CN115520166A - Multifunctional self-walking trailer braking system - Google Patents

Abstract

The invention discloses a multifunctional self-walking trailer braking system, relates to the technical field of trailers, and solves the technical problem that braking of a multifunctional trailer cannot be met in the related technology. The system comprises a first air source interface group, a second air source interface group, a first emergency relay valve, a first relay valve, a service brake electromagnetic valve, a second emergency relay valve, a three-way ball valve, a five-port two-position electromagnetic valve, a pneumatic control reversing valve, four double-cavity brake air chambers, four second relay valves, a quick release valve, four protection valves and four air storage devices. This system has train mode, the tractor is at the preceding from walking mode and the tractor is at the back from walking mode, and the braking difficult problem of walking the trailer is solved to one-stop formula, leads to the malfunctioning risk of brake because of leaking gas through four guarantor valves effectively to reduce the vehicle, can avoid producing great incident after breaking or breaking because of the gas circuit between tractor and the trailer through urgent relay valve.

Description

Multifunctional self-walking trailer braking system

Technical Field

The invention relates to the technical field of trailers, in particular to a multifunctional self-walking trailer braking system.

Background

The conventional trailer can only run on a smooth road surface with a small gradient and a large turning radius, trailer derivatives with functions of boosting, jacking, descending, steering, driving and the like are gradually developed for road surfaces with a long steep slope, a small turning radius and poor road conditions, and the heavy trailers with special functions are mainly applied to the fields of aerospace, weaponry and boat transportation at present.

The traditional semitrailer is connected with the semitrailer and the tractor into a whole through a saddle, and the semitrailer is generally a driven device and only has the functions of braking and steering. For example, the braking of the tow bar trailer is realized through an air path between the tow bar trailer and the towing vehicle, and the main air source and the control air source are provided by the towing vehicle. Therefore, the traditional semitrailer braking system cannot meet the braking requirement of the multifunctional trailer.

Disclosure of Invention

The application provides a multi-functional trailer braking system of walking certainly has solved the technical problem that can't satisfy the braking of multi-functional trailer among the correlation technique.

The application provides a multifunctional self-walking trailer braking system which comprises a first air source interface group, a second air source interface group, a first emergency relay valve, a first relay valve, a traveling braking electromagnetic valve, a second emergency relay valve, a three-way ball valve, a five-port two-position electromagnetic valve, a pneumatic control reversing valve, four double-cavity braking air chambers, four second relay valves, a quick release valve, four protection valves and four air storage devices, wherein the first air source interface group is connected with the first air source interface group; an air inlet of the first emergency relay valve is connected with an R port of the first air source interface group, a control port of the first emergency relay valve is connected with a Y port of the first air source interface group, a control output port of the first emergency relay valve, an air inlet of the first relay valve, an air inlet of the service brake electromagnetic valve, a control output port of the second emergency relay valve, a first air port of the three-way ball valve, a second air port of the five-port two-position electromagnetic valve, a second air port of the pneumatic control reversing valve and an air inlet of the four-way protective valve are connected with each other, a main output port of the first emergency relay valve, a main output port of the second emergency relay valve, an air outlet of the service brake electromagnetic valve and a control port of the first relay valve are connected with each other, a Y port of the second air source interface group is connected with a control port of the second emergency relay valve, the R port of the second air source interface group, the air inlet of the second emergency relay valve, the third air port of the three-way ball valve and the control port of the pneumatic control reversing valve are connected with each other, the fourth air port of the pneumatic control reversing valve is connected with the third air port of the five-port two-position electromagnetic valve, the fifth air port of the five-port two-position electromagnetic valve is connected with the first air port of the quick release valve, the four protective valves are connected with four air storage devices, the four second relay valves and the four double-cavity brake air chambers are sequentially connected according to a single air storage device, a single second relay valve and a single double-cavity brake air chamber, the air outlet of the first relay valve, the second air port of the quick release valve and the control ports of all the second relay valves are connected with each other, and the third air ports of the quick release valve are connected with all the double-cavity brake air chambers; when the three-way ball valve is at the left position, the first air port is communicated with the third air port, the second air port is disconnected, and when the three-way ball valve is at the right position, the first air port is disconnected, and the second air port is communicated with the third air port; when the five-port two-position electromagnetic valve is at the left position, the first air port is disconnected, the second air port is communicated with the fourth air port, the third air port is communicated with the fifth air port, and when the five-port two-position electromagnetic valve is at the right position, the first air port is communicated with the fourth air port, the second air port is communicated with the fifth air port, and the third air port is disconnected; when the pneumatic control reversing valve is in the left position, the first air port is communicated with the fourth air port, the second air port is communicated with the fifth air port, and the third air port is disconnected.

In some embodiments, the multi-function self-walking trailer brake system further comprises a first shuttle valve and a second shuttle valve; the main output port of first emergency relay valve, the main output port of second emergency relay valve, service brake solenoid valve's gas outlet and the control port of first relay valve are interconnect, include: the main output port of the first emergency relay valve is connected with one inlet of the second shuttle valve, the main output port of the second emergency relay valve is connected with the other inlet of the second shuttle valve, the outlet of the second shuttle valve is connected with one inlet of the first shuttle valve, the other inlet of the first shuttle valve is connected with the air outlet of the service brake solenoid valve, and the outlet of the first shuttle valve is connected with the control port of the first relay valve.

