CN105083255B - Automatic Braking Force Adjustment Device for Heavy Vehicles in Complicated Road Conditions - Google Patents

Abstract

Force automatic regulating device is braked the invention discloses the heavy vehicle under a kind of complex road condition, the brake force in vehicle braking procedure can be adjusted for it, to avoid it from locking phenomenon occur.Force automatic regulating device is braked using the heavy vehicle under the complex road condition of above-mentioned technical proposal, it may be such that vehicle in the process of moving, especially heavy vehicle is during the traveling of complex road condition, the brake force of its correspondence wheel is while the adhesive force as close possible to tire, remain the adhesive force less than tire, so that vehicle can avoid wheel from occurring locking and sideslip phenomenon during form, and then effectively it ensure that security of the vehicle in any road conditions downward driving.

Description

Automatic Braking Force Adjustment Device for Heavy Vehicles in Complicated Road Conditions

technical field

The invention relates to an auxiliary device in a vehicle braking system, in particular to a heavy-duty vehicle braking force automatic adjustment device under complex road conditions.

Background technique

The braking performance of the vehicle is one of the important indicators to measure the safety performance of the vehicle. The braking process of the vehicle is the process in which the braking system applies the braking force to the vehicle. During the braking process of the vehicle, the wheels are simultaneously braked by the brakes. moment, and the adhesion between the wheel and the ground. However, if the braking force received by the vehicle reaches the adhesion between the vehicle and the road surface, the vehicle will stop rotating completely, that is, a locking phenomenon occurs; the locking phenomenon makes the lateral adhesion between the vehicle and the road surface disappear during the braking process, As a result, the vehicle is prone to rollover, and the safety performance of the vehicle is seriously affected.

In order to avoid the above phenomenon, most existing vehicles adopt anti-lock braking system to avoid wheel locking. However, anti-lock braking system is only suitable for small and medium-sized vehicles, and for heavy-duty vehicles, due to its structure, it is currently impossible to pass The anti-lock braking system adjusts its braking force; and heavy vehicles, such as mines or engineering vehicles, are affected by their use occasions and often need to drive under complex road conditions; the above situation is compared with normal driving conditions. Accidents are more likely to occur during braking. To sum up, the safety performance of the current heavy-duty vehicles in the braking process is difficult to be guaranteed.

Contents of the invention

The technical problem to be solved by the present invention is to provide an automatic adjustment device for vehicle braking force, which enables vehicles, especially heavy vehicles, to adjust the braking force on their own in complicated and bumpy road conditions, so as to avoid the phenomenon of vehicle locking that may cause the vehicle to security is affected.

In order to solve the above technical problems, the present invention relates to a heavy-duty vehicle braking force automatic adjustment device under complex road conditions, which includes a valve body, a valve cavity is provided inside the valve body, and an input connected to the inside of the valve cavity is provided in the valve body. port and output port; the valve cavity includes a first cavity, a second cavity and a third cavity, the first cavity and the second cavity communicate with the input port and the output port respectively, and the third cavity communicates with the output port The second cavity is in communication; the third cavity extends coaxially with the second cavity, and its diameter is smaller than that of the second cavity.

A first piston and a second piston are arranged in the valve cavity, which are connected to each other and extend coaxially. The first piston extends into the second cavity, and the second piston extends into the third cavity. Among them, the diameter of the first piston is larger than that of the second piston; a compression spring is arranged on the connecting end of the first piston and the second piston, and the other end of the compression spring is fixedly connected to the inner wall of the valve chamber.

The first cavity is respectively provided with a first flow channel connected to the second cavity and a second flow channel connected to the third cavity. In the first cavity, the first flow channel and the first cavity The intersecting end of the body and the input port are opposite to the intersecting end of the first cavity; a valve ball is arranged inside the first cavity, and in the first cavity, the end face above the gravity direction of the valve ball is a supporting end face ; The support end surface includes a first end surface and a second end surface, the first end surface intersects with the end surface where the input port in the first cavity is located, and it extends in the horizontal direction, the second end surface and the first flow in the first cavity The end surfaces where the channels are located intersect, and the height of the second end surface gradually increases in the extending direction of the input port toward the first flow channel.

The valve body is provided with an auxiliary propulsion device, which includes a hydraulic cylinder main body and a hydraulic cylinder push rod, and the hydraulic cylinder push rod extends to the inside of the first cavity through the first end surface of the supporting end surfaces in the first cavity, The hydraulic cylinder push rod extends toward the first flow channel, and its extension direction is parallel to the second end surface of the support end surface; the auxiliary propulsion device includes a pressure sensor, which is arranged at the connection between the first end surface and the second end surface of the support end surface position; the valve body is provided with an inclination control device, which includes a pneumatic cylinder main body and a pneumatic cylinder push rod, and the pneumatic cylinder push rod extends to the inside of the first cavity through the end surface where the input port in the first cavity is located, The push rod of the pneumatic cylinder extends toward the second end surface of the support end surface, and its extension direction is parallel to the first end surface of the support end surface; the valve ball is provided with an inclination control groove, which includes a second end surface arranged inside the valve ball. A groove body, and a second groove body extending to the surface of the valve ball through the first groove body; the radial section of the first groove body adopts a circular structure, and any radial section of the first groove body is perpendicular to the valve ball The diameter of the radial section of the second trough adopts a rectangular structure, and the second trough extends coaxially with the first trough; the radial length of the second trough is equal to the radial diameter of the first trough .

In the tilt control device, the end of the pneumatic cylinder push rod is provided with a control rod extending perpendicular to the axis of the pneumatic cylinder push rod, the size of the control rod corresponds to the radial section of the second tank body, so The end of the air cylinder push rod is provided with a stepping motor, and its main shaft extends coaxially with the air cylinder push rod, and the control rod is fixedly connected to the main shaft of the stepping motor; the tilt control device is provided with The level sensor is electrically connected to the main body of the pneumatic cylinder.

As an improvement of the present invention, the two sides of the valve ball are respectively provided with positioning rods extending in the radial direction of the valve ball, and the positioning rods extend parallel to the intersection line between the first end face and the second end face of the supporting end faces A positioning track is arranged on the side end surface of the first cavity, and the positioning track extends parallel to the support end surface, and the vertical distance between it and the support end surface is equal to the radius of the valve ball, and the positioning rod extends correspondingly To the inside of the positioning track on the side where it is located; the end of the positioning rod is provided with a positioning wheel, and the positioning wheel is located inside the positioning track, and it can roll along the positioning track.

