CN115028101A - Brake control system of crane and crane - Google Patents

Abstract

The application discloses a brake control system of a crane and the crane. The brake control system of the crane comprises a plurality of brake air chamber groups, a brake air path, a control valve group, a brake master cylinder and a controller, wherein the brake air path is connected with the plurality of brake air chamber groups; the control valve group comprises an air inlet and a plurality of branch air outlets, the control valve group is provided with an electric control port and an air control port, and the control valve group acts under the control of the electric control port or the air control port; the brake master cylinder is used for being connected with a brake pedal to output a control signal according to the action of the brake pedal, and comprises an electric signal output port for outputting the electric control signal and an air signal output port for outputting an air control signal; the controller is provided with an input port and an output port, the input port of the controller is connected with an electric signal output port of the master cylinder, the output port of the controller is connected with an electric control port of the control valve group, and an air control port of the control valve group is connected with an air signal output port of the master cylinder. The application improves the braking reliability of the crane.

Description

Brake control system of crane and crane

Technical Field

The application relates to the field of engineering machinery, in particular to a brake control system of a crane and the crane.

Background

The automobile crane belongs to the category of commercial vehicles, needs to meet the standards of road vehicles and other related requirements, and can normally pass on various road conditions. The automobile crane has good maneuverability, but the weight, the length and the number of axles of the whole automobile crane are increased along with the increase of the lifting capacity of the automobile crane, and the defects of the traditional air braking system begin to be highlighted.

Because the whole length of eight bridge cranes is big, the braking control pipeline is long (from the brake pedal of the cab to the braking system at the tail part of the vehicle), the braking response time, the releasing time and the like are difficult to meet, and meanwhile, because the transmission speed of air pressure signals is low, the front axle is braked earlier than the rear axle, the problems of braking nod, poor comfort and the like can occur.

It is noted herein that the statements in this background section merely provide background information related to the present disclosure and may not necessarily constitute prior art.

Disclosure of Invention

The application provides a brake control system of a crane and the crane, so that the brake reliability of the crane is improved.

The present application provides in a first aspect a brake control system for a crane, the crane comprising a plurality of axles, comprising:

the brake air chamber groups are arranged corresponding to the axles, and each brake air chamber group comprises brake air chambers corresponding to two groups of wheels of each axle;

the brake air path is connected with the plurality of brake air chamber groups to supply air to the plurality of brake air chambers;

the control valve group is arranged between the braking air path and the plurality of braking air chamber groups, comprises an air inlet communicated with the braking air path and a plurality of branch air outlets respectively and correspondingly communicated with the plurality of braking air chamber groups, and is provided with an electric control port and an air control port, and the control valve group acts under the control of the electric control port or the air control port to control the on-off of the air inlet and the plurality of branch air outlets;

the brake master cylinder is connected with the brake pedal to output a control signal according to the action of the brake pedal, and comprises an electric signal output port for outputting the electric control signal and an air signal output port for outputting an air control signal; and

the controller is provided with an input port and an output port, the input port of the controller is connected with an electric signal output port of the master cylinder, the output port of the controller is connected with an electric control port of the control valve group, and an air control port of the control valve group is connected with an air signal output port of the master cylinder.

In some embodiments, the control valve group includes at least two control valves including a first control valve for controlling a first portion of the plurality of brake air chamber groups, a second control valve for controlling a second portion of the plurality of brake air chamber groups, and a third control valve for controlling a third portion of the plurality of brake air chamber groups.

In some embodiments, the first control valve comprises a single channel EBS valve.

In some embodiments, the control valve block further comprises an ABS solenoid connected to the first control valve, the ABS solenoid electrically connected to the controller.

In some embodiments, the control valve assembly further includes a relay valve disposed between the ABS solenoid valve and the brake chamber.

In some embodiments, the second control valve comprises a two-way EBS valve; and/or, the third control valve comprises a two-way EBS valve.

In some embodiments, the control valve block further comprises a relay valve disposed between the branch outlet port and the brake chamber; and/or the control valve group further comprises a relay valve arranged between the master cylinder and the brake air chamber.

In some embodiments, the brake control system includes two independently disposed brake air paths, each of the two brake air paths includes a first brake air path and a second brake air path, the first brake air path is connected to a part of the plurality of brake air chamber sets through the control valve set, and the second brake air path is connected to the rest of the plurality of brake air chamber sets through the control valve set.