In some embodiments, the multi-function self-propelled trailer braking system further comprises a manual pressure regulating valve; the outlet of the first shuttle valve is connected with the control port of the first relay valve, and the device comprises: the outlet of the first shuttle valve, the manual pressure regulating valve and the control port of the first relay valve are sequentially connected.

In some embodiments, the multi-function self-walking trailer braking system further comprises a third shuttle valve; the R mouth of second air supply interface group, the air inlet of second urgent relay valve, the third gas port of three-way ball valve and the control mouth homogeneous interconnect of gas accuse switching-over valve include: the R port of the second air source interface group, the air inlet of the second emergency relay valve and one inlet of a third shuttle valve are connected with each other, the other inlet of the third shuttle valve is connected with a third air port of the three-way ball valve, and the outlet of the third shuttle valve is connected with the control port of the air-operated reversing valve.

In some embodiments, the first air supply interface set is disposed at a front end of the trailer and the second air supply interface set is disposed at a rear end of the trailer.

In some embodiments, the first relay valve and the second relay valve are both proximate to the dual chamber brake chamber.

In some embodiments, the multi-function self-propelled trailer brake system further comprises a check valve; the control output port of first emergency relay valve, the air inlet of first relay valve, service brake solenoid valve's air inlet, the control output port of second emergency relay valve, the first gas port of three-way ball valve, the second gas port of five mouthful of two-position solenoid valves, the second gas port of gas accuse switching-over valve and the air inlet of four guarantor valves all interconnect includes: the control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake electromagnetic valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the air inlet of the four-port two-position electromagnetic valve and the air outlet of the one-way valve are connected with each other, and the air inlet of the one-way valve, the second air port of the five-port two-position electromagnetic valve and the second air port of the pneumatic control reversing valve are connected with each other.

In some embodiments, the multi-function self-propelled trailer brake system further comprises a push-button control valve; the fifth gas port of five two-position solenoid valves is connected with the first gas port of the quick release valve, and the five two-position solenoid valves comprise: the fifth air port of the five-port two-position electromagnetic valve, the push-button control valve and the first air port of the quick release valve are connected in sequence.

In some embodiments, the R and Y ports of the first air supply interface set and the R and Y ports of the second air supply interface set are configured with air filters.

In some embodiments, the gas storage device is fitted with an automatic water drain valve.

The beneficial effects of this application are as follows: the multifunctional self-walking trailer braking system is provided, and has a train working mode, a tractor-front self-walking working mode and a tractor-rear self-walking working mode by regulating and controlling a three-way ball valve, a pneumatic control reversing valve and a five-port two-position electromagnetic valve, so that the braking problem of the self-walking trailer is solved in a one-stop manner; the four-protection valve arranged on the main gas path can effectively reduce the risk of brake failure caused by gas leakage of the vehicle and improve the reliability of the vehicle; the first emergency relay valve and the second emergency relay valve which are arranged on the main air path can avoid major safety accidents caused by the disconnection or breakage of the air path between the tractor and the trailer, ensure the safety of vehicles and personnel to the maximum extent and improve the safety of the vehicles; the interface positions and the number of the interfaces can be arranged according to actual conditions from the reserved expansion interfaces in the walking braking mode, so that the universality and the compatibility are better; the components and parts adopted by the system are mature products, the system is widely applied to various vehicle braking systems, the reliability of the system is high, and the actual verification is obtained.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention.

FIG. 1 is a general schematic diagram of a multi-function self-propelled trailer brake system as provided herein;

FIG. 2 is a schematic diagram of a multi-functional self-propelled trailer brake system provided by the present application in a train mode;

FIG. 3 is a schematic diagram of the multi-functional self-propelled trailer brake system provided herein in a self-propelled mode with the tractor in front;

FIG. 4 is a schematic diagram of the multi-functional self-propelled trailer brake system provided herein in a self-propelled mode with the tractor behind;

FIG. 5 is a detailed schematic diagram of the ports of the first relay valve, the second emergency relay valve, the three-way ball valve, the five-port two-position solenoid valve, the pneumatic operated directional valve and the quick release valve of FIG. 1.

The attached drawings are marked as follows: 1-an air filter, 2-a first emergency relay valve, 3-a first relay valve, 4-a manual pressure regulating valve, 5-a traveling brake solenoid valve, 6-a second emergency relay valve, 7-a three-way ball valve, 8-a one-way valve, 9-a button control valve, 10-a five-port two-position solenoid valve, 11-an air control reversing valve, 12-a dual-cavity brake air chamber, 13-a second relay valve, 14-a quick release valve, 15-a four-protection valve, 16-an air storage device, 17-a first shuttle valve, 18-a second shuttle valve, 19-a third shuttle valve, 100-a first air source interface group and 200-a second air source interface group.

