DESC:TECHNICAL FIELD
The present disclosure relates to the field of mechanical engineering, specifically automobile engineering. The present disclosure focuses on emergency air over hydraulic braking system in front-end loaders. More particularly, it relates to a system and method for emergency air over hydraulic braking in front end loaders.
BACKGROUND OF THE INVENTION
Over the years, a significant amount of engineering focus has been dedicated to improving the operational safety and efficiency of heavy machinery like front-end loaders prevalent in construction, mining, and waste handling industries, among others. One such area of continual development and innovation is their braking systems. Front-end loaders are often equipped with hydraulic braking systems, providing the necessary stopping power for these massive machines. However, the issues of brake failure and response time in emergency situations present ongoing complications. A central point of research and development in this field seeks to enhance brake reliability under high-risk scenarios without compromising on the operational performance of these machines. An area of interest is the integration and advanced control of air over hydraulic systems, which uses compressed air to actuate hydraulic brakes, introducing redundancy and reducing potential failure rates. Extending these systems to offer emergency braking features represents a critical advancement in the field. This technology lies at the intersection of mechanical and automobile engineering and can dramatically increase the safety level in the operation of hydraulic brake equipped front-end loaders and similar heavy-duty vehicles.
US2781870 describes an emergency brake system for use on vehicles that includes auxiliary tanks positioned adjacent to each wheel brake. This system is integrated via connecting means to the tank of a conventional air brake system of the vehicle, with an innovative mechanism preventing the return of fluid from auxiliary tanks to the vehicle tank. The system is further described to include a solenoid actuated valve, and an additional mechanism controlled by this valve for applying fluid from auxiliary tanks to brake actuating elements of the vehicle in emergency circumstances such as a drop in pressure of fluid of the conventional brake system.
EP0977682 discloses an air braking system for vehicles consisting of a compressor, non-return valve, manifold, an electrically-actuable demand valve, and an air consumer circuit. An auxiliary circuit connects the manifold to the consumer circuit via an electrically actuable valve and non-return valve allowing air under pressure to be supplied to the consumer circuit in the event of electrical failure. The system also contains a plurality of consumer circuits that can be charged from the compressor via the manifold or interconnected via the manifold independently of the compressor, allowing more flexible compressor operation and a greater reserve in case of pressure source failure.
CN107310542A discloses an emergency pneumatic braking system for an airport main foam tender. This system comprises an electrically-driven air compressor, an air storage cylinder, and an electronic control unit, all interconnected via air paths. Key to this system are two control valves, which direct air flow in distinct paths to aid in parking brake release. This braking system design is predicated on maintaining a specific air pressure within the storage cylinder to fulfill brake release requirements.
US3003822A describes an air braking system for vehicles that includes a main tank enclosing pressurized air and a brake operating mechanism operated by air from the main supply line. This system also features an auxiliary air-containing tank, a pressure-reducing valve connecting the tanks, and a pilot operating valve that communicates between the main and auxiliary tanks. This setup enables an emergency brake cylinder to operate in case of significant loss of pressure in the main tank.
Braking systems are an integral part of any automotive vehicle, ensuring safety and control during the operation of the vehicle. Among these, the air over hydraulic braking system is commonly used in heavy-duty vehicles such as front-end loaders due to its unique capacity to multiply the force applied by the driver and provide efficient stopping power. These systems use a combination of pressurized air and hydraulic fluid to engage the brake mechanism, thereby slowing or stopping the vehicle. However, standard systems can face issues like air leakage or system failure, which can lead to brake failure. Therefore, there is a continuous need in the automotive industry to develop and refine such braking systems that can mitigate the aforementioned issues and ensure safe vehicle operation under unexpected emergency situations. In particular, the field of automotive engineering is persistently exploring advanced emergency air over hydraulic braking solutions for front end loaders.

Given these restrictions, there is a clear requirement for an improved braking system. This should address the limitations of manual operation, complexity, retrofitting difficulties and inability to automatically respond to low air pressure. The new invention would reduce safety risks, simplify maintenance, enhance reliability and streamline the integration process for older equipment. Additionally, an automatic response to low air pressure situations is crucial to prevent catastrophic brake failures. Therefore, an advanced solution addressing these issues is a significant necessity in the current scenario.
SUMMARY OF THE INVENTION
One or more of the problems of the conventional prior art may be overcome by various embodiments of the present disclosure.

In one aspect of the present disclosure, the invention is an emergency brake system for front-end loaders, comprising components such as an air compressor, a main air tank, an auxiliary air tank, a dual check valve, a brake booster, a pressure switch, a solenoid valve, a check valve, and service brakes located at both ends of the axles. The system ingeniously uses both a main and auxiliary air tank to ensure a constant supply of compressed air for the brake system, even in the event of emergency situations.

In another aspect of the present disclosure, the emergency brake system is activated automatically when the air pressure in the main air tank drops below a predetermined threshold of 4 bar. This design ensures that braking can be initiated without any delay or operator intervention.

In another aspect of the present disclosure, the emergency brake system further includes a brake light switch positioned to illuminate a brake light at the rear of the vehicle when the brakes are activated, providing a crucial safety feature that alerts other motorists of braking action.

In yet another aspect of the present disclosure, the brake booster part of the system amplifies air pressure to direct oil from reservoir to the service brakes, enabling brake application without operator intervention, thereby enhancing overall safety.

In yet another aspect of the present disclosure, the auxiliary air tank provides additional compressed air when the main air tank is not providing sufficient pressure, thereby maintaining the brake functionality in emergency situations.

In yet another aspect of the present disclosure, the system is configured for installation not just on trucks and wheel loaders but also on other heavy equipment equipped with air over hydraulic brake systems, greatly expanding its applicability.

In yet another aspect of the present invention, a method of operating an emergency braking system is described. The method includes detecting a drop in air pressure, activating a solenoid valve, directing compressed air, and applying brakes without operator intervention.

In yet another aspect of the present disclosure, when the air pressure in the main air tank drops below a certain threshold, the activation of the solenoid valve enables the flow of compressed air from the auxiliary air tank to apply the service brakes located at each end of the axle, ensuring a robust and consistent braking response.

In yet another aspect of the present disclosure, the method further includes activation of a brake light switch to indicate brake application when the service brakes are engaged. This measure greatly enhances visibility and safety at moments of sudden braking.
BRIEF DESCRIPTION OF THE DRAWINGS
The above and still further features and advantages of aspects of the present disclosure become apparent upon consideration of the following detailed description of aspects thereof, especially when taken in conjunction with the accompanying drawings, and wherein:
Figure 1 illustrates an emergency brake system, in accordance with an aspect of the present disclosure.
To facilitate understanding, like reference numerals have been used, where possible, to designate like elements common to the figures.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Various embodiments of the disclosure are discussed in detail below. While specific implementations are discussed, it should be understood that this is done for illustration purposes only. A person skilled in the relevant art will recognize that other components and configurations may be used without parting from the spirit and scope of the disclosure. Thus, the following description and drawings are illustrative and are not to be construed as limiting. Numerous specific details are described to provide a thorough understanding of the disclosure. However, in certain instances, known details are not described in order to avoid obscuring the description.
References to one or an embodiment in the present disclosure can be references to the same embodiment or any embodiment; and, such references mean at least one of the embodiments.
Reference to “one embodiment”, “an embodiment”, “one aspect”, “some aspects”, “an aspect” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. The appearances of the phrase “in one embodiment” in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, various features are described which may be exhibited by some embodiments and not by others.
The terms used in this specification generally have their ordinary meanings in the art, within the context of the disclosure, and in the specific context where each term is used. Alternative language and synonyms may be used for any one or more of the terms discussed herein, and no special significance should be placed upon whether or not a term is elaborated or discussed herein. In some cases, synonyms for certain terms are provided.
A recital of one or more synonyms does not exclude the use of other synonyms.
The use of examples anywhere in this specification including examples of any terms discussed herein is illustrative only and is not intended to further limit the scope and meaning of the disclosure or of any example term. Likewise, the disclosure is not limited to various embodiments given in this specification. Without intent to limit the scope of the disclosure, examples of instruments, apparatus, methods and their related results according to the embodiments of the present disclosure are given below. Note that titles or subtitles may be used in the examples for convenience of a reader, which in no way should limit the scope of the disclosure. Unless otherwise defined, technical and scientific terms used herein have the meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. In the case of conflict, the present document, including definitions will control.
Additional features and advantages of the disclosure will be set forth in the description which follows, and in part will be obvious from the description, or can be learned by practice of the herein disclosed principles. The features and advantages of the disclosure can be realized and obtained by means of the instruments and combinations particularly pointed out in the appended claims. These and other features of the disclosure will become more fully apparent from the following description and appended claims or can be learned by the practice of the principles set forth herein.
CN45682 describes a solar panel composed of silicon. The prior art discloses the structure and fabrication methods for the solar panel. It also illustrates the use of silicon as a material in the construction due to its excellent photovoltaic properties. CN58295 describes a solar panel which is constructed with glass. Prior to the current invention, solar panels were traditionally made using glass due to its transparency and durability. This glass-made solar panel as described in CN58295 was aimed at maximising the absorption of sunlight for optimal conversion into electrical energy. However, there was a need for improvements in terms of efficiency and production cost in these panels.
Despite advancements in the field of automative braking systems, the existing technology presents a few deficits. Specifically, the prevalent dual circuit system for activating vehicle service brakes exhibits dependence on operator input even in emergency situations. This expects the operator to react and depress the brake pedal when air pressure in the main brake line drops, posing considerable risk of mishaps due to possible delayed or improper reactions. Furthermore, if the primary air tank fails to generate sufficient compressed air, a switchover to a secondary tank takes place necessitating additional intervention by the operator, adding complexity to the process of emergency braking.
Recognizing these needs, and the shortcomings of the earlier technology, there is an apparent necessity for an innovative solution in the field of automative braking systems. Ideally, this system would provide an automatic response to emergency situations without requiring operator intervention for activating the brake system. It would also seamlessly manage air pressure levels in the main brake line, enhancing overall operator safety and vehicle control. Therefore, the present disclosure provides an emergency brake system that overcomes the aforementioned problems.
Figure 1 illustrates an emergency brake system 100, in accordance with an aspect of the present disclosure.
The emergency brake system 100 includes an air compressor 1, a main air tank 2, an auxiliary air tank 3, a dual check valve 10, a brake booster 6, a pressure switch 8, a solenoid valve 5, another check valve 4, and service brakes 11&12.
The air compressor for compressing ambient air and holding it within a main air tank. The auxiliary air tank for storing compressed air. The dual check valve, enabling one side to be blocked while allowing air to pass through. The brake booster, designed to amplify air pressure due to the difference in area between air chamber and master cylinder, thereby enabling oil to flow from the reservoir to service brakes. The pressure switch to detect low pressure in the main air tank and signal solenoid valve. The solenoid valve, activated by the signal from the pressure switch, facilitating the flow of compressed air from the auxiliary tank through the dual check valve. The check valve, ensuring non-return of compressed air from the auxiliary tank. The service brakes applied at both ends of the axle, actuated by oil from the reservoir when the air pressure is amplified.
In one embodiment, the present invention contemplates an emergency brake system (100) for front-end loaders, specifically designed to maintain functionality in both standard operations and emergency situations when there is a decrease in the pressure in the main air tank (2) below a predetermined threshold, for example, 4 bar.

The system includes a primary network formed by an air compressor (1) that compresses ambient air, supplying it to a main air tank (2) which stores this compressed air. Incorporated within the main air line is a pressure switch (8), impartially monitoring the pressure within the lines and positioned to send a signal to a solenoid valve (5) when it detects pressure falling below an acceptable range.

In parallel to the main air tank (2) is an auxiliary air tank (3), a secondary source configured to supply additional compressed air during emergency situations when the main air tank (2) cannot provide the required amount. The compressed air from either the main air tank (2) or the auxiliary air tank (3) is directed by a dual check valve (10) which, in an elegant design feature, ensures air is routed from the tank with the most available pressure. When the solenoid valve (5) receives a signal from the pressure switch (8) in response to low pressure in the main air line, it triggers the flow of compressed air from auxiliary air tank (3) through the dual check valve (10) to a brake booster (6).

The brake booster (6), integral to this inventive system (100), is designed to amplify the air pressure from either the main air tank (2) or the auxiliary air tank (3). This amplified pressure initiates the flow of oil from a resource reservoir to service brakes (11, 12) positioned at both ends of the axle, applying the brakes without the need for operator intervention. To augment this function, a check valve (4) is positioned to prevent the return of compressed air from the auxiliary air tank (3) once it is directed to the brake booster (6). In maintaining the pressure within the auxiliary airline, this check valve (4) ensures consistent, reliable emergency brake functionality.

Complementing these features, the emergency brake system (100) also comprises a brake light switch (7) designed to illuminate a rear brake light when the brakes are activated, providing a visual signal of brake activation for following vehicles.

While principally disclosed for use on front-end loaders, it is envisioned that the emergency brake system (100) could be applied to other vehicles or heavy equipment with air-operated or air-over-hydraulic brake systems, such as trucks or wheel loaders. The implementation set forth in the foregoing description do not represent all implementations consistent with the subject matter described herein. Instead, they are merely some examples consistent with aspects related to the described subject matter. Although a few variations have been described in detail above, other modifications or additions are possible. In particular, further features and/or variations can be provided in addition to those set forth herein. For example, the implementation described can be directed to various combinations and sub combinations of the disclosed features and/or combinations and sub combinations of the several further features disclosed above. In addition, the logic flows depicted in the accompany figures and/or described herein do not necessarily require the particular order shown, or sequential order, to achieve desirable results. Other implementations may be within the scope of the following claims.
,CLAIMS:1. An emergency brake system (100) for front-end loaders, comprising:
an air compressor (1) configured to compress ambient air and supply it to a main air tank (2);
a main air tank (2) for storing compressed air, connected to an auxiliary air tank (3);
an auxiliary air tank (3) for providing additional compressed air in emergency situations when the main air tank (2) does not have sufficient pressure;
a dual check valve (10) for directing the compressed air from either the main air tank (2) or the auxiliary air tank (3) based on the availability of pressure, ensuring one side is blocked while allowing air flow through the other;
a brake booster (6) configured to amplify the air pressure, utilizing the difference in area between the air chamber and the master cylinder to facilitate the flow of oil from a reservoir to the service brakes (11, 12);
a pressure switch (8) positioned in the main air line, capable of detecting a drop in pressure below a predefined threshold and sending a signal to a solenoid valve (5);
a solenoid valve (5) that, upon receiving a signal from the pressure switch (8), allows the flow of compressed air from the auxiliary air tank (3) through the dual check valve (10);
a check valve (4) to prevent the return of compressed air from the auxiliary air tank (3) once directed to the brake booster (6); and
service brakes (11, 12) located at both ends of the axles, actuated by oil from the reservoir when the amplified air pressure is applied through the brake booster (6).
2. The emergency brake system (100) as claimed in claim 1, wherein the system is activated automatically when the air pressure in the main air tank (2) drops below a predetermined threshold of 4 bar.
3. The emergency brake system (100) as claimed in claim 1, further comprising a brake light switch (7) positioned to illuminate a brake light at the rear of the vehicle when the brakes are activated.
4. The emergency brake system (100) as claimed in claim 1, wherein the brake booster (6) amplifies air pressure to direct oil from the reservoir to the service brakes (11, 12), enabling brake application without operator intervention.
5. The emergency brake system (100) as claimed in claim 1, wherein the auxiliary air tank (3) provides additional compressed air when the main air tank (2) is not supplying sufficient pressure, maintaining brake functionality in emergency situations.
6. The emergency brake system (100) as claimed in claim 1, further configured for installation on trucks, wheel loaders, or other heavy equipment equipped with air over hydraulic brake systems.
7. A method of operating an emergency brake system (100), comprising:
detecting a drop in air pressure in the main air tank (2) below a predefined threshold using a pressure switch (8);
activating a solenoid valve (5) in response to the signal from the pressure switch (8);
directing compressed air from the auxiliary air tank (3) through the dual check valve (10) to the brake booster (6);
amplifying the air pressure in the brake booster (6) to facilitate the flow of oil from the reservoir to the service brakes (11, 12) and applying the brakes without operator intervention.
8. The method as claimed in claim 7, wherein the activation of the solenoid valve (5) enables the flow of compressed air from the auxiliary air tank (3) to apply the service brakes (11, 12) located at both ends of the axle.
9. The method as claimed in claim 7, further comprising activating a brake light switch (7) to indicate brake application when the service brakes (11, 12) are engaged.