree of the exhaust port c is in a proportional relation with the pedal displacement of the electronic brake pedal (1).
The left drive wheel linear exhaust solenoid valve (14) has three ports: the electronic brake pedal device comprises a port a, a port b and an exhaust port c, wherein the port a and the port b are connected with a brake gas path and are in a normally-on state, the exhaust port c is not connected with the brake gas path, and when the electronic brake pedal (1) is stepped on, the exhaust port c is in a closed state and is not communicated with the atmosphere; when the electronic brake pedal (1) is released, the exhaust port c is in an open state and is communicated with the atmosphere, and the opening degree of the exhaust port c is in a proportional relation with the pedal displacement of the electronic brake pedal (1).
As can be seen from the above discussion, the auxiliary gas storage tank (3), the switching solenoid valve (5), the first three-way valve (7), the right driving wheel superimposed check valve (8), the right driving wheel linear exhaust solenoid valve (13), the left driving wheel linear exhaust solenoid valve (14), the left driving wheel superimposed check valve (19), the second three-way valve (20), the driving shaft relay valve (21) and other components in the driving wheel braking gas circuit enable each driving wheel braking gas circuit to have two independent high-pressure gas sources and a double-loop structure, and when a driver steps on the electronic brake pedal (1) and does not trigger the braking energy recovery function, high-pressure gas required by the left driving wheel (17) and the right driving wheel (10) is provided by the main gas storage tank (4); when a driver steps on the electronic brake pedal (1) and triggers a brake energy recovery function, high-pressure gas required by the left driving wheel (17) and the right driving wheel (10) is provided by the main gas storage tank (4) and the auxiliary gas storage tank (3) with large gas pressure, so that the key problems that the coupling brake force response speed of the driving wheels is slow and the coupling brake force lags behind the required brake force caused by low gas source pressure in the existing scheme during continuous braking can be effectively solved.
Claims (1)
1. The utility model provides a two drive electric motor car braking energy recovery gas circuit based on stack formula check valve and linear exhaust solenoid valve which characterized in that: comprises an electronic brake pedal (1), a brake valve (2), an auxiliary air storage tank (3), a main air storage tank (4), a switch electromagnetic valve (5), an air compressor (6), a first three-way valve (7), a right driving wheel superposition type one-way valve (8), a right driving wheel brake air chamber (11), a right driving wheel ABS electromagnetic valve (12), a right driving wheel linear exhaust electromagnetic valve (13) and a left driving wheel linear exhaust electromagnetic valve (14), the brake system comprises a left driving wheel ABS electromagnetic valve (15), a left driving wheel brake air chamber (18), a left driving wheel superposed one-way valve (19), a second three-way valve (20), a driving shaft relay valve (21), a non-driving shaft relay valve (22), a left non-driving wheel brake air chamber (25), a left non-driving wheel ABS electromagnetic valve (26), a third three-way valve (27), a right non-driving wheel ABS electromagnetic valve (28) and a right non-driving wheel brake air chamber (29);
an air outlet port b of the air compressor (6) is connected with an air inlet port a of the main air storage tank (4) through an air path, and an air outlet port a of the air compressor (6) is connected with an air inlet port a of the auxiliary air storage tank (3) through an air path;
an air inlet port a of the brake valve (2) is connected with an air outlet port d of the main air storage tank (4) through an air path, an air inlet port b of the brake valve (2) is connected with an air outlet port c of the main air storage tank (4) through an air path, the air outlet port c of the brake valve (2) is connected with a control port c of the non-driving shaft relay valve (22) through an air path, and an air outlet port d of the brake valve (2) is connected with a control port c of the driving shaft relay valve (21) through an air path;
an air outlet port b of the auxiliary air storage tank (3) is connected with an air inlet port a of the switch electromagnetic valve (5) through an air path, an air outlet port b of the switch electromagnetic valve (5) is connected with an air inlet port a of the first three-way valve (7) through an air path, an air outlet port b of the first three-way valve (7) is connected with an air inlet port b of the right driving wheel superposition type one-way valve (8) through an air path, and an air outlet port c of the first three-way valve (7) is connected with an air inlet port b of the left driving wheel superposition type one-way valve (19) through an air path;