Detailed Description

Example 1

Referring to fig. 1 to 5, the present embodiment provides a multifunctional self-propelled trailer braking system, which includes a first air source interface set 100, a second air source interface set 200, a first emergency relay valve 2, a first relay valve 3, a service braking electromagnetic valve 5, a second emergency relay valve 6, a three-way ball valve 7, a five-port two-position electromagnetic valve 10, an air-controlled directional valve 11, four dual-chamber braking air chambers 12, four second relay valves 13, a quick release valve 14, a four protection valve 15, and four air storage devices 16.

Referring to fig. 1, the first source port set 100 and the second source port set 200 each include a main source port R and a control source port Y. An air inlet of the first emergency relay valve 2 is connected with an R port of a first air source interface group 100, a control port of the first emergency relay valve 2 is connected with a Y port of the first air source interface group 100, a control output port of the first emergency relay valve 2, an air inlet of the first relay valve 3, an air inlet of a service brake electromagnetic valve 5, a control output port of a second emergency relay valve 6, a first air port of a three-way ball valve 7, a second air port of a five-port two-position electromagnetic valve 10, a second air port of an air control reversing valve 11 and an air inlet of a four-way protective valve 15 are mutually connected, a main output port of the first emergency relay valve 2, a main output port of the second emergency relay valve 6, an air outlet of the service brake electromagnetic valve 5 and a control port of the first relay valve 3 are mutually connected, a Y port of a second air source interface group 200 is connected with a control port of the second emergency relay valve 6, the R port of the second air source interface group 200, the air inlet of the second emergency relay valve 6, the third air port of the three-way ball valve 7 and the control port of the pneumatic control reversing valve 11 are all connected with each other, the fourth air port of the pneumatic control reversing valve 11 is connected with the third air port of the five-port two-position electromagnetic valve 10, the fifth air port of the five-port two-position electromagnetic valve 10 is connected with the first air port of the quick release valve 14, the four protective valves 15 are all connected with the four air storage devices 16, the four second relay valves 13 and the four dual-chamber brake air chambers 12 are sequentially connected according to the single air storage device 16, the single second relay valve 13 and the single dual-chamber brake air chamber 12, the air outlet of the first relay valve 3, the second air port of the quick release valve 14 and the control ports of all the second relay valves 13 are all connected with each other, and the third air port of the quick release valve 14 is connected with all the dual-chamber brake air chambers 12.

Referring to fig. 1 and 5, when the three-way ball valve 7 is in the left position, the first air port is communicated with the third air port, the second air port is disconnected, and when the three-way ball valve is in the right position, the first air port is disconnected, and the second air port is communicated with the third air port.

Referring to fig. 1 and 5, when the five-port two-position solenoid valve 10 is at the left position, the first port is disconnected, the second port is communicated with the fourth port, the third port is communicated with the fifth port, and when the five-port two-position solenoid valve is at the right position, the first port is communicated with the fourth port, the second port is communicated with the fifth port, and the third port is disconnected.

Referring to fig. 1 and 5, when the pneumatic control directional valve 11 is at the left position, the first air port is communicated with the fourth air port, the second air port is communicated with the fifth air port, and the third air port is disconnected, and when the pneumatic control directional valve is at the right position, the first air port is disconnected, the second air port is communicated with the fourth air port, and the third air port is communicated with the fifth air port.

More than, the multi-functional self-walking trailer braking system that this embodiment provided has train mode of operation, tractor in the front from the mode of operation of walking and the tractor behind from the mode of operation of walking, and the braking difficult problem of self-walking trailer is solved to one-stop formula.

Referring to fig. 1 and 2, fig. 2 omits non-functional components compared to fig. 1. In fig. 2, the connecting lines between the components represent a main air supply when they are solid lines, a service brake air path when they are broken lines, and a parking brake air path when they are dot-dash lines. In the train mode, the tractor is in front and rigidly connected with the trailer through a traction rod or a saddle, and the vehicle can run on the highway at high speed. In the train working mode, the three-way ball valve 7 is in the right position in fig. 1; at this time, no control gas is input, and the pneumatic control reversing valve 11 is positioned at the right position in the figure 1; at this time, the five-port two-position electromagnetic valve 10 does not affect the parking brake of the vehicle whether being powered or not.

Referring to fig. 1 and 3 in conjunction with the previous self-walking operation mode of the tractor, fig. 3 omits non-functional components compared to fig. 1. In fig. 3, the connecting lines between the components represent a main air supply when they are solid lines, a service brake air passage when they are broken lines, and a parking brake air passage when they are dot-dash lines. In the self-walking working mode of the tractor in front, the tractor is in front and separated from a trailer traction rod or a saddle, and only a gas circuit nylon pipe needs to be connected, so that the tractor is flexibly connected with the trailer. In the previous self-walking mode of operation of the tractor, the control air supply for the trailer can be provided by the tractor or by a small mobile station. At this time, the three-way ball valve 7 is in the left position in fig. 1; with the control gas input, the pneumatic control reversing valve 11 is at the left position in fig. 1; when the five-port two-position electromagnetic valve 10 is electrified, the trailer is released from parking; and when the five-port two-position electromagnetic valve 10 is not electrified, the trailer is parked.

