CN211468413U - Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle - Google Patents
Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle Download PDFInfo
- Publication number
- CN211468413U CN211468413U CN201921808615.1U CN201921808615U CN211468413U CN 211468413 U CN211468413 U CN 211468413U CN 201921808615 U CN201921808615 U CN 201921808615U CN 211468413 U CN211468413 U CN 211468413U
- Authority
- CN
- China
- Prior art keywords
- valve
- port
- brake
- hydraulic
- oil
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Abstract
The utility model belongs to the technical field of colliery explosion-proof vehicle combined brake control in the pit, specifically a colliery explosion-proof vehicle hydraulic-mechanical combined brake's control system in the pit. The system comprises a mechanical brake control system and a hydraulic brake control system. The mechanical brake control system comprises a serial double-loop brake valve, an energy accumulator I, an energy accumulator II, a liquid charging valve, a hydraulic pump, a one-way valve I, a parking brake valve, a manual pump and a safety valve; the hydraulic brake control system comprises an air storage tank, a safety valve, a knob switch valve, a gear control valve, a hydraulic control gas proportional pressure reducing valve, a one-way valve II, a one-way valve III, a pressure regulating valve I, a pressure regulating valve II, a shuttle valve I, a shuttle valve II, a control valve, an oil-gas separation device, an exhaust pipe, an exhaust valve, a retarder and an oil pool. The utility model discloses can switch over hydraulic braking and machinery-hydraulic combined brake control through manual mode, increase the reliability of vehicle braking, the security of vehicle operation effectively reduces the incident of vehicle.
Description
Technical Field
The utility model belongs to the technical field of colliery explosion-proof vehicle combined brake control in the pit, specifically a colliery explosion-proof vehicle hydraulic-mechanical combined brake's control system in the pit.
Background
With the rapid development of mining technology in China, mining areas of nearly horizontal coal seams are gradually reduced, inclined coal seams are gradually increased, and the traveling gradient and the ramp distance of a trackless auxiliary transport vehicle are gradually increased. The conventional explosion-proof vehicle for underground auxiliary transportation of a coal mine is divided into an articulated explosion-proof vehicle and an integral explosion-proof vehicle according to a frame type, the power transmission modes and braking systems of the two types of vehicles are different, the integral explosion-proof vehicle adopts an integral frame, the integral frame is generally suitable for slopes of less than 10 degrees, the transportation distance of less than 500m, however, in many mines in northern Shanxi, Shandong Yanzhou, Gansu and the like in recent years, the slope of an auxiliary transportation slope reaches 10-14 degrees, the slope distance exceeds 2000m, and severe examination is formed on the braking performance of the vehicle.
The conventional integral explosion-proof vehicle only relies on single mechanical friction braking, and under the condition of long distance and large gradient, the temperature rise of oil liquid during braking is too fast, and the braking friction heat cannot be taken away in time, so that the serious problems of frequent overheating of a brake, sealing failure, oil leakage, excessive abrasion of a friction plate, reduction of braking efficiency and the like occur, and potential safety hazards are brought to the production and operation of coal mines.
SUMMERY OF THE UTILITY MODEL
The utility model discloses a solve and rely on single mechanical friction braking, under above-mentioned long distance heavy grade condition, the fluid temperature rise is too fast, can't in time take away the braking friction heat when will leading to the fact the braking to make the stopper frequently appear overheated, the problem that the oil leak of sealed inefficacy, friction disc excessively wear and tear, braking efficiency descend, provide a colliery explosion-proof vehicle hydraulic-mechanical combined braking's in the pit control system.
The utility model adopts the following technical proposal: a hydraulic-mechanical combined braking control system for an explosion-proof vehicle in a coal mine well comprises a mechanical braking control system and a hydraulic braking control system.
