CN221120497U

CN221120497U - Electric control integrated brake charging valve, hydraulic system and engineering machinery

Info

Publication number: CN221120497U
Application number: CN202323075248.8U
Authority: CN
Inventors: 管佩刚; 胡昌云; 王庆坤; 滕祥鑫
Original assignee: Caterpillar Qingzhou Ltd
Current assignee: Caterpillar Qingzhou Ltd
Priority date: 2023-11-14
Filing date: 2023-11-14
Publication date: 2024-06-11
Anticipated expiration: 2033-11-14

Abstract

The utility model relates to an electric control integrated brake charging valve, which comprises a priority valve, a first one-way valve, a second one-way valve, a first proportional overflow valve, a pressure oil port, a first oil outlet, a second oil outlet, a third oil outlet and an oil return port, wherein: the pressure oil port is in fluid connection with the first oil outlet and the second oil outlet through a first one-way valve; the priority valve and the first proportional overflow valve are arranged in series between the pressure oil port and the oil return port; the second one-way valve is arranged between the priority valve and the third oil outlet; wherein at least a part of the hydraulic fluid fed via the pressure port can be led via the priority valve and the second non-return valve to the third oil outlet and/or via the priority valve and the first proportional relief valve to the return port, and wherein a second proportional relief valve is arranged between the oil inlet of the first non-return valve and the return port. The utility model also relates to a hydraulic system and engineering machinery comprising the electric control integrated brake charging valve.

Description

Electric control integrated brake charging valve, hydraulic system and engineering machinery

Technical Field

The utility model relates to the technical field of hydraulic pressure, in particular to an electric control integrated brake charging valve, a hydraulic system comprising the electric control integrated brake charging valve and engineering machinery comprising the hydraulic system.

Background

Some models of work machines, such as loaders, use full hydraulic braking systems, while the pilot systems of these work machines require a pilot oil source to supply oil. It is common practice to provide a brake pump for a brake system, and supply pilot oil from other function pumps (hydraulic oil output from other function pumps is supplied to the pilot system after being depressurized), or to separately provide a pilot pump so that a constant pressure is maintained in front of the pilot valve. The method is particularly suitable for the electrically driven loader, and the motor has excellent speed regulation performance and can be used together with the constant delivery pump to obtain a common scheme with both cost and performance.

The disadvantage of providing pilot oil by other functional pumps, such as a constant displacement pump, is that the constant displacement pump still outputs flow when there is no pilot action and maintains a constant pressure in front of the pilot valve, which results in continuous energy waste (in practice, both the pilot system and the brake system are not always operating, but intermittently). Further, if the pilot pump is separately provided, the cost and the external dimensions of the pump are increased.

In addition, different types of engineering machinery have different requirements on the performances such as the capacity of a brake accumulator, so that each type of engineering machinery needs to be matched with a specific brake charging valve independently. In addition, the brake energy accumulator is sensitive to temperature, and the change of the ambient temperature can lead to the change of the pre-charging pressure of the brake energy accumulator, so that the change of the charging pressure and the charging amount is caused, and the braking performance of engineering machinery is easy to be adversely affected.

The present utility model is directed to solving at least one of the above-mentioned problems of the prior art, as well as other problems.

Disclosure of utility model

According to an aspect of the present utility model, there is provided an electric control integrated brake charging valve, which is characterized in that the electric control integrated brake charging valve includes a priority valve, a first check valve, a second check valve, a first proportional overflow valve, a pressure oil port, a first oil outlet, a second oil outlet, a third oil outlet, and an oil return port, wherein:

The pressure oil port is in fluid connection with the first oil outlet and the second oil outlet through a first one-way valve;

the priority valve and the first proportional overflow valve are arranged in series between the pressure oil port and the oil return port;

The second one-way valve is arranged between the priority valve and the third oil outlet;

Wherein at least a part of the hydraulic fluid fed via the pressure port can be led via the priority valve and the second non-return valve to the third oil outlet and/or via the priority valve and the first proportional relief valve to the return port, and

And a second proportional overflow valve is arranged between the oil inlet of the first one-way valve and the oil return port.