Referring to fig. 1 and 4 in conjunction, regarding the rear self-walking operation mode of the tractor, fig. 4 omits non-functional components compared to fig. 1. In fig. 4, the connecting line between the components represents a main air supply when the line is a solid line, a service brake air path when the line is a broken line, and a parking brake air path when the line is a dash-dot line. In the self-walking working mode of the tractor at the back, the tractor is separated from a trailer traction rod or a saddle specifically at the back of the trailer or on the side of the trailer, and only a gas circuit nylon pipe needs to be connected, so that the tractor is flexibly connected with the trailer. In the rear self-walking working mode of the tractor, the braking air source of the trailer can be provided by the tractor or a small-sized mobile air station. At this time, the three-way ball valve 7 is in the right position in fig. 1; with control gas input, the pneumatic reversing valve 11 is at the right position in fig. 1; when the five-port two-position electromagnetic valve 10 is electrified, the trailer is parked; and when the five-port two-position electromagnetic valve 10 is not electrified, the trailer is parked.

In the self-walking mode of tractor behind, having related to the tractor specifically at the rear of trailer or the side of trailer, concretely relates to second air supply interface group 200 in fig. 1, during the in-service use, only need arrange the air supply interface of afterbody on the position of needs according to actual conditions, still can extend a plurality of joints according to the demand simultaneously to demand when satisfying different operating mode. Therefore, the braking system provided by the embodiment has certain universality and compatibility.

Above, the multi-functional self-propelled trailer braking system of this embodiment includes following beneficial effect at least:

the risk of brake failure caused by air leakage of the vehicle can be effectively reduced through the four-protection valve 15 arranged on the main air path, and the reliability of the vehicle is improved;

the first emergency relay valve 2 and the second emergency relay valve 6 which are arranged on the main air path can avoid major safety accidents caused by the fact that the air path between the tractor and the trailer is disconnected or broken, ensure the safety of vehicles and personnel to the maximum extent and improve the safety of the vehicles;

the brake has the functions of train mode braking and self-walking mode braking, and the brake problem of the self-walking trailer is solved in a one-stop manner;

the interface positions and the number of interfaces can be arranged according to actual conditions from the reserved expansion interfaces in the walking braking mode, and the universality and the compatibility are better;

the components and parts adopted by the system are mature products, the system is widely applied to various vehicle braking systems, the reliability of the system is high, and the actual verification is obtained.

The principles and operation of the related components are explained in detail below.

In some embodiments, the ports R and Y of the first air supply interface set 100 and the ports R and Y of the second air supply interface set 200 are configured with air filters 1. The air filter 1 functions to filter moisture and impurities in the air.

The first emergency relay valve 2 and the second emergency relay valve 6 are arranged in tandem, so that the parallel operation requirement of the tractor in front and the tractor behind is met, and the parallel operation requirement is determined according to the actual working condition and the actual use condition. Referring to fig. 1 and 5 in combination, the emergency relay valve includes an air inlet 1, a control port 4, a control output port 1-2 and a main output port 2, and the control air input to the control port 4 proportionally outputs the air in the air inlet 1 from the main output port 2 to be used as a control air source of the brake system; the air inlet 1 is communicated with the control output port 1-2 in a one-way mode and serves as a main air source of the brake system. Thus, the emergency relay valve has a control and flow dividing function.

Regarding the emergency relay valve, in the process of high-speed running of a vehicle, if a traction rod of a trailer is broken or a saddle is broken, and an air channel between a tractor and the trailer is disconnected or broken, a control output port 1-2 and a main output port 2 of the emergency relay valve are communicated with each other, high-pressure air of a main air source in the system is communicated with the control air channel, and the disconnected high-speed running trailer performs service braking under the high-pressure air, so that serious safety accidents caused by incapability of braking are avoided, and the safety of the vehicle and personnel is guaranteed to the maximum extent. Thus, the emergency relay valve functions as a relief valve.

Regarding the first relay valve 3 and the 4 second relay valves 13 illustrated in fig. 1, the relay valves include an air inlet 1, a control port 4, an air outlet 2 and an air outlet 3, the entire brake system must be inflated to a certain pressure before the vehicle starts, the air inlet 1 of the relay valve is connected to a main air source, and the pressure of the air inlet 1 is kept consistent with the pressure of the entire system after the vehicle is inflated. When the control port 4 has pressure, the air inlet 1 is communicated with the air outlet 2, and high-pressure air can quickly reach the double-cavity brake air chamber 12, so that service braking is performed. In some embodiments, the first relay valve 3 and the second relay valve 13 are both located near the dual chamber brake chamber 12, which is located near the chamber to improve brake response time.

In the above, the first relay valve 3 and the second relay valve 13 play roles in shortening the air path transmission distance, reducing the braking time and finally shortening the service braking distance in the braking system. The first relay valve 3 may be called an intermediate relay valve, and when the vehicle is long and the air path pipeline is long, one or more intermediate relay valves may be added in the middle of the air path, so as to further shorten the service braking distance.

The service brake solenoid valve 5 can control the service brake force by controlling the voltage of the input solenoid valve through a certain curve relation between the pressure of the solenoid valve gas and the input voltage value, thereby controlling the deceleration and the braking of the vehicle. The service brake solenoid valve 5 is generally used in a vehicle having a self-traveling function, and is widely used in a tractor and a flatbed vehicle.