In some embodiments, the brake control system further includes an air compressor, a multi-way valve, a first air reservoir, and a second air reservoir, the air compressor being connected to the first brake air path and the second brake air path through the multi-way valve, the first air reservoir being disposed on the first brake air path, the second air reservoir being disposed on the second brake air path.

In some embodiments, the brake control system further includes a wheel speed sensor electrically connected to the controller, the wheel speed sensor being configured to detect a wheel speed of at least two of the plurality of axles, and the controller is configured to control the control valve assembly to operate to prevent locking based on the wheel speed detected by the wheel speed sensor.

The second aspect of the application provides a crane, which comprises the brake control system.

Based on the technical scheme provided by the application, the control valve group of the brake control system of the crane can act under the control of an electric signal to control the on-off of the air inlet and the plurality of branch air outlets and can also act under the control of an air signal to control the on-off of the air inlet and the plurality of branch air outlets, so that the dual control of electric control and air control can be realized, and an electric control brake function can be adopted under common working conditions to improve the brake response speed and reduce the brake distance. And the brake control system improves the brake response harmony of the front axle and the rear axle, weakens the vehicle brake 'nodding', and improves the brake comfort. When the electric control brake system fails, the pneumatic control brake system can still normally play a role, the brake performance of the whole crane is ensured, and the brake reliability of the crane is further improved.

Further features of the present application and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which is to be read in connection with the accompanying drawings.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a schematic structural diagram of a brake control system according to an embodiment of the present application.

Fig. 2 is a schematic structural diagram of a brake control system according to another embodiment of the present application.

Fig. 3 is a schematic structural diagram of a brake control system according to another embodiment of the present application.

Fig. 4 is a schematic structural diagram of a brake control system according to another embodiment of the present application.

Fig. 5 is a schematic structural diagram of a brake control system according to another embodiment of the present application.

Fig. 6 is a schematic structural diagram of a brake control system according to another embodiment of the present application.

Fig. 7 is a schematic structural diagram of a brake control system according to another embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the application, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion thereof is not required in subsequent figures.

Spatially relative terms, such as "above … …," "above … …," "above … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial relationship to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is turned over, devices described as "above" or "on" other devices or configurations would then be oriented "below" or "under" the other devices or configurations. Thus, the exemplary term "above … …" can include both an orientation of "above … …" and "below … …". The device may be otherwise variously positioned and the spatially relative descriptors used herein interpreted accordingly.

The automobile crane is a crane which is arranged on a common automobile chassis or a special chassis and can perform multiple actions such as vertical lifting, horizontal carrying and the like within a certain range. The automobile crane has good maneuverability and is widely used.

The truck crane comprises a plurality of axles. Because the number of the axles is large, the length of the whole vehicle is large, if pneumatic braking is simply used, the obvious 'vehicle nodding' phenomenon can be caused because the air pressure signal transmission speed is low and the difference of the response time of the front axle and the rear axle is large, and the comfort level of a braking system is poor.

In order to solve the above problem, the inventor of the embodiments of the present application provides a brake control system for a crane by utilizing the characteristic of fast response of an electric signal. The service brake of the axle of the brake control system of the crane can realize both the pneumatic control brake function and the electric control brake function, so that the electric control brake function can be adopted under common working conditions to improve the brake response speed and reduce the brake distance. And the brake control system improves the brake response harmony of the front axle and the rear axle, weakens the vehicle brake 'nodding', and improves the brake comfort. When the electric control brake system fails, the pneumatic control brake system can still normally play a role, the brake performance of the whole crane is ensured, and the brake reliability of the crane is further improved.

Referring to fig. 1 to 7, a brake control system of a crane according to an embodiment of the present disclosure includes a plurality of brake air chamber groups, a brake air path, a control valve group, a master cylinder 1, and a controller 21.

The brake air chamber groups are arranged corresponding to the axles. Each brake chamber group includes brake chambers corresponding to the two sets of wheels of each axle. In particular, each set of wheels may include either one wheel or two wheels. Each group of wheels can be correspondingly provided with one brake chamber or two brake chambers.

The brake air path is connected with the plurality of brake air chamber groups to supply air to the plurality of brake air chambers. The control valve group is arranged between the brake air path and the plurality of brake air chamber groups. The control valve group comprises an air inlet communicated with the brake air path and a plurality of air outlets correspondingly communicated with the brake air chamber groups respectively. The control valve set has an electrical control port and an air control port. The control valve group acts under the control of the electric control port or the air control port to control the on-off of the air inlet and the plurality of branch air outlets.

