阅读说明：本技术 用于自适应驻车制动系统的液压回路及其操作方法 (Hydraulic circuit for adaptive parking brake system and method of operating the same ) 是由 E·科索利 M·格罗特 D·莫泽 G·奥内拉 M·M·施奈德 L·瑟劳 B·韦基奥尼 于 2018-04-10 设计创作，主要内容包括：一种用于自适应驻车制动系统的液压回路及其操作方法。操作自适应驻车制动系统的方法包括：提供具有马达、前桥系统、后桥系统的车辆,其中,前桥系统具有一个或多个前桥制动系统,而后桥系统具有一个或多个后桥制动系统。识别车辆何时从事挖掘操作。将前桥系统和后桥系统与车辆的马达的驱动接合断开。启动断开的车桥系统的一个或多个制动系统以向车辆的断开的车桥系统施加一定大小的力。然后,通过马达,将一定大小的扭矩施加到与马达驱动接合的车桥系统。(A hydraulic circuit for an adaptive parking brake system and a method of operating the same. The method of operating an adaptive parking brake system comprises: a vehicle is provided having a motor, a front axle system having one or more front axle brake systems, and a rear axle system having one or more rear axle brake systems. Identifying when the vehicle is engaged in a digging operation. Disconnecting the front and rear axle systems from driving engagement of the motor of the vehicle. One or more braking systems of the disconnected axle system are activated to apply a magnitude of force to the disconnected axle system of the vehicle. A torque of a magnitude is then applied by the motor to an axle system in driving engagement with the motor.)

1. A method of operating an adaptive parking brake system, comprising:

providing a vehicle having a motor, a front axle system, a rear axle system, wherein the front axle system has one or more front axle brake systems and the rear axle system has one or more rear axle brake systems;

identifying when the vehicle is engaged in a digging operation;

disconnecting the front axle system or the rear axle system from driving engagement of the motor of the vehicle;

activating the one or more braking systems of the disconnected axle system to apply a magnitude of force to the disconnected axle system of the vehicle; and is

Applying, by the motor, an amount of torque to the axle system in driving engagement with the motor.

2. The method of operating an adaptive parking brake system according to claim 1, further comprising the steps of: when it is identified that the excavation operation is engaged, it is identified whether the vehicle is moving.

3. Method of operating an adaptive parking brake system according to any of the preceding claims, further comprising the steps of:

determining a speed at which the vehicle is moving when it is identified to engage in the digging operation; and/or

When it is identified to engage in the digging operation, a direction of movement of the vehicle is determined.

4. Method of operating an adaptive parking brake system according to any of the preceding claims, further comprising the steps of:

determining an amount of torque required to reduce, minimize, counteract and/or eliminate movement experienced by the vehicle when engaging in the digging operation is identified; and

applying the magnitude of torque determined to reduce, minimize, counteract, and/or eliminate movement experienced by the vehicle to the axle system of the vehicle in driving engagement with the motor when the excavation operation is identified as engaged.

5. Method of operating an adaptive parking brake system according to any of the preceding claims, further comprising the steps of:

continuously monitoring and determining the speed of movement of the vehicle and/or the direction of movement of the vehicle when engagement with the digging operation is identified;

continuously updating the amount of torque required to reduce, minimize, counteract, and/or eliminate the movement experienced by the vehicle when the excavation operation is identified as being engaged; and

continuously changing the magnitude of torque applied to the axle system in driving engagement with the motor based on the updated magnitude of torque to reduce, minimize, counteract, and/or eliminate movement experienced by the vehicle when the excavation operation is identified as engaged.

6. Method of operating an adaptive parking brake system according to any of the preceding claims, further comprising the steps of:

reducing and/or eliminating one or more potholes created under one or more wheels of the vehicle when engagement with the digging operation is identified.

7. An adaptive parking brake hydraulic circuit comprising:

one or more service brake hydraulic lines;

wherein one or more brake pressure sensors are in fluid communication with at least a portion of the one or more service brake hydraulic lines via one or more brake pressure sensor hydraulic lines;

wherein one or more service brake assemblies are in fluid communication with at least a portion of the one or more service brake hydraulic lines; one or more Adaptive Parking Brake (APB) supply hydraulic lines; one or more power supply hydraulic lines; and is

Wherein the one or more power supply hydraulic lines may be in fluid communication with at least a portion of a motor or pump having line a and line B.

8. The adaptive parking brake hydraulic circuit of claim 7, further comprising:

one or more parking brake hydraulic lines;

wherein at least a portion of the first valve is in fluid communication with at least a portion of the one or more parking brake hydraulic lines and at least a portion of the one or more APB supply hydraulic lines; and is

Wherein at least a portion of the one or more parking brake assemblies are in fluid communication with at least a portion of the one or more parking brake hydraulic lines.

9. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising:

an adaptive parking brake system supply circuit comprising a second motor or pump, a hydraulic output line, one or more intermediate hydraulic lines, one or more check valves, one or more accumulators, one or more hydraulic pilot lines, one or more hydraulic supply lines, a fifth valve and a seventh valve;

wherein at least a portion of the second motor or pump is in fluid communication with at least a portion of the hydraulic output line;

wherein at least a portion of the hydraulic output line of the second motor or pump is in fluid communication with at least a portion of the one or more power supply hydraulic lines;

wherein the one or more accumulators are in fluid communication with at least a portion of the one or more hydraulic supply lines and at least a portion of the hydraulic output line through the one or more intermediate hydraulic lines having the one or more check valves;

wherein at least a portion of the one or more hydraulic pilot lines are in fluid communication with at least a portion of the one or more hydraulic supply lines, at least a portion of the one or more intermediate hydraulic lines, and the one or more accumulators;

wherein the fifth valve is in fluid communication with at least a portion of the one or more hydraulic pilot lines;

wherein at least a portion of the seventh valve is in fluid communication with at least a portion of the one or more APB supply hydraulic lines; and is

Wherein at least a portion of the one or more APB supply hydraulic lines are in fluid communication with at least a portion of the one or more hydraulic supply lines.

10. The adaptive parking brake hydraulic circuit of any one of the preceding claims, wherein the adaptive parking brake system supply circuit further comprises:

a sixth valve; and is

Wherein at least a portion of the sixth valve is in fluid communication with at least a portion of the one or more parking brake hydraulic lines and at least a portion of the one or more hydraulic supply lines.

11. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising:

a second valve;

wherein at least a portion of the second valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines and at least a portion of the one or more APB supply hydraulic lines; a third valve;

wherein the third valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines; a fourth valve; and is

Wherein the fourth valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines, at least a portion of the line A of the motor or pump, and at least a portion of the line B of the motor or pump.

12. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising:

a ninth valve;

wherein at least a portion of the ninth valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines through a first ninth valve hydraulic line;

an eighth valve;

wherein at least a portion of the eighth valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines and at least a portion of the one or more APB supply hydraulic lines;

wherein at least a portion of the eighth valve is in fluid communication with at least a portion of the ninth valve through a second ninth valve hydraulic line;

a tenth valve;

wherein at least a portion of the tenth valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines;

wherein at least a portion of the tenth valve is in fluid communication with at least a portion of the second ninth valve hydraulic line through a first tenth valve hydraulic line;

wherein at least a portion of the tenth valve is in fluid communication with at least a portion of the eighth valve through a second tenth valve hydraulic line; an eleventh valve;

wherein at least a portion of the eleventh valve is in fluid communication with the line A of the motor or pump, the line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines; a third valve; and is

Wherein the third valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines and is interposed between the tenth and eleventh valves on the one or more power supply hydraulic lines.

13. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising:

a ninth valve;

wherein at least a portion of the ninth valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines through a first ninth valve hydraulic line;

an eighth valve;

wherein at least a portion of the eighth valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines and at least a portion of the one or more APB supply hydraulic lines;

wherein at least a portion of the eighth valve is in fluid communication with at least a portion of the ninth valve through a second ninth valve hydraulic line;

a tenth valve;

wherein at least a portion of the tenth valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines;

wherein at least a portion of the tenth valve is in fluid communication with at least a portion of the second ninth valve hydraulic line through a first twelfth valve hydraulic line;

wherein at least a portion of the tenth valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines and the one or more brake pressure sensor hydraulic lines through a second twelfth valve hydraulic line; an eleventh valve;

wherein at least a portion of the eleventh valve is in fluid communication with the line A of the motor or pump, the line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines; a third valve; and is

Wherein the third valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines and is interposed between the tenth valve and the eleventh valve on the one or more power supply hydraulic lines.

14. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising:

one or more pilot hydraulic lines;

a ninth valve;

wherein at least a portion of the ninth valve is in fluid communication with at least a portion of the one or more pilot hydraulic lines;

an eighth valve;

wherein at least a portion of the eighth valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines, at least a portion of the one or more APB supply hydraulic lines, and at least a portion of the one or more pilot hydraulic lines; a tenth valve;

wherein at least a portion of the thirteenth valve is in fluid communication with at least a portion of the one or more power-supply hydraulic lines;

wherein at least a portion of the thirteenth valve is in fluid communication with at least a portion of the one or more pilot hydraulic lines through a first thirteenth valve hydraulic line; an eleventh valve;

wherein the eleventh valve is in fluid communication with the line A of the motor or pump, the line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines; and is

Wherein the eleventh valve is interposed between the tenth valve and the motor or pump on the one or more power supply hydraulic lines.

15. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising a closed hydraulic transmission having a transmission;

wherein the transmission has a motor operatively connected to at least a portion of a third motor or pump by a first line and a second line;

wherein at least a portion of the first line of the third motor or pump is in fluid communication with at least a portion of the line B of the pump or motor;

wherein at least a portion of the second line of the third motor or pump is in fluid communication with at least a portion of the line A of the motor or pump;

an intermediate line;

wherein at least a portion of the intermediate line is in fluid communication with at least a portion of the line A of the motor or pump and the line B of the motor or pump;

wherein the intermediate line is interposed between the third motor or pump and the motor or pump;

a fourth motor or pump;

wherein at least a portion of the fourth motor or pump is in fluid communication with at least a portion of the intermediate line through the first line of the fourth motor or pump;

a sixteenth valve;

wherein the sixteenth valve is in fluid communication with at least a portion of the first line of the fourth motor or pump; a first intermediate line check valve;

wherein at least a portion of the first intermediate-line check valve is in fluid communication with the intermediate line at a location between the first line where the intermediate line is fluidly connected to the fourth motor and the line B of the motor or pump; a second intermediate line check valve; and is

Wherein at least a portion of the second intermediate-line check valve is in fluid communication with the intermediate line at a location between the first line where the intermediate line is fluidly connected to the fourth motor and the line A of the motor or pump.

16. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising:

a load sensing circuit;

wherein the load sensing circuit has a motor operatively connected to at least a portion of a fifth motor or pump by a first line and a second line;

wherein the fifth motor or pump is electronically controlled by one or more hydraulic pilots in fluid communication with at least a portion of one or more load sensing lines and at least a portion of the second line of the fifth motor or pump;

a brake valve circuit including a seventeenth valve, an eighteenth valve, a nineteenth valve line, a twentieth valve line, a nineteenth valve, and a twentieth valve;

wherein at least a portion of the seventeenth valve is in fluid communication with at least a portion of the line B of the motor or pump;

wherein at least a portion of the eighteenth valve is in fluid communication with at least a portion of the line A of the motor or pump;

wherein at least a portion of the nineteenth valve line is in fluid communication with at least a portion of the line B of the motor or pump at a location between the seventeenth valve and the motor or pump;

wherein the nineteenth valve is in fluid communication with at least a portion of the nineteenth valve line;

wherein at least a portion of the twentieth valve line is in fluid communication with at least a portion of the line A of the motor or pump at a location between the motor or pump and the eighteenth valve;

wherein at least a portion of the twentieth valve is in fluid communication with at least a portion of the twentieth valve line; a proportional distributor; and is

Wherein the proportional distributor is in fluid communication with at least a portion of the first line of the fifth motor or pump, the one or more load sensing lines, the nineteenth valve line, the twentieth valve line, the line a of the motor or pump, and/or the line B of the motor or pump.

17. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising:

a sixth motor or pump;

wherein the sixth motor or pump is controlled by one or more hydraulic pilots in fluid communication with at least a portion of the sixth motor or pump and at least a portion of the one or more load sensing lines;

a twenty-first valve is in fluid communication with an output line of the sixth motor or pump and at least a portion of the one or more service brake hydraulic lines;

a twenty-eighth valve is in fluid communication with at least a portion of the one or more load sense lines, at least a portion of the one or more first twenty-eighth valve lines, and at least a portion of the one or more second twenty-eighth valve lines;

wherein at least a portion of an end of the one or more first twenty-eighth valve lines opposite the twenty-eighth valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines and/or the twenty-first valve;

wherein at least a portion of an end of the one or more second twenty-eighth valve lines opposite the twenty-eighth valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines;

a twenty-fourth valve is in fluid communication with at least a portion of the one or more parking brake hydraulic lines;

a twenty-fifth valve is in fluid communication with at least a portion of the one or more parking brake hydraulic lines at a location on the one or more parking brake hydraulic lines between the twenty-fourth valve and the one or more parking brake assemblies;

a twenty-third valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines;

a second valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines at a location on the one or more service brake hydraulic lines between the one or more service brake assemblies and the twentieth valve;

a tenth valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines;

an eleventh valve in fluid communication with the line A of the motor or pump, the line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines;

a third valve is in fluid communication with at least a portion of the one or more power supply hydraulic lines at a location on the one or more power supply hydraulic lines between the eleventh valve and the twelfth valve;

an adaptive parking brake system supply loop; and is

Wherein at least a portion of the adaptive parking brake system supply circuit is in fluid communication with at least a portion of the second valve, the twentieth valve, the tenth valve, and/or the second valve.

18. The adaptive parking brake hydraulic circuit of any one of the preceding claims, further comprising:

a twenty-fifth valve in fluid communication with at least a portion of the one or more parking brake hydraulic lines;

a second valve is in fluid communication with at least a portion of the one or more service brake hydraulic lines;

a thirteenth valve in fluid communication with at least a portion of the one or more power supply hydraulic lines;

an eleventh valve in fluid communication with the line A of the motor or pump, the line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines;

a twenty-seventh valve in fluid communication with at least a portion of the one or more power supply hydraulic lines at a location on the one or more power supply hydraulic lines between the thirteenth valve and the eleventh valve;

an adaptive parking brake system supply loop; and is

Wherein at least a portion of the adaptive parking brake system supply circuit is in fluid communication with at least a portion of the twenty-fifth, second, and thirteenth valves.

19. The adaptive parking brake hydraulic circuit of any one of the preceding claims, wherein the first valve is an electronically controlled 2-to-3 way valve; and/or

Wherein the second valve is an electronically controlled 2-to-3 way valve; and/or

Wherein the third valve is a pressure reducing valve or a pressure relief valve; and/or

Wherein the fourth valve is an electronically controlled discrete 2-to-4 way valve; and/or

Wherein the fifth valve is an electronically controlled 2-to-3 way valve; and/or

Wherein the sixth valve is a pressure reducing valve or a pressure relief valve; and/or

Wherein the seventh valve is a pressure reducing valve or a pressure relief valve; and/or

Wherein the eighth valve is an electronically controlled 2-to-3 way valve; and/or

Wherein the ninth valve is an electronically controlled 2 to 3 way valve; and/or

Wherein the tenth valve is a hydraulically controlled 2-position 2-way valve; and/or

Wherein the eleventh valve is an electronically controlled 3-to-4-way valve; and/or

Wherein the tenth valve is a hydraulically controlled 2-position 2-way valve; and/or

Wherein the thirteenth valve is a hydraulically controlled 2-position 2-way valve; and/or

Wherein the fourteenth valve is a pressure reducing valve or a pressure relief valve; and/or

Wherein the fifteenth valve is a pressure reducing valve or a pressure relief valve; and/or

Wherein the sixteenth valve is a pressure relief valve or a pressure relief valve; and/or

Wherein the seventeenth valve is a pressure reducing valve or a pressure relief valve; and/or

Wherein the eighteenth valve is a pressure reducing valve or a pressure relief valve; and/or

Wherein the nineteenth valve is a one-way check valve; and/or

Wherein the twentieth valve is a one-way check valve; and/or

Wherein the twenty-first valve is a 2-position, 3-way priority valve; and/or

Wherein the twentieth valve is a manually controlled pressure relief valve or a pressure relief valve; and/or

Wherein the twenty-four valves are electronically controlled 2-to-3 way valves; and/or

Wherein the twenty-fifth valve is a 2-position 3-way valve; and/or

Wherein the twenty-seventh valve is a hydraulically controlled 2-to-3 way valve; and/or

Wherein the twenty-eighth valve is a shuttle valve.

20. The adaptive parking brake hydraulic circuit of any one of the preceding claims, wherein the motor or pump is a fixed displacement motor or a variable displacement motor; and/or

Wherein the second motor or pump is a variable displacement pump; and/or

Wherein the third motor or pump is a bidirectional variable displacement hydraulic pump; and/or

Wherein the fourth motor or pump is a booster motor or pump; and/or

Wherein the fifth motor or pump is a variable displacement motor; and/or

Wherein the sixth motor or pump is a load-sending variable displacement pump.

Technical Field

The present disclosure relates to a hydraulic circuit for an adaptive parking brake system and a method of operating a hydraulic circuit of an adaptive parking brake system.

Background

Various types of excavation vehicles or equipment are known in the art to move a quantity of material, such as, but not limited to, dirt, sand, soil, rock, minerals, concrete, and/or asphalt material, from one location to another. During excavation, conventional excavation vehicles may experience a large amount of movement or oscillation due to mechanical backlash (backlash) in the axle system of the excavation vehicle. These mechanical kickbacks in the axle system of the excavation vehicle increase the amount of wear on the various components of the axle and brake system of the excavation vehicle, thereby reducing the overall life and durability of these components and increasing maintenance costs. In addition, these movements or oscillations are transferred through the excavation vehicle and reach the operator, greatly reducing the overall comfort perceived by the operator. This increase in discomfort felt by the operator can result in the operator resting more frequently, more injury to the work operator and overall reduced digging efficiency. In addition, these movements or oscillations often create a pit beneath one or more wheels of the excavation vehicle, which reduces the overall stability of the vehicle.

Conventional methods of reducing mechanical backlash in the axle system of an excavation vehicle require the use of complex and highly specialized braking systems, which can greatly increase the overall cost of the vehicle. Accordingly, it would be advantageous to develop a hydrostatic circuit for an adaptive parking brake system that would reduce and/or eliminate mechanical backlash in an axle system of an excavation vehicle when engaged in excavation in a low cost manner.

Disclosure of Invention

A hydraulic circuit for an adaptive parking brake system and a method of operating the same. A method of operating an adaptive parking brake system includes providing a vehicle having a motor, a front axle system having one or more front axle brake systems, and a rear axle system having one or more rear axle brake systems. Identifying when the vehicle is engaged in a digging operation. Disconnecting the front and rear axle systems from driving engagement of the motor of the vehicle. One or more braking systems of the disconnected axle system are activated to apply a magnitude of force to the disconnected axle system of the vehicle. A torque of a magnitude is then applied by the motor to an axle system in driving engagement with the motor.

According to an aspect of the present disclosure, the method of operating the adaptive parking brake system may further include the steps of: when it is identified that the excavation operation is engaged, it is identified whether the vehicle is moving.

According to any of the preceding aspects of the disclosure, the method of operating an adaptive parking brake system may further comprise the steps of: the speed of movement of the vehicle is determined when engagement with the digging operation is identified, and/or the direction of movement of the vehicle is determined when engagement with the digging operation is identified.

According to any of the preceding aspects of the disclosure, the method of operating an adaptive parking brake system may further comprise the steps of: determining an amount of torque required to reduce, minimize, counteract, and/or eliminate movement experienced by the vehicle when an engagement with a digging operation is identified, and applying an amount of torque determined to reduce, minimize, counteract, and/or eliminate movement experienced by the vehicle to an axle system of the vehicle in driving engagement with the motor when an engagement with a digging operation is identified.

According to any of the preceding aspects of the disclosure, the method of operating an adaptive parking brake system may further comprise the steps of: when it is identified that the excavation operation is engaged, the speed of movement of the vehicle and/or the direction of movement of the vehicle is continuously monitored and determined. When it is identified to engage in a digging operation, the amount of torque required to reduce, minimize, counteract, and/or eliminate the movement experienced by the vehicle is continually updated. Then, when it is identified to engage in a digging operation, the amount of torque applied to the axle system in driving engagement with the motor is continuously varied based on the updated amount of torque to reduce, minimize, counteract, and/or eliminate movement experienced by the vehicle.

According to any of the preceding aspects of the disclosure, the method of operating an adaptive parking brake system may further comprise the steps of: when an excavation operation is identified as being engaged, one or more potholes created beneath one or more wheels of the vehicle are reduced and/or eliminated.

An adaptive parking brake hydraulic circuit for a vehicle. The hydraulic circuit includes one or more service brake hydraulic lines having one or more brake pressure sensors in fluid communication with at least a portion of the one or more service brake hydraulic lines through the one or more brake pressure sensor hydraulic lines. One or more service brake assemblies may be in fluid communication with at least a portion of the one or more service brake hydraulic lines. Additionally, the hydraulic circuit may include one or more Adaptive Parking Brake (APB) supply hydraulic lines and one or more power supply hydraulic lines. At least a portion of the one or more power supply hydraulic lines may be in fluid communication with at least a portion of a motor or pump having line a and line B.

According to an aspect of the present disclosure, the hydraulic circuit may include one or more parking brake hydraulic lines and one or more APB supply hydraulic lines. At least a portion of the first valve is in fluid communication with at least a portion of the one or more parking brake hydraulic lines and at least a portion of the one or more APB supply hydraulic lines. Additionally, at least a portion of the one or more parking brake assemblies are in fluid communication with at least a portion of the one or more parking brake hydraulic lines.

According to any of the preceding aspects of the disclosure, the hydraulic circuit may comprise an adaptive parking brake system supply circuit having a second motor or pump, a hydraulic output line, one or more intermediate hydraulic lines, one or more check valves, one or more accumulators, one or more hydraulic pilot lines, one or more hydraulic supply lines, a fifth valve and/or a seventh valve. At least a portion of the hydraulic output line of the second motor or pump may be in fluid communication with at least a portion of the one or more power supply hydraulic lines. The one or more accumulators may be in fluid communication with at least a portion of the one or more hydraulic supply lines and/or at least a portion of the hydraulic output line via one or more intermediate hydraulic lines having one or more check valves. At least a portion of the one or more hydraulic pilot lines may be in fluid communication with at least a portion of the one or more hydraulic supply lines, at least a portion of the one or more intermediate hydraulic lines, and the one or more accumulators. Additionally, at least a portion of the fifth valve may be in fluid communication with at least a portion of the one or more hydraulic pilot lines, at least a portion of the seventh valve may be in fluid communication with at least a portion of the one or more APB supply hydraulic lines, and at least a portion of the one or more APB supply hydraulic lines may be in fluid communication with at least a portion of the one or more hydraulic supply lines.

According to any of the preceding aspects of the disclosure, the adaptive parking brake system supply circuit of the hydraulic circuit may further comprise a sixth valve. At least a portion of the sixth valve may be in fluid communication with at least a portion of the one or more parking brake hydraulic lines and at least a portion of the one or more hydraulic supply lines.

In accordance with any of the preceding aspects of the disclosure, the hydraulic circuit may include a second valve that may be in fluid communication with at least a portion of the one or more service brake hydraulic lines and at least a portion of the one or more APB supply hydraulic lines. Additionally, the hydraulic circuit may include a third valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines. Further, the hydraulic circuit may include a fourth valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines, at least a portion of line a of the motor or pump, and at least a portion of line B of the motor or pump.

According to any of the preceding aspects of the disclosure, the hydraulic circuit may include a ninth valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines through the first ninth valve hydraulic line. Additionally, the hydraulic circuit may include an eighth valve that may be in fluid communication with at least a portion of the one or more service brake hydraulic lines and at least a portion of the one or more APB supply hydraulic lines. At least a portion of the eighth valve may be in fluid communication with at least a portion of the ninth valve through a second ninth valve hydraulic line. Additionally, the hydraulic circuit may include a tenth valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines. At least a portion of the tenth valve may be in fluid communication with at least a portion of the second ninth valve hydraulic line through the first tenth valve hydraulic line, and at least a portion of the tenth valve may be in fluid communication with at least a portion of the eighth valve through the second tenth valve hydraulic line. Still further, the hydraulic circuit may include the use of an eleventh valve that may be in fluid communication with line a of the motor or pump, line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines. Still further, the hydraulic circuit may include a third valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines and interposed between the tenth valve and the eleventh valve on the one or more power supply hydraulic lines.

According to any of the preceding aspects of the disclosure, the hydraulic circuit may include a ninth valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines through the first ninth valve hydraulic line. Additionally, the hydraulic circuit may include an eighth valve that may be in fluid communication with at least a portion of the one or more service brake hydraulic lines and at least a portion of the one or more APB supply hydraulic lines. At least a portion of the eighth valve may be in fluid communication with at least a portion of the ninth valve through a second ninth valve hydraulic line. Additionally, the hydraulic circuit may include a tenth valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines. At least a portion of the tenth valve may be in fluid communication with at least a portion of the second ninth valve hydraulic line through the first twelfth valve hydraulic line. Additionally, at least a portion of the tenth valve may be in fluid communication with at least a portion of the one or more service brake hydraulic lines and the one or more brake pressure sensor hydraulic lines via a second twelfth valve hydraulic line. Still further, the hydraulic circuit may include an eleventh valve that may be in fluid communication with line a of the motor or pump, line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines. Still further, the hydraulic circuit may include a third valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines and interposed between the tenth valve and the eleventh valve on the one or more power supply hydraulic lines.

According to any of the preceding aspects of the disclosure, the hydraulic circuit may comprise one or more pilot hydraulic lines and a ninth valve, which may be in fluid communication with at least a portion of the one or more pilot hydraulic lines. Additionally, the hydraulic circuit may include an eighth valve that may be in fluid communication with at least a portion of the service brake hydraulic line(s), the APB supply hydraulic line(s), and at least a portion of the pilot hydraulic line(s). Additionally, the hydraulic circuit may include a thirteenth valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines. At least a portion of the thirteenth valve may be in fluid communication with at least a portion of the one or more pilot hydraulic lines via a first thirteenth valve hydraulic line. Still further, the hydraulic circuit may include an eleventh valve that may be in fluid communication with line a of the motor or pump, line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines. An eleventh valve may be interposed between the tenth valve and the motor or pump on the one or more power supply hydraulic lines.

According to any of the preceding aspects of the disclosure, the hydraulic circuit may include a closed hydraulic transmission having a transmission. The transmission may have a motor operatively connected to at least a portion of the third motor or pump by a first line and a second line. At least a portion of the first line of the third motor or pump may be in fluid communication with at least a portion of line B of the pump or motor, and at least a portion of the second line of the third motor or pump may be in fluid communication with at least a portion of line a of the motor or pump. The hydraulic circuit may include an intermediate line that may be in fluid communication with at least a portion of line a of the motor or pump and line B of the motor or pump. An intermediate line may be interposed between the third motor or pump and the motor or pump of the hydraulic circuit. Additionally, the hydraulic circuit may include a fourth motor or pump that may be in fluid communication with at least a portion of the intermediate line through a first line of the fourth motor or pump. Further, the hydraulic circuit may include a sixteenth valve that may be in fluid communication with at least a portion of the first line of the fourth motor or pump. Still further, the hydraulic circuit may include a first intermediate-line check valve that may be in fluid communication with the intermediate line at a location between the first line where the intermediate line is fluidly connected to the fourth motor and line B of the motor or pump. Still further, the hydraulic circuit may include a second intermediate-line check valve. The second intermediate-line check valve may be in fluid communication with the intermediate line at a location between the first line, where the intermediate line is fluidly connected to the fourth motor, and line a of the motor or pump.

According to any of the preceding aspects of the disclosure, the hydraulic circuit may include a load sensing circuit having a motor operatively connected to at least a portion of the fifth motor or pump by a first line and a second line. The fifth motor or pump may be electronically controlled by one or more hydraulic pilots in fluid communication with at least a portion of the one or more load sensing lines of the fifth motor or pump and at least a portion of the second conduit. Additionally, the hydraulic circuit may include a brake valve circuit including a seventeenth valve, an eighteenth valve, a nineteenth valve line, a twentieth valve line, a nineteenth valve, and/or a twentieth valve. At least a portion of the seventeenth valve may be in fluid communication with at least a portion of line B of the motor or pump, and at least a portion of the eighteenth valve may be in fluid communication with at least a portion of line a of the motor or pump. Additionally, at least a portion of the nineteenth valve line may be in fluid communication with at least a portion of line B of the motor or pump at a location between the seventeenth valve and the motor or pump. Further, the nineteenth valve may be in fluid communication with at least a portion of the nineteenth valve line, and at least a portion of the twentieth valve line may be in fluid communication with at least a portion of line a of the motor or pump at a location between the motor or pump and the eighteenth valve. Further, at least a portion of the twentieth valve may be in fluid communication with at least a portion of a twentieth valve line. Still further, the hydraulic circuit may comprise a proportional divider which may be in fluid communication with at least a portion of the first line of the fifth motor or pump, the one or more load sensing lines, the nineteenth valve line, the twentieth valve line, line a of the motor or pump and/or line B of the motor or pump.

According to any of the preceding aspects of the disclosure, the hydraulic circuit may comprise a sixth motor or pump, which may be controlled by one or more hydraulic pilots, which may be in fluid communication with at least a portion of the sixth motor or pump or at least a portion of the one or more load sensing lines. Additionally, the hydraulic circuit may include a twenty-first valve that may be in fluid communication with an output line of the sixth motor or pump and at least a portion of the one or more service brake hydraulic lines. Additionally, the hydraulic circuit may include a twenty-eighth valve that may be in fluid communication with at least a portion of the one or more load sense lines, at least a portion of the one or more first twenty-eighth valve lines, and at least a portion of the one or more second twenty-eighth valve lines. At least a portion of an end of the one or more first twenty-eighth valve lines opposite the twenty-eighth valve may be in fluid communication with at least a portion of the one or more service brake hydraulic lines and/or the twenty-first valve. Further, at least a portion of an end of the one or more second twenty-eighth valve lines opposite the twenty-eighth valves may be in fluid communication with at least a portion of the one or more power supply hydraulic lines. Still further, the hydraulic circuit may include a twenty-fourth valve that may be in fluid communication with at least a portion of one or more parking brake hydraulic lines. Still further, the hydraulic circuit may include a twenty-fifth valve that may be in fluid communication with at least a portion of the one or more parking brake hydraulic lines at a location between the twenty-fourth valve on the one or more parking brake hydraulic lines and the one or more parking brake assemblies. The hydraulic circuit may include a twentieth valve that may be in fluid communication with at least a portion of the one or more service brake hydraulic lines and a second valve that may be in fluid communication with at least a portion of the one or more service brake hydraulic lines at a location between the one or more service brake assemblies on the one or more service brake hydraulic lines and the twentieth valve. Additionally, the hydraulic circuit may include a tenth valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines and an eleventh valve that may be in fluid communication with line a of the motor or pump, line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines. Further, the hydraulic circuit may include a third valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines at a location between the eleventh valve and the twelfth valve on the one or more power supply hydraulic lines. Still further, the hydraulic circuit may include an adaptive parking brake system supply circuit that may be in fluid communication with at least a portion of the second, twentieth, and second valves.

According to any of the preceding aspects of the disclosure, the hydraulic circuit may include a twenty-fifth valve that may be in fluid communication with at least a portion of the one or more parking brake hydraulic lines and a second valve that may be in fluid communication with at least a portion of the one or more service brake hydraulic lines. Additionally, the hydraulic circuit may include a thirteenth valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines and an eleventh valve that may be in fluid communication with line a of the motor or pump, line B of the motor or pump, and at least a portion of the one or more power supply hydraulic lines. Further, the hydraulic circuit may include a twenty-seventh valve that may be in fluid communication with at least a portion of the one or more power supply hydraulic lines at a location on the one or more power supply hydraulic lines between the thirteenth and eleventh valves. Still further, the hydraulic circuit may include an adaptive parking brake system supply circuit that may be in fluid communication with at least a portion of the twenty-fifth, second, and thirteenth valves.

According to any of the preceding aspects of the disclosure, the first valve may be an electronically controlled 2-to-3 way valve, the second valve may be an electronically controlled 2-to-3 way valve, the third valve may be a pressure reducing valve or a pressure relief valve, the fourth valve may be an electronically controlled discrete 2-to-4 way valve, the fifth valve may be an electronically controlled 2-to-3 way valve, the sixth valve may be a pressure reducing valve or a pressure relief valve, the seventh valve may be a pressure reducing valve or a pressure relief valve, the eighth valve may be an electronically controlled 2-to-3 way valve, the ninth valve may be an electronically controlled 2-to-3 way valve, the tenth valve may be a hydraulically controlled 2-to-2 way valve, the eleventh valve may be an electronically controlled 3-to-four 4 valve, the twelfth valve may be a hydraulically controlled 2-to-2 way valve, the thirteenth valve may be a hydraulically controlled 2-to-2 way valve, the fourteenth valve may be a pressure reducing valve or a pressure relief valve, the fifteenth valve may be a pressure reducing, The sixteenth valve may be a pressure reducing or releasing valve, the seventeenth valve may be a pressure reducing or releasing valve, the eighteenth valve may be a pressure reducing or releasing valve, the nineteenth valve may be a one-way check valve, the twentieth valve may be a one-way check valve, the twenty-first valve may be a 2-position 3-way priority (pilot) valve, the twenty-third valve may be a manually controlled pressure reducing or releasing valve, the twenty-fourth valve may be an electronically controlled 2-position 3-way valve, the twenty-fifth valve may be a 2-position 3-way valve, the twenty-seventh valve may be a hydraulically controlled 2-position 3-way valve, and/or the twenty-eighth valve may be a shuttle valve.

According to any of the preceding aspects of the disclosure, the motor or pump may be a fixed displacement motor or a variable displacement motor, the second motor or pump may be a variable displacement pump, the third motor or pump may be a bidirectional variable displacement hydraulic pump, the fourth motor or pump may be a booster motor or pump, the fifth motor or pump may be a variable displacement motor, and/or the sixth motor or pump may be a load sending variable displacement pump.

Drawings

The above and other advantages of the present disclosure will become apparent to those skilled in the art when the following detailed description is considered in light of the accompanying drawings in which:

FIG. 1 is a schematic top view of a vehicle according to an embodiment of the present disclosure;

FIG. 2 is a side view of a vehicle having an adaptive parking brake system hydraulic circuit according to an embodiment of the present disclosure;

FIG. 2B is a flow chart illustrating a method for operating an adaptive parking brake system according to an embodiment of the present disclosure;

FIG. 3 is a schematic diagram of the adaptive parking brake system hydraulic circuit shown in FIG. 1, according to an embodiment of the present disclosure;

FIG. 4 is a schematic illustration of an adaptive parking brake system supply circuit for the adaptive parking brake system hydraulic circuit shown in FIGS. 1 and 3, according to an embodiment of the present disclosure;

FIG. 5 is a schematic diagram of the adaptive parking brake system hydraulic circuit shown in FIGS. 1 and 3 according to an alternative embodiment of the present disclosure;

FIG. 6 is a schematic diagram of the adaptive parking brake system hydraulic circuit shown in FIGS. 1, 3, and 5 according to another embodiment of the present disclosure;

FIG. 7 is a schematic diagram of the adaptive parking brake system hydraulic circuit shown in FIGS. 1, 3, 5, and 6 according to yet another embodiment of the present disclosure;

FIG. 8 is a schematic diagram of the adaptive parking brake system hydraulic circuit shown in FIGS. 1, 3, and 5-7 according to yet another embodiment of the present disclosure;

FIG. 9 is a schematic diagram of the adaptive parking brake system hydraulic circuit shown in FIGS. 1, 3, and 5-8 according to another embodiment of the present disclosure;

FIG. 10 is a schematic diagram of the adaptive parking brake system hydraulic circuit shown in FIGS. 1, 3, and 5-9 according to yet another embodiment of the present disclosure; and

fig. 11 is a schematic diagram of the adaptive parking brake system hydraulic circuit shown in fig. 1, 3, and 5-10 according to yet another embodiment of the present disclosure.

Detailed Description

It is to be understood that the invention may assume various alternative orientations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification are simply exemplary embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions, directions or other physical characteristics relating to the embodiments disclosed are not to be considered as limiting, unless the claims expressly state otherwise.

It is within the scope of the present disclosure and by way of non-limiting example that the adaptive parking brake system hydraulic circuit disclosed herein may be used in automotive, off-road vehicle, all-terrain vehicle, construction, structural, marine, aerospace, locomotive, military, mechanical, robotic, and/or consumer product applications. Further, as non-limiting examples, the adaptive parking brake system hydraulic circuits disclosed herein may also be used in construction equipment, passenger vehicles, electric vehicles, hybrid vehicles, commercial vehicles, automotive vehicles, semi-automotive vehicles, and/or heavy-duty vehicle applications.

Fig. 1-2B illustrate a vehicle 2 having an adaptive parking brake system hydraulic circuit 90 and a method for operating an adaptive parking brake system 89 according to an embodiment of the present disclosure. The vehicle 2 has a motor 4, which motor 4 is drivingly connected to one end of a transmission 6 having a first transmission output shaft 8 and a second transmission output shaft 10. As shown in fig. 1 of the present disclosure, a first transmission output shaft 8 and a second transmission output shaft 10 are disposed on opposite ends of the transmission 6. The transmission 6 is a power management system that provides controlled application of the rotational power generated by the motor 4 by means of a gearbox. By way of non-limiting example, the vehicle 2 is an excavating equipment, excavator and/or bucket machine. Further, as non-limiting examples, the motor 4 is a hydraulic motor, an internal combustion engine, an external combustion engine, an electric motor, and/or a heat engine.

A first shaft 12 having a first end portion 14 and a second end portion 16 extends from the first transmission output shaft 8 to a front axle differential 18 of a front axle system 20. As a result, the first shaft 12 drivingly connects the transmission 6 to a front axle system 20 of the vehicle 2. In accordance with embodiments of the present disclosure and as a non-limiting example, the first shaft 12 is a propeller shaft, a driveshaft, a cardan shaft, a double cardan shaft, a cardan joint shaft, a cardan coupling shaft, a hooke's joint shaft, or any other shaft in the vehicle drive train 21 for transmitting rotational energy generated by the motor 4 to one or more drive wheels of the vehicle 2.

A second end portion 16 of the first shaft 12 is drivingly connected to an end of the first transmission output shaft 8 opposite the transmission 6. According to an embodiment of the present disclosure and as a non-limiting example, the second end portion 16 of the first shaft 12 is drivingly connected to an end of the first transmission output shaft 8 opposite the transmission 6 by using one or more of the following components (not shown): constant velocity joints, universal couplings, U-joints, universal joint joints, double universal joint joints, spidery (Spicer) joints, Hardy Spicer (Hardy Spicer) joints or hooke's joints.

According to an alternative embodiment of the present disclosure and as a non-limiting example, the second end portion 16 of the first shaft 12 may be drivingly connected to an end of the first transmission output shaft 8 opposite the transmission 6 by using a front axle disconnect system 22. A front axle disconnect system 22 selectively connects and disconnects the front axle system 20 with the motor 4 and transmission 6 of the vehicle 2. When the front axle disconnect system 20 is in a disengaged (or disconnected) position (not shown), the first transmission output shaft 8 is non-drivingly connected to the first shaft 12. As a result, the rotational power generated by the motor 4 is not transmitted to one or more wheels of the front axle system 20 of the vehicle 2. When the front axle disconnect system 22 is in an engaged (or connected) position (not shown), the first transmission output shaft 8 is drivingly connected to the first shaft 12. As a result, the rotational power generated by the motor 4 is transmitted to one or more wheels of the front axle system 20 of the vehicle 2. As a non-limiting example, the front axle disconnect system 22 may be a radial tooth clutch assembly or an axial tooth clutch system.

To selectively transition front axle disconnect system 22 between engaged and disengaged (connected and disconnected) positions (not shown), at least a portion of front axle disconnect system 22 is connected to a front axle disconnect actuation assembly (not shown). Front axle disconnect system 22 may be selectively transitioned between engaged and disengaged (connected and disconnected) positions (not shown) upon activation of a front axle disconnect actuation assembly (not shown). It is within the scope of the present disclosure and by way of non-limiting example that the front axle disconnect actuation assembly (not shown) may be an actuator assembly, a linear actuator assembly, a hydraulic piston assembly, a pneumatic piston assembly, a roller screw actuation assembly, an electromechanical actuator, and/or an electromagnetic actuator.

As shown in fig. 1 of the present disclosure, the first end portion 14 of the first shaft 12 is drivingly connected at a front differential 18 of a front axle system 20. In accordance with an embodiment of the present disclosure and as a non-limiting example, the first end portion 14 of the first shaft 12 is drivingly connected to the front axle differential 18 by using one or more of the following components (not shown): a universal joint assembly, a constant velocity joint assembly, a drive shaft, a stub shaft, a coupling shaft, a front axle system input shaft, a pinion shaft, a differential pinion shaft, and/or a front axle differential input shaft. As described in more detail below, rotational power is transmitted through front axle system 20.

Front axle system 20 includes a first front axle half shaft 24 and a second front axle half shaft 26. The first front axle half shaft 24 extends substantially perpendicular to the first axis 12 of the vehicle 2. First end portion 28 of first front axle half shaft 24 is drivingly connected to a first front wheel assembly 30, while second end portion 32 of first front axle half shaft 24 is drivingly connected to one side of front differential 18. By way of non-limiting example, second end portion 32 of first front axle shaft 24 is drivingly connected to a front axle differential side gear, a separate stub shaft, a separate coupling shaft, a first front axle shaft axle disconnect system, a first front axle differential output shaft, and/or a shaft forming part of a front axle differential side gear.

The second front axle half shaft 26 of the front axle system 20 of the vehicle 2 extends substantially perpendicular to the first shaft 12. First end portion 34 of second front axle shaft 26 is drivingly connected to a second front wheel assembly 36, while a second end portion 38 of second front axle shaft 26 is drivingly connected to a side of front differential 18 opposite first front axle shaft 24. By way of non-limiting example, the second end portion 38 of the second front axle shaft 26 is drivingly connected to a front axle differential side gear, a separate stub shaft, a separate coupling shaft, a second front axle shaft axle disconnect system, a second front axle differential output shaft, and/or a shaft forming part of a front axle differential side gear.

According to the embodiment of the present disclosure shown in fig. 1 and as a non-limiting example, the front axle system 20 of the vehicle 2 may also include the use of one or more front axle braking systems 40. One or more front axle braking systems 40 are mechanical devices that inhibit the transfer of rotational energy or torque from motor 4 to first and/or second wheel assemblies 30 and/or 36. Additionally, it is within the scope of the present disclosure that one or more front axle braking systems 40 may allow a variable amount of rotational energy or torque to be transferred to first and/or second wheel assemblies 30 and/or 36 of vehicle 2. By way of non-limiting example, the one or more front axle braking systems 40 may be part of the first and/or second wheel assemblies 30 and/or 36, located adjacent to and inboard of the first and/or second wheel assemblies 30 and/or 36, located on the second end portion 32 of the first front axle shaft, and/or located on the second end portion 38 of the second front axle shaft 26 of the vehicle 2. Additionally, as non-limiting examples, one or more front axle brake systems 40 may be a disc brake system, a drum brake system, and/or a friction clutch system.

A second shaft 42 having a first end portion 44 and a second end portion 46 extends from the second transmission output shaft 10 to a rear axle differential 48 of a rear axle system 50 of the vehicle 2. As a result, the second shaft 42 drivingly connects the transmission 6 to the rear axle system 50 of the vehicle 2. According to embodiments of the present disclosure and as non-limiting examples, the second shaft 42 may be a propeller shaft, a driveshaft, a cardan shaft, a double cardan shaft, a cardan joint shaft, a cardan coupling shaft, a hooke's joint shaft, or any other shaft in the vehicle drive train 21 for transmitting rotational energy generated by the motor 4 to one or more drive wheels of the vehicle 2.

The first end portion 44 of the second shaft 42 is drivingly connected to an end of the second transmission output shaft 10 opposite the transmission 6. According to an embodiment of the present disclosure and as a non-limiting example, the first end portion 44 of the second shaft 42 is drivingly connected to an end of the second transmission output shaft 10 opposite the transmission 6 by using one or more of the following components (not shown): constant velocity joints, universal couplings, U-joints, universal joint joints, double universal joint joints, spidery joints, hadesberg joints or hooke's joints.

According to an alternative embodiment of the present disclosure and as a non-limiting example, the first end portion 44 of the second shaft 42 may be drivingly connected to an end of the second transmission output shaft 10 opposite the transmission 6 by using a rear axle disconnect system 52. The rear axle disconnect system 52 selectively connects and disconnects the rear axle system 50 with the motor 4 and transmission 6 of the vehicle 2. When the rear axle disconnect system 52 is in a disengaged (or disconnected) position (not shown), the second transmission output shaft 10 is non-drivingly connected to the second shaft 42. As a result, the rotational power generated by the motor 4 is not transmitted to one or more wheels of the rear axle system 50 of the vehicle 2. When the rear axle disconnect system 52 is in an engaged (or connected) position (not shown), the second transmission output shaft 10 is drivingly connected to the second shaft 42. As a result, the rotational power generated by the motor 4 is transmitted to one or more wheels of the rear axle system 50 of the vehicle 2. By way of non-limiting example, rear axle disconnect system 52 may be a radial tooth clutch assembly or an axial tooth clutch system.

To selectively transition rear axle disconnect system 52 between engaged and disengaged (connected and disconnected) positions (not shown), at least a portion of rear axle disconnect system 52 is connected to a rear axle disconnect actuation assembly (not shown). Rear axle disconnect system 52 is selectively transitionable between engaged and disengaged (connected and disconnected) positions (not shown) upon activation of a rear axle disconnect actuation assembly (not shown). Within the scope of the present disclosure and as a non-limiting example, the rear axle disconnect actuation assembly (not shown) may be an actuator assembly, a linear actuator assembly, a hydraulic piston assembly, a pneumatic piston assembly, a roller screw (roller screw) actuation assembly, an electromechanical actuator, and/or an electromagnetic actuator.

As shown in fig. 1 of the present disclosure, the second end portion 46 of the second shaft 42 is drivingly connected at a rear axle differential 48 of a rear axle system 50. In accordance with an embodiment of the present disclosure and by way of non-limiting example, the second end portion 46 of the second shaft 42 is drivingly connected to the rear axle differential 48 through the use of one or more of the following (not shown): a universal joint assembly, a constant velocity joint assembly, a drive shaft, a stub shaft, a coupling shaft, a rear axle system input shaft, a pinion shaft, a differential pinion shaft, and/or a rear axle differential input shaft. As described in more detail below, rotational power is transmitted through the rear axle system 50.

Rear axle system 50 includes a first rear axle half shaft 54 and a second rear axle half shaft 56. First rear axle half shaft 54 extends substantially perpendicular to second axis 42 of vehicle 2. First end portion 58 of first rear axle half shaft 54 is drivingly connected to a first rear axle wheel assembly 60, while second end portion 62 of first rear axle half shaft 54 is drivingly connected to one side of rear axle differential 48. By way of non-limiting example, the second end portion 62 of the first rear axle shaft 54 is drivingly connected to a rear axle differential side gear, a separate stub shaft, a separate coupling shaft, a first rear axle shaft axle disconnect system, a first rear axle differential output shaft, and/or a shaft forming part of a rear axle differential side gear.

Second rear axle half shaft 56 of rear axle system 50 of vehicle 2 extends substantially perpendicular to second shaft 42. First end portion 64 of second rear axle half shaft 56 is drivingly connected to a second rear axle wheel assembly 66, and second end portion 68 of second rear axle half shaft 56 is drivingly connected to a side of rear axle differential 48 opposite first rear axle half shaft 54. By way of non-limiting example, the second end portion 68 of the second rear axle shaft 56 is drivingly connected to a rear axle differential side gear, a separate stub shaft, a separate coupling shaft, a second rear axle shaft axle disconnect system, a second rear axle differential output shaft, and/or a shaft forming part of a rear axle differential side gear.

According to the embodiment of the present disclosure shown in fig. 1 and by way of non-limiting example, the rear axle system 50 of the vehicle 2 may also include the use of one or more rear axle braking systems 70. One or more rear axle braking systems 70 of rear axle system 50 are mechanical devices that inhibit the transfer of rotational energy or torque from motor 4 to first and/or second wheel assemblies 60 and/or 66. Additionally, it is within the scope of the present disclosure that one or more rear axle braking systems 70 of rear axle system 50 allow a variable amount of rotational energy or torque to be transferred to first and/or second wheel assemblies 60 and/or 66 of vehicle 2. By way of non-limiting example, one or more rear axle braking systems 70 may be part of first and/or second wheel assemblies 60 and/or 66, located adjacent and inboard of first and/or second wheel assemblies 60 and/or 66, located on first rear axle shaft second end portion 62, and/or located on second end portion 68 of second rear axle shaft 56 of vehicle 2. Additionally, as a non-limiting example, one or more of the rear axle brake systems 70 of the rear axle system 50 may be a disc brake system, a drum brake system, and/or a friction clutch system.

The vehicle 2 may also include the use of a first sensor 72, a second sensor 74, a third sensor 76, and/or a fourth sensor 78 in communication with an electronic control unit 80 having one or more data processors (not shown). As shown in fig. 1, first sensor 72, second sensor 74, third sensor 76, and/or fourth sensor 78 communicate with electronic control unit 80 of vehicle 2 via a first data link 82, a second data link 84, a third data link 86, and/or a fourth data link 88, respectively. By way of non-limiting example, the first, second, third, and fourth data links 82, 84, 86, 88 provide electrical and/or fiber optic connections that facilitate the transfer of data from the first, second, third, and/or fourth sensors 72, 74, 76, 78 to the electronic control unit 80 of the vehicle 2. According to an alternative embodiment of the present disclosure (not shown), the first sensor 72, the second sensor 74, the third sensor 76, and/or the fourth sensor 78 may be in wireless communication with an electronic control unit 80 of the vehicle 2. Within the scope of the present disclosure and as a non-limiting example, the wireless connection between the first sensor 72, the second sensor 74, the third sensor 76, and/or the fourth sensor 78 and the electronic control unit 80 may be a bluetooth connection, a Wi-Fi connection, an electromagnetic wave connection, a cellular connection, and/or a radio connection.

It is within the scope of the present disclosure and by way of non-limiting example, that the first sensor 72 and/or the second sensor 74 may be a speed sensor. As shown in FIG. 1 of the present disclosure and by way of non-limiting example, the first sensor 72 is operatively configured to collect data related to the rotational speed of the first shaft 12 of the vehicle 2, while the second sensor 74 is operatively configured to collect data related to the rotational speed of the second shaft 42 of the vehicle 2. The data collected by the first sensor 72 and/or the second sensor 74 is transmitted to the electronic control unit 80 for processing. According to an embodiment of the present disclosure and as a non-limiting example, the first sensor 72 and/or the second sensor 74 may continuously transmit data to the electronic control unit 80 of the vehicle 2. In accordance with an alternative embodiment of the present disclosure and as a non-limiting example, the first sensor 72 and/or the second sensor 74 may be configured to transmit data collected at predetermined intervals upon the occurrence of a predetermined event and/or upon instruction by the operator 94 of the vehicle 2.

The first sensor 72 and/or the second sensor 74 of the vehicle 2 may be used to first determine whether the vehicle 2 is moving and then determine how fast the vehicle 2 is moving. The electronic control unit 80 determines whether the vehicle 2 is moving by analyzing data collected from the first sensor 72 and/or the second sensor 74 in order to determine whether the first shaft 12 and/or the second shaft 42 are rotating. According to embodiments of the present disclosure and as a non-limiting example, the first sensor 72 and/or the second sensor 74 may additionally be configured to collect data related to a rotational direction of the first sensor 72 and/or the second sensor 74. All of this data will allow the electronic control unit 80 of the vehicle 2 to determine whether the vehicle 2 is moving, how fast the vehicle 2 is moving, and in which direction the vehicle 2 is moving.

As shown in fig. 1 of the present disclosure, the third sensor 76 is connected to the motor 4 of the vehicle 2, while the fourth sensor 78 is connected to the transmission 6 of the vehicle 2. The fourth sensor 78 is operatively configured to collect data related to the magnitude of torque transmitted through the gears of the transmission 6 to the first transmission output shaft 8 and the second transmission output shaft 10 of the vehicle 2. The magnitude of the torque produced by the motor 4 varies in real time depending on the magnitude of the torque that needs to be delivered to the first transmission output shaft 8 and/or the second transmission output shaft 10 at a given time. In accordance with an embodiment of the present disclosure and as a non-limiting example, the third sensor 76 may be a torque sensor operatively configured to collect data related to the amount of torque generated by the motor 4 of the vehicle 2. In accordance with an alternative embodiment of the present disclosure and as a non-limiting example, the third sensor 76 may be a pressure sensor operatively configured to collect data related to the magnitude of pressure within the motor 4 of the vehicle 2. According to this embodiment of the present disclosure, the electronic control unit 80 analyzes the data collected from the third sensor 76 to determine the amount of torque generated by the motor 4. The magnitude of the torque generated by the motor 4 of the vehicle 2 is determined by:

where α is the displacement of the motor 4, Δ P is the pressure difference between the hydraulic components, V_maxIs the maximum displacement of the motor 4, and eta_mIs the hydro-mechanical efficiency of the motor 4 of the vehicle 2.

In addition, as shown in fig. 1 of the present disclosure, the vehicle 2 further includes an adaptive parking brake hydraulic circuit 90. The adaptive parking brake hydraulic circuit 90 is in electrical communication with the electronic control unit 80 using one or more hydraulic circuit data links 92. The adaptive parking brake hydraulic circuit 90 schematically illustrated in fig. 1 of the present disclosure will be described in greater detail herein.

As shown in fig. 2, when the vehicle 2 is in operation, the vehicle 2 will experience an unwanted amount of movement or oscillation that is transmitted to the operator 94 of the vehicle 2 through the vehicle drive train 21. As previously discussed, the vehicle 2 is subject to an undesirable amount of movement or oscillation due to one or more mechanical backlash within components of the drive train 21 of the vehicle 2. These mechanical kickbacks reduce the overall life and durability of various components of the drive train 21 of the vehicle 2, reduce the overall comfort experienced by the operator 94, and create one or more dimples under one or more wheels 30, 36, 60, and/or 66 of the vehicle 2, thereby reducing the overall stability of the vehicle 2.

In accordance with an embodiment of the present invention and as a non-limiting example, as the vehicle 2 engages in a digging operation, a certain amount of unwanted movement is transmitted through the drive train 21 of the vehicle 2 to the operator 94. The amount of unwanted movement transmitted to the operator 90 through the drive train 21 is due at least in part to the movement of the boom 96 and/or to the amount of force generated when the bucket 98 of the boom (boom) 96 interacts with the material or materials 100 being moved. Depending on the amount and type of material or materials 100 being moved, the amount of undesired movement transmitted to operator 94 of vehicle 2 through drive train 21 will vary. By way of non-limiting example, the one or more materials 100 may be a quantity of dirt, sand, soil, rock, mineral, concrete, and/or asphalt material.

As shown in fig. 2B of the present disclosure and by way of non-limiting example, a method of operating the adaptive parking brake system 89 using the adaptive parking brake hydraulic circuit 90 according to an embodiment of the present disclosure begins with the electronic control unit 80 determining or identifying whether the vehicle 2 is engaged in a digging operation 102. When the vehicle 2 is engaged in a digging operation 102, the electronic control unit 80 will utilize the first sensor 72 and/or the second sensor 74 to determine or identify whether the vehicle 2 is moving, whether the first shaft 12 is rotating, whether the second shaft 42 is rotating, in which direction the vehicle 2 is moving, and how fast the vehicle 2 is moving.

When engaged in the digging operation 102 shown in fig. 2, the adaptive parking brake system 89 will disconnect the front axle system 20 from the rear axle system 50 based on the speed and/or direction of movement of the vehicle 2. This is done by sending a signal from the electronic control unit 80 to the front axle disconnect system 22 or the rear axle disconnect system 52. The signal from electronic control unit 80 instructs front axle disconnect system 22 to disconnect front axle system 20 from motor 4 or the signal instructs rear axle disconnect system 52 to disconnect rear axle system 50 from motor 4. As a result, this signal from the electronic control unit 80 of the vehicle 2 will cause the vehicle 2 to switch from the 4-wheel drive mode to the 2-wheel drive mode. It is within the scope of the present disclosure that the step of disconnecting front axle system 20 or rear axle system 50 from motor 4 may occur at any time after electronic control unit 80 recognizes that the vehicle is moving while engaged in digging operation 102.

In addition, according to an embodiment of the present disclosure and as a non-limiting example, the method of operating the adaptive parking brake system 89 may further comprise the steps of: one or more of the one or more braking systems 40 and/or 70 of the decoupled axle system 20 or 50 of the vehicle 2 is activated. By activating or engaging one or more of the one or more braking systems 40 and/or 70 of the disconnected axle system 20 or 50 of the vehicle 2, it will help prevent unwanted movement from being transmitted through the drive train 21 when the vehicle 2 is engaged in a digging operation 102. This will limit the size and/or severity of one or more mechanical backlash within the components of the drive train 21, thereby increasing the overall life and durability of the components of the drive train 21, reducing maintenance costs and increasing the overall comfort perceived by the operator 94. Further, this may help to reduce and/or eliminate the occurrence of potholes beneath one or more wheel assemblies 30, 36, 60, and/or 66 of vehicle 2, thereby increasing the overall stability of vehicle 2.

Further, according to embodiments of the present disclosure and as a non-limiting example, when identified or determined as engaged in a digging operation 102, the electronic control unit 80 of the vehicle 2 may be used to determine the amount of torque required to reduce, minimize and/or eliminate the overall amount of movement of the vehicle 2. It is within the scope of the present disclosure and by way of non-limiting example, when it is identified as engaging in the digging operation 102, the amount of torque required to reduce, minimize and/or eliminate the overall amount of movement of the vehicle 2 may be determined based on the speed and/or direction of movement of the vehicle 2, the speed and/or direction of rotation of the first shaft 12, and/or the speed and/or direction of rotation of the second shaft 42.

After determining the amount of torque required to reduce, minimize, counteract, and/or eliminate the overall movement of the vehicle 2, the motor 4 may be activated to apply the determined amount of torque to the uncoupled axle system 20 or 50 of the vehicle 2. In this step, the electronic control unit 80 of the vehicle 2 instructs the motor 4 to apply the determined torque magnitude in the opposite direction to the vehicle determined to be moving. It is within the scope of the present disclosure that the determined amount of torque applied by motor 4 may occur substantially simultaneously with engagement of one or more braking systems 40 and/or 70, or after one or more of one or more braking systems 40 and/or 70 has been engaged. By applying the determined amount of torque, the motor 4 is allowed to apply a pretension force to the driveline 21 of the vehicle 2 after one or more of the one or more braking systems 40 and/or 70 of the disconnected axle system 20 or 50 has been engaged. The pretension force provides a damping force that reduces, minimizes, counteracts, and/or eliminates the overall movement of the vehicle 2 when the vehicle is identified as engaged in the digging operation 102.

The method for operating the adaptive parking brake system 89 may be configured to: when it is identified that the excavation operation 102 is being undertaken, the speed and/or direction of movement of the vehicle 2, the speed and/or direction of rotation of the first shaft 12, and/or the speed and/or direction of rotation of the second shaft 42 are continuously monitored. While engaged in the digging operation 102 is identified, the adaptive parking brake system 89 may continuously vary the amount of torque supplied by the motor 4 to the axle system that is not disconnected as the speed and/or direction of movement of the vehicle 2, the speed and/or direction of rotation of the first shaft 12, and/or the speed and/or direction of rotation of the second shaft 42 changes. This will further help to ensure that the pretension force provided is always comparable to the speed and/or direction of movement of the vehicle 2, the speed and/or direction of rotation of the first shaft 12, and/or the speed and/or direction of rotation of the second shaft 42. It should be appreciated that by continuously varying the amount of torque supplied by the motor 4 to the axle system that is not disconnected when an engagement with the digging operation 102 is identified, the damping force will be continuously varied or updated to always be sufficient to reduce, minimize, counteract, and/or eliminate the overall movement of the vehicle 2. As a result, the method for operating the adaptive parking brake system 89 further helps to ensure that one or more potholes that are typically created beneath one or more wheels 30, 36, 60, and/or 66 of the vehicle 2 are reduced, minimized, and/or eliminated when an engaging in a digging operation 102 is identified, thereby improving the overall safety and stability of the vehicle 2.

Fig. 3 and 4 provide schematic diagrams of the adaptive parking brake system hydraulic circuit 90 (hereinafter referred to as a "hydraulic circuit") shown in fig. 1 and an adaptive parking brake system supply circuit 91 (hereinafter referred to as a "supply circuit") according to an embodiment of the present disclosure. As shown in fig. 3 and by way of non-limiting example, hydraulic circuit 90 includes one or more parking brake hydraulic lines 110, one or more Adaptive Parking Brake (APB) supply hydraulic lines 112, one or more service brake hydraulic lines 114, and one or more power supply hydraulic lines 118. At least a portion of one or more parking brake assemblies 120 are in fluid communication with at least a portion of one or more parking brake hydraulic lines 110 of hydraulic circuit 90. Within the scope of the present disclosure and as non-limiting examples, one or more parking brake assemblies 120 may be one or more hand brake assemblies, one or more emergency brake assemblies, one or more electric brake assemblies, and/or any other type of brake assembly that may be used to hold vehicle 2 stationary and/or may perform an emergency stop of vehicle 2.

The one or more APB supply hydraulic lines 112 are in selective fluid communication with the one or more parking brake hydraulic lines 110 via a first valve 122. According to the embodiment of the present disclosure shown in fig. 3 and as a non-limiting example, the first valve 122 of the hydraulic circuit 90 of the vehicle 2 may be electronically controlled by an electromagnet 124. Upon receiving a command from the electronic control unit 80 of the vehicle 2, the solenoid 124 will switch the first valve 122 between the first and second positions. When first valve 122 is in a first (non-energized) position, one or more APB supply hydraulic lines 112 are not in fluid communication with one or more parking brake assemblies 120 of vehicle 2. However, when the first valve 122 is in the second (powered) position, the one or more APB supply hydraulic lines 112 are in fluid communication with one or more parking brake assemblies 120 of the vehicle 2. As a non-limiting example, the first valve 122 of the hydraulic circuit 90 may be a 2 to 3 way valve.

As shown in fig. 3 of the present disclosure and as a non-limiting example, the first valve 122 may include the use of a spring 125. The spring 125 of the first valve 122 helps transition the first valve 122 between the aforementioned first and second positions. It is within the scope of the present disclosure and by way of non-limiting example, the spring 125 may be a variable spring.

One or more service brake assemblies 126 and one or more brake pressure sensors 128 may be in fluid communication with at least a portion of one or more service brake hydraulic lines 114 of the hydraulic circuit 90 of the vehicle 2. The one or more brake pressure sensors 128 of the hydraulic circuit 90 are operably configured to: the amount of pressure applied by the operator 94 of the vehicle 2 on the brake cylinder (not shown) is measured. As shown in fig. 3 of the present disclosure, one or more brake pressure sensors 128 are in fluid communication with one or more service brake hydraulic lines 114 and one or more service brake assemblies 126 through the use of one or more brake pressure sensor hydraulic lines 129. One or more service brake assemblies 126 may be the primary braking system for the vehicle 2 and may be selectively actuated by the operator 94 of the vehicle 2 by applying a certain amount of pressure to a brake pedal (not shown). When the operator 94 of the vehicle 2 applies a magnitude of pressure to a brake pedal (not shown), the magnitude of hydraulic pressure will be communicated to one or more brake systems 40 and/or 70 of the vehicle 2 via one or more service brake hydraulic lines 114. The amount of hydraulic pressure applied to the one or more service brake lines 114 by a brake pedal (not shown) allows one or more of the one or more braking systems 40 and/or 70 to apply a force to the driveline 21 of the vehicle 2 of an amount necessary to slow the vehicle and/or stop the vehicle 2. By way of non-limiting example, the one or more service brake assemblies 126 can be one or more disc brake systems, one or more drum brake systems, and/or one or more friction clutch systems.

According to the embodiment of the present disclosure shown in fig. 3 and by way of non-limiting example, one or more of the APB supply hydraulic lines 112 of the hydraulic circuit 90 are in selective fluid communication with the one or more service brake hydraulic lines 114 via a second valve 130. It is within the scope of the present disclosure and by way of non-limiting example that the second valve 130 of the hydraulic circuit 90 may be electronically controlled by an electromagnet 132. Upon receiving a command from the electronic control unit 80 of the vehicle 2, the electromagnet 132 will switch the second valve 130 between the first and second positions. When the second valve 130 is in the first (non-energized) position, the one or more APB supply hydraulic lines 112 are not in fluid communication with the one or more service brake assemblies 126 of the vehicle 2. In this position, the vehicle 2 retains all of the functionality and safety features available with a standard vehicle 2. However, when the second valve 130 is in the second (energized) position, one or more of the APB supply hydraulic lines 112 are in fluid communication with one or more service brake assemblies 126 of the vehicle 2. As a result, when the second valve 130 is in the second position, the one or more service brake assemblies 126 receive pressure from the one or more APB supply hydraulic lines 112 of the magnitude required to maintain the vehicle 2 against the preload generated by the motor 4. As a non-limiting example, the second valve 130 of the hydraulic circuit 90 may be a 2-to-3 way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the second valve 130 may include the use of a spring 134. The spring 134 of the second valve 130 assists in shifting the second valve 130 between the aforementioned first and second positions. By way of non-limiting example, the spring 134 may be a variable spring.

During operation of the adaptive parking brake system, the second valve 130 returns to its first (non-energized) position in the event that the operator 94 of the vehicle 2 actuates a brake pedal (not shown) and the pressure P1 in the service brake hydraulic line or lines 114 exceeds a predetermined magnitude. By way of non-limiting example, the predetermined pressure P1 may be from about 10 bar to about 30 bar.

As shown in fig. 3 of the present disclosure and by way of non-limiting example, a motor or pump 136 is in fluid communication with at least a portion of one or more power supply hydraulic lines 118 of the hydraulic circuit 90. Line a138 of the one or more power supply hydraulic lines 118 is fluidly connected to one end of the motor or pump 136, while line B140 of the one or more power supply hydraulic lines 118 is fluidly connected to an end of the motor or pump 136 opposite the line a 138. It is within the scope of the present disclosure and by way of non-limiting example that the motor or pump 136 may be a fixed displacement motor.

The third valve 142 is fluidly connected to at least a portion of the one or more power supply hydraulic lines 118 of the hydraulic circuit 90. As shown in fig. 3 of the present disclosure and by way of non-limiting example, the third valve 142 provides a pressure reducing or relieving function for one or more of the power supply hydraulic lines 118 of the hydraulic circuit 90. As a result, the third valve 142 is able to control the amount of torque generated by the motor or pump 136 of the hydraulic circuit 90 by controlling the amount of hydraulic pressure transmitted to the motor or pump 136 through the one or more power supply hydraulic lines 118.

According to the embodiment of the present disclosure shown in fig. 3 and by way of non-limiting example, the third valve 142 of the hydraulic circuit 90 may be continuously electronically controlled by a proportional electromagnet 144. Upon receiving a command from the electronic control unit 80 of the vehicle 2, the proportional solenoid 144 will switch the third valve 142 between the first and second positions. When the third valve 142 is in the first (non-energized) position, the third valve 142 does not provide any pressure relief or pressure reduction functionality. However, when the third valve 142 is in the second (energized) position, the third valve 142 provides a magnitude of pressure relief or reduction functionality to the one or more power-supply hydraulic lines 118. The amount of fluid (not shown) released from the one or more power supply hydraulic lines 118 is transferred to a sump or reservoir 146.

The fourth valve 148 is in fluid communication with line a138 and line B140 of the one or more power supply hydraulic lines 118. The fourth valve 148 is configured to connect the motor or pump 136 to the one or more power supply hydraulic lines 118 of the hydraulic circuit 90 of the vehicle 2 and/or disconnect the motor or pump 136 from the one or more power supply hydraulic lines 118. Additionally, according to embodiments of the present disclosure and as a non-limiting example, the fourth valve 148 of the hydraulic circuit 90 may be electronically controlled by an electromagnet 150. Upon receiving a command from the electronic control unit 80 of the vehicle 2, the solenoid 150 will switch the fourth valve 148 between the first and second positions. When the fourth valve 148 is in the first position, the one or more power supply hydraulic lines 118 are in fluid communication with the motor or pump 136 of the vehicle 2. However, when the fourth valve 148 is in the second position, the one or more power supply hydraulic lines 118 are not in fluid communication with the motor or pump 136, thereby disconnecting the motor or pump 136 from the one or more power supply hydraulic lines 118 of the hydraulic circuit 90. As a non-limiting example, the fourth valve 148 of the hydraulic circuit may be a discrete 2-to-4 way valve.

As shown in fig. 3 of the present disclosure and as a non-limiting example, the amount of pressure routed to the motor or pump 136 of the hydraulic circuit 90 is controlled by the third valve 142 and the fourth valve 148. Additionally, as shown in fig. 3 of the present disclosure and by way of non-limiting example, the hydraulic circuit 90 may further include an orifice 152, the orifice 152 being in fluid communication with the one or more power supply hydraulic lines 118 and the fourth valve 148. To ensure a minimum flow to the discharge 153 of the motor or pump 136 of the hydraulic circuit 90, the orifice 152 creates a back pressure at the outlet of the motor or pump 136. By way of non-limiting example, the vent 153 may be part of the reservoir or reservoir 146 or may be separate from the reservoir or reservoir 146 shown in fig. 3 of the present disclosure.

It is within the scope of the present disclosure and by way of non-limiting example that fourth valve 148 may include the use of a return spring 154. The return spring 154 of the fourth valve 148 assists in shifting the fourth valve 148 between the aforementioned first and second positions.

To ensure safe operation of the vehicle 2, the application of a certain amount of pressure to the motor or pump 136 by the adaptive parking brake system may occur only when one or more of the service brake hydraulic lines 114 has the required amount of pressure to prevent movement of the vehicle 2. This may be accomplished by using one or more brake pressure sensors 128 to measure the amount of pressure applied to one or more brake pressure sensor hydraulic lines 129 by a brake pedal (not shown), and by using one or more pressure sensors (not shown) to measure the amount of pressure within one or more service brake hydraulic lines 114. If the pressure in the one or more brake pressure sensor hydraulic lines 129 and the one or more service brake hydraulic lines 114 are of different magnitudes, it may be determined that brake pedal actuation has occurred and the pressure released from the motor or pump 136 may be applied.

As shown in fig. 4 of the present disclosure, the supply circuit 91 includes a second motor or pump 156 in fluid communication with the one or more parking brake hydraulic lines 110, the one or more APB supply hydraulic lines 112, and the one or more power supply hydraulic lines 118 of the hydraulic circuit 90 via a hydraulic output line 158. A return reservoir line 160 is fluidly connected to one end of the second motor or pump 156 of the supply circuit 91, the return reservoir line 160 in turn fluidly connected to a reservoir or reservoir 162. It is within the scope of the present disclosure and by way of non-limiting example, the reservoir or reservoir 162 shown in fig. 4 may be part of the drain, reservoir or reservoir 146 and/or 153 shown in fig. 3 of the present disclosure. Additionally, it is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 162 shown in fig. 4 may be separate from the drain, reservoir or reservoir 146 and/or 153 shown in fig. 3 of the present disclosure. As a non-limiting example, the second motor or pump 156 may be a variable displacement pump.

At least a portion of the hydraulic output line 158 of the second motor or pump 156 is in fluid communication with at least a portion of the one or more power supply hydraulic lines 118 and the one or more intermediate hydraulic lines 164. As best seen in fig. 4 of the present disclosure and by way of non-limiting example, a hydraulic output line 158 of the second motor or pump 156 is in direct fluid communication with the one or more power supply hydraulic lines 118 of the hydraulic circuit 90. However, as shown in fig. 4 of the present disclosure and by way of non-limiting example, the hydraulic output line 158 of the second motor or pump 156 is in indirect fluid communication with the one or more parking brake hydraulic lines 110, the one or more APB supply hydraulic lines 112, and the one or more hydraulic pilot lines 165. As best seen in fig. 4 of the present disclosure and by way of non-limiting example, one or more intermediate hydraulic lines 164 and one or more hydraulic supply lines 166 fluidly connect the one or more parking brake hydraulic lines 110 and the one or more APB supply hydraulic lines 112 to the hydraulic output line 158 of the second motor or pump 156.

One or more check valves 168 are disposed along and in fluid communication with the one or more intermediate hydraulic lines 164 of the supply circuit 91. One or more check valves 168 of the supply circuit 91 restrict fluid flow (not shown) in one direction in one or more intermediate hydraulic lines 164. In accordance with the embodiment shown in fig. 4 of the present disclosure and by way of non-limiting example, one or more check valves 168 allow fluid to flow from the second motor or pump 156 to the one or more hydraulic supply lines 166, but prevent fluid from flowing from the supply lines 166 back to the second motor or pump 156. This prevents the one or more accumulators 170 in fluid communication with the hydraulic supply line 166 from transferring an amount of fluid (not shown) to the second motor or pump 156 through the one or more intermediate hydraulic lines 164. By way of non-limiting example, the one or more check valves 168 may be one-way check valves.

It should be appreciated that one or more accumulators 170 of the supply circuit 91 may be used to stabilize the upstream pressure levels of the one or more parking brake hydraulic lines 110 and the one or more APB supply hydraulic lines 112. This helps to ensure that a substantially constant pressure and/or flow is maintained in the one or more parking brake hydraulic lines 110 and the one or more APB supply hydraulic lines 112 even in the event of a failure of the second motor or pump 156.

The fifth valve 172 is in fluid communication with one or more hydraulic pilot lines 165 of the supply circuit 91. According to the embodiment of the present disclosure shown in fig. 4 and by way of non-limiting example, the fifth valve 172 may be electronically controlled by an electromagnet 174. Upon receiving a signal from the electronic control unit 80 of the vehicle 2, the solenoid 174 will switch the fifth valve 172 between the first and second positions. When the fifth valve 172 is in the first position, the one or more hydraulic pilot lines 165 are pressurized to substantially the same pressure level as the one or more accumulators 170 of the supply circuit 91. When the fifth valve 172 is in the second position, the one or more hydraulic pilot lines 165 of the supply circuit 91 are unpressurized and are in fluid communication with the sump or reservoir 176. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 176 may be part of the drain, reservoir or reservoir 146, 153, and/or 162, or may also be a separate reservoir or reservoir from the drain, reservoir or reservoir 146, 153, and/or 162 shown in fig. 3 and 4 of the present disclosure. As a non-limiting example, the fifth valve 172 may be a 2-position, 3-way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the fifth valve 172 may include the use of a spring 178. The spring 178 of the fifth valve 172 helps to transition the fifth valve 172 between the aforementioned first and second positions. By way of non-limiting example, the spring 178 may be a variable spring.

The sixth valve 180 is in fluid communication with one or more parking brake hydraulic lines 110 of the hydraulic circuit 90. According to the embodiment of the present disclosure shown in fig. 3 and 4, and as a non-limiting example, the sixth valve 180 may be interposed between the one or more hydraulic supply lines 166 of the supply circuit 91 of the vehicle 2 and the first valve 122 of the hydraulic circuit 90. It is within the scope of the present disclosure and by way of non-limiting example that the sixth valve 180 may be a pressure relief valve or a pressure relief valve. The sixth valve 180 of the supply circuit 91 is regulated to ensure that the pressure in the one or more parking brake hydraulic lines 110 does not exceed the predetermined optimal operating pressure OP 1. As a result, the sixth valve 180 of the one or more parking brake hydraulic lines 110 serves to maintain the one or more parking brake hydraulic lines 110 at the predetermined optimal operating pressure OP 1. Within the scope of the present disclosure and by way of non-limiting example, the predetermined optimal operating pressure OP1 may be from about 25 bar to about 45 bar.

According to an embodiment of the present disclosure and as a non-limiting example, the sixth valve 180 may be electronically controlled by the electronic control unit 80 of the vehicle 2. In the event that one or more pressure sensors (not shown) in communication with the one or more parking brake hydraulic lines 110 detect a pressure above the predetermined optimum operating pressure OP1, the electronic control unit 80 will instruct the sixth valve 180 to open such that the one or more parking brake hydraulic lines 110 are placed in fluid communication with the reservoir or reservoir 182. Once the pressure in the one or more parking brake hydraulic lines 110 is restored to the predetermined operating pressure OP1, the electronic control unit 80 will instruct the sixth valve 180 to close, thereby disconnecting the one or more parking brake hydraulic lines 110 from the fluid connection of the reservoir or reservoir 182. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 182 may be part of the drain, reservoir or reservoir 146, 153, 162, and/or 176, or may also be a separate reservoir or reservoir from the drain, reservoir or reservoir 146, 153, 162, and/or 176 shown in fig. 3 and 4 of the present disclosure.

According to an alternative embodiment of the present disclosure and as a non-limiting example, the sixth valve 180 may be designed to automatically open and close at one or more predetermined pressures in order to ensure that the one or more parking brake hydraulic lines 110 are maintained at the predetermined optimal operating pressure OP 1. This may be accomplished by using a spring 184 as part of the sixth valve 180. It is within the scope of the present disclosure and by way of non-limiting example that the spring 184 of the sixth valve 180 may be a variable spring. As previously discussed and by way of non-limiting example, the predetermined optimal operating pressure OP1 may be about 35 bar.

The seventh valve 186 is in fluid communication with one or more of the APB supply hydraulic lines 112 of the hydraulic circuit 90. It is within the scope of the present disclosure and by way of non-limiting example that seventh valve 186 may be a pressure relief valve or a pressure relief valve. The seventh valve 186 of the supply circuit 91 is adjusted to ensure that the pressure in the one or more APB supply hydraulic lines 112 does not exceed the predetermined optimal operating pressure OP 2. As a result, the seventh valve 186 of the one or more APB supply hydraulic lines 112 is used to maintain the one or more APB supply hydraulic lines 112 at the predetermined optimal operating pressure OP 2. Within the scope of the present disclosure and by way of non-limiting example, the predetermined optimal operating pressure OP2 may be from about 70 bar to about 90 bar.

According to an embodiment of the present disclosure and as a non-limiting example, the seventh valve 186 may be electronically controlled by the electronic control unit 80 of the vehicle 2. In the event that one or more pressure sensors (not shown) in communication with the one or more APB supply hydraulic lines 112 detect a pressure above the predetermined optimal operating pressure OP2, the electronic control unit 80 will instruct the seventh valve 186 to open so that the one or more APB supply hydraulic lines 112 are placed in fluid communication with the reservoir or reservoir 188. Once the pressure within the one or more APB supply hydraulic lines 112 is restored to the predetermined operating pressure OP2, the electronic control unit 80 will instruct the seventh valve 186 to close, thereby disconnecting the one or more APB supply hydraulic lines 112 from the fluid connection of the reservoir or reservoir 188. It is within the scope of the present disclosure and by way of non-limiting example, the reservoir or reservoir 188 may be part of the vent, reservoir or reservoir 146, 153, 162, 176, and/or 182, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, and/or 182 shown in fig. 3 and 4 of the present disclosure.

According to an alternative embodiment of the present disclosure and as a non-limiting example, the seventh valve 186 may be designed to automatically open and close at one or more predetermined pressures in order to ensure that the one or more APB supply hydraulic lines 112 are maintained at a predetermined optimal operating pressure OP 2. This may be accomplished by using a spring 190 as part of the seventh valve 186. It is within the scope of the present disclosure and by way of non-limiting example that the spring 190 of the seventh valve 186 may be a variable spring. As previously discussed and by way of non-limiting example, the predetermined optimal operating pressure OP2 may be approximately 80 bar.

The first step of the adaptive parking brake method comprises: a certain amount of pressure is generated in one or more parking brake hydraulic lines 110 and/or one or more service brake hydraulic lines 114 of the hydraulic circuit 90 of the vehicle 2. After applying a certain amount of pressure to one or more of the parking brake hydraulic lines 110 and/or one or more of the service brake hydraulic lines, one or more of the parking brake assemblies 120 are released. Eventually, a certain amount of pressure is generated within the motor after one or more parking brake assemblies 120 have been released.

Fig. 5 is a schematic diagram of an adaptive parking brake system hydraulic circuit (hereinafter referred to as "hydraulic circuit") 200 according to an alternative embodiment of the present disclosure. The hydraulic circuit 200 shown in fig. 5 is the same as the hydraulic circuit 90 shown in fig. 1 and 3, except where specifically noted below. As shown in fig. 5 of the present disclosure, the hydraulic circuit 200 does not include one or more of the parking brake hydraulic line 110, one or more of the parking brake assembly 120, the first valve 122, or the second valve 130 shown in fig. 3 and 4 of the present disclosure.

According to the embodiment of the present disclosure shown in fig. 5 and by way of non-limiting example, the hydraulic circuit 200 includes an eighth valve 202 in fluid communication with the one or more service brake hydraulic lines 114 and the one or more APB supply hydraulic lines 112 of the hydraulic circuit 200. As a result, the eighth valve 202 of the hydraulic circuit 200 is capable of selectively placing the one or more APB supply hydraulic lines 112 in fluid communication with the one or more service brake hydraulic lines 114 of the hydraulic circuit 200. It is within the scope of the present disclosure and by way of non-limiting example that eighth valve 202 may be electronically controlled through the use of one or more solenoids and/or hydraulically controlled through the use of one or more hydraulic pilots. Upon receiving a signal from the electronic control unit 80 of the vehicle 2, the eighth valve 202 will switch between the first position and the second position. When the eighth valve 202 is in the first (non-energized) position, the one or more APB supply hydraulic lines 112 are not in fluid communication with the one or more service brake assemblies 126 of the vehicle 2. In this position, the vehicle 2 retains all of the functionality and safety features available with a standard vehicle 2. However, when the eighth valve 202 is in the second (energized) position, one or more of the APB supply hydraulic lines 112 are in fluid communication with one or more service brake assemblies 126 of the vehicle 2. As a result, when the eighth valve 202 is in the second position, the one or more service brake assemblies 126 receive pressure from the one or more APB supply hydraulic lines 112 of the magnitude required to maintain the vehicle 2 against the preload generated by the motor 4. As a non-limiting example, the eighth valve 202 of the hydraulic circuit 200 may be a 2 to 3 way valve.

It is within the scope of the present disclosure and by way of non-limiting example that eighth valve 202 may include the use of spring 204. The spring 204 of the eighth valve 202 facilitates transitioning the eighth valve 202 between the aforementioned first and second positions. As a non-limiting example, the spring 204 may be a variable spring.

During operation of the adaptive parking brake system, in the event that the operator 94 of the vehicle 2 actuates a brake pedal (not shown) and the pressure P2 in the service brake hydraulic line or lines 114 exceeds a predetermined magnitude, the eighth valve 202 returns to its first (de-energized) position. By way of non-limiting example, the predetermined pressure P2 may be from about 10 bar to about 30 bar.

As shown in fig. 5 of the present disclosure and by way of non-limiting example, the hydraulic circuit 200 may further include a ninth valve 206, the ninth valve 206 being in fluid communication with the one or more power supply hydraulic lines 118 through the use of a first ninth valve hydraulic line 208. Additionally, as shown in fig. 5 of the present disclosure and as a non-limiting example, the ninth valve 206 may also be in fluid communication with the eighth valve 202 of the hydraulic circuit 200 by using a second ninth valve hydraulic line 210. According to an embodiment of the present disclosure and as a non-limiting example, the ninth valve 206 of the hydraulic circuit 200 may be a 2 to 3 way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the ninth valve 206 of the hydraulic circuit 200 may be electronically controlled by the solenoid 212. Upon receiving a signal from the electronic control unit 80 or the operator 94 of the vehicle 2, the ninth valve 206 will switch between the first and second positions. When the ninth valve 206 is in the first position, flow from the one or more power supply hydraulic lines 118 will be blocked and the second ninth valve hydraulic line 210 is in fluid communication with a reservoir or accumulator 214. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 214 may be part of the drain, reservoir or reservoir 146, 153, 162, 182, and/or 188, or may be separate from the drain, reservoir or reservoir 146, 153, 162, 182, and/or 188. When the ninth valve 206 is in the second position, the one or more power supply hydraulic lines 118 are in fluid communication with the eighth valve 202 of the hydraulic circuit 200 shown in fig. 5. As a result, the ninth valve 206 of the hydraulic circuit 200 allows the adaptive parking brake system of the vehicle 2 to be activated (engaged) or deactivated (disengaged) by receiving a signal from the electronic control unit 80 and/or by receiving a signal from the operator 94 of the vehicle 2 via a switch in the cab of the vehicle 2.

According to embodiments of the present disclosure and as a non-limiting example, ninth valve 206 may include the use of a spring 216. The spring 216 of the ninth valve 206 helps to transition the ninth valve 206 between the aforementioned first and second positions. By way of non-limiting example, the spring 216 may be a variable spring.

The tenth valve 218 is in fluid communication with the one or more power supply hydraulic lines 118, the second ninth valve hydraulic line 210, and the one or more service brake hydraulic lines 114 of the hydraulic circuit 200. As shown in fig. 5 of the present disclosure and by way of non-limiting example, the tenth valve 218 is in fluid communication with the second ninth valve hydraulic line 210 through the use of a first tenth valve hydraulic line 220. Additionally, as shown in fig. 5 of the present disclosure and by way of non-limiting example, the tenth valve 218 is in fluid communication with the one or more service brake hydraulic lines 114 through the use of a second tenth valve hydraulic line 222. As a non-limiting example, the tenth valve 218 may be a 2-position, 2-way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the tenth valve 218 may be electronically controlled through the use of one or more electromagnets and/or hydraulically controlled through the use of one or more hydraulic pilots 224. According to the embodiment of the present disclosure shown in fig. 5 and by way of non-limiting example, the tenth valve 218 is hydraulically controlled by using one or more hydraulic pilots 224. By having the tenth valve 218 of the hydraulic circuit 200 hydraulically controlled by one or more hydraulic pilot 224, it may be ensured that fluid (not shown) may be supplied to the motor or pump 136 only when the adaptive parking brake system is activated. As a result, when the tenth valve 218 is in the first (de-energized) position, the adaptive parking brake system is not activated and fluid (not shown) is prevented from flowing to the motor or pump 136. However, when the tenth valve 218 is in the second (energized) position, the adaptive parking brake system has been activated and a certain amount of fluid (not shown) is allowed to flow to the motor or pump 136 of the hydraulic circuit 200.

According to embodiments of the present disclosure and as a non-limiting example, the tenth valve 218 may include the use of a spring 226. The spring 226 of the tenth valve 218 assists in shifting the tenth valve 218 between the aforementioned first and second positions. By way of non-limiting example, the spring 226 may be a variable spring.

In the event that the pressure P3 in the one or more power supply hydraulic lines 118 exceeds a predetermined magnitude, the tenth valve 218 returns to its first (unenergized) position. By way of non-limiting example, the predetermined pressure P3 may be from about 110 bar to about 130 bar.

The eleventh valve 228 is in fluid communication with at least a portion of the one or more power supply hydraulic lines 118 of the hydraulic circuit 200. As shown in fig. 5 of the present disclosure and by way of non-limiting example, an eleventh valve 228 is interposed between the third valve 142 and the motor or pump 136 of the hydraulic circuit 200. Additionally, as shown in fig. 5 of the present disclosure, the eleventh valve 228 of the hydraulic circuit 200 is in fluid communication with the line a138 and the line B140 of the one or more power supply hydraulic lines 118. As a result, the eleventh valve 228 can selectively connect the motor or pump 136 to the one or more power supply hydraulic lines 118 of the hydraulic circuit 200 and/or disconnect the motor or pump 136 from the one or more power supply hydraulic lines 118. It is within the scope of the present disclosure and by way of non-limiting example that the eleventh valve 228 of the hydraulic circuit 200 may be a 3 to 4 way valve.

According to the embodiment of the present disclosure shown in fig. 5 and by way of non-limiting example, the eleventh valve 228 of the hydraulic circuit 200 may be electronically controlled through the use of one or more electromagnets 230. Upon receiving a command from the electronic control unit 80 of the vehicle 2, the one or more electromagnets 230 transition the eleventh valve 228 between the first and second positions. When the eleventh valve 228 is in the first position, the one or more power supply hydraulic lines 118 are in fluid communication with the motor or pump 136 of the vehicle 2. However, when the eleventh valve 228 is in the second position, the one or more power supply hydraulic lines 118 are not in fluid communication with the motor or pump 136, thereby disconnecting the motor or pump 136 from the one or more power supply hydraulic lines 118 of the hydraulic circuit 200.

As shown in fig. 5 of the present disclosure and as a non-limiting example, the amount of pressure routed to the motor or pump 136 of the hydraulic circuit 200 is controlled by the third valve 142 and the eleventh valve 228. According to the embodiment of the present disclosure shown in fig. 5 and as a non-limiting example, the eleventh valve 228 sets the direction of the motor or pump 136 of the hydraulic circuit 200 of the vehicle 2.

Additionally, as shown in fig. 5 of the present disclosure and as a non-limiting example, the hydraulic circuit 200 may further include an orifice 152, the orifice 152 being in fluid communication with the one or more power supply hydraulic lines 118 and the eleventh valve 228. To ensure a minimum flow to the discharge 153 of the motor or pump 136 of the hydraulic circuit 200, the orifice 152 creates a counter-pressure at the outlet of the motor or pump 136. In addition, the orifice 152 creates a back pressure that helps provide a motor cooling function via the flush valve.

It should be appreciated that the hydraulic circuit 200 shown in fig. 5 may be in fluid communication with the supply circuit 91 shown in fig. 4 and previously described herein, and may be operatively configured to operate in communication with the supply circuit 91.

Fig. 6 is a schematic diagram of an adaptive parking brake system hydraulic circuit (hereinafter referred to as a "hydraulic circuit") 300 according to another embodiment of the present disclosure. The hydraulic circuit 300 shown in fig. 6 is identical to the hydraulic circuits 90 and 200 shown in fig. 1, 3, and 5, except where specifically noted below. As shown in fig. 6 of the present disclosure, the hydraulic circuit 300 does not include the use of the tenth valve 218 shown in fig. 5.

As shown in fig. 6 of the present disclosure and as a non-limiting example, the hydraulic circuit 300 includes a twelfth valve 302, the tenth valve 302 being in fluid communication with a first twelfth valve hydraulic line 304 and a second twelfth valve hydraulic line 306. An end of the first twelfth valve hydraulic line 304 opposite the twelfth valve 302 is in fluid communication with the second ninth valve hydraulic line 210. An end of the second twelfth valve hydraulic line 306 opposite the twelfth valve 302 is in fluid communication with the one or more brake pressure sensor hydraulic lines 129 and/or the one or more service brake lines 114 of the hydraulic circuit 300. By way of non-limiting example, the tenth valve 302 may be a 2-position, 2-way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the tenth valve 302 may be electronically controlled through the use of one or more electromagnets and/or hydraulically controlled through the use of one or more hydraulic pilots 308. According to the embodiment of the present disclosure shown in fig. 6 and by way of non-limiting example, the twelfth valve 302 is hydraulically controlled by using one or more hydraulic pilots 308. By having the tenth valve 302 of the hydraulic circuit 300 hydraulically controlled by one or more hydraulic pilot 308, it may be ensured that fluid (not shown) may be supplied to the motor or pump 136 only when the adaptive parking brake system is activated. For example, if pressure is present in the one or more power supply hydraulic lines 118 and pressure is present in the one or more brake pressure sensor hydraulic lines 129 and/or the one or more service brake hydraulic lines 114, the tenth valve 302 will only allow a certain amount of fluid (not shown) to be applied to the motor or pump 136. As a result, when the twelfth valve 302 is in the first (de-energized) position, the adaptive parking brake system is not activated and fluid (not shown) is prevented from flowing to the motor or pump 136. However, when the tenth valve 302 is in the second (energized) position, the adaptive parking brake system has been activated and a certain amount of fluid (not shown) is allowed to flow to the motor or pump 136 of the hydraulic circuit 300.

According to embodiments of the present disclosure and as a non-limiting example, the tenth valve 302 may include the use of a spring 310. The spring 310 of the twelfth valve 302 assists in transitioning the twelfth valve 302 between the aforementioned first and second positions. As a non-limiting example, the spring 312 may be a variable spring.

In the event that the pressure P4 in the one or more power supply hydraulic lines 118 exceeds a predetermined magnitude, the tenth valve 302 returns to its first (non-energized) position. By way of non-limiting example, the predetermined pressure P4 may be from about 110 bar to about 130 bar.

It should be appreciated that the hydraulic circuit 300 shown in fig. 6 may be in fluid communication with the supply circuit 91 shown in fig. 4 and previously described herein, and may be operatively configured to operate in communication with the supply circuit 91.

Fig. 7 is a schematic diagram of an adaptive parking brake system hydraulic circuit (hereinafter referred to as a "hydraulic circuit") 350 according to still another embodiment of the present disclosure. The hydraulic circuit 350 shown in fig. 7 is identical to the hydraulic circuits 90, 200, and 300 shown in fig. 1, 3, 5, and 6, except where specifically noted below. As shown in fig. 7 of the present disclosure, the hydraulic circuit 350 does not include the use of the motor or pump 136, the third valve 142, or the tenth valve 302 shown in fig. 3, 5, and 6 of the present disclosure.

As shown in fig. 7 of the present disclosure, the hydraulic circuit 350 further includes the use of one or more pilot hydraulic lines 352 in fluid communication with the ninth valve 206 of the hydraulic circuit 350. According to the embodiment of the present disclosure shown in fig. 7 and by way of non-limiting example, when the ninth valve 206 is in the first position, flow from the one or more pilot hydraulic lines 352 is blocked. Further, according to the embodiment of the present disclosure shown in fig. 7 and by way of non-limiting example, when the ninth valve 206 is in the second position, the one or more pilot hydraulic lines 352 are in fluid communication with the eighth valve 202 of the hydraulic circuit 350 shown in fig. 7. As a result, the ninth valve 206 of the hydraulic circuit 350 allows the adaptive parking brake system of the vehicle 2 to be activated (engaged) or deactivated (disengaged) by receiving a signal from the electronic control unit 80 and/or by receiving a signal from the operator 94 of the vehicle 2 via a switch in the cab of the vehicle 2.

The motor or pump 354 is in fluid communication with at least a portion of the one or more power supply hydraulic lines 118 of the hydraulic circuit 350. As best seen in fig. 7 of the present disclosure, line a138 of the one or more power supply hydraulic lines 118 is in fluid communication with one end of a motor or pump 354. Line B140 of the one or more power supply hydraulic lines 118 is fluidly connected to an end of the motor or pump 354 opposite line a138 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 350. It is within the scope of the present disclosure and by way of non-limiting example that the motor or pump 354 of the hydraulic circuit 350 may be a variable displacement motor.

The thirteenth valve 356 is in fluid communication with the one or more pilot hydraulic lines 352 and the one or more power supply hydraulic lines 118 of the hydraulic circuit 350. As shown in fig. 7 of the present disclosure and by way of non-limiting example, a thirteenth valve 356 of the hydraulic circuit 350 is in fluid communication with the one or more pilot hydraulic lines 352 through the use of a thirteenth valve hydraulic line 358. As a non-limiting example, the tenth valve 356 may be a 2-position, 2-way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the tenth valve 356 may be electronically controlled through the use of one or more electromagnets and/or hydraulically controlled through the use of one or more hydraulic pilots 360. According to the embodiment of the present disclosure shown in fig. 7 and by way of non-limiting example, the thirteenth valve 356 is hydraulically controlled by using one or more hydraulic pilots 360. By having the tenth valve 356 of the hydraulic circuit 350 hydraulically controlled by one or more hydraulic pilots 360, it may be ensured that fluid (not shown) may be supplied to the motor or pump 354 only when the adaptive parking brake system is activated. For example, if there is pressure in the one or more pilot hydraulic lines 352, the tenth valve 356 will only allow a certain amount of fluid (not shown) to be applied to the motor or pump 354. As a result, when the thirteenth valve 356 is in the first (non-energized) position, the adaptive parking brake system is not activated and fluid (not shown) is prevented from flowing to the motor or pump 354. However, when the tenth valve 356 is in the second (energized) position, the adaptive parking brake system has been activated and a certain amount of fluid (not shown) is allowed to flow to the motor or pump 354 of the hydraulic circuit 350.

According to an embodiment of the present disclosure and as a non-limiting example, the tenth valve 356 may include the use of a spring 362. The spring 362 of the thirteenth valve 356 assists in shifting the thirteenth valve 356 between the aforementioned first and second positions. As a non-limiting example, the spring 362 may be a variable spring.

In the event that the pressure P5 in the one or more power supply hydraulic lines 118 exceeds a predetermined magnitude, the tenth valve 356 is returned to its first (de-energized) position. By way of non-limiting example, the predetermined pressure P5 may be from about 110 bar to about 130 bar.

According to the embodiment of the present disclosure shown in fig. 7 and by way of non-limiting example, since the third valve 146 has been removed from the hydraulic circuit 350, the amount of torque generated by the motor or pump 354 is not adjusted by setting the pressure level within the one or more power supply hydraulic lines 118. In accordance with the embodiment of the present disclosure shown in fig. 7, in order for motor or pump 354 to generate the correct amount of torque, the adaptive parking brake system measures the amount of pressure in line a138 and line B140 of one or more power supply lines 118. Based on the magnitude of the pressure in line a138 and line B140 of the one or more power supply lines 118, the displacement of the motor or pump 354 may be set accordingly.

It should be appreciated that the hydraulic circuit 350 illustrated in fig. 7 may be in fluid communication with the supply circuit 91 illustrated in fig. 4 and previously described herein, and may be operatively configured to operate in communication with the supply circuit 91. Based on the foregoing, it should therefore be appreciated that the hydraulic circuit 350 illustrated in fig. 7 provides a level of hydraulic safety and displacement control for the hydraulic circuit 350 of the adaptive parking brake system.

Fig. 8 is a schematic diagram of an adaptive parking brake system hydraulic circuit (hereinafter referred to as a "hydraulic circuit") 400 according to still another embodiment of the present disclosure. The hydraulic circuit 400 shown in fig. 8 is identical to the hydraulic circuits 90, 200, 300, and 350 shown in fig. 1, 3, and 5-7, except where specifically noted below. As shown in fig. 2. Referring to fig. 8, a hydraulic circuit 400 includes a closed hydraulic transmission portion 402 having a transmission portion 404 according to an embodiment of the present invention.

The hydraulic circuit 400 illustrated in fig. 8 of the present disclosure includes a third valve 142, the third valve 142 being in fluid communication with the one or more power supply hydraulic lines 118 of the hydraulic circuit 400. According to the embodiment of the present disclosure shown in fig. 8 and as a non-limiting example, the third valve 142 is interposed between the thirteenth valve 356 and the eleventh valve 228 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 400. As previously described, the third valve 142 provides a pressure reducing or relieving function for one or more of the power supply hydraulic lines 118 of the hydraulic circuit 400. As a result, the third valve 142 is able to control the amount of torque generated by the motor or pump 354 of the hydraulic circuit 400 by controlling the amount of hydraulic pressure transmitted to the motor or pump 354 through the one or more power supply hydraulic lines 118.

The fourteenth valve 406 is in fluid communication with an end of line B140 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 400 opposite the motor or pump 354. It is within the scope of the present disclosure and by way of non-limiting example that the fourteenth valve 406 may be a pressure relief valve or a pressure relief valve. The fourteenth valve 406 of the transfer pump 404 of the hydraulic circuit 400 is adjusted to ensure that the pressure in line B140 of the one or more power supply hydraulic lines 118 does not exceed the predetermined optimal operating pressure OP 3. As a result, the fourteenth valve 406 of the line B140 of the one or more power supply hydraulic lines 118 is used to maintain the line B140 of the hydraulic circuit 400 at the predetermined optimal operating pressure OP 3. Within the scope of the present disclosure and by way of non-limiting example, the predetermined optimal operating pressure OP3 may be from about 440 bar to about 460 bar.

According to the embodiment of the present disclosure shown in fig. 8 and as a non-limiting example, the fourteenth valve 406 may be electronically controlled by the electronic control unit 80 of the vehicle 2. In the event that one or more pressure sensors (not shown) in communication with line B140 detect a pressure above the predetermined optimal operating pressure OP3, the electronic control unit 80 will instruct the fourteenth valve 406 to open, placing line B140 in fluid communication with the reservoir or reservoir 408. Once the pressure in line B140 of the one or more power supply hydraulic lines 118 is restored to the predetermined operating pressure OP3, the electronic control unit 80 will instruct the fourteenth valve 406 to close, thereby disconnecting the fluid connection of line B140 from the reservoir or reservoir 408. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 408 may be part of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, and/or 214, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, and/or 214 shown in fig. 3-7 of the present disclosure.

The fifteenth valve 410 of the transmission pump 404 is in fluid communication with an end of line a138 of the one or more power transmission hydraulic lines 118 opposite the motor or pump 354 of the hydraulic circuit 400. It is within the scope of the present disclosure and by way of non-limiting example that the fifteenth valve 410 may be a pressure relief valve or a pressure reducing valve. The fifteenth valve 410 of the transmission pump 404 of the hydraulic circuit 400 is adjusted to ensure that the pressure in line a138 of the one or more power supply hydraulic lines 118 does not exceed the predetermined optimal operating pressure OP 4. As a result, the fifteenth valve 410 of the line a138 of the one or more power supply hydraulic lines 118 is used to maintain the line a138 of the hydraulic circuit 400 at the predetermined optimal operating pressure OP 4. Within the scope of the present disclosure and by way of non-limiting example, the predetermined optimal operating pressure OP4 may be from about 440 bar to about 460 bar.

According to the embodiment of the present disclosure shown in fig. 8 and as a non-limiting example, the fifteenth valve 410 may be electronically controlled by the electronic control unit 80 of the vehicle 2. In the event that one or more pressure sensors (not shown) in communication with line a138 detect a pressure above the predetermined optimal operating pressure OP4, the electronic control unit 80 will instruct the fifteenth valve 410 to open placing line a 140 in fluid communication with the reservoir or reservoir 412. Once the pressure in line a138 of the one or more power supply hydraulic lines 118 is restored to the predetermined operating pressure OP4, the electronic control unit 80 will instruct the fifteenth valve 410 to close, thereby disconnecting the fluid connection of line a138 from the reservoir or reservoir 412. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 412 may be part of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, and/or 408, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, and/or 408 shown in fig. 3-8 of the present disclosure.

A third motor or pump 414 of the transfer pump 404 is in fluid communication with lines a138 and B140 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 400 at a location upstream of the fourteenth and fifteenth valves 406, 410. As shown in fig. 8 of the present disclosure and by way of non-limiting example, a third motor or pump 414 is in fluid communication with line B140 of the one or more power supply hydraulic lines 118 through the use of a first line 416. Additionally, as shown in fig. 8 of the present disclosure and by way of non-limiting example, a third motor or pump 414 is in fluid communication with line a138 of the one or more power supply hydraulic lines 118 through the use of a second line 418. It is within the scope of the present disclosure and by way of non-limiting example, that the third motor or pump 414 of the hydraulic circuit 400 may be a bidirectional variable displacement hydraulic pump.

The motor 420 may be in communication with at least a portion of the pump 414 or a third motor of the transmission pump 404 of the hydraulic circuit 400. According to the embodiment of the present disclosure shown in fig. 8 and by way of non-limiting example, the third motor or pump 414 may also include the use of one or more electromagnets 422. It is within the scope of the present disclosure that one or more electromagnets 422 may control the amount of displacement of the third motor or pump. By way of non-limiting example, the one or more electromagnets 422 may be one or more proportional electromagnets. Additionally, as non-limiting examples, the motor 420 may be an electric motor, a hydraulic motor, an internal combustion engine, an external combustion engine, and/or a heat engine.

The fourth motor or pump 424 is interposed between the third motor or pump 414 and the motor or pump 354 of the hydraulic circuit 400. It is within the scope of the present disclosure and by way of non-limiting example, the fourth motor or pump 424 may be a one-way fixed displacement pump. Additionally, it is within the scope of the present disclosure and by way of non-limiting example that the fourth motor or pump 424 may function as a booster motor or pump for the hydraulic circuit 400.

According to the embodiment of the present disclosure shown in fig. 8 and by way of non-limiting example, one end of the fourth motor or pump 424 is in fluid communication with a first line 426 having a sixteenth valve 428. It is within the scope of the present disclosure and by way of non-limiting example that the sixteenth valve 428 may be a pressure relief valve or a pressure relief valve. The sixteenth valve 428 of the transmission pump 404 of the hydraulic circuit 400 is adjusted to ensure that the pressure in the first line 426 of the fourth motor or pump 424 does not exceed the predetermined optimal operating pressure OP 5. As a result, the sixteenth valve 428 functions to maintain the first line 424 of the fourth motor or pump 424 at the predetermined optimal operating pressure OP 5. Within the scope of the present disclosure and by way of non-limiting example, the predetermined optimal operating pressure OP5 may be from about 15 bar to about 35 bar.

According to the embodiment of the present disclosure shown in fig. 8 and as a non-limiting example, the sixteenth valve 428 may be electronically controlled by the electronic control unit 80 of the vehicle 2. In the event that one or more pressure sensors (not shown) in communication with the first line 426 of the fourth motor or pump 424 detect a pressure above the predetermined optimal operating pressure OP5, the electronic control unit 80 will instruct the sixteenth valve 428 to open such that the first line 426 is placed in fluid communication with the reservoir or reservoir 430. Once the (pressure in the) first line 426 of the fourth motor or pump 424 has returned to the predetermined operating pressure OP5, the electronic control unit 80 will instruct the sixteenth valve 428 to close, thereby disconnecting the fluid connection of the first line 426 from the reservoir or reservoir 430. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 430 may be part of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, and/or 412, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, and/or 412 shown in fig. 3-8 of the present disclosure.

At the end of the fourth motor or pump 424 opposite the first line 426 is a reservoir or reservoir 432. A sump or reservoir 432 of the transmission pump 404 of the hydraulic circuit 400 is in fluid communication with the sump or reservoir 432 through a second line 434 that uses the fourth motor or pump 424. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 432 may be part of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, and/or 430, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, and/or 430 shown in fig. 3-8 of the present disclosure.

An intermediate line 436 is interposed between the sixteenth valve 428 and the fourth motor or pump 424 and is in fluid communication with at least a portion of the first line 426 of the fourth motor or pump 424. As shown in fig. 8 of the present disclosure and by way of non-limiting example, one end of the intermediate line 436 is in fluid communication with line a138, while the other end of the first line 426 is in fluid communication with line B140 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 400. As a result, the first and intermediate lines 426, 436 fluidly connect the fourth motor or pump 424 to the lines a138 and B140 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 400.

Intermediate line 436 includes a first intermediate line check valve 438 and a second intermediate line check valve 440. A first intermediate-line check valve 438 prevents fluid (not shown) from flowing from line B140 of the one or more power-supply hydraulic lines to the fourth motor or pump 424. Additionally, a second intermediate-line check valve 440 prevents fluid (not shown) from flowing from line a138 of the one or more power-supply hydraulic lines to the fourth motor or pump 424. As shown in fig. 8 of the present disclosure and as a non-limiting example, the first intermediate line check valve 438 and the second intermediate line check valve 440 may be one-way check valves.

It should be appreciated that the embodiment of the present disclosure shown in FIG. 8 allows the adaptive parking brake system and the hydrostatic transmission circuit 402 of the vehicle 2 to coexist within the vehicle 2. This is accomplished by incorporating the eleventh valve 228 in the hydraulic circuit 400 in combination with the motor or pump 354 and the third and tenth valves 142, 362 on the one or more power supply hydraulic lines 118. It is within the scope of the present disclosure that the eleventh valve 228 may generate an override of the primary hydraulic circuit to apply the adaptive parking brake pressure set point.

Additionally, it should be understood that the hydraulic circuit 400 shown in fig. 8 may be in fluid communication with the supply circuit 91 shown in fig. 4 and previously described herein, and may be operatively configured to operate in communication with the supply circuit 91.

Fig. 9 is a schematic diagram of an adaptive parking brake system hydraulic circuit (hereinafter referred to as a "hydraulic circuit") 500 according to another embodiment of the present disclosure. The hydraulic circuit 500 shown in fig. 9 is identical to the hydraulic circuits 90, 200, 300, 350, and 400 shown in fig. 1, 3, and 5-8, except where specifically noted below. As shown in fig. 9 of the present disclosure, hydraulic circuit 500 includes a wheeled vehicle hydraulic circuit 502 having a load sensing circuit 504, a proportional divider 506, and a brake valve circuit 508. Within the scope of the present disclosure and as a non-limiting example, the hydraulic circuit 500 shown in fig. 9 may be an open hydrostatic transmission.

According to the embodiment of the present disclosure shown in fig. 9 and by way of non-limiting example, the seventeenth valve 510 of the brake valve circuit 508 is in fluid communication with at least a portion of the line B140 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 500. As best seen in fig. 9 of the present disclosure and by way of non-limiting example, a seventeenth valve 510 is interposed between the motor or pump 354 and the proportional distributor 506 of the hydraulic circuit 500. It is within the scope of the present disclosure and by way of non-limiting example that the seventeenth valve 510 may be a pressure relief valve or a pressure relief valve. When the pressure in line B140 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 500 exceeds the predetermined operating pressure OP6, the seventeenth valve 510 opens to place the line B140 in fluid communication with the reservoir or reservoir 512. Once the pressure in line B140 of the one or more power supply hydraulic lines 118 drops below the predetermined operating pressure OP6, the seventeenth valve 510 will close to prevent fluid communication between line B140 and the reservoir or reservoir 510.

According to an embodiment of the present disclosure and as a non-limiting example, the seventeenth valve 510 may be electronically controlled by the electronic control unit 80 of the vehicle 2. In the event that one or more pressure sensors (not shown) in communication with line B140 of the one or more power supply hydraulic lines 118 detect a pressure above the predetermined optimum operating pressure OP6, the electronic control unit 80 will instruct the seventeenth valve 510 to open. Once the pressure in the line B140 of the one or more power supply hydraulic lines 118 has returned to the predetermined operating pressure OP6, the electronic control unit 80 will instruct the seventeenth valve 510 to close. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 512 may be part of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, and/or 430, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, and/or 430 shown in fig. 3-9 of the present disclosure.

As shown in fig. 9 of the present disclosure and as a non-limiting example, the seventeenth valve 510 may include the use of a spring 514. The spring 514 of the seventeenth valve 510 facilitates switching the seventeenth valve 510 between an open position and a closed position. It is within the scope of the present disclosure and by way of non-limiting example, the spring 514 may be a proportional spring.

The eighteenth valve 516 of the brake valve circuit 508 is in fluid communication with at least a portion of line a138 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 500. As best seen in fig. 9 of the present disclosure and by way of non-limiting example, an eighteenth valve 516 is interposed between the motor or pump 354 of the hydraulic circuit 500 and the proportional distributor 506. It is within the scope of the present disclosure and by way of non-limiting example that the eighteenth valve 516 may be a pressure relief valve or a pressure relief valve. When the pressure in line a138 of the one or more power supply hydraulic lines 118 of the hydraulic circuit 500 exceeds the predetermined operating pressure OP7, the eighteenth valve 516 opens to place line a 140 in fluid communication with the reservoir or reservoir 512. Once the pressure in line a138 of the one or more power supply hydraulic lines 118 drops below the predetermined operating pressure OP7, the eighteenth valve 516 will close to prevent the line a138 from being in fluid communication with the reservoir or reservoir 512.

According to an embodiment of the present disclosure and as a non-limiting example, the eighteenth valve 516 may be electronically controlled by the electronic control unit 80 of the vehicle 2. In the event that one or more pressure sensors (not shown) in communication with line a138 of the one or more power supply hydraulic lines 118 detect a pressure above the predetermined optimal operating pressure OP7, the electronic control unit 80 will instruct the eighteenth valve 516 to open. Once the pressure in line a138 of the one or more power supply hydraulic lines 118 has returned to the predetermined operating pressure OP7, the electronic control unit 80 will instruct the eighteenth valve 516 to close.

As shown in fig. 9 of the present disclosure and as a non-limiting example, the eighteenth valve 516 may include the use of a spring 518. The spring 518 of the eighteenth valve 516 assists in shifting the eighteenth valve 516 between the open position and the closed position. It is within the scope of the present disclosure and by way of non-limiting example that the spring 518 may be a proportional spring.

The nineteenth valve line 520 is in fluid communication with at least a portion of line B140 and the twentieth valve line 522 is in fluid communication with at least a portion of line a 138. The nineteenth valve 524 is in fluid communication with at least a portion of the nineteenth valve line 520, and the twentieth valve 526 is in fluid communication with at least a portion of the twentieth valve line 522. It is within the scope of the present disclosure and by way of non-limiting example that nineteenth valve 524 and twentieth valve 526 may be one-way check valves.

According to the embodiment of the present disclosure shown in fig. 9 and by way of non-limiting example, the proportional divider 506 is in fluid communication with at least a portion of the nineteenth and twentieth valve lines 520, 522 of the hydraulic circuit 500. Additionally, according to the embodiment of the present disclosure shown in fig. 9 and by way of non-limiting example, a proportional divider 506 is interposed between the load sense circuit 504 and the brake valve circuit 508. The proportional distributor 506 may be controlled by one or more electromagnets 528. By way of non-limiting example, the one or more electromagnets 528 may be one or more proportional electromagnets.

At least a portion of the proportional distributor 506 is in selective fluid communication with a reservoir or reservoir 530. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 530 may be a portion of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, and/or 512, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, and/or 512 shown in fig. 3-9 of the present disclosure.

The load sensing circuit 504 includes a fifth motor or pump 532, the fifth motor or pump 532 having a first line 534 in fluid communication with at least a portion of the proportional distributor 506 and a second line 536 in fluid communication with a reservoir or reservoir 538. As a non-limiting example, the fifth motor or pump 532 of the hydraulic circuit 500 may be a unidirectional variable displacement hydraulic pump. The fifth motor or pump 532 may be electronically controlled through the use of one or more electromagnets and/or hydraulically controlled through the use of one or more hydraulic pilots 535. As a result, it is within the scope of the present disclosure and by way of non-limiting example that the fifth motor or pump 532 may be a load sense pump in fluid communication with at least a portion of the one or more load sense lines 533, the one or more load sense lines 533 being in fluid communication with the one or more hydraulic pilots 535 of the load sense circuit 504. According to the embodiment of the present disclosure shown in fig. 9 and by way of non-limiting example, at least a portion of one end of one or more load sensing lines 533 is in fluid communication with at least a portion of proportional divider 506. Additionally, within the scope of the present disclosure and by way of non-limiting example, the reservoir or reservoir 538 may be a portion of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, 512, and/or 530, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, 512, and/or 530 shown in fig. 3-9 of the present disclosure.

It should be appreciated that the hydraulic circuit 500 shown in fig. 9 may be in fluid communication with the supply circuit 91 shown in fig. 4 and previously described herein, and may be operatively configured to operate in communication with the supply circuit 91.

Fig. 10 is a schematic diagram of an adaptive parking brake system hydraulic circuit (hereinafter referred to as a "hydraulic circuit") 600 according to yet another embodiment of the present disclosure. The hydraulic circuit 600 shown in fig. 10 is identical to the hydraulic circuits 90, 200, 300, 350, 400, and 500 shown in fig. 1, 3, and 5-9, except where specifically noted below. As shown in fig. 10 of the present disclosure and by way of non-limiting example, the hydraulic circuit 500 includes a sixth motor or pump 602, the sixth motor or pump 602 being in fluid communication with the tank or reservoir 162 via the return sump line 160. A sixth motor or pump 602 of the hydraulic circuit 600 provides pressure regulated flow to the hydraulic circuit 600. According to embodiments of the present disclosure and as a non-limiting example, the sixth motor or pump 602 may be a load-sending variable displacement pump.

According to embodiments of the present disclosure and as a non-limiting example, the sixth motor or pump 602 may be in fluid communication with at least a portion of the one or more hydraulic pilots 535 via one or more load sense lines 533 and a sump or reservoir 538. As best seen in fig. 10 of the present disclosure and by way of non-limiting example, the twenty-eighth valve 603 may be in fluid communication with at least a portion of the one or more load sense lines 533 opposite the one or more hydraulic pilots 535 and/or the sump or reservoir 538. It is within the scope of the present disclosure and by way of non-limiting example that at least a portion of the twenty-eighth valve 603 may be in fluid communication with at least a portion of the one or more first twenty-eighth valve lines 605 and/or the one or more second twenty-eighth valve lines 656. Additionally, it is within the scope of the present disclosure and by way of non-limiting example that at least a portion of the one or more first twenty-eighth valve lines 605 may be in fluid communication with at least a portion of the twenty-first valve 606, while at least a portion of the one or more second twenty-eighth valve lines 656 may be in fluid communication with at least a portion of the third valve 142 of the hydraulic circuit 600. As a result, it should be appreciated that one or more first twenty-eighth valve lines 605 may fluidly communicate the twenty-eighth valve 603 with at least a portion of the twenty-first valve 606, while one or more second twenty-eighth valve lines 656 may fluidly communicate the twenty-eighth valve 603 with at least a portion of the third valve 142 of the hydraulic circuit 600. It is within the scope of the present disclosure and by way of non-limiting example that the twenty-eighth valve 603 may be a shuttle valve that selectively places one or more load sense lines 533 in fluid communication with the twenty-first valve 606 and/or the third valve 142 of the hydraulic circuit 600.

Additionally, as shown in fig. 10 of the present disclosure and by way of non-limiting example, the hydraulic circuit 600 may also include the use of a second orifice 601, the second orifice 601 being in fluid communication with one or more load sense lines 533 and a reservoir or reservoir 538. The second orifice 601 helps stabilize the load sense pressure within the one or more load sense lines 533 of the hydraulic circuit 600.

According to the embodiment of the present disclosure shown in fig. 10 and by way of non-limiting example, the twenty-first valve 606 is in fluid communication with at least a portion of the output line 604 of the sixth motor or pump 602 and at least a portion of the one or more power supply hydraulic lines 118 of the hydraulic circuit 600. The twenty-first valve 606 of the hydraulic circuit 600 allows an amount of fluid (not shown) to flow to a twenty-second valve 608, the twenty-second valve 608 being in fluid communication with at least a portion of the service brake hydraulic line or lines 114 of the hydraulic circuit 600. By way of non-limiting example, the twenty-second valve 608 of the hydraulic circuit may be a one-way check valve that allows a certain amount of fluid (not shown) to be transferred from the sixth motor or pump 602 to the service brake hydraulic line or lines 114, but not in the opposite direction. Additionally, the twenty-first valve 606 of the hydraulic circuit 600 allows excess fluid to flow to the third valve 142 of the one or more power supply hydraulic lines 118.

As best seen in fig. 10 of the present disclosure and by way of non-limiting example, the twenty-first valve 606 may be in fluid communication with the third port 607 and/or the fourth port 609. The third port 607 and/or the fourth port 609 help stabilize the function of the twenty-first valve 606 of the hydraulic circuit 600.

The hydraulic circuit 600 may also include the use of a second accumulator 610. As best seen in fig. 10 of the present disclosure and by way of non-limiting example, a second accumulator 610 is in fluid communication with at least a portion of the one or more service brake hydraulic lines 114 at a location in the hydraulic circuit 600 between the twentieth valve 608 and the second valve 130. The second accumulator 610 stabilizes the pressure level of the valves upstream of the second accumulator 610 to ensure that the pressure and flow of the one or more parking brake hydraulic lines 110 and the one or more service brake lines 114 of the hydraulic circuit 600 of the vehicle 2 are substantially constant even in the event of a motor or pump failure.

At a location between the second accumulator 610 and the second valve 130, a twentieth three valve 612 may be in fluid communication with at least a portion of the one or more service brake hydraulic lines 114 of the hydraulic circuit 600. According to the embodiment of the present disclosure shown in fig. 10, and as a non-limiting example, the twentieth valve 612 may be manually switched between the first and second positions by the operator 94 of the vehicle 2 via a lever, pedal, and/or switch 614 within the cab of the vehicle 2. When activated, the twentieth three valve 612 is in the first position and the one or more service brake hydraulic lines 114 of the hydraulic circuit 600 are pressurized to substantially the same pressure level as the second accumulator 610 of the hydraulic circuit 600. When the twentieth valve 612 is in the second position, the one or more service brake hydraulic lines 114 of the hydraulic circuit 600 are unpressurized and are in fluid communication with a sump or reservoir 616. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 616 may be a portion of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, 512, 530, and/or 538, or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, 512, 530, and/or 538 shown in fig. 3-10 of the present disclosure. As a non-limiting example, the twentieth valve 612 may be a 2-position, 3-way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the twentieth valve 612 may include the use of a spring 618. The spring 618 of the twentieth tri-valve 612 facilitates transitioning the twentieth tri-valve 612 between the aforementioned first and second positions. By way of non-limiting example, the spring 618 may be a variable spring.

An end of the one or more parking brake hydraulic lines 110 opposite the one or more parking brake assemblies 120 is in fluid communication with at least a portion of the one or more service brake hydraulic lines 114 of the hydraulic circuit 600. As best seen in fig. 10 of the present disclosure and by way of non-limiting example, at a location between the second accumulator 610 and the twentieth valve 612, fluid is communicated to an end of the one or more parking brake hydraulic lines 110 opposite the one or more parking brake assemblies 120.

The twenty-fourth valve 620 is in fluid communication with at least a portion of one or more parking brake hydraulic lines 110 of the hydraulic circuit 600. According to embodiments of the present disclosure and as a non-limiting example, the twenty-four valve 620 may be electronically controlled by an electromagnet 622. Upon receiving a signal from the electronic control unit 80 of the vehicle 2, the electromagnet 622 will switch the twenty-fourth valve 620 between the first and second positions. When activated, the twenty-fourth valve 620 is in the first position and the one or more parking brake hydraulic lines 110 are pressurized to substantially the same pressure level as the second accumulator 610 of the hydraulic circuit 600. When the twenty-fourth valve 620 is in the second position, one or more of the parking brake hydraulic lines 110 of the hydraulic circuit 600 are unpressurized and are in fluid communication with a sump or reservoir 624. It is within the scope of the present disclosure and by way of non-limiting example that the reservoir or reservoir 624 may be part of the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, 512, 530, 538, and/or 616 or may also be a separate reservoir or reservoir from the vent, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, 512, 530, 538, and/or 616 shown in fig. 3-10 of the present disclosure. By way of non-limiting example, the twenty-fourth valve 620 may be a 2-position, 3-way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the twenty-fourth valve 620 may include the use of a spring 626. The spring 626 of the twenty-fourth valve 620 may assist in transitioning the twenty-fourth valve 620 between the first and second positions previously described. By way of non-limiting example, the spring 626 may be a variable spring.

The twenty-fifth valve 628 is interposed between the twenty-fourth valve 620 and one or more parking brake assemblies 120 of the hydraulic circuit 600. According to the embodiment of the present disclosure shown in fig. 10 and by way of non-limiting example, at least a portion of the twenty-fifth valve 628 is in fluid communication with at least a portion of the one or more parking brake hydraulic lines 110 and the one or more APB supply hydraulic lines 112 of the hydraulic circuit 600. It is within the scope of the present disclosure and by way of non-limiting example that the twenty-fifth valve 628 may be hydraulically controlled by one or more hydraulic pilots 630. When the twenty-fifth valve 628 is in the first (non-energized) position, the one or more APB supply hydraulic lines 112 are not in fluid communication with the one or more parking brake assemblies 110 of the vehicle 2. However, when the twenty-fifth valve 628 is in the second (energized) position, the one or more APB supply hydraulic lines 112 are in fluid communication with the one or more parking brake hydraulic lines 110 of the vehicle 2. As a result, the twenty-fifth valve 628 allows fluid supply (not shown) to be switched to the one or more parking brake assemblies 120 via the parking brake switch and the one or more APB supply hydraulic lines 112 of the adaptive parking brake system. By way of non-limiting example, the twenty-fifth valve 628 of the hydraulic circuit 600 may be a 2-position, 3-way valve.

It is within the scope of the present disclosure and by way of non-limiting example that the twenty-fifth valve 628 may include the use of a spring 632. The spring 632 of the twenty-fifth valve 628 helps to transition the twenty-fifth valve 628 between the aforementioned first and second positions. Within the scope of the present disclosure and as a non-limiting example, the spring 632 may be a variable spring.

According to the embodiment of the present disclosure shown in fig. 10 and by way of non-limiting example, at least a portion of the twenty-fifth valve 628 is in fluid communication with at least a portion of the one or more hydraulic pilot lines 165 of the hydraulic circuit 600. As a result, it should be appreciated that the one or more hydraulic pilot lines 165 of the hydraulic circuit 600 place the fifth valve 172 in fluid communication with the twenty-fifth valve 628.

As best seen in fig. 10 and by way of non-limiting example, the hydraulic circuit 600 may include a fifth orifice 634 in fluid communication with the one or more hydraulic pilot lines 165. It is within the scope of the present disclosure and by way of non-limiting example that the fifth orifice 634 may be interposed between the fifth valve 172 and the twenty-fifth valve 628 of the hydraulic circuit 600.

The hydraulic circuit 600 illustrated in fig. 10 of the present disclosure may also include the use of a fifth orifice bypass check valve 636, the fifth orifice bypass check valve 636 being in fluid communication with at least a portion of the fifth orifice bypass line 638. At least a portion of the first end of the fifth orifice bypass line 638 is in fluid communication with the one or more hydraulic pilot lines 165 at a location between the fifth valve 172 and the fifth orifice 634. Additionally, at least a portion of the second end of the fifth orifice bypass line 638 is in fluid communication with the one or more hydraulic pilot lines 165 at a location between the fifth orifice 634 and the twenty-fifth valve 628. It is within the scope of the present disclosure and by way of non-limiting example, the fifth orifice bypass line check valve 636 may be a one-way check valve.

According to the embodiment shown in fig. 10 of the present disclosure and as a non-limiting example, the fifth valve 172 of the hydraulic circuit 600 may be in fluid communication with the twelfth valve 302 via one or more twelfth valve lines 640. A sixth orifice 642 is interposed between the twelfth valve 302 and the one or more hydraulic pilot lines 165 and is in fluid communication with the one or more tenth valve lines 640.

As best seen in fig. 10 of the present disclosure and by way of non-limiting example, the hydraulic circuit may also include the use of a sixth orifice bypass line check valve 644, the sixth orifice bypass line check valve 644 being in fluid communication with a sixth orifice bypass line 646. At least a portion of a first end portion of the sixth orifice bypass line 646 is in fluid communication with the one or more hydraulic pilot lines 165 at a location between the fifth valve 172 and the fifth orifice 634. Additionally, at least a portion of a second end portion of the sixth orifice bypass line 646 is in fluid communication with one or more tenth valve lines 640 at a location between the sixth orifice 642 and the twelfth valve 302 of the hydraulic circuit 600. It is within the scope of the present disclosure and by way of non-limiting example that sixth orifice bypass line check valve 644 may be a one-way check valve.

It should be appreciated that the third port 607, the fourth port 609, the fifth port 634, and/or the sixth port 642 may function as a damper to reduce the amount of pressure oscillations generated by operation of the hydraulic circuit 600. As a result, the third, fourth, fifth, and/or sixth orifices 607, 609, 634, 642 may help improve the overall life and durability of the hydraulic circuit 600.

According to the embodiment of the present disclosure shown in fig. 10 and as a non-limiting example, the hydraulic circuit 600 may also include the use of one or more line a pressure sensors 648 and/or one or more line B pressure sensors 650. As shown in fig. 10 and by way of non-limiting example, at least a portion of the one or more line a pressure sensors 648 is in fluid communication with at least a portion of line a138 of the hydraulic circuit 600 via one or more line a pressure sensor lines 652. Additionally, as shown in fig. 10 of the present disclosure and by way of non-limiting example, at least a portion of the one or more line B pressure sensors 650 may be in fluid communication with at least a portion of the line B140 of the hydraulic circuit 600. One or more line a pressure sensors 648 and/or one or more line B pressure sensors 650 may be used to determine the pressure in line a and line B in fluid communication with the motor or pump 354 of the hydraulic circuit 600.

According to embodiments of the present disclosure and as a non-limiting example, at least a portion of the seventh valve 186 may be in fluid communication with at least a portion of the second valve 130. The second valve 130 may be in fluid communication with the seventh valve 186 through the use of one or more second through seventh valve lines 658. As best seen in fig. 10 of the present disclosure and by way of non-limiting example, at least a portion of the one or more second through seventh valve lines 658 may fluidly connect at least a portion of the seventh valve 186 to the one or more hydraulic supply lines 166 of the hydraulic circuit 600.

Fig. 11 is a schematic diagram of an adaptive parking brake system hydraulic circuit (hereinafter referred to as a "hydraulic circuit") 700 according to still another embodiment of the present disclosure. The hydraulic circuit 700 shown in fig. 11 is identical to the hydraulic circuits 90, 200, 300, 350, 400, 500, and 600 shown in fig. 1, 3, and 5-10, except where specifically noted below. As shown in fig. 11 of the present disclosure and as a non-limiting example, the hydraulic circuit 700 may include the use of a twenty-sixth valve 702, the twenty-sixth valve 702 being in fluid communication with at least a portion of the one or more intermediate hydraulic lines 164 of the hydraulic circuit 700. It is within the scope of the present disclosure and by way of non-limiting example that the twenty-sixth valve 702 may be in fluid communication with the one or more intermediate hydraulic lines 164 at a location between the one or more check valves 168 and the one or more power supply hydraulic lines 168 of the hydraulic circuit 700. By way of non-limiting example, the twenty-sixth valve 702 may be a pressure relief or reducing valve, and the twenty-seventh valve 704 may be a 2-to-3 way valve.

As best seen in fig. 11 of the present disclosure and by way of non-limiting example, at least a portion of the twenty-sixth valve 702 may be in fluid communication with one or more first rotary union supply lines 706. An end of the one or more first rotary union supply lines 706 opposite the twenty-sixth valve 702 may be in fluid communication with at least a portion of a first rotary union 708 of the vehicle 2.

According to the embodiment of the present disclosure shown in fig. 11 and by way of non-limiting example, the hydraulic circuit 700 may further include the use of a twenty-seventh valve 704, the twenty-seventh valve 704 being in fluid communication with at least a portion of the one or more power supply hydraulic lines 118. As best seen in fig. 11 of the present disclosure and by way of non-limiting example, a twenty-seventh valve 704 may be interposed between the tenth valve 356 and the eleventh valve 228 of the hydraulic circuit 700. It is within the scope of the present disclosure and by way of non-limiting example that the twenty-seventh valve 704 may be a 2-position 3-way valve.

According to the embodiment of the present disclosure shown in fig. 11 and by way of non-limiting example, at least a portion of twenty-seventh valve 704 may be in fluid communication with first rotary union 708 via one or more first rotary union supply lines 706 of hydraulic circuit 700. It is within the scope of the present disclosure and by way of non-limiting example that the one or more first swivel supply lines 706 connecting the twenty-seventh valve 704 and the twenty-sixth valve 702 may be the same hydraulic line or separate hydraulic lines.

Additionally, as shown in fig. 11 and by way of non-limiting example, the twenty-seventh valve 704 may be in fluid communication with the second rotary union 710 via one or more second rotary union supply lines 712. As a non-limiting example, the one or more second rotary union supply lines 712 may be in fluid communication with at least a portion of the one or more power supply hydraulic lines 118 of the hydraulic circuit 700. According to the embodiment of the present disclosure shown in fig. 11 and by way of non-limiting example, one or more second swivel supply lines 712 may be in fluid communication with the one or more power supply hydraulic lines 118 at a location between the twenty-seventh valve 704 and the eleventh valve 228. It is within the scope of the present disclosure and by way of non-limiting example that second rotary joint 710 may be a load sensing rotary joint.

At least a portion of the twenty-eighth valve 603 may be in fluid communication with at least a portion of the second rotary joint 710 of the vehicle 2. It is within the scope of the present disclosure and by way of non-limiting example that the twenty-eighth valve 603 may be fluidly connected to the second rotary union 710 by using one or more first twenty-eighth valve lines 711.

According to the embodiment of the present disclosure shown in fig. 11 and as a non-limiting example, at least a portion of the tenth valve 356 may be in fluid communication with at least a portion of the one or more hydraulic pilot lines 165 via one or more tenth valve lines 714. It is within the scope of the present disclosure and by way of non-limiting example that the one or more thirteenth valve lines 714 may be in fluid communication with the one or more hydraulic pilot lines 165 at a location between the fifth valve 172 and the twenty-fifth valve 628 of the hydraulic circuit 700.

Further, according to the embodiment of the present disclosure shown in fig. 11 and by way of non-limiting example, at least a portion of the second valve 130 may be in fluid communication with at least a portion of the one or more hydraulic pilot lines 165 via one or more second valve lines 716. It is within the scope of the present disclosure and by way of non-limiting example that the one or more second valve lines 716 may be in fluid communication with the one or more hydraulic pilot lines 165 at a location between the fifth valve 172 and the twenty-fifth valve 628. Specifically, it is within the scope of the present disclosure and by way of non-limiting example that the one or more second valve lines 716 may be in fluid communication with the one or more hydraulic pilot lines 165 at a location between where the one or more tenth valve lines 714 are connected to the one or more hydraulic pilot lines 165 and the twenty-fifth valve 628.

Further, according to the embodiment of the present disclosure shown in fig. 11 and by way of non-limiting example, at least a portion of the sixth valve 180 and/or the seventh valve 186 of the hydraulic circuit 700 may be in fluid communication with at least a portion of the first rotary joint 708 via one or more first rotary joint supply lines 706. It is within the scope of the present disclosure and by way of non-limiting example that the one or more first rotary union supply lines 706 connecting the sixth valve 180 and/or the seventh valve 186 to the first rotary union 708 may be the same as or separate from the one or more first rotary union supply lines 706 connecting the twenty-sixth valve 702 and/or the twenty-seventh valve 704 to the first rotary union 708.

At least a portion of the eleventh valve 228 of the hydraulic circuit 700 may be in fluid communication with at least a portion of the first rotary joint 708 via one or more first rotary joint supply lines 706. It is within the scope of the present disclosure and by way of non-limiting example that the one or more first rotary union supply lines 706 fluidly connecting the eleventh valve 228 to the first rotary union 708 may be the same as or separate from the one or more first rotary union supply lines 706 fluidly connecting the second valve 130, the sixth valve 180, the twenty-sixth valve 702, and/or the twenty-seventh valve 704 to the first rotary union 708.

The hydraulic circuit 700 may also include the use of one or more pressure valve pressure sensors 718, the one or more pressure valve pressure sensors 718 being in fluid communication with at least a portion of the one or more power supply hydraulic lines 118 via one or more pressure valve hydraulic lines 720. As a non-limiting example, at least a portion of the one or more pressure valve hydraulic lines 720 may be connected to the one or more power supply hydraulic lines 118 at a location between the twenty-seventh valve 704 and the eleventh valve 228.

It is within the scope of the present disclosure and by way of non-limiting example that one or more pressure valve pressure sensors 718 may be in fluid communication with the first rotary union 708 of the hydraulic circuit 700 via one or more first rotary union supply lines 706. Thus, it should be understood that the one or more first rotary union supply lines 706 fluidly connecting the one or more pressure valve pressure sensors 718 may be the same as or separate from the one or more first rotary union supply lines 706 fluidly connecting the second valve 130, the sixth valve 180, the twenty-sixth valve 702, and/or the twenty-seventh valve 704.

As best seen in fig. 11 of the present disclosure and by way of non-limiting example, at least a portion of the first rotary union 708 may be in fluid communication with a reservoir or reservoir 722 via one or more first rotary union reservoir or reservoir lines 724. It is within the scope of the present disclosure and by way of non-limiting example that reservoir or reservoir 722 may be part of drain, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, 512, 530, 538, 616, and/or 624, or may also be a separate reservoir or reservoir from drain, reservoir or reservoir 146, 153, 162, 176, 182, 188, 214, 408, 412, 430, 512, 530, 538, 616, and/or 624 shown in fig. 3-11 of the present disclosure.

The hydraulic circuit 700 may also include the use of one or more first plugs 726, one or more second plugs 728, and/or one or more third plugs 730. As non-limiting examples, at least a portion of the one or more first plugs 726 may be in fluid communication with at least a portion of the one or more intermediate hydraulic lines 164, at least a portion of the one or more second plugs 728 may be in fluid communication with the one or more hydraulic pilot lines 165, and/or at least one of the one or more third plugs 730 may be in fluid communication with the one or more parking brake hydraulic lines 110. It is within the scope of the present disclosure and by way of non-limiting example that one or more second plugs 728 and/or one or more third plugs 730 may be pressure sensing plugs.

Additionally, hydraulic circuit 700 may also include the use of one or more pilot line pressure sensors 732 and/or one or more power supply hydraulic line pressure sensors 734. As best seen in fig. 11 of the present disclosure and by way of non-limiting example, at least a portion of the one or more pilot line pressure sensors 732 may be in fluid communication with at least a portion of the one or more hydraulic pilot lines 165, while the one or more power supply hydraulic line pressure sensors 734 may be in fluid communication with at least a portion of the one or more power supply hydraulic lines 118. It should be appreciated that the one or more pilot line pressure sensors 732 may be operably configured to determine the pressure within the one or more hydraulic pilot lines 165, and the one or more power supply hydraulic line pressure sensors 734 may be operably configured to determine the pressure within the one or more power supply hydraulic lines 118.

At least a portion of third rotary joint 736 may be in fluid communication with at least a portion of one or more parking brake hydraulic lines 110 of hydraulic circuit 700. According to the embodiment of the present disclosure shown in fig. 11 and by way of non-limiting example, third rotary joint 736 may be in fluid communication with an end of one or more parking brake hydraulic lines 110 opposite one or more parking brake assemblies 120.

One or more service brake hydraulic lines 114 may be in fluid communication with at least a portion of the fourth rotary union 738. As a non-limiting example, at least a portion of the fourth rotational joint 738 may be in fluid communication with an end of the one or more service brake hydraulic lines 114 opposite the one or more service brake assemblies 126.

According to an embodiment of the present disclosure shown in fig. 11 of the present disclosure and by way of non-limiting example, at least a portion of the fourth rotary joint 740 may be in fluid communication with at least a portion of one or more power supply hydraulic lines 118 of the hydraulic circuit 700. It is within the scope of the present disclosure and by way of non-limiting example that the fourth rotary union 740 may be in fluid communication with an end of the one or more power supply hydraulic lines 118 opposite the motor or pump 354.

The control system (not shown) for the hydraulic circuits 90, 200, 300, 350, 400, 500, 600, and 700 shown in fig. 1-11 of the present disclosure may have several functions. First, the control system has a safety monitoring function that continuously monitors the operation and/or condition of the adaptive parking brake system described herein. The safety monitoring function of the control system may disable the adaptive parking brake system in a controlled manner if the safety monitoring function of the control system detects one or more abnormal situations.

Second, the control systems for the hydraulic circuits 90, 200, 300, 350, 400, 500, 600, and 700 shown in fig. 1-11 have a slip limit (slip limit) detection function. The slip limit detection function of the control system determines the amount of friction between the ground and one or more of the wheel assemblies 30, 36, 60 and/or 66 of the vehicle 2. This depends on several factors, such as, but not limited to, the type of ground on which one or more of the wheel assemblies 30, 36, 60, and/or 66 of the vehicle 2 are located, the weather conditions in which the vehicle 2 is located, the presence of limited slip of the lockable differential assemblies in the drive train 21 of the vehicle 2, one of the vehicles 2The tire type of one or more of the wheel assemblies 30, 36, 60, and/or 66, the amount of wear of various components of the vehicle 2, the amount of air pressure within one or more tires of one or more of the wheel assemblies 30, 36, 60, and/or 66 of the vehicle 2, and the overall weight of the vehicle 2. Torque T applied by the motor_MAXIs the amount of torque that may be applied to one or more of wheel assemblies 30, 36, 60, and/or 66 without causing a wheel slip condition.

Third, a motor torque set point or Torque Set Point (TSP) is generated. The generated TSP is less than the previously determined threshold value T_MAX。

Finally, the control system for the adaptive parking brake system comprises an anti-skid function. The anti-skid function of the control system may control the amount of tire slip experienced by the vehicle 2. It is within the scope of the present disclosure that the antiskid function of the control system attempts to maintain one or more tires of the wheel assemblies 30, 36, 60 and/or 66 of the vehicle 2 in a zero slip condition by applying a certain amount of pressure to the motor that is required to produce a certain amount of torque TSP. In the event a slip condition is detected, a new reduced motor torque set point or TSP is determined, generated, and applied to one or more of the wheel assemblies 30, 36, 60, and/or 66 of the vehicle 2. Within the scope of the present disclosure, the control system may learn the TSP values for a given set of states, and may continually update the control system to make the adaptive parking brake system more responsive.

There are two control modes for hydraulic circuits 90, 200, 300, 350, 400, 500, 600, and 700. The first control mode is a reverse control mode. According to the reverse control mode, one or more motors and/or pumps of the vehicle 2 propel the vehicle rearward against the direction of movement of the boom 96. This force will help reduce, minimize, and/or eliminate the sum of digging forces, mechanical backlash in the drive train 21, and/or any elastic deformation that may occur in components of the drive train 21 as the vehicle 2 is operated.

The second control mode is a forward control mode. According to the forward control mode, one or more motors and/or pumps of the vehicle 2 propel the vehicle 2 in a direction in which the boom 96 of the vehicle 2 moves. This force will help reduce, minimize, and/or eliminate the sum of digging forces, mechanical backlash in the drive train 21, and/or any elastic deformation that may occur in components of the drive train 21 as the vehicle 2 is operated. It is within the scope of the present disclosure that the force generated by hydraulic circuits 90, 200, 300, 350, 400, 500, 600, and 700 in the forward control mode may be less than the force generated by hydraulic circuits 90, 200, 300, 350, 400, 500, 600, and 700 in the reverse control mode.

Within the scope of the present disclosure, the various embodiments of the present disclosure described and illustrated herein may be combined with one another to make a bridge system in accordance with embodiments of the present disclosure.

In accordance with the provisions of the patent statutes, the present invention has been described in what is considered to represent its preferred embodiment. It should be noted, however, that the invention can be practiced otherwise than as specifically illustrated and described without departing from its spirit or scope.

List of reference numerals for elements of the claims of the PCT patent application

Adaptive parking brake system supply loop 91

One or more parking brake hydraulic lines 110

One or more APB supply hydraulic lines 112

One or more service brake hydraulic lines 114

One or more power supply hydraulic lines 118

One or more service brake assemblies 126

One or more brake pressure sensors 128

One or more brake pressure sensor hydraulic lines 129

Motor or pump 136 having line A138 and line B140

One or more parking brake assemblies 120

First valve 122

Second valve 130

Third valve 142

Fourth valve 148

Reservoir or reservoir 146

A second motor or pump 156, a hydraulic output line 158

One or more intermediate hydraulic lines 164

One or more check valves 168

One or more accumulators 170

Fifth valve 172

One or more hydraulic pilot lines 165

Seventh valve 186

Sixth valve 180

One or more hydraulic supply lines 166

Ninth valve 206

Second ninth valve hydraulic line 210

Second tenth valve hydraulic line 222

Eighth valve 202

Ninth valve 206

Eleventh valve 228

First ninth valve hydraulic line 208

First tenth valve hydraulic line 220

Tenth valve 218

The tenth valve 302

First twelfth valve hydraulic line 304

Second twelfth valve hydraulic line 306

One or more pilot hydraulic lines 352

A tenth valve 356

First thirteenth valve hydraulic line 358

Closed hydraulic transmission section 402

Transmission part 404

Electric motor 420

Third motor or pump 414

First pipeline 416

Second pipeline 418

Fourteenth valve 406

Fifteenth valve 410

Sixteenth valve 428

Intermediate line 436

First intermediate line check valve 438

Second intermediate line check valve 440

Fourth motor or pump 424

First pipeline 426

Wheeled vehicle hydraulic circuit 502

Load sense loop 504

Proportional distributor 506

Brake valve circuit 508

Fifth motor or pump 532

One or more hydraulic pilot 535-the fifth motor or pump 532 may be electronically controlled by use of one or more electromagnets and/or hydraulically controlled by use of one or more hydraulic pilot 535

One or more load sense lines 533

First pipeline 534

Second pipeline 536

Nineteenth valve line 520 with nineteenth valve 524

A twentieth valve line 522 having a twentieth valve 526

Seventeenth valve 510

Eighteenth valve 516

Sixth motor or pump 602

Twenty-first valve 606

Twenty-eighth valve 603

Output pipeline 604

One or more first twenty-eighth valve lines 605

One or more second twenty-eighth valve lines 656

Twenty four valve 620

Twenty-fifth valve 628

Twentieth valve 612

Twenty-seventh valve 704