Regarding the three-way ball valve 7, the gas path is changed by hand. In the system, the three-way ball valve 7 is used for switching gas paths for the two states of the tractor in front and the tractor in back in a self-walking mode of the vehicle, so that gas is continuously supplied to a gas control port of the gas control reversing valve 11. And a silencer can be optionally arranged at the exhaust port of the three-way ball valve 7 because the exhaust is required.

The five-port two-position solenoid valve 10 has an electromagnetic control function, can control the switching of the air passage through current, and is generally used for a parking air passage. The five-port two-position solenoid valve 10 is widely used in vehicles having a self-traveling function, such as tractors, commercial vehicles, and heavy trucks. In the system, when the vehicle is in a self-walking mode, the parking of the vehicle is released when the five-port two-position electromagnetic valve 10 is powered on, and the vehicle is parked when the five-port two-position electromagnetic valve is not powered on.

Regarding the pneumatic control reversing valve 11, the switching of the air path of the pneumatic control reversing valve 11 can be controlled by high-pressure gas, and the pneumatic control reversing valve is generally used in a relatively complex air path system. The pneumatic control reversing valve 11 mainly has a function of switching a braking mode in the system, when the control port of the pneumatic control reversing valve 11 has pressure, the vehicle is in a self-walking mode, and when the control port of the pneumatic control reversing valve 11 has no pressure gas, the vehicle is in a train mode.

With respect to the dual chamber brake chamber 12, its primary function is to convert gas energy into a force output. The double-cavity brake air chamber 12 has parking and service braking functions, and pressure air must be introduced into the parking cavity during service braking so as to protect the service braking cavity; when parking, the gas pressure of the parking cavity is reduced to 0, and the parking brake is provided by the spring force of the parking cavity.

The quick release valve 14 has the function that when the vehicle needs to be parked, after the air in the parking pipeline is exhausted through the push button control valve 9, the air in the parking cavity of all the dual-cavity brake air chambers 12 can be quickly exhausted through the quick release valve 14, so that the parking cavity is quickly decompressed, and the quick parking is realized. The quick release valve 14 is widely used on trailers.

In some embodiments, referring to fig. 1, the multi-function self-propelled trailer brake system further includes a push button control valve 9. Thus, the fifth port of the five-port two-position solenoid valve 10 is connected to the first port of the quick release valve 14, and the fifth port of the five-port two-position solenoid valve 10, the push button control valve 9, and the first port of the quick release valve 14 are changed to be connected in this order.

As for the push button type control valve 9, the function is to switch the air passage, which is generally used for the parking air passage.

The four-way valve 15 has the function of dividing a service brake main air path into four mutually independent paths, when one path is damaged and leaks air, the system can still keep a certain air pressure, and the other 3 paths can still carry out service brake, so that the risk of brake failure in the process of vehicle transportation is effectively reduced. The four-protection valve 15 is widely applied to special transport vehicles. In some embodiments, the trailer has more wheels, and each of the four above roads may be used for one and more wheels.

With respect to the air storage device 16, it provides a quantity of compressed air to the braking system. In some embodiments, the air reservoir 16 is equipped with an automatic drain valve, which allows a large amount of water to accumulate in the air reservoir 16 after a certain time period of vehicle operation, and allows the liquid in the air reservoir to drain when the accumulated water reaches a certain volume. Therefore, the gas storage device 16 not only has the function of storing high-pressure gas, but also has the function of condensing and draining water. The total volume of the gas storage means 16 needs to be determined based on the calculation result.

In the above description, in the rear self-walking operating mode of the tractor, the tractor is specifically located at the rear of the trailer or at the side of the trailer, and the second air source interface set 200 is correspondingly arranged at the rear end or the side of the trailer; with regard to the tractor-forward self-travel mode of operation, the first air supply interface set 100 is provided at the front end of the trailer.

The brake system provided by the embodiment has a train working mode and a self-walking working mode, and in the self-walking mode, an air source can be provided by a tractor or a small air source station; by reserving an external air source interface, the tractor can provide air sources for the trailer at any position of the trailer.

In some embodiments, referring to fig. 1, the multi-function self-propelled trailer brake system further includes a check valve 8. Then, the above-mentioned "control output port of the first emergency relay valve 2, air inlet of the first relay valve 3, air inlet of the service brake solenoid valve 5, control output port of the second emergency relay valve 6, first air port of the three-way ball valve 7, second air port of the five-port two-position solenoid valve 10, second air port of the pneumatic control directional valve 11, and air inlet of the four protection valve 15 are all connected to each other", instead of: the control output port of the first emergency relay valve 2, the air inlet of the first relay valve 3, the air inlet of the service brake electromagnetic valve 5, the control output port of the second emergency relay valve 6, the first air port of the three-way ball valve 7, the air inlet of the four-port protection valve 15 and the air outlet of the check valve 8 are mutually connected, and the air inlet of the check valve 8, the second air port of the five-port two-position electromagnetic valve 10 and the second air port of the pneumatic control reversing valve 11 are mutually connected.

Regarding the check valve 8, the control gas circuit can only flow in one direction, and in the system, the gas backflow of the parking cavity caused by the gas leakage of the main gas circuit is prevented through the check valve 8, so that the unfavorable condition that the vehicle parks in the moving process is avoided.