The master cylinder 1 is used in connection with a brake pedal to output a control signal according to the actuation of the brake pedal. And the master cylinder 1 includes an electric signal output port for outputting an electric control signal and an air signal output port for outputting an air control signal.

The controller 21 has an input port and an output port. An input port of the controller 21 is connected with an electric signal output port of the master cylinder 1, an output port of the controller 21 is connected with an electric control port of the control valve group, and an air control port of the control valve group is connected with an air signal output port of the master cylinder 1.

Referring to fig. 1, the crane includes a first axle 100, a second axle 200, a third axle 300, a fourth axle 400, a fifth axle 500, a sixth axle 600, a seventh axle 700, and an eighth axle 800. That is, the crane of this embodiment includes eight axles. In accordance therewith, the brake control system of the crane then comprises eight brake air chamber groups arranged in correspondence with the eight axles. The third axle 300 exemplarily shown in fig. 1 corresponds to a brake chamber group including two brake chambers a disposed corresponding to two wheels of the third axle 300. The brake air path is connected with the brake air chambers to supply air to the plurality of brake air chambers.

Fig. 1 shows an exemplary control valve group comprising a first control valve 41, a second control valve 42 and a third control valve 43. The first control valve 41 is used for controlling air supply of the brake chambers of the brake chamber group corresponding to the first axle 100, the second axle 200 and the fifth axle 500. The second control valve 42 is used to control the air supply to the brake chambers of the brake chamber group corresponding to the third axle 300 and the fourth axle 400. The third control valve 43 is used for controlling air supply to the brake chambers of the brake chamber group corresponding to the sixth axle 600, the seventh axle 700, and the eighth axle 800.

However, in other embodiments not shown in the drawings, an integrated control valve set may be directly provided, and the control valve set includes an air inlet communicated with the brake air path and a plurality of air outlets respectively communicated with the plurality of brake air chamber sets. The control valve block has an electrical control port and an air control port. The control valve group acts under the control of the electric control port or the air control port to control the on-off of the air inlet and the plurality of branch air outlets.

The master cylinder 1 is used in connection with a brake pedal to output a control signal according to the actuation of the brake pedal. And the master cylinder 1 comprises an electric signal output port for outputting an electric control signal and two gas signal output ports for outputting a gas control signal, wherein the two gas signal output ports comprise a first gas signal output port and a second gas signal output port, the first gas signal output port is used for controlling a first brake gas path, and the second gas signal output port is used for controlling a second brake gas path.

The controller 21 has an input port and an output port. An input port of the controller 21 is connected with an electric signal output port of the master cylinder 1, an output port of the controller 21 is connected with an electric control port of the control valve group, and an air control port of the control valve group is connected with an air signal output port of the master cylinder 1.

The control valve group of the brake control system of the crane provided by the embodiment of the application can act under the control of the electric signal to control the on-off of the air inlet and the plurality of branch air outlets and can also act under the control of the air signal to control the on-off of the air inlet and the plurality of branch air outlets, so that the dual control of electric control and air control can be realized, and an electric control brake function can be adopted under a common working condition to improve the brake response speed and reduce the brake distance. And the brake control system improves the brake response harmony of the front axle and the rear axle, weakens the vehicle brake 'nodding', and improves the brake comfort. When the electric control brake system fails, the pneumatic control brake system can still normally play a role, the brake performance of the whole crane is ensured, and the brake reliability of the crane is further improved.

The structure and operation of the brake control system of the crane according to various embodiments of the present application will be described in detail with reference to fig. 1 to 7.

As shown in fig. 1, in some embodiments, the set of control valves includes at least two control valves. The at least two control valves include a first control valve 41, a second control valve 42, and a third control valve 43. The first control valve 41 is used to control a first part of the plurality of brake chamber groups, the second control valve 42 is used to control a second part of the plurality of brake chamber groups, and the third control valve 43 is used to control a third part of the plurality of brake chamber groups.

Specifically, the control valve group includes a first control valve 41, a second control valve 42, and a third control valve 43. The first control valve 41 is used for controlling air supply of brake chambers of the brake chamber group corresponding to the first axle 100, the second axle 200 and the fifth axle 500. The second control valve 42 is used to control the air supply to the brake chambers of the brake chamber group corresponding to the third axle 300 and the fourth axle 400. The third control valve 43 is used for controlling air supply to the brake chambers of the brake chamber group corresponding to the sixth axle 600, the seventh axle 700, and the eighth axle 800.

In the present embodiment, the first control valve 41 comprises a single-channel EBS valve.

In this embodiment, the second control valve comprises a two-way EBS valve. And the third control valve comprises a two-way EBS valve.

The broken line in fig. 1 shows the electrical connection relationship of the brake control system of the present embodiment. The electrical connection and control logic of the brake control system of the embodiment of fig. 1 will be described in detail below.

The controller 21, the master cylinder 1, the first control valve 41, the second control valve 42, the third control valve 43, the ABS solenoid valve 81, the ABS solenoid valve 82, the second-axle wheel speed sensors 31, 32, the fourth-axle wheel speed sensors 33, 34, and the eighth-axle wheel speed sensors 35, 36 are electrically connected. The controller 21 receives an input signal, the master cylinder 1 transmits a signal of a brake pedal to the controller 21, and at the same time, the axle wheel speed sensors 31, 32, 33, 34, 35, 36 transmit wheel speed signals to the controller 21 through the control valves 41, 42, 43, and the controller 21 also receives air pressure signals from the control valves 41, 42, 43 (wherein the third control valve 43 transmits a signal to the controller 21 through the second control valve 42); the controller 21 outputs control signals, the controller 21 is directly connected with the first control valve 41, the second control valve 42, the ABS solenoid valve 81 and the ABS solenoid valve 82, the third control valve 43 is indirectly connected with the controller 21 by connecting the second control valve 42, and the actions are controlled by the output signals of the controller 21. The first control valve 41 is connected to the wheel speed sensors 31, 32 of the second axle 200, the second control valve 42 is connected to the wheel speed sensors 33, 34 of the fourth axle 400, and the third control valve 43 is connected to the wheel speed sensors 35, 36 of the eighth axle.

When a driver steps on the brake pedal, the master cylinder 1 converts a displacement signal of the brake pedal into an electric signal and transmits the electric signal to the controller 21. The controller 21 outputs electrical signals to control the operations of the first control valve 41, the second control valve 42, the third control valve 43 and the ABS solenoid valves 81 and 82, so as to electrically control the service braking system. Further, when emergency braking occurs, the controller 21 can prejudge the intention of the driver according to a speed signal of the driver for stepping on the pedal, and actively implement braking in advance, so as to ensure the safety of the emergency braking. For example, when the speed of the brake pedal is greater than the set value, the controller 21 actively applies braking in advance when the displacement of the brake pedal does not reach the set value.

Meanwhile, the wheel speed sensors 31, 32, 33, 34, 35, 36 acquire wheel speed signals and transmit the wheel speed signals to the controller 21 through the first control valve 41, the second control valve 42, and the third control valve 43, respectively, and the controller 21 controls the first control valve 41, the second control valve 42, the third control valve 43, and the ABS solenoid valves 81 and 82, thereby preventing the tires from locking.

Fig. 1 is a solid line showing the pneumatic connection relationship of the brake control system of the present embodiment. The following describes the air path connection and control logic of the brake control system of the embodiment of fig. 1 in detail.

The air compressor 10, the dryer 11 and the multi-way valve 12 are connected in sequence, and the multi-way valve 12 is connected with the first brake air path and the second brake air path. The first brake air path is provided with a first air cylinder 13, and the second brake air path is provided with a second air cylinder 14. The first air cylinder 13 is connected to the second control valve 42, the third control valve 43, the relay valve 71 and the relay valve 72, and the first air cylinder 13 supplies air to the second control valve 42, the third control valve 43 and the relay valves 71 and 72. The second air cylinder 14 supplies air to the first control valve 41, the relay valve 73, the relay valve 74, and the relay valve 75. The first air cylinder 13 and the second air cylinder 14 simultaneously supply air to the master cylinder 1, wherein the first air cylinder is connected with a first air inlet of the master cylinder 1 through an air path, and the second air cylinder is connected with a second air inlet of the master cylinder 1 through an air path. A second air outlet channel of the master cylinder 1 controls a first control valve 41; the first outlet passage controls the second control valve 42 and the third control valve 43. The first control valve 41 supplies air to the ABS solenoid valves 81 and 82 and the relay valve 75, but the ABS solenoid valves 81 and 82 are specifically controlled to operate electrically by the controller 21; further, the ABS solenoid valves 81 and 82 control the relay valves 73 and 74, respectively, and the brake air chamber group of the second axle 200, and the relay valves 73 and 74 further control the brake air chamber group of the first axle 100, respectively; the relay valves 75 control the brake chamber groups of the fifth axle 500, respectively. The second control valve 42 controls the brake air chamber groups of the third and fourth axles 300 and 400. The third control valve 43 controls the relay valves 71 and 72, the brake cylinder group of the eighth axle 800; further, relay valves 71 and 72 control the brake chamber groups of sixth and seventh axles 600 and 700, respectively.

In this embodiment, in order to increase the number of the first control valve 41 and the ABS solenoid valve control axle (or brake chamber), the ABS solenoid valve air outlet does not directly control the brake chamber, but controls the relay valve, and the relay valve in turn controls the inflation/deflation of the brake chamber.

When the driver does not step on the brake pedal, the air pressure values of the air outlet of the master cylinder 1, the control ports of the first control valve 41, the second control valve 42 and the third control valve 43 are all zero, the air pressure of each bridge brake air chamber is zero, and at the moment, the brake system does not work.

When a driver steps on a brake pedal, air is filled at an air outlet of the master cylinder 1, and the first control valve 41, the second control valve 42 and the third control valve 43 are correspondingly opened; furthermore, each relay valve is opened to supply air to each bridge brake air chamber to implement braking. In the braking process, when the controller judges that the left side or right side wheel of a certain axle or certain axles has a locking tendency according to the wheel rotating speed signal input by the wheel speed sensor, the controller controls the power-on and power-off states of the ABS electromagnetic valves 81 and 82 or the second control valve 42 and the third control valve 43 at the certain axle or certain axles, so that the magnitude of the braking force is controlled, the anti-lock function of the vehicle is realized, and the braking force is ensured to be at a higher level; when the controller judges that the vehicle has no locking risk, the ABS electromagnetic valve does not work and can be regarded as a through passage.

In summary, the specific functions of each axle of the embodiment of the present application are different, and specifically, all axles have a pneumatic control braking function; except for the fifth axle 500, the other axles have an electric control braking function. The wheel speed sensors are respectively arranged on the second axle 200, the fourth axle 400 and the eighth axle 800, so that the second axle 200, the fourth axle 400 and the eighth axle 800 are anti-lock direct control axles, the first axle 100, the third axle 300, the sixth axle 600 and the seventh axle 700 are anti-lock indirect control axles, and the fifth axle 500 is a non-anti-lock control axle; meanwhile, the first axle 100 and the second axle 200 are synchronously controlled by anti-lock, the third axle 300 and the fourth axle 400 are synchronously controlled by anti-lock, and the sixth axle 600, the seventh axle 700 and the eighth axle 800 are synchronously controlled by anti-lock.

In some embodiments, the control valve block further comprises an ABS solenoid connected to the first control valve 41, the ABS solenoid being electrically connected to the controller.

In some embodiments, the control valve assembly further includes a relay valve disposed between the branch outlet port and the brake chamber. Specifically, as shown in fig. 1, an ABS solenoid valve 81 and an ABS solenoid valve 82 are connected to the brake chambers through relay valves 73 and 74, respectively. That is, the ABS solenoid valve does not directly control the brake chamber, but controls the charging and discharging of the brake chamber by controlling the relay valve action. As further shown in fig. 1, the third control valve 43 is also connected to the brake chamber via a relay valve 71 and a relay valve 72.

In some embodiments, the brake control system includes two independently disposed brake air paths, each of the two brake air paths includes a first brake air path and a second brake air path, the first brake air path is connected to a part of the plurality of brake air chamber sets through the control valve set, and the second brake air path is connected to the rest of the plurality of brake air chamber sets through the control valve set.

Specifically, as shown in fig. 1, the first brake air channel is used to connect with the brake air chambers of the third axle 300, the fourth axle 400, and the sixth axle 600, the seventh axle 700, and the eighth axle 800. The second brake air path is used for connecting with the brake air chambers of the first axle 100, the second axle 200 and the fifth axle 500.

The first brake gas path totally controls 10 brake chambers, the second brake gas path totally controls 6 brake chambers, and the number of the chambers is equal; when each loop acts independently, the braking capacity is equivalent; when any one brake circuit fails, the residual brake capacity of the brake circuit can be ensured to exert a higher level. Moreover, the axles controlled by the first braking air path and the second braking air path are inserted from front to back, so that each loop can control one part of the front axle (one axle, two axles, three axles and four axles), and then one part of the rear axle (five axles, six axles, seven axles and eight axles) can be better utilized to better utilize the adhesive force between the front axle and the rear axle and the ground.

In some embodiments, the brake control system further includes an air compressor 10, a multiplex valve 12, a first air reservoir 13, and a second air reservoir 14. The air compressor 10 is connected with a first braking air path and a second braking air path through a multi-way valve 12, a first air cylinder 13 is arranged on the first braking air path, and a second air cylinder 14 is arranged on the second braking air path.

As shown in fig. 2, to increase the number of control axles (or brake chambers) of the third control valve 43, the air outlet thereof does not directly control the brake chambers, but controls the relay valve, which in turn controls the inflation and deflation of the brake chambers. Specifically, as shown in FIG. 2, in another alternative embodiment, unlike the embodiment shown in FIG. 1, the brake chamber of its sixth axle 600 is indirectly controlled by the third control valve 43 through the relay valves 71 and 72, while the brake chamber of its seventh axle 700 is directly controlled by the third control valve.

In another alternative embodiment, as shown in fig. 3, the first brake air path is used for service braking of three axles, namely, a third axle, a fourth axle and a fifth axle; further, the third and fourth axles are controlled by the second control valve 42 via relay valves 73 and 74, and the fifth axle is directly controlled by the second control valve 42. The second brake air path is used for braking the service of five axles including the first axle, the second axle, the sixth axle, the seventh axle and the eighth axle; further, the first and second axles are directly controlled by the first control valve 41, the ABS solenoid valves 81 and 82, the sixth and seventh axles are controlled by the second control valve 43 via the relay valves 71, 72, and the eighth axle is directly controlled by the third control valve 43.

In another alternative embodiment, as shown in fig. 4, the first brake air path is used for service braking of four axles including the third axle, the fourth axle, the fifth axle and the sixth axle. Further, the third and fourth axles are controlled by the second control valve 42 via relay valves 73, 74, and the fifth and sixth axles are controlled by the second control valve 42 via relay valves 71, 72. The second brake air path comprises service brakes of four axles including the first axle, the second axle, the seventh axle and the eighth axle. Further, the first and second axles are directly controlled by the first control valve 41 and the ABS solenoid valves 81 and 82, and the seventh and eighth axles are directly controlled by the third control valve 43.

In another alternative embodiment, as shown in fig. 5, the first brake air passage is used for service braking of five axles, namely, the second axle, the third axle, the sixth axle, the seventh axle and the eighth axle. Further, the second and third axles are directly controlled by the second control valve 42, the sixth and seventh axles are directly controlled by the fourth control valve 44 and the relay valves 71 and 72, and the eighth axle is directly controlled by the fourth control valve 44. The second brake air path is used for braking the service of three axles including the first axle, the fourth axle and the fifth axle. Further, the first axle is directly controlled by the first control valve 41 and the ABS solenoid valves 81 and 82, and the fourth axle and the fifth axle are directly controlled by the third control valve 43.

In the present embodiment, the control valve group includes a first control valve 41, a second control valve 42, a third control valve 43 and a fourth control valve 44, wherein the first control valve 41 is a single-channel EBS valve, and the second control valve 42, the third control valve 43 and the fourth control valve 44 are dual-channel EBS valves.

In another alternative embodiment, as shown in fig. 6, the first braking air channel is used for service braking of four axles, namely, the fifth axle, the sixth axle, the seventh axle and the eighth axle; further, the fifth and sixth axles are controlled by the second control valve 42 and the relay valves 73 and 74, respectively, and the seventh and eighth axles are controlled by the second control valve 42 and the relay valves 71 and 72, respectively. The second brake air path is used for braking the service of four axles including the first axle, the second axle, the third axle and the fourth axle; further, the first and second axles are controlled by the first control valve 41 and the ABS solenoid valves 81 and 82, the third axle is controlled by the first control valve 41 and the relay valve 76, and the fourth axle is controlled by the first control valve 41 and the relay valve 75. In the present embodiment, the control valve group includes a first control valve 41 and a second control valve 42.

In another alternative embodiment, as shown in fig. 7, the crane includes nine axles. In contrast to the exemplary embodiment shown in fig. 1, the first control valve 41 controls the brake chambers of the third axle 300 via the relay valve 73, and the second outlet of the master cylinder 1 controls the brake chambers of the sixth axle 600 via the relay valve 76. In other embodiments, however, the second air outlet of the master cylinder 1 may also directly control the brake chamber of the sixth axle 600.

It should be noted that, in the embodiment shown in fig. 1, the specific electrical connections between the controller 21 and other components are shown by dashed lines. The embodiments shown in fig. 2-7 show the electrical connections in a simplified manner, but can be understood with reference to fig. 1.

The embodiment of the application further provides a crane which comprises the brake control system of each embodiment.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present application and not to limit it; although the present application has been described in detail with reference to preferred embodiments, those of ordinary skill in the art will understand that: modifications to the specific embodiments of the application or equivalent replacements of some of the technical features may still be made; without departing from the spirit of the claims, it is intended to cover all modifications within the scope of the claims.

Claims (11)

1. A brake control system for a crane, the crane including a plurality of axles, comprising:

the brake air chamber groups are arranged corresponding to the axles, and each brake air chamber group comprises brake air chambers arranged corresponding to the two groups of wheels of each axle;

the brake air path is connected with the plurality of brake air chamber groups to supply air to the plurality of brake air chambers;

the control valve group is arranged between the brake air path and the plurality of brake air chamber groups, the control valve group comprises an air inlet communicated with the brake air path and a plurality of branch air outlets respectively communicated with the plurality of brake air chamber groups correspondingly, the control valve group is provided with an electric control port and an air control port, and the control valve group acts under the control of the electric control port or the air control port to control the on-off of the air inlet and the plurality of branch air outlets;

the brake system comprises a master cylinder, a brake pedal, a gas signal output port and a control signal output port, wherein the master cylinder is used for being connected with the brake pedal to output a control signal according to the action of the brake pedal, and comprises an electric signal output port for outputting an electric control signal and a gas signal output port for outputting a gas control signal; and

the controller is provided with an input port and an output port, the input port of the controller is connected with the electric signal output port of the master cylinder, the output port of the controller is connected with the electric control port of the control valve group, and the air control port of the control valve group is connected with the air signal output port of the master cylinder.

2. The crane brake control system of claim 1, wherein the set of control valves includes at least two control valves, the at least two control valves including a first control valve for controlling a first subset of the plurality of brake chamber sets, a second control valve for controlling a second subset of the plurality of brake chamber sets, and a third control valve for controlling a third subset of the plurality of brake chamber sets.

3. The brake control system of a crane of claim 2, wherein the first control valve comprises a single-channel EBS valve.

4. The brake control system of a crane of claim 3, wherein the control valve block further comprises an ABS solenoid valve connected to the first control valve, the ABS solenoid valve being electrically connected to the controller.

5. The brake control system of a crane of claim 4, wherein the control valve set further comprises a relay valve disposed between the ABS solenoid valve and a brake chamber.

6. The brake control system of a crane of claim 2, wherein the second control valve comprises a two-way EBS valve; and/or, the third control valve comprises a two-way EBS valve.

7. The brake control system for a crane according to claim 1, wherein the control valve group further comprises a relay valve disposed between the branch outlet and the brake chamber; and/or the control valve group further comprises a relay valve arranged between the master cylinder and the brake air chamber.

8. The brake control system of a crane according to any one of claims 1 to 7, wherein the brake control system comprises two independently provided brake air paths, the two brake air paths include a first brake air path and a second brake air path, the first brake air path is in air connection with a part of the plurality of brake air chamber groups through the control valve group, and the second brake air path is in air connection with the rest of the plurality of brake air chamber groups through the control valve group.

9. The brake control system of a crane according to claim 8, further comprising an air compressor, a multi-way valve, a first air cylinder, and a second air cylinder, wherein the air compressor is connected to the first brake air path and the second brake air path through the multi-way valve, the first air cylinder is disposed on the first brake air path, and the second air cylinder is disposed on the second brake air path.

10. The brake control system of crane according to any one of claims 1 to 7, further comprising a wheel speed sensor electrically connected to the controller, the wheel speed sensor being configured to detect a wheel speed of at least two axles of the plurality of axles, the controller controlling the control valve set to act to prevent locking according to the wheel speed detected by the wheel speed sensor.

11. A crane comprising a brake control system as claimed in any one of claims 1 to 10.

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