The mechanical brake control system comprises a serial double-loop brake valve, an energy accumulator I, an energy accumulator II, a liquid charging valve, a hydraulic pump, a check valve I, a parking brake valve, a manual pump and a safety valve, wherein pressure oil of the hydraulic pump is divided into two paths, one path of the pressure oil is connected with a port P of the liquid charging valve, and two outlets A1 and A2 of the liquid charging valve are respectively connected with the energy accumulator I and the energy accumulator II; the other path is connected with a P port of a safety valve, a T port of the safety valve is respectively connected with an oil tank and a T1 port of a tandem type double-loop brake valve, an A1 port and an A2 port of the tandem type double-loop brake valve are respectively connected with a front wheel service brake and a rear wheel service brake, a P2 port of the tandem type double-loop brake valve is connected with a P port of a parking brake valve through a one-way valve I, an A2 port of the tandem type double-loop brake valve is connected with a P port of a mechanical independent brake switching valve, a T port of the mechanical independent brake switching valve is connected with the oil tank, and an A port of the mechanical independent brake switching valve is connected with a.
The hydraulic brake control system comprises an air storage tank, a safety valve, a knob switch valve, a gear control valve, a hydraulic control gas proportional pressure reducing valve, a one-way valve II, a one-way valve III, a pressure regulating valve I, a pressure regulating valve II, a shuttle valve I, a shuttle valve II, a control valve, an oil-gas separation device, an exhaust pipe, an exhaust valve, a retarder and an oil pool, the K port of the hydraulic control gas proportional pressure reducing valve is connected with the A port of the mechanical independent brake switching valve, the P port of the hydraulic control gas proportional pressure reducing valve is connected with a gas storage tank through a safety valve, the bottom of the gas storage tank is provided with a drainage switch, the A port of the hydraulic control gas proportional pressure reducing valve is connected with the P1 port of the shuttle valve II, the P2 port of the shuttle valve II is connected with the A port of the shuttle valve I, the P1 port of the shuttle valve I is connected with a pressure regulating valve I, the pressure regulating valve I is connected with the B port of the gear control valve, the pressure regulating valve I is connected with a one-way valve II in parallel, the P2 port of the shuttle valve I is connected with the pressure regulating valve II, the pressure; the port P of the gear control valve is connected with the port A of the knob switch valve, and the port P of the knob switch valve is connected with the gas storage tank; the port A of the shuttle valve II is connected with the port P and the port K of the control valve, the port A of the control valve is connected with the oil pool, the port R of the control valve is connected with the inlet of the oil-gas separation device, the exhaust pipe is arranged on the exhaust port of the oil-gas separation device, the outlet of the oil-gas separation device is connected with the retarder through the exhaust valve, and the retarder is connected with the oil pool.
Compared with the prior art, the utility model discloses can switch over hydraulic braking and mechanical-hydraulic combined brake control through manual mode, hydraulic control is adopted in mechanical braking, combined brake automatic control, and during combined brake, hydraulic braking is proportional brake. The hydraulic independent brake adopts a pneumatic control mode, and two-gear control is realized. Under the environment of strict control on the underground explosion-proof rubber-tyred vehicle braking system and safety, the reliability of vehicle braking and the safety of vehicle operation are improved, and the safety accidents of the vehicle are effectively reduced.
Drawings
FIG. 1 is a combined hydro-mechanical brake control system;
FIG. 2 is a mechanical brake control system;
FIG. 3 is a hydraulic brake control system;
in the figure, 1-a front wheel service brake, 2-a rear wheel service brake, 3-a series double-loop brake valve, 4-an accumulator I, 5-an accumulator II, 6-a liquid charging valve, 7-a hydraulic pump, 8-a one-way valve I, 9-a parking brake valve, 10-a manual pump, 11-a parking brake, 12-an air storage tank, 13-a drain switch, 14-a safety valve I, 15-a knob switch valve, 16-a gear control valve, 17-a liquid control gas proportional pressure reducing valve, 18-a one-way valve II, 19-a pressure regulating valve I, 20-a one-way valve III, 21-a pressure regulating valve II, 22-a shuttle valve I, 23-a shuttle valve II, 24-a control valve, 25-an oil-gas separation device, 26-an exhaust pipe and 27-an exhaust valve, 28-a retarder, 29-an oil pool, 30-an oil pipe, 31-a mechanical independent brake switching valve, 32-a safety valve II, 33-a double-hydraulic control valve, 34-a filter, 35-a throttle valve, 36-a one-way valve, 37-a hydraulic control valve and 38-a double-way shuttle valve.