In some embodiments, the multi-function self-propelled trailer brake system further comprises a manual pressure regulating valve 4. The above "the outlet of the first shuttle valve 17 is connected to the control port of the first relay valve 3" is replaced with: the outlet of the first shuttle valve 17, the manual pressure regulating valve 4 and the control port of the first relay valve 3 are connected in sequence.

The manual pressure regulating valve 4 has an air inlet and an air outlet, the pressure of the air inlet is generally higher than that of the air outlet, and the pressure of the control air passage is generally regulated by the manual pressure regulating valve 4. The manual pressure regulating valve 4 is used for dividing the pressure of a control air path into a plurality of grades so as to regulate the braking air pressure when the vehicle is unloaded, half-loaded and fully loaded, thereby achieving the purpose of energy conservation.

Referring to fig. 1 in combination with fig. 2 to 4, the brake system of the multifunctional self-walking trailer provided by the embodiment further comprises a plurality of shuttle valves to regulate the operation of the air circuit.

In some embodiments, the multi-function self-walking trailer brake system further comprises a first shuttle valve 17 and a second shuttle valve 18. Then, "the main output port of the first emergency relay valve 2, the main output port of the second emergency relay valve 6, the air outlet of the traveling brake solenoid valve 5, and the control port of the first relay valve 3 are all connected to each other", instead of: the main output port of the first emergency relay valve 2 is connected to one inlet of the second shuttle valve 18, the main output port of the second emergency relay valve 6 is connected to the other inlet of the second shuttle valve 18, the outlet of the second shuttle valve 18 is connected to one inlet of the first shuttle valve 17, the other inlet of the first shuttle valve 17 is connected to the outlet of the service brake solenoid valve 5, and the outlet of the first shuttle valve 17 is connected to the control port of the first relay valve 3.

In some embodiments, the multi-function self-walking trailer brake system further comprises a third shuttle valve 19. Then, the above-mentioned "R port of the second air supply interface set 200, the air inlet of the second emergency relay valve 6, the third air port of the three-way ball valve 7, and the control port of the pneumatic control directional valve 11 are all connected to each other", instead of: the port R of the second air source interface group 200, the air inlet of the second emergency relay valve 6 and one inlet of the third shuttle valve 19 are connected with each other, the other inlet of the third shuttle valve 19 is connected with the third air port of the three-way ball valve 7, and the outlet of the third shuttle valve 19 is connected with the control port of the pneumatic reversing valve 11.

Example 2

The present embodiment describes in detail the principle of braking a vehicle in a train operation mode based on the multifunctional self-propelled trailer braking system provided in embodiment 1, and please refer to fig. 1, fig. 2 and fig. 5 as follows.

The tractor provides two ways of air supplies, is main air supply R all the way, is control air supply Y all the way, and wherein control air supply pressure value accessible tractor driver's cabin personnel step on the footboard and control.

The control port of the first emergency relay valve 2 is controlled by a control air source, and the main air source is divided into two paths, wherein one path is a dotted line control air path, and the other path is a solid line main air path. A control gas circuit shown by a dotted line passes through the second shuttle valve 18, the first shuttle valve 17 and the manual pressure regulating valve 4 to reach a control port of the first relay valve 3 for controlling service braking; the other path is a main air path shown by a solid line, and the main air path is divided into three paths which respectively supply air for the service brake, the parking brake and the air storage device 16.

The air passages passing through the first relay valve 3 are respectively transmitted to a control port of a second relay valve 13 close to the air chamber and used as a control air source of the second relay valve 13; the main air passage passes through the four-way valve 15 to the inlet of the second relay valve 13 close to the air chamber, and the pressure of the air at the control port of the second relay valve 13 determines the pressure of the air flowing through the second relay valve 13 to the service brake chamber of the dual-chamber brake air chamber 12, thereby determining the magnitude of the braking force.

The main air path is used as a parking braking air source after passing through the one-way valve 8, at the moment, a control port of the pneumatic control reversing valve 11 has no pressure signal, the pneumatic control reversing valve 11 is in the right position, and when the five-port two-position electromagnetic valve 10 is in the left position, the parking braking air source is finally transmitted to the quick release valve 14 through the pneumatic control reversing valve 11 and the five-port two-position electromagnetic valve 10; when the five-port two-position solenoid valve 10 is in the right position, the parking brake air supply is directly transmitted to the quick release valve 14 through the five-port two-position solenoid valve 10. Therefore, when the train is in the train mode, the five-port two-position electromagnetic valve 10 does not influence the parking brake function no matter whether the five-port two-position electromagnetic valve is electrified or not.

The parking brake air supply is delivered directly to the parking chamber of the dual chamber brake air chamber 12 through the quick release valve 14.

The parking cavity of the double-cavity brake air chamber 12 is filled with pressure gas all the time in the running process and the service braking process of the vehicle, so that firstly, the potential safety hazard caused by sudden parking in the running process of the vehicle is prevented, and secondly, the spring force of the parking cavity and the high-pressure gas of the service braking cavity are prevented from simultaneously acting on the air bag in the service braking process, and the damage and the failure of the air chamber are prevented.