Advantageously, the electronically controlled integrated brake charging valve further comprises a parking brake solenoid valve arranged between the outlet opening of the first non-return valve and the second outlet opening.

Advantageously, the electronically controlled integrated brake charging valve further comprises a reverse shuttle valve, the first oil outlet comprising two brake accumulator ports, the reverse shuttle valve being arranged between the oil outlet of the first one-way valve and the two brake accumulator ports.

Advantageously, the electrically controlled integrated brake charging valve further comprises a safety relief valve arranged between the pressure port and the return port.

Advantageously, the oil return port comprises a first oil return port and a second oil return port, wherein the second proportional relief valve is fluidly connected to the first oil return port and the first proportional relief valve is fluidly connected to the second oil return port.

Advantageously, the spring of the priority valve is an adjustable spring.

According to another aspect of the present utility model, there is provided a hydraulic system comprising a hydraulic pump, a brake accumulator, a parking brake device and a hydraulic reservoir, wherein the hydraulic system further comprises an electronically controlled integrated brake charging valve according to the present utility model, wherein:

The pressure oil port of the electric control integrated brake charging valve is in fluid connection with an output port of the hydraulic pump, the first oil outlet is in fluid connection with the brake energy accumulator, the second oil outlet is in fluid connection with the parking brake device, and the oil return port is in fluid connection with the hydraulic oil tank.

Advantageously, the third oil outlet of the electrically controlled integrated brake charging valve comprises a pilot oil supply port and a pilot accumulator port, the pilot oil supply port being in fluid connection with a pilot valve of the hydraulic system, the pilot accumulator port being in fluid connection with a pilot accumulator of the hydraulic system.

Advantageously, in the hydraulic system according to the utility model:

The hydraulic fluid provided by the hydraulic pump can be preferentially supplied to the first and second oil outlets via the pressure port of the electronically controlled integrated brake charging valve;

when the flow rate of the hydraulic fluid provided by the hydraulic pump is greater than the flow rate required by the brake accumulator and/or the parking brake device, at least a portion of the hydraulic fluid input via the pressure port can be directed to the third oil outlet via the priority valve and the second check valve, and/or can be directed to the return port via the priority valve and the first proportional relief valve.

Advantageously, the flow distribution of the hydraulic fluid between the second non-return valve and the first proportional relief valve can be regulated by the first proportional relief valve.

According to another aspect of the present utility model, a work machine including the hydraulic system is provided.

The main advantages of the electrically controlled integrated brake charging valve according to the utility model include:

(1) The brake accumulator is filled with liquid, the parking brake control and other functions of the common oil source with the brake are integrated into one valve block, the integrated design is realized, rich interfaces are reserved, the arrangement difficulty and complexity of a hydraulic system are reduced, and the arrangement consistency of the hydraulic system is improved.

(2) Electric control filling of the brake energy accumulator is realized by means of the second proportional overflow valve, the lowest filling pressure and the highest filling pressure of the brake energy accumulator are accurately controlled, and the filling requirements of different engineering machines are matched; through pressure sensor information and reasonable control to the second proportional overflow valve, the influence on the pre-charging pressure of the energy accumulator in different temperature environments can be compensated through electric control.

(3) The pressure and flow of other functional circuits (such as a brake charging downstream supply fan motor or a system pilot) sharing the oil source with the brake are flexibly controlled by the first proportional relief valve, and the pump can be unloaded when other functions are not working, so that energy is saved.

(4) Through the design of the adjustable springs of the second proportional overflow valve and the priority valve, the electric control integrated brake charging valve can be suitable for the performance requirements of various different types through adjustment and software updating.

Drawings

The utility model will be described in more detail below with reference to the schematic drawings. The drawings and corresponding embodiments are for illustration purposes only and are not intended to limit the present utility model. Wherein:

Fig. 1 schematically shows a hydraulic schematic of an electrically controlled integrated brake charging valve according to a preferred embodiment of the utility model.

List of reference numerals:

1. Priority valve 2 second proportional relief valve

3. First check valve 4 second check valve

5. First orifice of first proportional relief valve 6

7. Second orifice 8 third orifice

9. Reverse shuttle valve of parking brake solenoid valve 10

11 First spring 12 second spring

13 Third spring 14 fourth spring

15 Fifth spring 16 safety relief valve

17 Filter 18 pilot accumulator

100 Electric control integrated brake charging valve

Detailed Description

Embodiments of the present utility model are described below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding and enabling description of the utility model to one skilled in the art. It will be apparent, however, to one skilled in the art that the present utility model may be practiced without some of these specific details. Furthermore, it should be understood that the utility model is not limited to specific described embodiments. Rather, any combination of the features and elements described below is contemplated to implement the utility model, whether or not they relate to different embodiments. Thus, the following aspects, features, embodiments and advantages are merely illustrative and should not be considered elements or limitations of the claims except where explicitly set out in a claim.

Fig. 1 schematically shows a hydraulic schematic of an electrically controlled integrated brake charging valve 100 for a working machine or other machine type according to a preferred embodiment of the utility model.

As shown in fig. 1, the electronically controlled integrated brake charging valve 100 includes a priority valve 1, a first check valve 3, a second check valve 4, a first proportional relief valve 5, and a pressure port P, a first oil outlet, a second oil outlet PB, a third oil outlet, and an oil return port. In the embodiment shown in fig. 1, two return ports, namely a first return port T1 and a second return port T2, are provided.

The pressure port P, or also called oil inlet, is fluidly connected to the oil inlet of the first non-return valve 3 via a first orifice 6, the oil outlet of the first non-return valve 3 being fluidly connected to the first oil outlet and the second oil outlet PB, respectively.

The priority valve 1 and the first proportional relief valve 5 are arranged in series between the pressure port P and the second return port T2. A second proportional relief valve 2 is arranged between the oil inlet of the first one-way valve 3 and the first oil return port T1.

Specifically, the oil inlet of the priority valve 1 is in fluid connection with the pressure oil port P, and the oil outlet is in fluid connection with the oil inlet of the second check valve 4 and the oil inlet of the first proportional overflow valve 5, respectively. The first end of the spool of the priority valve 1 is provided with a first spring 11, and the spring chamber accommodating the first spring 11 is fluidly connected to the oil inlet of the second proportional relief valve 2 via a third orifice 8. The second end of the spool of the priority valve 1 is provided with a control port in fluid connection with the oil inlet of the priority valve 1.

The priority valve 1 has a first position in which its oil inlet and oil outlet are fluidly disconnected and a second position in which its oil inlet and oil outlet are fluidly connected, the first spring 11 biasing the spool of the priority valve 1 towards the first position.

Advantageously, the first spring 11 is an adjustable spring.

The second proportional relief valve 2 is an electronically controlled proportional relief valve. The oil inlet of the second proportional relief valve 2 is in fluid connection with the oil inlet of the first one-way valve 3 via a second orifice 7, and the oil outlet is in fluid connection with the first return port T1. The first end of the valve core of the second proportional overflow valve 2 is provided with a second spring 12, and the second end is provided with an electromagnet and a control port which is in fluid connection with the oil inlet of the second proportional overflow valve 2.

The second proportional relief valve 2 has a first position in which its oil inlet and oil outlet are fluidly disconnected and a second position in which its oil inlet and oil outlet are fluidly connected, the second spring 12 biasing the spool of the second proportional relief valve 2 towards the first position.

The oil outlet of the second non-return valve 4 is in fluid connection with the third oil outlet.

The first proportional relief valve 5 is an electronically controlled proportional relief valve. The oil outlet of the first proportional overflow valve 5 is in fluid connection with the second oil return port T2, a third spring 13 is arranged at the first end of the valve core of the first proportional overflow valve 5, and an electromagnet and a control port in fluid connection with the oil inlet of the first proportional overflow valve 5 are arranged at the second end of the valve core.

The first proportional relief valve 5 has a first position in which its oil inlet and oil outlet are fluidly disconnected and a second position in which its oil inlet and oil outlet are fluidly connected, and the third spring 13 biases the spool of the first proportional relief valve 5 towards the first position.

According to the utility model, at least a part of the hydraulic fluid (hydraulic oil) fed via the pressure port P can be led via the priority valve 1 and the second non-return valve 4 to the third oil outlet and/or via the priority valve 1 and the first proportional relief valve 5 to the second return port T2. Advantageously, by adjusting the position of the spool of the first proportional relief valve 5, the flow distribution of hydraulic fluid between the second non-return valve 4 and the first proportional relief valve 5 can be adjusted.

As shown in fig. 1, the electronically controlled integrated brake charging valve 100 further includes a parking brake solenoid valve 9, the parking brake solenoid valve 9 being disposed between the outlet port of the first check valve 3 and the second outlet port PB. In particular, parking brake solenoid valve 9 is designed, for example, as a two-position three-way valve, the first port of which is fluidly connected to the outlet port of first one-way valve 3, the second port is fluidly connected to second outlet port PB, and the third port is fluidly connected to second return port T2. The first end of the valve core of the parking brake solenoid valve 9 is provided with a fourth spring 14, and the second end of the valve core is provided with an electromagnet.

The parking brake solenoid valve 9 has a first position in which the second and third ports of the parking brake solenoid valve are in fluid communication, the first port being blocked, and a second position in which the first and second ports of the parking brake solenoid valve 9 are in fluid communication, the third port being blocked. The fourth spring 14 biases the spool of the parking brake solenoid valve 9 toward the first position.

In the embodiment shown in fig. 1, the electronically controlled integrated brake charging valve 100 further includes a reverse shuttle valve 10, the first oil outlet includes two brake accumulator ports A1, A2, the oil inlet of the reverse shuttle valve 10 is fluidly connected to the oil outlet of the first check valve 3, and the two oil outlets of the reverse shuttle valve 10 are respectively fluidly connected to the two brake accumulator ports A1, A2.

Advantageously, the electrically-controlled integrated brake charging valve 100 further comprises a safety relief valve 16, the oil inlet of the safety relief valve 16 being fluidly connected to the pressure port P and the oil outlet being fluidly connected to the second return port T2. The first end of the spool of the relief valve 16 is provided with a control port in fluid connection with the oil inlet of the relief valve and the second end of the spool is provided with a fifth spring 15 for biasing the relief valve 16 towards a position in which its oil inlet and outlet are fluidly disconnected. The relief valve 16 serves to limit the highest pressure at the pressure port P, protecting the system components. Advantageously, the relief pressure of the relief valve 16 is adjustable.

As shown in fig. 1, the electronically controlled integrated brake charging valve 100 may further comprise a first pressure sensor interface Ps1 in fluid connection with the outlet port of the first non-return valve 3 for monitoring the pressure at the outlet port of the first non-return valve 3 by means of a pressure sensor. Advantageously, as a redundant design, an additional pressure sensor interface Ps4 may be provided for enabling to continue monitoring the pressure at the oil outlet of the first non-return valve 3 in case of failure of the pressure sensor at the first pressure sensor interface Ps 1.

In the embodiment shown in fig. 1, the third outlet port comprises filter interfaces a1, a2, a second pressure sensor interface Ps2, and at least one auxiliary function port. The second pressure sensor interface Ps2 is used for monitoring the pressure at the third oil outlet by means of a pressure sensor. The at least one auxiliary function port includes, for example, a pilot fuel supply port F and a pilot accumulator port Acc shown in fig. 1. The filter port a1 can be fluidly connected to the filter 17 such that the hydraulic fluid flowing out through the filter port a1 can be led to the pilot fuel supply port F and the pilot accumulator port Acc via the filter port a2 after being filtered by the filter 17. The third outlet port may also comprise other auxiliary function ports, for example ports in direct fluid connection with the outlet port of the second non-return valve 4, which ports can be connected with other functional parts of the hydraulic system, such as fans.

Advantageously, the electrically-controlled integrated brake charging valve 100 may further comprise a pressure measuring port M1 in fluid connection with the pressure port P for monitoring the pressure of the hydraulic fluid fed through the pressure port P.

Advantageously, the switching of the first proportional relief valve 5, the second proportional relief valve 2 and the parking brake solenoid valve 9 between the first position and the second position is controlled by the controller. The controller may be a complete machine controller of the construction machine. In one embodiment, the controller is, for example, an Electronic Control Module (ECM) of the work machine.

Advantageously, the second orifice 7 and the third orifice 8 are dimensioned smaller than the first orifice 6, so that only a small part of the hydraulic fluid reaches the first return port T1 via the second proportional relief valve 2 when the priority valve 1 and the second proportional relief valve 2 are each in the second position.

It should be appreciated that the electronically controlled integrated brake charging valve 100 may include only some of the various elements described above with reference to fig. 1. For example, in one embodiment, the electrically-controlled integrated brake charging valve 100 may include only the priority valve 1, the second proportional relief valve 2, the first check valve 3, the second check valve 4, and the first proportional relief valve 5, as well as the associated ports. Furthermore, more components may also be integrated into the electronically integrated brake charging valve 100.

INDUSTRIAL APPLICABILITY

The electronically controlled integrated brake charging valve 100 according to the present utility model is applicable to a variety of work machines (e.g., excavators, loaders, dozers, etc.) or other types of machines having similar operating conditions. The working principle of the hydraulic system comprising the electronically controlled integrated brake charging valve 100 is described below with reference to a loader.

The hydraulic system of the loader comprises a hydraulic pump, a brake accumulator, a parking brake device, a hydraulic oil tank and an electric control integrated brake charging valve 100. The pressure oil port P of the electric control integrated brake charging valve 100 is in fluid connection with an output port of the hydraulic pump, the two brake energy accumulator oil ports A1 and A2 are in fluid connection with the brake energy accumulator, the second oil outlet PB is in fluid connection with the parking brake device, and the first oil return port T1 and the second oil return port T2 are respectively in fluid connection with the hydraulic oil tank. In addition, the brake accumulator ports A1, A2 and the brake accumulator are also in fluid connection with the service brake device of the loader.

Advantageously, the parking brake device is of the liquid filled release brake type, i.e. capable of releasing the brake when hydraulic fluid is delivered to the brake release chamber of the brake, and of effecting the brake when hydraulic fluid in the brake release chamber is released.

In addition, the filter port a1 is fluidly connected to the filter 17, the outlet of the filter 17 is fluidly connected to the filter port a2, the pilot oil supply port F is fluidly connected to a pilot valve of the hydraulic system, and the pilot accumulator port Acc is fluidly connected to a pilot accumulator 18 of the hydraulic system.

The hydraulic fluid provided by the hydraulic pump is preferentially supplied to the first and second oil outlets PB via the pressure port P of the electronically controlled integrated brake charging valve 100 to charge the brake accumulator and/or to charge the parking brake device to release the parking brake. By means of the electrically controlled integrated brake charging valve 100, priority is given to charging the brake accumulator, constant charging flow and electrically controlled parking and release.

Wherein, the priority valve 1 is matched with the first throttling hole 6 to keep the constant liquid filling flow, and different liquid filling flow requirements can be matched by the adjustable spring 11 of the priority valve 1. By means of the second proportional relief valve 2, the lowest and highest charging pressures of the brake accumulator can be accurately controlled, electric control charging of the brake accumulator is achieved, and the requirements of different engineering machines on charging of the brake accumulator can be conveniently matched. If the matching is reasonable, the volume of the brake energy accumulator can be reduced to a certain extent, and the cost is saved. Furthermore, based on pressure information from the pressure sensor at the first pressure sensor interface Ps1 (or redundant pressure sensor interface Ps 4) and a reasonable control of the spool position of the second proportional relief valve 2 by the controller, the influence of different temperature environments on the brake accumulator pre-charge pressure can be compensated by electronic control.

In addition, by the design of the second proportional relief valve 2 and the adjustable spring 11 of the priority valve 1, the electrically-controlled integrated brake charging valve 100 can be suitable for the performance requirements of a plurality of different types through adjustment and software updating.

When the flow rate of the hydraulic fluid provided by the hydraulic pump is greater than the flow rate required by the brake accumulator and/or the parking brake device (e.g. the brake accumulator is fully charged), the priority valve 1 and the second proportional relief valve 2 are switched to their respective second positions in which the oil inlets and outlets are in fluid communication, respectively. Because of the smaller size of the second orifice 7, most of the hydraulic fluid from the pressure port P flows through the priority valve 1 and then through the second check valve 4 to the third outlet port for providing hydraulic fluid for other functions that share the source of oil with the brake, e.g. to the pilot fuel supply port F and the pilot accumulator port Acc for supplying the pilot system of the working machine or to the auxiliary port fluidly connected to the fan of the working machine for supplying the fan.

Here, the pressure of other functional circuits sharing the oil source with the brake can be flexibly controlled by means of the first proportional relief valve 5, and/or speed regulation is assisted (for example, the common brake charging liquid and the fan motor sharing the oil source, the first proportional relief valve 5 can regulate the speed of the fan motor), and the pump can be unloaded when other functions are not operated, so that energy sources are saved (for example, the brake charging liquid and the pilot sharing the oil source, and the pump is in an unloading state when the brake accumulator charging liquid is completed and the pilot is not operated).

For example, in one example, when the pressure sensor at the second pressure sensor interface Ps2 detects that the pressure of the pilot accumulator 18 is low and needs to be charged, the controller will control the pre-valve pressure of the first proportional relief valve 5 to charge the pilot accumulator 18 with hydraulic fluid and control the charging pressure and rate of the pilot accumulator 18 via the first proportional relief valve 5. After the pressure of the pilot accumulator 18 has reached the set point, the controller will unload by means of the first proportional relief valve 5.

The main advantages of the electronically controlled integrated brake charging valve 100 are as follows:

The electronically controlled integrated brake charging valve of the present utility model has been described above with the aid of specific embodiments. It will be apparent to those skilled in the art that many changes and modifications can be made to the electronically controlled integrated brake charging valve of the present utility model without departing from the principles of the design of the present utility model. For example, implementations of the utility model may not include some of the specific features described, nor is the utility model limited to the specific embodiments described, but any combination of the described features and elements is contemplated. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the disclosed electronically controlled integrated brake charging valve. It is intended that the specification and examples be considered as exemplary only, with a true scope being indicated by the following claims and their equivalents.

Claims

1. The utility model provides an automatically controlled integrated type braking charging valve which characterized in that, automatically controlled integrated type braking charging valve includes priority valve, first check valve, second check valve, first proportion overflow valve and pressure hydraulic fluid port, first oil-out, second oil-out, third oil-out and oil return port, wherein:

2. The electrically integrated brake charging valve of claim 1, further comprising a park brake solenoid valve disposed between the outlet port of the first check valve and the second outlet port.

3. The electrically integrated brake charging valve of claim 2, further comprising a reverse shuttle valve, the first oil outlet comprising two brake accumulator ports, the reverse shuttle valve disposed between the oil outlet of the first check valve and the two brake accumulator ports.

4. The electrically integrated brake charging valve of claim 3, further comprising a safety relief valve disposed between the pressure port and the return port.

5. The electrically controlled integrated brake charging valve of any one of claims 1-4, wherein the oil return port comprises a first oil return port and a second oil return port, wherein the second proportional relief valve is fluidly connected to the first oil return port and the first proportional relief valve is fluidly connected to the second oil return port.

6. The electrically controlled integrated brake charging valve of any one of claims 1 to 4, wherein the spring of the priority valve is an adjustable spring.

7. A hydraulic system comprising a hydraulic pump, a brake accumulator, a parking brake device and a hydraulic tank, characterized in that the hydraulic system further comprises an electrically integrated brake charging valve according to any one of claims 1 to 6, wherein:

8. The hydraulic system of claim 7, wherein the third oil outlet of the electrically controlled integrated brake charging valve includes a pilot oil supply port and a pilot accumulator port, the pilot oil supply port being fluidly connected to a pilot valve of the hydraulic system, the pilot accumulator port being fluidly connected to a pilot accumulator of the hydraulic system.

9. The hydraulic system according to claim 7 or 8, characterized in that:

10. The hydraulic system of claim 9, wherein the flow distribution of hydraulic fluid between the second check valve and the first proportional relief valve is adjustable by the first proportional relief valve.

11. A working machine, characterized in that it comprises a hydraulic system according to any one of claims 7-10.