Detailed Description
A hydraulic-mechanical combined braking control system for an explosion-proof vehicle in a coal mine well comprises a mechanical braking control system and a hydraulic braking control system.
The mechanical brake control system comprises a tandem type double-loop brake valve 3, an energy accumulator I4, an energy accumulator II5, a liquid charging valve 6, a hydraulic pump 7, a one-way valve I8, a parking brake valve 9, a manual pump 10 and a safety valve II32, pressure oil of the hydraulic pump 7 is divided into two paths, one path is connected with a port P of the liquid charging valve 6, and two outlets A1 and A2 of the liquid charging valve 6 are respectively connected with the energy accumulator I4 and the energy accumulator II 5; the other path is connected with a port P of a safety valve II32, a port T of the safety valve II32 is respectively connected with an oil tank and a port T1 of a tandem type double-loop brake valve 3, a port A1 and a port A2 of the tandem type double-loop brake valve 3 are respectively connected with a front wheel service brake 1 and a rear wheel service brake 2, a port P2 of the tandem type double-loop brake valve 3 is connected with a port P of a parking brake valve 9 through a one-way valve I8, a port A2 of the tandem type double-loop brake valve 3 is connected with a port P of a mechanical independent brake switching valve 31, the port T of the mechanical independent brake switching valve 31 is connected with the oil tank, and the port A of the mechanical independent brake switching valve 31 is connected with a hydraulic brake.
The hydraulic brake control system comprises an air storage tank 12, a safety valve I14, a knob switch valve 15, a gear control valve 16, a pilot-controlled air proportional pressure reducing valve 17, a one-way valve II18, a one-way valve III20, a pressure regulating valve I19, a pressure regulating valve II21, a shuttle valve I22, a shuttle valve II23, a control valve 24, an oil-gas separation device 25, an exhaust pipe 26, an exhaust valve 27, a retarder 28 and an oil sump 29, a port K of the pilot-controlled air proportional pressure reducing valve 17 is connected with a port A of a mechanical independent brake switching valve 31, a port P of the pilot-controlled air proportional pressure reducing valve 17 is connected with the air storage tank 12 through a safety valve 14, a drain switch 13 is arranged at the bottom of the air storage tank 12, a port A of the pilot-controlled air proportional pressure reducing valve 17 is connected with a port P1 of the shuttle valve II23, a port P2 of the shuttle valve II23 is connected with a port A of the shuttle valve I22, a port P1 of the shuttle valve I22 is connected with a port of the pressure regulating valve I19, the pressure regulating valve I19 is connected with a port of the pressure regulating, the pressure regulating valve II21 is connected with a one-way valve III20 in parallel; a port P of the gear control valve 16 is connected with a port A of the knob switch valve 15, and a port P of the knob switch valve 15 is connected with the air storage tank 12; the port A of the shuttle valve II23 is connected with the port P and the port K of the control valve 24, the port A of the control valve 24 is connected with the oil pool 29, the port R of the control valve 24 is connected with the inlet of the oil-gas separation device 25, the exhaust pipe 26 is arranged on the exhaust port of the oil-gas separation device 25, the outlet of the oil-gas separation device 25 is connected with the retarder 28 through the exhaust valve 27, and the retarder 28 is connected with the oil pool 29.