When the vehicle stops parking, the button control valve 9 is tapped to remove the high-pressure air in the parking cavity through the quick release valve 14 and the button control valve 9. The parking force of the vehicle is generated by the spring force of the parking cavity, and the parking mode is safer and more reliable.

Example 3

Based on the multifunctional self-walking trailer braking system provided by embodiment 1, the present embodiment describes in detail the principle of vehicle braking in the front self-walking operation mode of the tractor, and please refer to fig. 1, fig. 3 and fig. 5, which are described in detail as follows.

Regarding the vehicle brake in the previous self-walking working mode of the tractor, the service brake principle and the parking brake principle of the tractor are basically consistent with the service brake principle and the parking brake principle of the vehicle brake in the train mode of the embodiment 2, and the working mode switching gas circuit principle is explained in detail in the embodiment.

In contrast to the train mode, in the self-travel mode with the tractor in front, a portion of the main-line pressure gas flows to the service brake solenoid valve 5, and the control gas flowing to the control port of the first relay valve 3 is composed of two portions, one portion being the gas flowing through the service brake solenoid valve 5 and the other portion being the control gas flowing out of the first emergency relay valve 2. The purpose of the design is that when the trailer is self-walking, the service brake of the trailer can be controlled by a driver in a cab by stepping on a pedal, and can also be controlled by a driver through a remote controller button in the hand, and the remote controller mainly controls the input voltage of the service brake electromagnetic valve 5. The two can also act simultaneously, and during control, two paths of gas pressure are compared through the first shuttle valve 17, and one path with larger pressure is controlled. Thus, the two do not conflict with each other, and double protection can be achieved.

In the front self-walking mode of the tractor, the main air path leads out one path of air source to the three-way ball valve 7, the three-way ball valve 7 is in the left position at the moment, high-pressure air of the main air path flows to a control port of the pneumatic control reversing valve 11 through the three-way ball valve 7, and the pneumatic control reversing valve 11 is in the left position under the action of the high-pressure air.

When the pneumatic control reversing valve 11 is in the left position, the parking braking high-pressure gas cannot pass through the pneumatic control reversing valve 11, and the parking braking high-pressure gas can only pass through the five-port two-position electromagnetic valve 10; when the five-port two-position electromagnetic valve 10 is electrified, namely in the right position, parking brake high-pressure gas flows to the parking cavities of the double-cavity brake air chambers 12 through the five-port two-position electromagnetic valve 10, and the parking of the vehicle is released; when the five-port two-position electromagnetic valve 10 is not electrified, namely, is in a left position, high-pressure gas for parking braking cannot pass through the five-port two-position electromagnetic valve 10, meanwhile, high-pressure gas in a parking cavity is discharged from the pneumatic control reversing valve 11, and the vehicle is parked.

The electric signal of the five-port two-position electromagnetic valve 10 can be controlled by a remote controller, and the parking of the trailer in a self-walking mode can be realized by the remote controller by utilizing the logic relation of the valve.

Example 4

Based on the multifunctional self-walking trailer brake system provided by embodiment 1, the present embodiment provides a detailed description of the principle of vehicle braking in the rear self-walking operation mode of the tractor, and please refer to fig. 1, fig. 4 and fig. 5, which are specifically described as follows.

The principle of vehicle braking in the rear self-travel mode of operation of the towing vehicle prepared and described in the present embodiment is basically the same as the principle of vehicle braking in the front self-travel mode of operation of the towing vehicle in embodiment 3, and the present embodiment describes the difference between the two in detail.

In the rear self-walking mode of operation of the tractor, which is at the rear, or lateral side of the trailer, the main air supply R and the control air supply Y flow from the rear or lateral side interface of the trailer, and likewise need to be controlled via the second emergency relay valve 6.

In the rear self-walking working mode of the tractor, the three-way ball valve 7 is in the right position, on one hand, high-pressure gas between the third shuttle valve 19 and the three-way ball valve 7 is communicated with the atmosphere, and on the other hand, the main gas path of the control output port 1-2 of the second emergency relay valve 6 is prevented from being communicated with the atmosphere, so that the brake failure is caused.

The characteristics of the three-way ball valve 7 are ingeniously utilized to expand the air source interface, so that the whole vehicle braking system has better universality.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims (10)

1. A multifunctional self-walking trailer braking system is characterized by comprising a first air source interface group, a second air source interface group, a first emergency relay valve, a first relay valve, a traveling braking electromagnetic valve, a second emergency relay valve, a three-way ball valve, a five-port two-position electromagnetic valve, a pneumatic control reversing valve, four double-cavity braking air chambers, four second relay valves, a quick release valve, four protective valves and four air storage devices;

the air inlet of the first emergency relay valve is connected with the R port of the first air source interface group, the control port of the first emergency relay valve is connected with the Y port of the first air source interface group, the control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake electromagnetic valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the second air port of the five-port two-position electromagnetic valve, the second air port of the pneumatic control reversing valve and the air inlet of the four-protection valve are all connected with each other, the main output port of the first emergency relay valve, the main output port of the second emergency relay valve, the air outlet of the service brake electromagnetic valve and the control port of the first relay valve are connected with each other, the Y port of the second air source interface group is connected with the control port of the second emergency relay valve, the R port of the second air source interface group, the air inlet of the second emergency relay valve, the third air port of the three-way ball valve and the control port of the pneumatic control reversing valve are connected with each other, the fourth air port of the pneumatic control reversing valve is connected with the third air port of the five-port two-position electromagnetic valve, the fifth air port of the five-port two-position electromagnetic valve is connected with the first air port of the quick release valve, the four protective valves are connected with the four air storage devices, the four air storage devices, the four second relay valves and the four double-cavity brake air chambers are sequentially connected according to the single air storage device, the single second relay valve and the single double-cavity brake air chamber, the air outlet of the first relay valve, the second air ports of the quick release valves and the control ports of all the second relay valves are mutually connected, and the third air ports of the quick release valves are connected with all the double-cavity brake air chambers;

when the three-way ball valve is at the left position, the first air port of the three-way ball valve is communicated with the third air port, the second air port of the three-way ball valve is disconnected, and when the three-way ball valve is at the right position, the first air port of the three-way ball valve is disconnected, and the second air port of the three-way ball valve is communicated with the third air port of the three-way ball valve;

when the five-port two-position electromagnetic valve is in the left position, the first air port is disconnected, the second air port is communicated with the fourth air port, the third air port is communicated with the fifth air port, and when the five-port two-position electromagnetic valve is in the right position, the first air port is communicated with the fourth air port, the second air port is communicated with the fifth air port, and the third air port is disconnected;

when the pneumatic control reversing valve is in the left position, the first air port is communicated with the fourth air port, the second air port is communicated with the fifth air port, and the third air port is disconnected.

2. The multi-function self-propelled trailer brake system of claim 1 further comprising a first shuttle valve and a second shuttle valve;

the main output port of the first emergency relay valve, the main output port of the second emergency relay valve, the air outlet of the service brake solenoid valve and the control port of the first relay valve are connected with each other, and the emergency relay valve comprises: the main output port of the first emergency relay valve is connected with one inlet of the second shuttle valve, the main output port of the second emergency relay valve is connected with the other inlet of the second shuttle valve, the outlet of the second shuttle valve is connected with one inlet of the first shuttle valve, the other inlet of the first shuttle valve is connected with the air outlet of the service brake solenoid valve, and the outlet of the first shuttle valve is connected with the control port of the first relay valve.

3. The multi-function self-propelled trailer brake system of claim 2 further comprising a manual pressure regulating valve;

the outlet of the first shuttle valve is connected with the control port of the first relay valve, and the control device comprises: the outlet of the first shuttle valve, the manual pressure regulating valve and the control port of the first relay valve are connected in sequence.

4. The multi-function self-propelled trailer brake system of claim 1 further comprising a third shuttle valve;

the R port of the second air source interface group, the air inlet of the second emergency relay valve, the third air port of the three-way ball valve and the control port of the pneumatic control reversing valve are connected with each other, and the pneumatic control reversing valve comprises: the R port of the second air source interface group, the air inlet of the second emergency relay valve and one inlet of the third shuttle valve are mutually connected, the other inlet of the third shuttle valve is connected with the third air port of the three-way ball valve, and the outlet of the third shuttle valve is connected with the control port of the pneumatic control reversing valve.

5. The multi-function self-propelled trailer brake system of any of claims 1-4 wherein the first air supply interface set is disposed at a front end of the trailer and the second air supply interface set is disposed at a rear end of the trailer.

6. The multi-function self-propelled trailer brake system as recited in any of claims 1-4, wherein the first relay valve and the second relay valve are both proximate to the dual chamber brake chamber.

7. The multi-function self-propelled trailer brake system of any of claims 1-4, wherein the multi-function self-propelled trailer brake system further comprises a check valve;

the control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake solenoid valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the second air port of the five-port two-position solenoid valve, the second air port of the pneumatic control reversing valve and the air inlet of the four protection valves are all connected with each other, and the method comprises the following steps: the control output port of the first emergency relay valve, the air inlet of the first relay valve, the air inlet of the service brake electromagnetic valve, the control output port of the second emergency relay valve, the first air port of the three-way ball valve, the air inlet of the four-way protection valve and the air outlet of the one-way valve are connected with each other, and the air inlet of the one-way valve, the second air port of the five-port two-position electromagnetic valve and the second air port of the pneumatic control reversing valve are connected with each other.

8. The multi-function self-propelled trailer brake system as recited in any one of claims 1-4 wherein the multi-function self-propelled trailer brake system further comprises a push button control valve;

the fifth gas port of the five-port two-position electromagnetic valve is connected with the first gas port of the quick release valve, and the five-port two-position electromagnetic valve comprises: and a fifth air port of the five-port two-position electromagnetic valve, the button control valve and a first air port of the quick release valve are connected in sequence.

9. The multi-function self-propelled trailer brake system as defined in any one of claims 1-4 wherein the R and Y ports of the first air supply connection set and the R and Y ports of the second air supply connection set are each configured with an air filter.

10. The multi-function self-propelled trailer brake system of any of claims 1-4, wherein the air reservoir is fitted with an automatic water release valve.

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