CN114802148A - Hydraulic auxiliary brake control system of explosion-proof trackless rubber-tyred vehicle - Google Patents
Hydraulic auxiliary brake control system of explosion-proof trackless rubber-tyred vehicle Download PDFInfo
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- CN114802148A CN114802148A CN202210287291.1A CN202210287291A CN114802148A CN 114802148 A CN114802148 A CN 114802148A CN 202210287291 A CN202210287291 A CN 202210287291A CN 114802148 A CN114802148 A CN 114802148A
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- valve
- air inlet
- interface
- air
- hydraulic
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/58—Combined or convertible systems
- B60T13/581—Combined or convertible systems both hydraulic and pneumatic
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T15/00—Construction arrangement, or operation of valves incorporated in power brake systems and not covered by groups B60T11/00 or B60T13/00
- B60T15/02—Application and release valves
- B60T15/04—Driver's valves
Abstract
The invention discloses a hydraulic auxiliary brake control system of an explosion-proof trackless rubber-tyred vehicle, which is characterized in that a first interface of a manual gear switch is an air inlet connected with compressed air of the vehicle, a second interface of the manual gear switch is connected with an air inlet of a first pressure regulating valve, a third interface of the manual gear switch is an air outlet, a fourth interface of the manual gear switch is connected with a first air inlet of a second shuttle valve, an air outlet of the first pressure regulating valve is connected with a first air inlet of the first shuttle valve, a control interface of a hydraulic control valve is connected with a brake hydraulic loop, the first interface of the hydraulic control valve is an air inlet connected with the compressed air of the vehicle, the second interface of the hydraulic control valve is connected with a second air inlet of the second shuttle valve, the third interface of the hydraulic control valve is an air outlet, an air outlet of the second shuttle valve is connected with an air inlet of a second pressure regulating valve, an air outlet of the second pressure regulating valve is connected with a second air inlet of the first shuttle valve, and an air outlet of the first shuttle valve is connected with an air inlet of a quick release valve, the control port of the quick release valve is connected with a hydraulic auxiliary brake device. The advantage is safe in utilization.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to a hydraulic auxiliary braking control system of an explosion-proof trackless rubber-tyred vehicle.
Background
With the rapid development of mining technology in China, mining areas of nearly horizontal coal seams are gradually reduced, inclined coal seams are gradually increased, and the running gradient and the ramp length of a trackless auxiliary transport vehicle are gradually increased. The conventional explosion-proof vehicle for underground auxiliary transportation of coal mines is divided into an articulated explosion-proof vehicle and an integral explosion-proof vehicle according to a frame form, the two explosion-proof vehicles are generally suitable for ramps with the gradient of less than 10 degrees and the length of no more than 500 meters, however, in recent years, the gradient of the slope of the auxiliary transportation ramp in many mines reaches 10-14 degrees, some ramp reaches even 16 degrees, and the length of the ramp exceeds 2000 meters, so that a severe test is formed on the performance of a vehicle braking system.
At present, the conventional explosion-proof vehicle usually depends on single mechanical friction braking, and under the working condition of long distance and large gradient, the temperature rise of the brake is too fast and the heat cannot be dissipated in time during braking, so that the serious problems of overheating, sealing failure, oil leakage, reduction in braking efficiency and the like frequently occur in the brake, and potential safety hazards are brought to coal mine production and transportation. The hydraulic auxiliary brake system is arranged on part of common vehicles, but at present, the hydraulic auxiliary brake system is generally controlled in an electric control mode, namely, a controller is adopted to control an electromagnetic valve, the electromagnetic valve controls output compressed air according to a control signal, the control mode of the hydraulic auxiliary brake system is based on potential safety hazards existing in an explosion-proof environment and is not suitable for being applied to an explosion-proof trackless rubber-tyred vehicle, and on the basis, how to safely use the hydraulic auxiliary brake system on the explosion-proof trackless rubber-tyred vehicle becomes a problem to be solved urgently.