a port a of the drive shaft relay valve (21) is connected with an air outlet port e of the main air storage tank (4) through an air passage, and a port b of the drive shaft relay valve (21) is connected with a port b of the second three-way valve (20) through an air passage;
a port a of the second three-way valve (20) is connected with an air inlet port a of the right driving wheel superposition type one-way valve (8) through an air path, an air outlet port c of the right driving wheel superposition type one-way valve (8) is connected with a port a of the right driving wheel linear exhaust electromagnetic valve (13) through an air path, a port b of the right driving wheel linear exhaust electromagnetic valve (13) is connected with an air inlet port a of the right driving wheel ABS electromagnetic valve (12) through an air path, and an air inlet port b of the right driving wheel ABS electromagnetic valve (12) is connected with the right driving wheel brake air chamber (11) through an air path;
a port c of the second three-way valve (20) is connected with an air inlet port a of the left driving wheel superposition type one-way valve (19) through an air path, an air outlet port c of the left driving wheel superposition type one-way valve (19) is connected with a port a of the left driving wheel linear exhaust electromagnetic valve (14) through an air path, a port b of the left driving wheel linear exhaust electromagnetic valve (14) is connected with an air inlet port a of the left driving wheel ABS electromagnetic valve (15) through an air path, and an air inlet port b of the left driving wheel ABS electromagnetic valve (15) is connected with the left driving wheel brake air chamber (18) through an air path;
the port a of the non-driving shaft relay valve (22) is connected with the air outlet port b of the main air storage tank (4) through an air path, the port b of the non-driving shaft relay valve (22) is connected with the port b of a third three-way valve (27) through an air path, the port c of the third three-way valve (27) is connected with the air inlet port a of a left non-driving wheel ABS electromagnetic valve (26) through an air path, the air inlet port b of the left non-driving wheel ABS electromagnetic valve (26) is connected with a left non-driving wheel brake air chamber (25) through an air path, the port a of the third three-way valve (27) is connected with the air inlet port a of a right non-driving wheel ABS electromagnetic valve (28) through an air path, and the air inlet port b of the right non-driving wheel ABS electromagnetic valve (28) is connected with a right non-driving wheel brake air chamber (29) through an air path.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910429066.5A CN110103917B (en) | 2019-05-22 | 2019-05-22 | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910429066.5A CN110103917B (en) | 2019-05-22 | 2019-05-22 | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110103917A CN110103917A (en) | 2019-08-09 |
| CN110103917B true CN110103917B (en) | 2022-03-04 |
Family
ID=67491509
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910429066.5A Active CN110103917B (en) | 2019-05-22 | 2019-05-22 | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110103917B (en) |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4140271A1 (en) * | 1991-12-06 | 1993-06-09 | Robert Bosch Gmbh, 7000 Stuttgart, De | Air brake system for commercial vehicles - has foot-operated valve between air cylinders and brakes with control unit for by=pass and modulation valves. |
| DE19609222A1 (en) * | 1996-03-09 | 1997-09-11 | Bosch Gmbh Robert | Trailer control valve for an air brake system for motor vehicles |
| CN2797145Y (en) * | 2004-11-23 | 2006-07-19 | 山东时风（集团）有限责任公司 | Single air chamber biloop pneumatic brake device |
| CN101603880A (en) * | 2009-07-14 | 2009-12-16 | 清华大学 | Automotive anti-lock braking and braking energy feedback integration control hardware are the-loop test bed |
| CN203005403U (en) * | 2013-01-12 | 2013-06-19 | 宋正臣 | Pneumatic control type assistant braking device for truck |
| CN204623442U (en) * | 2015-04-30 | 2015-09-09 | 安徽安凯汽车股份有限公司 | A kind of bus front bridge brake pipeline system |
| CN205768715U (en) * | 2016-07-04 | 2016-12-07 | 吉林大学 | Pure e-bus braking control system |
| CN106802650A (en) * | 2017-03-28 | 2017-06-06 | 吉林大学 | Electric motor coach integration control hardware is in ring test platform and method of testing |
| CN206598840U (en) * | 2017-03-08 | 2017-10-31 | 吉林大学 | A kind of Pneumatic braking system with active brake function |