With the above design, it can make the valve ball roll along the support end surface under the pressure of the brake fluid, through the movement of the positioning rods on both sides of the valve ball along the positioning track, so that the forward movement of the valve ball is not affected On the premise of ensuring that the valve ball is kept stable in the axial direction of the positioning rod, it is possible to effectively prevent the valve ball from rolling sideways and causing it to fail to perform a good seal on the first flow channel. At the same time, the above-mentioned structural arrangement can support the valve ball through the positioning rod, so that the valve ball always only keeps rolling in the extension direction of the support end surface, thereby avoiding the relative angle rotation of the valve ball, and then causing the ball on the valve ball to roll. The opening end of the second groove body deviates in the horizontal direction, so that after the adjustment device in this application stops working, the second groove body above the valve ball cannot correspond to the control rod in the tilt control device .

In addition, the positioning wheel at the end of the positioning rod improves the stability of the positioning rod in the positioning track, and further improves the smoothness of the rotation of the positioning wheel and the positioning rod during the forward movement of the valve ball, so that Avoid the setting of the positioning rod from affecting the movement of the valve ball.

As an improvement of the present invention, the end of the hydraulic cylinder push rod in the auxiliary propulsion device is provided with a propulsion end block, the upper end face of the propulsion end block extends parallel to the first end face of the support end faces, and the propulsion end block includes There are propelling end surfaces opposite to the valve ball, and the propelling end surface adopts an arc surface structure that fits the valve ball.

With the above-mentioned design, it can significantly improve the supporting area and the stability of the support of the valve ball during the process of being supported by the push end block and the arc design of the push end face in the push end block, so as to avoid the auxiliary propulsion device from being in contact with the valve. During the contact process of the balls, the valve balls are deflected, so that the effect of the auxiliary propulsion device on the valve balls can be further improved.

As an improvement of the present invention, in the first cavity, a placement groove is provided at the corresponding position of the propulsion end block in the first end face of the supporting end face, the depth of the placement groove is the same as the height of the push end block, and the placement groove The length of the body is greater than the length of the push end block; there is an overturn plate between the connection position between the push end block and the first end surface and the second end surface, which is connected to the valve body through a rotating shaft, and the overturn plate faces the push end The block is extended; in the push end block, an "L"-shaped limiting groove is provided at the intersection position between the upper end surface and the pushing end surface, and the depth of the limiting groove is the same as the height of the turning plate; the turning plate The length is the same as the distance from the rotating shaft to the side end surface of the limiting groove. When the end of the overturning plate is located inside the limiting groove, the upper end surface of the overturning plate is on the same plane as the first end surface of the supporting end surface; in the supporting end surface, A chamfer is provided at the connection position between the first end surface and the second end surface.

With the above design, the setting of the placement groove allows the push end block to be embedded inside the first end face through the drive of the hydraulic cylinder, so as to avoid the process of the push end block moving forward on the first end face of the valve ball The valve cavity is hindered; the setting of the size of the installation groove can ensure that the push end block can fully enter the installation groove, and can move upwards parallel to the second end surface according to requirements.

At the same time, in the above-mentioned structural setting, the setting of the limit groove in the flip plate and the push end block makes the push end block embedded in the placement groove, the flip plate can be carried on the limit groove, so that the flip The plate, the upper end surface of the push end block, and the first end surface are flush with each other and form a unified whole, thereby avoiding the undulation or sinking structure caused by the installation of the plate on the first end surface, and then affecting the valve ball. forward, so that the working stability of the valve ball in the process of adjusting the braking force and the smoothness of the system can be significantly improved. In addition, the connection arrangement of the rotating shaft of the turning board can make the turning board turn over under the pushing action of the pushing end block, so as to avoid its influence on the function of the auxiliary pushing device.

As an improvement of the present invention, in the valve body, the hydraulic cylinder push rod in the auxiliary propulsion device and the pneumatic cylinder push rod in the tilt control device are respectively provided with drive pipes in the extension direction, and the two drive pipes extend respectively To the bottom end surface of the first cavity where the tank is placed and the end surface where the input port is located, the ends of the driving pipes are respectively provided with first sealing rings. In the first cavity, a second sealing ring is respectively provided at the corresponding positions of the upper edge of the push end block and the upper edge of the flip plate; A third sealing ring is provided at a corresponding position on the bottom edge of the end block; a sealing end block is provided at the end of the flip plate. With the above design, the installation position of the hydraulic cylinder push rod and the pneumatic cylinder push rod in the valve body can be kept airtight through the setting of the first sealing ring, so as to avoid leakage of brake fluid along its pipeline; at the same time, The arrangement of the first sealing ring, the second sealing ring, the sealing end block and the third sealing ring in the groove body makes it possible to carry out multiple sealing treatments for the brake fluid, so as to further prevent the brake fluid from flowing outside the valve body , thereby significantly improving the airtightness of the regulating device in this application.

As an improvement of the present invention, the inside of the valve ball is provided with a plurality of discharge pipes extending radially, and each discharge pipe extends from the first groove in the valve ball to the bottom of the valve ball. Above the end face; each drainage pipe includes a first pipe section, a second pipe section and a third pipe section connected in sequence, wherein the first pipe section is connected to the first tank, and its diameter is within the first tank The extension direction toward the end surface of the valve ball gradually decreases, the third pipe section is connected to the end surface of the valve ball, and its diameter gradually increases in the extension direction of the first groove body toward the end surface of the valve ball, the first pipe section The length of is less than the length of the third pipe section.

With the above design, the brake fluid located in the first groove of the valve ball can be quickly discharged through the arrangement of multiple drain pipes, so as to avoid the brake fluid accumulated in the valve ball for a long time and make it difficult for the control rod to move in its position. The interior is free to move, thereby significantly improving the working stability of the inclination control device; the structural setting of the liquid discharge pipe can form a pressure difference between the first pipe section and the third pipe section, so that in the liquid discharge pipe, the third pipe section can be relatively The first pipe section generates adsorption force, so that the brake fluid in the first tank can be quickly discharged to the outside of the valve ball under the push of the control rod and the auxiliary effect of the above-mentioned adsorption force, thereby improving the response speed of the tilt control device. be significantly improved.

As an improvement of the present invention, the end of the control rod is provided with a sealed chamber, and the stepping motor is arranged inside the sealed chamber; the end surface of the sealed chamber is provided with a control port hole, and the stepping motor The main shaft extends to the outside of the sealing chamber through the control port hole, and a fourth sealing ring is arranged in the control port hole. With the above-mentioned design, the stepper motor at the end of the push rod of the pneumatic cylinder can be isolated from the rest of the valve cavity through the setting of the sealing chamber and the fourth sealing ring, so as to avoid damage to the stepper motor caused by the infiltration of brake fluid. faults, which further improves the working stability of the inclination control device.

In the actual working process of the heavy-duty vehicle braking force automatic adjustment device under the above-mentioned complex road conditions, it is installed in the actuation pipeline of the automobile brake system (in order to ensure the safety performance of the automobile, it is usually installed in the rear actuation pipeline ). When the vehicle is in the process of braking, the brake fluid output from the brake master cylinder enters the interior of the valve cavity through the input port in the valve body. When the braking force of the vehicle is small, due to the small pressure of the brake fluid on the valve ball, the valve ball remains still under the action of its own weight and friction; the brake fluid flowing into the first cavity passes through the first flow channel and the second channel respectively. The flow channel enters the second cavity and the third cavity. At this time, the input port and the output port are connected to each other, so the pressure is equal; therefore, the output pressure of the regulating device in the application is equal to the input pressure in the above situation. , that is, the output braking force is equal to the pressure of the brake fluid at the input port.

With the gradual increase of the braking force, when the braking force exceeds the set threshold, the valve ball moves under the pressure of the brake fluid, and it moves along the first end surface and the second end surface of the support end surface to the first flow channel in turn. , until it fits with the first flow channel; the fit of the valve ball with the first flow channel causes the first flow channel to be shut off. At this time, the input port and the output port are independent of each other, the output braking force of the output port is the pressure of the first piston on the brake fluid in the second cavity, and the pressure of the first piston on the brake fluid in the second cavity is the first The sum of the active force of the two pistons on the first piston and the active force of the spring on the first piston. Since the diameter of the third cavity is smaller than that of the second cavity, the diameter of the second piston is smaller than that of the first piston. According to the calculation properties of the pressure, the pressure of the first piston on the second cavity is always smaller than that of the second piston on the first piston. pressure. Therefore, under the above circumstances, the output braking force of the adjusting device in this application is always smaller than the input pressure, so that when the braking force of the vehicle is too large, the braking force provided for the wheel corresponding to the adjusting device in this application is always less than The adhesion of the wheel can effectively prevent the vehicle from locking or skidding.

In the specific working process of the heavy-duty vehicle braking force automatic adjustment device under the above-mentioned complex road conditions, the movement of the valve ball depends on the hydraulic pressure at the input port on the one hand, and on the inertia of the vehicle during braking on the other hand. The greater the inertia, the easier it is to trigger the valve ball. Since the inertia of the vehicle only depends on the weight of the vehicle, the greater the weight and load of the vehicle, the greater the trigger frequency of the valve ball; therefore, in this application, the The heavy-duty vehicle braking force automatic adjustment device can play a good role in regulating the braking force of the heavy-duty vehicle, so as to improve its safety performance.

The above-mentioned heavy-duty vehicles, such as heavy-duty vehicles for engineering, are affected by the driving environment of the vehicles in the actual work process. When they work in environments such as mineral mining or field exploration, the road conditions are relatively complicated (specifically, the road surface is uneven), and the vehicle's It is difficult to guarantee driving performance and braking performance; moreover, the probability of wheel locking during the braking process of the vehicle under the above-mentioned circumstances, and the severity of vehicle accidents caused by wheel locking are far more than that of the vehicle under normal road conditions. driving conditions.

When the vehicle is in an upward tilting state, the supporting end surface inside the first cavity in the valve body is inclined upward, that is, the first end surface extends upward; at this time, the valve ball is affected by the angle of the first end surface and its relative position remains stable, thus causing The brake pressure required to trigger the movement of the valve ball is also increased. In view of the above situation, in the heavy vehicle braking force automatic adjustment device under complex road conditions in the present application, the pneumatic cylinder push rod can be driven by the main body of the pneumatic cylinder in the tilt control device to move, so that the control rod at the end of the pneumatic cylinder push rod passes through The second groove body enters the interior of the valve ball until it enters the first groove body; the control rod pushes the valve ball through its support to the inner wall of the first groove body, so that the valve ball moves forward along the first end surface, Therefore, the valve ball can be triggered in advance, thereby avoiding the delay of the triggering of the valve ball and causing the response delay of the regulating device in the present application, so that it is difficult to guarantee the safety performance of the vehicle.

The maximum moving distance of the pneumatic cylinder push rod in the above-mentioned tilt control device is less than the length of the first end surface of the supporting end surface, that is, the pneumatic cylinder push rod at most pushes the valve ball to move to the connection position between the first end surface and the second end surface, and the pneumatic cylinder pushes The rod is gradually separated from the valve ball through the second groove, so as to avoid affecting the movement of the valve ball along the second end surface.

When the vehicle is in a downward tilting state, the supporting end surface inside the first cavity in the valve body is inclined downward, that is, the first end surface extends downward; at this time, the valve ball will slide down due to the angle of the first end surface. In view of the above situation, in the heavy vehicle braking force automatic adjustment device under complex road conditions in the present application, the pneumatic cylinder push rod can be driven by the main body of the pneumatic cylinder in the tilt control device to move, so that the control rod at the end of the pneumatic cylinder push rod passes through The second groove enters the valve ball until it enters the first groove; when the control rod enters the first groove, the stepping motor at the end of the push rod of the pneumatic cylinder drives the control rod into the first groove Rotate to limit the valve ball through the contact between the control rod and the inner wall of the first groove, so that the valve ball hovers at the initial position. When the brake hydraulic pressure in the first chamber reaches the set threshold, the stepper motor drives the control rod to rotate so that it is located above the projected position of the second tank, so that the control rod can move from the second tank to the outside of the ball.

The inclination and inclination states of the above-mentioned vehicles are detected by the level sensor installed inside the valve body, and the level sensor directly outputs the detection signal to the pneumatic cylinder, so that the push rod of the pneumatic cylinder can move according to the need, and the level sensor can output the detection signal to the pneumatic cylinder according to the needs, and the level sensor can output the detection signal through the stepping motor. The driving control rod changes its position and angle state according to the actual situation.

When the vehicle is in any state, when the valve ball moves along the first end surface of the supporting end surface under the action of brake fluid pressure and vehicle inertia, when the valve ball moves to the connection position between the first end surface and the second end surface, The pressure sensor arranged at this position detects the existence of the valve ball through the pressure change, so that the main body of the hydraulic cylinder in the auxiliary propulsion device drives the push rod of the hydraulic cylinder to extend parallel to the second end surface. The push end block at the end of the hydraulic cylinder push rod is driven by the hydraulic cylinder push rod to fit the valve ball, thereby pushing the valve ball to move along the second end surface until the valve ball moves to the corresponding position of the first flow channel. The setting of the auxiliary propulsion device reduces the movement time of the valve ball when the vehicle is in a stable or downward tilt state, so that the response rate of the adjustment device in this application is improved; The support of the ball can effectively counteract the increase in thrust required by the valve ball during movement due to the increase in the inclination of the second end surface, so that the working stability of the regulating device in the present application is significantly improved.

The heavy-duty vehicle braking force automatic adjustment device under complex road conditions adopts the above-mentioned technical solution, which can make the braking force of the corresponding wheel be as close as possible to the tire when the vehicle is running, especially when the heavy-duty vehicle is running on complex road conditions. At the same time, the adhesion is always kept smaller than that of the tires, so that the vehicle can avoid wheel locking and sideslip during the form process, thereby effectively ensuring the safety of the vehicle under any road conditions.

Description of drawings

Fig. 1 is a schematic diagram of the present invention;

Fig. 2 is a schematic diagram of the interior of the first cavity and a schematic diagram of the auxiliary propulsion device (the valve body part is not marked) in the present invention;

Fig. 3 is a schematic diagram of the connection between the valve ball and the inclination control device in the present invention (the valve body part is not marked);

Fig. 4 is a top view of the positioning structure on both sides of the valve ball in Embodiment 2 of the present invention;

Fig. 5 is a schematic diagram of the interior of the positioning track in Embodiment 2 of the present invention;

Fig. 6 is a schematic diagram of the drainage pipeline inside the valve ball in Embodiment 4 of the present invention;

Fig. 7 is a schematic diagram of the sealed chamber in Embodiment 5 of the present invention.

List of reference signs:

1—valve body, 2—input port, 3—output port, 4—first cavity, 5—second cavity, 6—third cavity, 7—first piston, 8—second piston, 9— Compression spring, 10—first flow channel, 11—second flow channel, 12—valve ball, 13—first end face, 14—second end face, 15—hydraulic cylinder main body, 16—hydraulic cylinder push rod, 17—pneumatic cylinder Main body, 18—pneumatic cylinder push rod, 19—first tank body, 20—second tank body, 21—propelling end block, 211—propelling end face, 212—limiting groove, 22—placement tank body, 23—overturning plate Components, 24—rotating shaft, 25—control rod, 26—stepping motor, 27—positioning rod, 28—positioning track, 29—positioning wheel, 30—drainage pipe, 301—first pipe section, 302—second Pipe section, 303—third pipe section, 31—sealed chamber.

detailed description

The present invention will be further illustrated below in conjunction with specific embodiments, and it should be understood that the following specific embodiments are only used to illustrate the present invention and are not intended to limit the scope of the present invention. It should be noted that the words "front", "rear", "left", "right", "upper" and "lower" used in the following description refer to the directions in the drawings, and the words "inner" and "outer ” refer to directions towards or away from the geometric center of a particular part, respectively.

Example 1

As shown in Figure 1, a heavy-duty vehicle braking force automatic adjustment device under complex road conditions includes a valve body 1, a valve cavity is provided inside the valve body 1, and an input connected to the inside of the valve cavity is provided in the valve body 1 port 2 and output port 3; the valve cavity includes a first cavity 4, a second cavity 5 and a third cavity 6, the first cavity 4 and the second cavity 5 are respectively connected to the input port 2 and the output port 3, and the third cavity 6 communicates with the second cavity 5; the third cavity 6 extends coaxially with the second cavity 5, and its diameter is smaller than that of the second cavity 5.

A first piston 7 and a second piston 8 are arranged in the valve cavity, which are connected to each other and extend coaxially, the first piston 7 extends into the second cavity 5, and the second piston 8 extends into the In the third cavity 6 , the diameter of the first piston 7 is larger than the diameter of the second piston 8 . An active cavity for extending and moving the first piston 7 is provided between the second cavity 5 and the third cavity 6 , and the diameter of the active cavity is larger than that of the second cavity 5 . A compression spring 9 is arranged on the connection end of the first piston 7 and the second piston 8 , and the other end of the compression spring 9 is fixedly connected to the connection end of the movable cavity and the third cavity 6 .

The first cavity 4 is respectively provided with a first flow channel 10 connected to the second cavity 5 and a second flow channel 11 connected to the third cavity 6. In the first cavity 4, the first The intersection end of the flow channel 10 and the first cavity 4 and the intersection end of the input port 2 and the first cavity 4 are opposite to each other. In the first cavity 4, the position of the end of the first flow channel 10 adopts an arc surface structure , which fits with the valve ball described below. A valve ball 12 is arranged inside the first cavity 4, and in the first cavity 4, the end face above the gravity direction of the valve ball 12 is a supporting end face; the supporting end face includes a first end face 13 and a second end face 14 , the first end surface 13 intersects the end surface where the input port 2 is located in the first cavity 4, and it extends in the horizontal direction, the second end surface 14 intersects the end surface where the first flow channel 10 is located in the first cavity 4, the second The height of the end surface 14 gradually increases in the extending direction of the inlet port 2 toward the first flow channel 10 .

In the actual working process of the heavy-duty vehicle braking force automatic adjustment device under the above-mentioned complex road conditions, it is installed in the actuation pipeline of the automobile brake system (in order to ensure the safety performance of the automobile, it is usually installed in the rear actuation pipeline ). When the vehicle is in the braking process, the brake fluid output from the brake master cylinder enters the valve chamber through the input port 2 in the valve body 1 . When the braking force of the vehicle is small, because the pressure of the brake fluid on the valve ball 12 is small, the valve ball 12 remains stationary under the action of its own weight and friction; the brake fluid flowing into the first cavity 4 passes through the first flow channel respectively. 10 and the second channel 11 enter the second cavity 5 and the third cavity 6, at this time, the input port 2 and the output port 3 are connected to each other, so their pressures are equal; therefore, in the above situation, the The output pressure of the regulating device is equal to the input pressure, that is, the output braking force is equal to the pressure of the brake fluid at the input port.

With the gradual increase of the braking force, when the braking force exceeds the set threshold, the valve ball 12 moves under the pressure of the brake fluid, and it moves along the first end surface 13 and the second end surface 14 of the supporting end surfaces to the first end surface. the first flow channel 10 until it fits with the first flow channel 10; At this time, the input port 2 and the output port 3 are independent of each other, the output braking force of the output port 2 is the pressure of the first piston 7 on the brake fluid in the second cavity 5, and the first piston 7 is the pressure on the second cavity 5. The pressure of the internal brake fluid is the sum of the acting force of the second piston 8 on the first piston 7 and the acting force of the spring 9 on the first piston 7 . Since the diameter of the third chamber 6 is smaller than that of the second chamber 5, the diameter of the second piston 8 is smaller than that of the first piston 7. According to the calculation properties of the pressure, the pressure of the first piston 7 on the second chamber 5 is always smaller than that of the second piston 7. The pressure of the piston 8 against the first piston 7. Therefore, under the above circumstances, the output braking force of the adjusting device in this application is always smaller than the input pressure, so that when the braking force of the vehicle is too large, the braking force provided for the wheel corresponding to the adjusting device in this application is always less than The adhesion of the wheel can effectively prevent the vehicle from locking or skidding.

As shown in Figures 1 and 2, the valve body 1 is provided with an auxiliary propulsion device, which includes a hydraulic cylinder body 15 and a hydraulic cylinder push rod 16, and the hydraulic cylinder push rod 16 passes through the first cavity 4 The first end surface 13 of the support end surface extends to the inside of the first cavity 4, and the hydraulic cylinder push rod 16 extends toward the first flow channel 10, and its extension direction is parallel to the second end surface 14 of the support end surface; in the auxiliary propulsion device A pressure sensor is included, which is arranged at the connection position between the first end surface 13 and the second end surface 14 in the support end surface.

As shown in Figure 2, the end of the hydraulic cylinder push rod 16 in the auxiliary propulsion device is provided with a push end block 21, and the upper end surface of the push end block 21 extends parallel to the first end face 13 in the support end face, and the push end block 21 includes a propelling end surface 211 opposite to the valve ball 12 , and the propelling end surface 211 adopts an arc surface structure that fits the valve ball 12 .

With the above-mentioned design, it can significantly improve the supporting area and the stability of the support of the valve ball during the process of being supported by the push end block and the arc design of the push end face in the push end block, so as to avoid the auxiliary propulsion device from being in contact with the valve. During the contact process of the balls, the valve balls are deflected, so that the effect of the auxiliary propulsion device on the valve balls can be further improved.

As an improvement of the present invention, in the first cavity 4, a placement groove 22 is provided at the corresponding position of the propulsion end block 21 in the first end face 13 of the supporting end face, and the depth of the placement groove 22 is the same as that of the propulsion end block 21. The heights are the same, the length of the placement tank 22 is longer than the length of the push end block 21, wherein the side end surface of the placement tank 22 close to the input port 2 fits with the push end block 21. An overturning plate 23 is arranged between the connecting position of the push end block 21 and the first end face 13 and the second end face 14, which is connected to the valve body 1 through a rotating shaft 24, and the overturn plate 23 moves towards the push end block 21. Extension; in the push end block 21, an "L"-shaped limiting groove 212 is provided at the intersection position between its upper end surface and the advancing end surface 211, and the depth of the limiting groove 212 is the same as the height of the flip plate 23; the flip The length of the plate 23 is the same as the distance from the rotating shaft 24 to the side end surface of the limiting groove 212. When the end of the flipping plate 23 is located inside the limiting groove 212, the upper end surface of the flipping plate 23 and the first end surface 13 of the supporting end surface Located on the same plane; in the supporting end surface, a chamfer is provided at the connecting position between the first end surface 13 and the second end surface 14; the pressure sensor is arranged in the chamfer.

With the above design, the setting of the placement groove allows the push end block to be embedded inside the first end face through the drive of the hydraulic cylinder, so as to avoid the process of the push end block moving forward on the first end face of the valve ball The valve cavity is hindered; the setting of the size of the installation groove can ensure that the push end block can fully enter the installation groove, and can move upwards parallel to the second end surface according to requirements.

At the same time, in the above-mentioned structural setting, the setting of the limit groove in the flip plate and the push end block makes the push end block embedded in the placement groove, the flip plate can be carried on the limit groove, so that the flip The plate, the upper end surface of the push end block, and the first end surface are flush with each other and form a unified whole, thereby avoiding the undulation or sinking structure caused by the installation of the plate on the first end surface, and then affecting the valve ball. forward, so that the working stability of the valve ball in the process of adjusting the braking force and the smoothness of the system can be significantly improved. In addition, the connection arrangement of the rotating shaft of the turning board can make the turning board turn over under the pushing action of the pushing end block, so as to avoid its influence on the function of the auxiliary pushing device.

As shown in FIGS. 1 and 3 , the valve body 1 is provided with a tilt control device, which includes a pneumatic cylinder main body 17 and a pneumatic cylinder push rod 18 , and the pneumatic cylinder push rod 18 passes through the first cavity 4 The end surface where the inner input port 2 is located extends to the inside of the first cavity 4, and the pneumatic cylinder push rod 18 extends toward the second end surface 14 in the support end surface, and its extension direction is parallel to the first end surface 13 in the support end surface; when the valve ball 12 is in the At the initial position, the axis of the pneumatic cylinder push rod 18 intersects with the center of the valve ball 12 . The valve ball 12 is provided with an inclination control groove, which includes a first groove body 19 arranged inside the valve ball 12, and a second groove body 20 extending to the surface of the valve ball 12 through the first groove body 19; The radial cross section of the first groove body 19 adopts a circular structure, any radial cross section of the first groove body 19 is perpendicular to the diameter of the valve ball 12, and the radial cross section of the second groove body 20 adopts a rectangular structure, The second slot body 20 extends coaxially with the first slot body 19 ; the radial length of the second slot body 20 is equal to the radial diameter of the first slot body 19 .

As shown in Figure 3, in the described inclination control device, the end of the air cylinder push rod 18 is provided with a control rod 25 extending perpendicular to the axis of the air cylinder push rod 18, and the size of the control rod 25 is the same as that of the second The radial section of the groove body 20 is corresponding, that is, the control rod 25 can extend to the inside of the valve ball 12 through the second groove body 20; The cylinder push rod 18 extends coaxially, and the control rod 25 is fixedly connected to the main shaft of the stepper motor 26; the tilt control device is provided with a level sensor, which is electrically connected to the main body 17 of the pneumatic cylinder .

In the specific working process of the heavy-duty vehicle braking force automatic adjustment device under the above-mentioned complex road conditions, the movement of the valve ball depends on the hydraulic pressure at the input port on the one hand, and on the inertia of the vehicle during braking on the other hand. The greater the inertia, the easier it is to trigger the valve ball. Since the inertia of the vehicle only depends on the weight of the vehicle, the greater the weight and load of the vehicle, the greater the trigger frequency of the valve ball; therefore, in this application, the The heavy-duty vehicle braking force automatic adjustment device can play a good role in regulating the braking force of the heavy-duty vehicle, so as to improve its safety performance.

The above-mentioned heavy-duty vehicles, such as heavy-duty vehicles for engineering, are affected by the driving environment of the vehicles in the actual work process. When they work in environments such as mineral mining or field exploration, the road conditions are relatively complicated (specifically, the road surface is uneven), and the vehicle's It is difficult to guarantee driving performance and braking performance; moreover, the probability of wheel locking during the braking process of the vehicle under the above-mentioned circumstances, and the severity of vehicle accidents caused by wheel locking are far more than that of the vehicle under normal road conditions. driving conditions.

When the vehicle is in an upward tilt state, the supporting end surface inside the first cavity 4 in the valve body 1 is inclined upward, that is, the first end surface 13 extends upward; at this time, the valve ball 12 is affected by the angle of the first end surface 13 and its relative position is maintained. Stabilized, so that the brake pressure required to trigger the movement of the valve ball 12 is also increased. In view of the above situation, in the heavy vehicle braking force automatic adjustment device under complex road conditions in the present application, the pneumatic cylinder main body 17 in the tilt control device can drive the pneumatic cylinder push rod 18 to move, so that the control of the end of the pneumatic cylinder push rod 18 The rod member 25 enters the inside of the valve ball 12 through the second groove body 20 until it enters the first groove body 19; the control rod member 25 pushes the valve ball 12 through its support to the inner wall of the first groove body 19, so that The valve ball 12 moves forward along the first end surface, so that the valve ball can be triggered in advance, thereby avoiding the delay of the triggering of the valve ball and causing the response delay of the regulating device in this application, so that the safety performance of the vehicle is difficult to be guaranteed.

The maximum moving distance of the pneumatic cylinder push rod 18 in the above-mentioned tilt control device is less than the length of the first end surface 13 in the supporting end surface, that is, the pneumatic cylinder push rod at most pushes the valve ball to move to the connection position between the first end surface and the second end surface, and the air pressure The cylinder push rod is gradually separated from the valve ball through the second groove, so as to avoid affecting the movement of the valve ball along the second end surface.

When the vehicle is in a downward tilting state, the supporting end surface inside the first cavity 4 in the valve body 1 is inclined downward, that is, the first end surface 13 extends downward; at this time, the valve ball 12 will slide down due to the angle of the first end surface . In view of the above situation, in the heavy vehicle braking force automatic adjustment device under complex road conditions in the present application, the pneumatic cylinder main body 17 in the tilt control device can drive the pneumatic cylinder push rod 18 to move, so that the control of the end of the pneumatic cylinder push rod 18 The rod 25 enters the inside of the valve ball 12 through the second groove 20 until it enters the first groove 19; when the control rod 25 enters the inside of the first groove 19, the step of the end of the pneumatic cylinder push rod 18 The motor 26 drives the control rod 25 to rotate in the first groove body 19, so as to limit the valve ball 12 through the contact between the control rod 25 and the inner wall of the first groove body 19, so that the valve ball 12 hovers at the initial position . When the brake hydraulic pressure in the first chamber reaches the set threshold, the stepper motor drives the control rod to rotate so that it is located above the projected position of the second tank, so that the control rod can move from the second tank to the outside of the ball.

The up-tilt and down-tilt states of the above-mentioned vehicles are all detected by the level sensor installed inside the valve body 1, and the level sensor directly outputs the detection signal to the pneumatic cylinder, so that the push rod of the pneumatic cylinder can move as required, and through the stepping The motor drives the control bar to change its position and angle state according to the actual situation.

When the vehicle is in any state, during the process of the valve ball 12 moving along the first end surface of the supporting end surfaces under the action of the brake fluid pressure and the inertia of the vehicle, when the valve ball 12 moves to the center of the first end surface 13 and the second end surface 14 In the connection position, the pressure sensor arranged at this position detects the presence of the valve ball 12 through the pressure change, so that the hydraulic cylinder main body 15 in the auxiliary propulsion device drives the hydraulic cylinder push rod 16 to extend parallel to the second end surface 14 . The push end block 21 at the end of the hydraulic cylinder push rod 16 fits the valve ball 12 under the drive of the hydraulic cylinder push rod 16, thereby pushing the valve ball 12 to move along the second end surface 14 until the valve ball 12 moves to the first flow. Road 10 corresponds to the location. The setting of the auxiliary propulsion device reduces the movement time of the valve ball when the vehicle is in a stable or downward tilt state, so that the response rate of the adjustment device in this application is improved; The support of the ball can effectively counteract the increase in thrust required by the valve ball during movement due to the increase in the inclination of the second end surface, so that the working stability of the regulating device in the present application is significantly improved.

The heavy-duty vehicle braking force automatic adjustment device under complex road conditions adopts the above-mentioned technical solution, which can make the braking force of the corresponding wheel be as close as possible to the tire when the vehicle is running, especially when the heavy-duty vehicle is running on complex road conditions. At the same time, the adhesion is always kept smaller than that of the tires, so that the vehicle can avoid wheel locking and sideslip during the form process, thereby effectively ensuring the safety of the vehicle under any road conditions.

Example 2

As an improvement of the present invention, as shown in Figure 4 and Figure 5, the two sides of the valve ball 12 are respectively provided with positioning rods 27 extending in the radial direction of the valve ball, and the positioning rods 27 are parallel to the support end surface. The intersection line of the first end face 13 and the second end face 14 extends; the side end face of the first cavity 4 is provided with a positioning track 28, and the positioning track 28 extends parallel to the support end face, and between it and the support end face The vertical distance is equal to the radius of the valve ball 12, and the positioning rod 27 extends to the inside of the positioning track 28 on the side where it is located; the end of the positioning rod 27 is provided with a positioning wheel 29, and the positioning wheel 29 is located at the positioning position. The inside of the track 28, and it can roll along the positioning track 28. In the positioning track 28, its height is greater than the diameter of the positioning wheel 29, that is, the positioning wheel 29 is in the positioning track 28, and only contacts with the bottom end surface of the positioning track 28 in the vertical direction, so that the positioning wheel 29 and the positioning track The friction between 28 is less.

With the above design, it can make the valve ball roll along the support end surface under the pressure of the brake fluid, through the movement of the positioning rods on both sides of the valve ball along the positioning track, so that the forward movement of the valve ball is not affected On the premise of ensuring that the valve ball is kept stable in the axial direction of the positioning rod, it is possible to effectively prevent the valve ball from rolling sideways and causing it to fail to perform a good seal on the first flow channel. At the same time, the above-mentioned structural arrangement can support the valve ball through the positioning rod, so that the valve ball always only keeps rolling in the extension direction of the support end surface, thereby avoiding the relative angle rotation of the valve ball, and then causing the ball on the valve ball to roll. The opening end of the second groove body deviates in the horizontal direction, so that after the adjustment device in this application stops working, the second groove body above the valve ball cannot correspond to the control rod in the tilt control device .

In addition, the positioning wheel at the end of the positioning rod improves the stability of the positioning rod in the positioning track, and further improves the smoothness of the rotation of the positioning wheel and the positioning rod during the forward movement of the valve ball, so that Avoid the setting of the positioning rod from affecting the movement of the valve ball.

The remaining features and advantages of this embodiment are the same as those of Embodiment 1.

Example 3

As an improvement of the present invention, in the valve body 1, drive pipes are respectively arranged in the extension direction of the hydraulic cylinder push rod 16 in the auxiliary propulsion device and the pneumatic cylinder push rod 18 in the tilt control device, and two drive pipes The pipes respectively extend to the bottom end surface of the housing tank 22 in the first cavity 4 and the end surface where the input port is located, and the ends of the driving pipes are respectively provided with first sealing rings. In the first cavity, a second sealing ring is respectively provided at the corresponding positions of the upper edge of the push end block and the upper edge of the flip plate; A third sealing ring is provided at a corresponding position on the bottom edge of the end block; a sealing end block is provided at the end of the flip plate (the above sealing ring is shown in the black filled part in FIG. 2 ). With the above design, the installation position of the hydraulic cylinder push rod and the pneumatic cylinder push rod in the valve body can be kept airtight through the setting of the first sealing ring, so as to avoid leakage of brake fluid along its pipeline; at the same time, The arrangement of the first sealing ring, the second sealing ring, the sealing end block and the third sealing ring in the groove body makes it possible to carry out multiple sealing treatments for the brake fluid, so as to further prevent the brake fluid from flowing outside the valve body , thereby significantly improving the airtightness of the regulating device in this application.

The remaining features and advantages of this embodiment are the same as those of Embodiment 2.

Example 4

As an improvement of the present invention, as shown in FIG. 6 , the inside of the valve ball 1 is provided with a plurality of discharge pipes 30 extending radially, and each discharge pipe 30 is formed by the middle of the valve ball 12 . The first groove body 19 extends above the end surface of the valve ball 12; each discharge pipe 30 includes a first pipe section 301, a second pipe section 302 and a third pipe section 303 connected in sequence, wherein the first pipe section 301 Connected to the first groove body 19, and its diameter gradually decreases in the extension direction of the first groove body 19 towards the end surface of the valve ball 12, the third pipe section 303 is connected to the end surface of the valve ball 12, and its diameter In the extension direction of the first groove body 19 toward the end surface of the valve ball 12, the length of the first pipe section 301 is 1/5 of the length of the third pipe section 303, and the diameter of the second pipe section 302 extends at the The direction remains unchanged.

With the above design, the brake fluid located in the first groove of the valve ball can be quickly discharged through the arrangement of multiple drain pipes, so as to avoid the brake fluid accumulated in the valve ball for a long time and make it difficult for the control rod to move in its position. The interior is free to move, thereby significantly improving the working stability of the inclination control device; the structural setting of the liquid discharge pipe can form a pressure difference between the first pipe section and the third pipe section, so that in the liquid discharge pipe, the third pipe section can be relatively The first pipe section generates adsorption force, so that the brake fluid in the first tank can be quickly discharged to the outside of the valve ball under the push of the control rod and the auxiliary effect of the above-mentioned adsorption force, thereby improving the response speed of the tilt control device. be significantly improved.

The remaining features and advantages of this embodiment are the same as those of Embodiment 3.

Example 5

As an improvement of the present invention, as shown in Figure 7, the end of the control rod 25 is provided with a sealed chamber 31, and the stepper motor 26 is arranged inside the sealed chamber 31; A control port hole is arranged on the top, the main shaft of the stepper motor 26 extends to the outside of the sealing chamber through the control port hole, and a fourth sealing ring is arranged in the control port hole. With the above-mentioned design, the stepper motor at the end of the push rod of the pneumatic cylinder can be isolated from the rest of the valve cavity through the setting of the sealing chamber and the fourth sealing ring, so as to avoid damage to the stepper motor caused by the infiltration of brake fluid. faults, which further improves the working stability of the inclination control device.

The remaining features and advantages of this embodiment are the same as those of Embodiment 4.

Claims (6)

1. A heavy-duty vehicle braking force automatic adjustment device under complex road conditions, characterized in that, the heavy-duty vehicle braking force automatic adjustment device under complex road conditions includes a valve body, the valve body is internally provided with a valve chamber, and the valve body An input port and an output port connected to the interior of the valve cavity are provided; the valve cavity includes a first cavity, a second cavity and a third cavity, and the first cavity and the second cavity are connected to the input port and the output port respectively. The mouth is connected, and the third cavity is connected with the second cavity; the third cavity extends coaxially with the second cavity, and its diameter is smaller than that of the second cavity; A first piston and a second piston are arranged in the valve cavity, which are connected to each other and extend coaxially. The first piston extends into the second cavity, and the second piston extends into the third cavity. Among them, the diameter of the first piston is greater than the diameter of the second piston; a compression spring is arranged on the connecting end of the first piston and the second piston, and the other end of the compression spring is fixedly connected to the inner wall of the valve cavity; The first cavity is respectively provided with a first flow channel connected to the second cavity and a second flow channel connected to the third cavity. In the first cavity, the first flow channel and the first cavity The intersecting end of the body and the input port are opposite to the intersecting end of the first cavity; a valve ball is arranged inside the first cavity, and in the first cavity, the end face above the gravity direction of the valve ball is a supporting end face ; The support end surface includes a first end surface and a second end surface, the first end surface intersects with the end surface where the input port in the first cavity is located, and it extends in the horizontal direction, the second end surface and the first flow in the first cavity The end surfaces where the channels are located intersect, and the height of the second end surface gradually increases in the extending direction of the input port toward the first flow channel; The valve body is provided with an auxiliary propulsion device, which includes a hydraulic cylinder main body and a hydraulic cylinder push rod, and the hydraulic cylinder push rod extends to the inside of the first cavity through the first end surface of the supporting end surfaces in the first cavity, The hydraulic cylinder push rod extends toward the first flow channel, and its extension direction is parallel to the second end surface of the support end surface; the auxiliary propulsion device includes a pressure sensor, which is arranged at the connection between the first end surface and the second end surface of the support end surface position; the valve body is provided with an inclination control device, which includes a pneumatic cylinder main body and a pneumatic cylinder push rod, and the pneumatic cylinder push rod extends to the inside of the first cavity through the end surface where the input port in the first cavity is located, The push rod of the pneumatic cylinder extends toward the second end surface of the support end surface, and its extension direction is parallel to the first end surface of the support end surface; the valve ball is provided with an inclination control groove, which includes a second end surface arranged inside the valve ball. A groove body, and a second groove body extending to the surface of the valve ball through the first groove body; the radial section of the first groove body adopts a circular structure, and any radial section of the first groove body is perpendicular to the valve ball The diameter of the radial section of the second trough adopts a rectangular structure, and the second trough extends coaxially with the first trough; the radial length of the second trough is equal to the radial diameter of the first trough ; In the tilt control device, the end of the pneumatic cylinder push rod is provided with a control rod extending perpendicular to the axis of the pneumatic cylinder push rod, the size of the control rod corresponds to the radial section of the second tank body, so The end of the air cylinder push rod is provided with a stepping motor, and its main shaft extends coaxially with the air cylinder push rod, and the control rod is fixedly connected to the main shaft of the stepping motor; the tilt control device is provided with The level sensor is electrically connected to the main body of the pneumatic cylinder. 2. The heavy-duty vehicle braking force automatic adjustment device under complex road conditions according to claim 1, characterized in that, the two sides of the valve ball are respectively provided with positioning rods extending in the radial direction of the valve ball, and the positioning rods are parallel to each other. Extending on the intersection line between the first end face and the second end face in the support end face; a positioning track is arranged on the side end face of the first cavity, and the positioning track extends parallel to the support end face, and between it and the support end face The vertical distance is equal to the radius of the valve ball, and the positioning rod extends to the inside of the positioning track on its side; the end of the positioning rod is provided with a positioning wheel, which is located inside the positioning track, and it can Scrolls along the positioning track. 3. According to claim 1 or 2, the heavy-duty vehicle braking force automatic adjustment device under complex road conditions is characterized in that, the end of the hydraulic cylinder push rod in the auxiliary propulsion device is provided with a propelling end block, and the propelling end block The upper end surface of the upper end surface extends parallel to the first end surface of the supporting end surface, and the advancing end block includes an advancing end surface opposite to the valve ball, and the advancing end surface adopts an arc surface structure that fits the valve ball; In the first cavity, a placement groove is provided at the corresponding position of the push end block in the first end face of the support end face, the depth of the placement groove is the same as the height of the push end block, and the length of the placement groove is longer than that of the push end block. Length; a turning plate is arranged between the connecting position of the pushing end block and the first end face and the second end face, which is connected to the valve body through a rotating shaft, and the turning plate extends toward the pushing end block; the pushing end In the block, an "L"-shaped limiting groove is provided at the intersection of the upper end surface and the advancing end surface, and the depth of the limiting groove is the same as the height of the turning plate; The distances between the end surfaces are the same, and when the end of the overturned plate is located inside the limiting groove, the upper end surface of the overturned plate is on the same plane as the first end surface of the supporting end surfaces; In the support end surface, a chamfer is provided at the connection position between the first end surface and the second end surface. 4. The heavy-duty vehicle braking force automatic adjustment device under complex road conditions according to claim 3, characterized in that, among the valve body, the hydraulic cylinder push rod in the auxiliary propulsion device and the pneumatic cylinder push rod in the tilt control device In the extending direction of the rods, driving pipes are arranged respectively, and the two driving pipes respectively extend to the bottom end surface of the first cavity where the tank is placed and the end surface where the input port is located, and the ends of the driving pipes are respectively provided with first sealing rings; In the first cavity, a second sealing ring is respectively provided at the corresponding positions of the upper edge of the push end block and the upper edge of the flip plate; A third sealing ring is provided at a corresponding position on the bottom edge of the end block; a sealing end block is provided at the end of the flip plate. 5. The heavy-duty vehicle braking force automatic adjustment device under complex road conditions according to claim 4, characterized in that, the valve ball is internally provided with a plurality of drain pipes extending radially, and each drain pipe The pipes extend from the first groove in the valve ball to the end surface of the valve ball; each discharge pipe includes a first pipe section, a second pipe section and a third pipe section connected in sequence, wherein the first pipe section Connected to the first groove, and its diameter gradually decreases in the extension direction of the first groove towards the end surface of the valve ball, the third pipe section is connected to the end surface of the valve ball, and its diameter is in the first groove The extension direction toward the end surface of the valve ball increases gradually, and the length of the first pipe section is smaller than the length of the third pipe section. 6. The heavy-duty vehicle braking force automatic adjustment device under complex road conditions according to claim 5, wherein the end of the control rod is provided with a sealed chamber, and the stepping motor is arranged inside the sealed chamber; A control port hole is arranged on the end surface of the sealing chamber, the main shaft of the stepping motor extends to the outside of the sealing chamber through the control port hole, and a fourth sealing ring is arranged in the control port hole.