Disclosure of Invention
The invention aims to solve the technical problem of providing the hydraulic auxiliary brake control system of the explosion-proof trackless rubber-tyred vehicle, which has simple structure and safe use and meets the explosion-proof requirement.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a hydraulic auxiliary brake control system of an explosion-proof trackless rubber-tyred vehicle comprises a manual gear switch, a first pressure regulating valve, a second pressure regulating valve, a first shuttle valve, a second shuttle valve, a quick release valve and a hydraulic control valve, wherein a first interface of the manual gear switch is an air inlet connected with compressed air of the vehicle, a second interface of the manual gear switch is connected with the air inlet of the first pressure regulating valve, a third interface of the manual gear switch is an air outlet, a fourth interface of the manual gear switch is connected with a first air inlet of the second shuttle valve, an air outlet of the first pressure regulating valve is connected with a first air inlet of the first shuttle valve, a control interface of the hydraulic control valve is connected with a brake hydraulic circuit, a first interface of the hydraulic control valve is an air inlet connected with the compressed air of the vehicle, a second interface of the hydraulic control valve is connected with a second air inlet of the second shuttle valve, the third interface of the hydraulic control valve is an exhaust port, the air outlet of the second shuttle valve is connected with the air inlet of the second pressure regulating valve, the air outlet of the second pressure regulating valve is connected with the second air inlet of the first shuttle valve, the air outlet of the first shuttle valve is connected with the air inlet of the quick release valve, and the control port of the quick release valve is connected with a hydraulic auxiliary brake device.
The hydraulic control valve is a multi-position multi-way reversing valve. The selection can be specifically made according to the difference of the gear number, for example, the selection can be a two-position three-way reversing valve (corresponding to one air pressure gear and one closing gear), and the selection can also be a three-position four-way reversing valve (corresponding to two air pressure gears and one closing gear).
The manual gear switch is a multi-position multi-way reversing valve. The selection can be specifically made according to the difference of the gear number, for example, the selection can be a three-position four-way reversing valve (corresponding to two air pressure gears and one closing gear), or a four-position five-way reversing valve (corresponding to three air pressure gears and one closing gear).
The first pressure regulating valve and the second pressure regulating valve are both pressure reducing valves with set output air pressure.
The quick release valve is a two-position three-way valve.
Compared with the prior art, the invention has the advantages that: the control system is a pure air path control system, has no electric explosion-proof problem, has simple structure and safe use, and is suitable for being used on explosion-proof vehicles.
Drawings
FIG. 1 is a schematic diagram of the default configuration of the present invention.
Detailed Description
The invention is described in further detail below with reference to the accompanying examples.
As shown in the figure, the hydraulic auxiliary brake control system of the explosion-proof trackless rubber-tyred vehicle comprises a manual gear switch A, a first pressure regulating valve B, a second pressure regulating valve C, a first shuttle valve D, a second shuttle valve E, a quick release valve F and a hydraulic control valve G, wherein a first interface A1 of the manual gear switch A is an air inlet for receiving compressed air of the vehicle, a second interface A2 of the manual gear switch A is connected with an air inlet B1 of the first pressure regulating valve B, a third interface A3 of the manual gear switch A is an air outlet, a fourth interface A4 of the manual gear switch A is connected with a first air inlet E1 of the second shuttle valve E, an air outlet B2 of the first pressure regulating valve B is connected with a first air inlet D1 of the first shuttle valve D, a control interface of the hydraulic control valve G is connected with a brake hydraulic circuit, a first interface G1 of the hydraulic control valve G is an air inlet for receiving the compressed air of the vehicle, a second interface G2 of the hydraulic control valve G is connected with a second air inlet E2 of the second shuttle valve E, the third interface G3 of the hydraulic control valve G is an exhaust port, the air outlet E3 of the second shuttle valve E is connected with the air inlet C1 of the second pressure regulating valve C, the air outlet C2 of the second pressure regulating valve C is connected with the second air inlet D2 of the first shuttle valve D, the air outlet D3 of the first shuttle valve D is connected with the air inlet F1 of the quick release valve F, and the control port F2 of the quick release valve F is connected with a hydraulic auxiliary brake device.
In this embodiment, the pilot operated valve G is a two-position three-way valve.
In this embodiment, the manual gear switch a is a multi-position multi-way reversing valve. The selection can be specifically made according to the difference of the gear number, for example, the three-position three-way reversing valve (corresponding to two air pressure gears and one closing gear) or the four-position four-way reversing valve (corresponding to three air pressure gears and one closing gear) can be adopted.
In this embodiment, the first pressure regulating valve B and the second pressure regulating valve C are both pressure reducing valves in which the output air pressure is set.
In this embodiment, the quick release valve F is a two-position, three-way valve.
The specific working principle of the control system is divided into the following conditions:
(1) in a default state, the first port a1 of the manual gear switch a is in a closed state, both the second port a2 and the fourth port a4 of the manual gear switch a are communicated with the third port A3 of the manual gear switch a, compressed air in the second port a2 and the fourth port a4 of the manual gear switch a is discharged outwards through the third port A3 of the manual gear switch a, at this time, both the second port a2 and the fourth port a4 of the manual gear switch a have no pressure, compressed air in the second port G2 of the hydraulic control valve G is discharged through an exhaust port of the hydraulic control valve G, and at this time, the second port G2 of the hydraulic control valve G also has no pressure;
(2) when the pilot hydraulic pressure is available, the first port G1 of the pilot control valve G and the second port G2 of the pilot control valve G are communicated, the compressed air enters the second inlet E2 of the second shuttle valve E through the second port G2 of the pilot control valve G, the compressed air passing through the second inlet E2 of the second shuttle valve E is output to the inlet C1 of the second pressure regulating valve C through the fourth port a4 of the manual gear switch a, that is, the first inlet E1 of the second shuttle valve E is not pressurized, the compressed air passing through the second inlet E2 of the second shuttle valve E is output from the outlet C2 of the second pressure regulating valve C to the second inlet D2 of the first shuttle valve D through the set air pressure, the compressed air passing through the second inlet a2 of the manual gear switch a, that is not pressurized through the first inlet 89d 36 of the first shuttle valve D, the outlet D3 of the first shuttle valve D is released to the inlet F1 of the second shuttle valve D through the inlet F85 of the first shuttle valve D, compressed air is output through a control port F2 of the quick release valve F to control the hydraulic auxiliary brake device;
(3) when the first port a1 of the manual gear switch a is communicated with the fourth port A4 and the second port a2 and the third port A3 of the manual gear switch a are communicated, compressed air enters the first air inlet E1 of the second shuttle valve E from the first port a1 of the manual gear switch a via the fourth port A4, compressed air in the second port a2 of the manual gear switch a is discharged from the third port A3, the first port G1 of the pilot valve G and the second port G2 of the pilot valve G are communicated with each other in the presence of pilot hydraulic pressure, compressed air enters the second air inlet E2 of the second shuttle valve E via the second port G2 of the pilot valve G, compressed air enters the first air inlet E1 of the second shuttle valve E from the fourth port a 638 of the manual gear switch a because the first port a1 of the manual gear switch a is communicated with the fourth port a1 of the manual gear switch a, and compressed air enters the two air outlets of the second shuttle valve E via the two compressed air channels E with higher air pressure The compressed air is output to the air inlet C1 of the second pressure regulating valve C, the air outlet C2 of the second pressure regulating valve C outputs the compressed air with set air pressure and enters the second air inlet D2 of the first shuttle valve D, because the second interface A2 of the manual gear switch A has no pressure, namely the first air inlet D1 of the first shuttle valve D has no pressure, at the moment, the air outlet D3 of the first shuttle valve D outputs the compressed air passing through the second air inlet D2 of the first shuttle valve D to the air inlet F1 of the quick release valve F, and the compressed air is output through the control port F2 of the quick release valve F to control the hydraulic auxiliary brake device;
(4) when the first port a1 of the manual gear switch a is communicated with the second port a2, the third port A3 and the fourth port a4 of the manual gear switch a are communicated, compressed air enters the air inlet B1 of the first pressure regulating valve B from the first port a1 of the manual gear switch a via the second port a2, and compressed air in the fourth port a4 of the manual gear switch a is discharged from the third port A3, when the pilot hydraulic pressure is available, the first port G1 of the pilot valve G is communicated with the second port G2 of the pilot valve G, and compressed air enters the second air inlet E2 of the second shuttle valve E via the second port G2 of the pilot valve G, and since the fourth port a4 of the manual gear switch a has no pressure, that is, the first air inlet E1 of the second shuttle valve E has no pressure, the air outlet E3 of the second shuttle valve E will output the compressed air from the air inlet E2 of the second shuttle valve E to the second pressure regulating valve C1 via the air inlet C of the second shuttle valve E, the air outlet C2 of the second pressure regulating valve C outputs compressed air with set air pressure and enters the second air inlet D2 of the first shuttle valve D, the air outlet B2 of the first pressure regulating valve B outputs compressed air with set air pressure and enters the first air inlet D1 of the first shuttle valve D, the path of compressed air with higher air pressure of the compressed air entering from the two air inlets of the first shuttle valve D is output to the air inlet F1 of the quick release valve F through the air outlet D3 of the first shuttle valve D, and the compressed air is output through the control port F2 of the quick release valve F to control the hydraulic auxiliary brake device.