| CN207773125U (en) * | 2017-12-19 | 2018-08-28 | 金龙联合汽车工业（苏州）有限公司 | Air braking systems for vehicle |
| CN108556830A (en) * | 2018-05-24 | 2018-09-21 | 湖南汽车工程职业学院 | A kind of controlled pneumatic brake system of car and its control method |
-
2019
- 2019-05-22 CN CN201910429066.5A patent/CN110103917B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4140271A1 (en) * | 1991-12-06 | 1993-06-09 | Robert Bosch Gmbh, 7000 Stuttgart, De | Air brake system for commercial vehicles - has foot-operated valve between air cylinders and brakes with control unit for by=pass and modulation valves. |
| DE19609222A1 (en) * | 1996-03-09 | 1997-09-11 | Bosch Gmbh Robert | Trailer control valve for an air brake system for motor vehicles |
| CN2797145Y (en) * | 2004-11-23 | 2006-07-19 | 山东时风（集团）有限责任公司 | Single air chamber biloop pneumatic brake device |
| CN101603880A (en) * | 2009-07-14 | 2009-12-16 | 清华大学 | Automotive anti-lock braking and braking energy feedback integration control hardware are the-loop test bed |
| CN203005403U (en) * | 2013-01-12 | 2013-06-19 | 宋正臣 | Pneumatic control type assistant braking device for truck |
| CN204623442U (en) * | 2015-04-30 | 2015-09-09 | 安徽安凯汽车股份有限公司 | A kind of bus front bridge brake pipeline system |
| CN205768715U (en) * | 2016-07-04 | 2016-12-07 | 吉林大学 | Pure e-bus braking control system |
| CN206598840U (en) * | 2017-03-08 | 2017-10-31 | 吉林大学 | A kind of Pneumatic braking system with active brake function |
| CN106802650A (en) * | 2017-03-28 | 2017-06-06 | 吉林大学 | Electric motor coach integration control hardware is in ring test platform and method of testing |
| CN207773125U (en) * | 2017-12-19 | 2018-08-28 | 金龙联合汽车工业（苏州）有限公司 | Air braking systems for vehicle |
| CN108556830A (en) * | 2018-05-24 | 2018-09-21 | 湖南汽车工程职业学院 | A kind of controlled pneumatic brake system of car and its control method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110103917A (en) | 2019-08-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101407179A (en) | Composite braking system having anti-locking brake function and control method | |
| CN110103917B (en) | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110077382B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on two-way one-way valve and linear exhaust electromagnetic valve | |
| CN110091848B (en) | Two-wheel-drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and one-way valve | |
| CN110077381B (en) | Two drive electric motor car decoupling type braking energy recovery gas circuit based on stack formula check valve | |
| CN110077376B (en) | Two-drive electric vehicle braking energy recovery gas circuit based on two-way one-way valve and linear exhaust electromagnetic valve | |
| CN110103919B (en) | Four-wheel drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110077379B (en) | Four-wheel drive electric vehicle braking energy recovery gas circuit based on stacked one-way valve and one-way valve | |
| CN110103923B (en) | Four-wheel drive electric vehicle decoupling type braking energy recovery gas circuit based on stacked one-way valve | |
| CN110077375B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110091850B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve | |
| CN110077377B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN110103920B (en) | Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110091851B (en) | Four-wheel centralized drive electric vehicle braking energy recovery system based on stacked one-way valve | |
| CN110103916B (en) | Two-wheeled distributed drive electric vehicle braking energy recovery system based on two-way check valve and linear exhaust electromagnetic valve | |
| CN110103922B (en) | Four-wheel centralized drive electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110077384B (en) | Four-wheel centralized drive electric vehicle braking energy recovery system based on two-way check valve and linear exhaust electromagnetic valve | |
| CN110103918B (en) | Four-wheel centralized drive electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN110091849B (en) | Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve | |
| CN110103925B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on stacked one-way valve and linear exhaust electromagnetic valve | |
| CN110103921B (en) | Two-wheeled distributed driving electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN110103924B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN110077380B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on stacked one-way valve | |
| CN110077378B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on two-way check valve and linear exhaust electromagnetic valve | |
| CN110077383A (en) | Four-wheel driven electric vehicle Brake energy recovery gas circuit based on double-way check valve and linear exhaust solenoid valve |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |