Reduction when the spool (20) moves to the left, oil is drained through the duct (23). The brake oi

Brake control valve (8) Gate valve (9) Camera (10) pilot valve (11) Proportional solenoid brake (12) Accumulator Piston sherlock (13) parking brake solenoid (14) Secondary Brake Solenoid (15 ) secondary brake valve (16) parking brake valve (17) Drain line (18) pilot pressure chamber (19) Pipeline (20) Reel of reduction (21) House of feedback (22) supply chamber (23 ) duct to the brakes (24) oil supply pump (25) Reel (26) Hole (Hole) (27) Pipeline (28) Slots (29) Spring (BB) cross-section (CC) surface component (FF ) activated components (GG) Pressure tank (JJ) High pressure (KK) First pressure reduction (PP) pilot pressure
The brake control valve is installed at the top of the bevel gear box. The brake control valve is controlled by the ECM power train. The Power Train ECM responds to operator movement of the service brake pedal position switch and parking brake.
The brake control valve solenoid contains the parking brake (13) and the secondary brake solenoid (14). These solenoids have only fully CONNECTED positions or completely OFF. The parking brake solenoid (13) is controlled by the parking brake switch through the ECM (Electronic Control Module, Electronic Control Module) power train. The secondary brake solenoid (14) is controlled by the brake switch ECM service through the power train. The service brake switch is down the path of the service brake pedal.
In addition, the brake control valve includes shut-off valve (8). If the pressure sherlock of the pilot valve (10) drops suddenly, the shutoff valve gradually relieves brake pressure. This shut-off valve prevents sudden brake connection due to an electrical fault. At the same time, the operator can apply the brakes quickly thanks to the secondary brake valve.
The proportional solenoid brake (11) is controlled by the ECM power train. This adjusts the pressure solenoid pilot valve (10). The pilot valve (10) controls the pressure in the chamber (9) in the conduit (27) and in the pilot pressure sherlock chamber (18). The Power Train ECM determines the current sherlock to the proportional solenoid brake (11) as the position of the service brake pedal.
The accumulator piston (12) reduces the pilot pressure fluctuations. sherlock The accumulator piston (12) accumulates the pilot pressure oil. The pressure in the pilot pressure chamber (18) moves the accumulator piston (12) to the left. The movement increases the supply of oil to the reduction spool. Reduces the pilot pressure fluctuation due to movement of the spool 7 reduction. Additionally provides an oil supply sherlock for operating the cut-off valve (8).
Supply oil pump enters the brake control valve through the tubing (24). Full supply oil supply chamber (22) and supply the oil also flows through an orifice restrictor with the camera grid (9). The pilot valve (10) controls the pressure in the chamber (9).
The oil chamber (9) flows to the pilot pressure chamber (18) through conduit (27) and orifice (26). While brake pressure to the brakes in conduit (23) flows through sherlock the conduit (19) and enters the feedback chamber (21).
When the pressure in pilot pressure chamber (18) is greater than the brake pressure in the feedback chamber (21) plus a small amount determined by the spring on the right end of the spool, the reduction spool (20) moves right. This movement opens the passage of the supply chamber (22) to the brakes through the passage (23).
When the operator requires the brake connection increases, the low ECM proportional solenoid current brake (11). The reduced force allows the pressure in the chamber sherlock (9) open the pilot valve disc (10). Open pilot valve relieves pressure in the chamber (9) and the pilot pressure chamber (18) through the hole (26) and conduit (27). The brake pressure through sherlock the duct (23) and feedback chamber (21) moves the spool of reduction (20) on the left.
Reduction when the spool (20) moves to the left, oil is drained through the duct (23). The brake oil flows to the drain until the pressure of the pilot pressure chamber (18) and the brake pressure in the feedback chamber (21) are balanced again. Then the reduction spool (20) closes the duct to drain.
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