Claims (5)
1. A hydraulic auxiliary brake control system of an explosion-proof trackless rubber-tyred vehicle is characterized by comprising a manual gear switch, a first pressure regulating valve, a second pressure regulating valve, a first shuttle valve, a second shuttle valve, a quick release valve and a hydraulic control valve, wherein a first interface of the manual gear switch is an air inlet connected with compressed air of a vehicle, a second interface of the manual gear switch is connected with an air inlet of the first pressure regulating valve, a third interface of the manual gear switch is an air outlet, a fourth interface of the manual gear switch is connected with a first air inlet of the second shuttle valve, an air outlet of the first pressure regulating valve is connected with a first air inlet of the first shuttle valve, a control interface of the hydraulic control valve is connected with a brake hydraulic circuit, a first interface of the hydraulic control valve is an air inlet connected with the compressed air of the vehicle, a second interface of the hydraulic control valve is connected with a second air inlet of the second shuttle valve, the third interface of the hydraulic control valve is an exhaust port, the air outlet of the second shuttle valve is connected with the air inlet of the second pressure regulating valve, the air outlet of the second pressure regulating valve is connected with the second air inlet of the first shuttle valve, the air outlet of the first shuttle valve is connected with the air inlet of the quick release valve, and the control port of the quick release valve is connected with a hydraulic auxiliary brake device.
2. The hydraulic auxiliary brake control system of an explosion-proof trackless rubber-tyred vehicle of claim 1, characterized in that the hydraulic control valve is a multi-position multi-way reversing valve.
3. The hydraulic auxiliary brake control system of an explosion-proof trackless rubber-tyred vehicle as claimed in claim 1, characterized in that the manual gear switch is a multi-position multi-way directional valve.
4. The hydraulic auxiliary brake control system for an explosion-proof trackless rubber-tyred vehicle as claimed in claim 1, wherein the first pressure regulating valve and the second pressure regulating valve are pressure reducing valves with set output air pressure.
5. The hydraulic auxiliary brake control system of an explosion-proof trackless rubber-tyred vehicle as claimed in claim 1, wherein the quick release valve is a two-position three-way valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210287291.1A CN114802148B (en) | 2022-03-23 | 2022-03-23 | Hydraulic auxiliary braking control system of explosion-proof trackless rubber-tyred vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210287291.1A CN114802148B (en) | 2022-03-23 | 2022-03-23 | Hydraulic auxiliary braking control system of explosion-proof trackless rubber-tyred vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN114802148A true CN114802148A (en) | 2022-07-29 |
| CN114802148B CN114802148B (en) | 2023-08-25 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210287291.1A Active CN114802148B (en) | 2022-03-23 | 2022-03-23 | Hydraulic auxiliary braking control system of explosion-proof trackless rubber-tyred vehicle |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1100374A (en) * | 1994-06-10 | 1995-03-22 | 王庭义 | Controlling system and method for braking apparatus of vehical |
| CN103612626A (en) * | 2013-12-02 | 2014-03-05 | 杭叉集团股份有限公司 | Pneumatic control system of large-tonnage forklift |
| CN110745121A (en) * | 2019-10-25 | 2020-02-04 | 中国煤炭科工集团太原研究院有限公司 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
| CN210760727U (en) * | 2019-08-29 | 2020-06-16 | 山东临工工程机械有限公司 | Automatic gear-breaking system for brake of loader |
| CN211468413U (en) * | 2019-10-25 | 2020-09-11 | 中国煤炭科工集团太原研究院有限公司 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
| CN112026724A (en) * | 2020-09-28 | 2020-12-04 | 徐工集团工程机械股份有限公司科技分公司 | Jointly controllable loader brake system |
| CN112283001A (en) * | 2020-10-28 | 2021-01-29 | 中国煤炭科工集团太原研究院有限公司 | Manual mechanical safety starting device for coal mine underground explosion-proof vehicle |
-
2022
- 2022-03-23 CN CN202210287291.1A patent/CN114802148B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1100374A (en) * | 1994-06-10 | 1995-03-22 | 王庭义 | Controlling system and method for braking apparatus of vehical |
| CN103612626A (en) * | 2013-12-02 | 2014-03-05 | 杭叉集团股份有限公司 | Pneumatic control system of large-tonnage forklift |
| CN210760727U (en) * | 2019-08-29 | 2020-06-16 | 山东临工工程机械有限公司 | Automatic gear-breaking system for brake of loader |
| CN110745121A (en) * | 2019-10-25 | 2020-02-04 | 中国煤炭科工集团太原研究院有限公司 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
| CN211468413U (en) * | 2019-10-25 | 2020-09-11 | 中国煤炭科工集团太原研究院有限公司 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
| CN112026724A (en) * | 2020-09-28 | 2020-12-04 | 徐工集团工程机械股份有限公司科技分公司 | Jointly controllable loader brake system |
| CN112283001A (en) * | 2020-10-28 | 2021-01-29 | 中国煤炭科工集团太原研究院有限公司 | Manual mechanical safety starting device for coal mine underground explosion-proof vehicle |
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| CN114802148B (en) | 2023-08-25 |
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