The hydraulic pump 7 is driven by the engine, and the hydraulic pump runs after the engine is started; the liquid charging valve 6 adopts a double-loop liquid charging valve and mainly has the functions of charging the accumulator and controlling the charging pressure of the accumulator; the energy accumulator I4 and the energy accumulator II5 mainly have the functions of storing and releasing hydraulic energy required by braking, stabilizing the braking oil pressure, ensuring a large amount of oil supply during continuous stepping braking, and respectively controlling the braking of the front wheel and the rear wheel, and are independent of each other; the main function of the series-type double-circuit brake valve 3 is to control the pressure oil from the accumulator to proportionally enter the service brakes of the front wheels and the rear wheels to realize the braking of the vehicle, if one of the brake circuits of the front wheels or the rear wheels fails, the other brake circuit can still work. When the pedal of the double-loop brake valve 3 is stepped, pressure oil in the two energy accumulators respectively enters the front and rear service brakes through the upper and lower cavities of the valve and acts on a brake piston to press the friction plates to brake the wheels, and the output brake pressure is proportional to the angle of the stepped brake pedal. When the pedal is released, the high-pressure oil in the brake flows back to the oil tank to release the brake.
The pressure oil of the hydraulic pump 7 is divided into two paths, one path enters the P port of the liquid filling valve 6, and the other path reaches the P port of the safety valve II 32. The pressure oil entering the charge valve 6 passes through the internal hydraulic control valve 33, the filter 34, the throttle 35 and the check valve 36 and then reaches two outlets A1 and A2 of the shuttle valve 38 to charge the two accumulators 4 and 5, when the pressure in the two accumulators is charged to the set pressure of the charge valve, the double hydraulic control valve is reversed to the right position, and the pressure oil from the hydraulic pump flows back to the oil tank through the bypass port O through the charge valve P. When braking is needed, the brake pedal is pressed down, pressure oil from the two accumulators is communicated with ports A1 and A2 of the series double-circuit brake valve 3 through P1 and P2 of the valve and enters piston cavities of the front wheel service brake 1 and the rear wheel service brake 2, and the compression spring brakes the vehicle. When the pedal is released, oil in the piston chambers of the front and rear wheel service brakes 1 and 2 flows through ports A1 and A2 and ports T1 and T2 of the tandem type double-circuit brake valve 3, flows back to an oil tank, and the brake is released. One path of pressure oil of the energy accumulator 4 is communicated with a pressure port P of the parking brake valve 9 through the one-way valve 8, when the parking brake is in the position shown in the figure, the oil in a spring cavity of the parking brake 11 returns to an oil tank through an A port and a T port of the parking brake valve 9, and at the moment, the parking brake is in a spring brake position, and the vehicle is static. When the vehicle needs to walk and brake is released, the parking brake valve 9 is reversed, and at the moment, pressure oil from the energy accumulator enters a spring cavity compression spring of the parking brake through a port A after being internally decompressed through a port P of the parking brake valve 9 to release the brake. When the vehicle breaks down and needs to be towed, the manual pump 10 can be used for filling oil into the spring cavity of the parking brake to release the brake.
One path of pressure oil is led out from the energy accumulator I4 and flows to the parking brake valve 9 through the one-way valve 8, the output pressure of the parking brake valve 9 is a certain value and is acted on the central brake 11, the central brake 11 is used for spring braking, hydraulic pressure is released, when the parking brake valve does not output pressure, the parking brake valve is in a spring braking state, when the parking brake valve is actuated, certain pressure is output and acted on the central brake, and the compression spring overcomes the spring force to release braking.
The manual pump 10 manually releases the center brake to tow the vehicle when the vehicle is out of order or power is lost.
Hydraulic braking employs pneumatic control. The key element of the hydraulic brake is a retarder, and the amount of oil applied to the retarder determines the magnitude of the output braking force of the retarder. The retarder oil mass control device adopts pneumatic control.
The control of hydraulic braking adopts a pneumatic control system which has two modes of manual control and automatic control. The manual control adopts two-gear control, and the automatic linkage control adopts proportional control.
In the manual control, when the explosion-proof vehicle runs and only hydraulic braking deceleration is needed but mechanical braking is not executed, the loop is provided with a pneumatic knob switch valve 15, the knob valve is opened to be in the first gear, and the gear control valve 16 is operated to switch to the second gear. The two gears are mainly realized by setting different pressures by two pressure reducing valves I19 and II 21.
The compressed air pressure in the air storage tank is maintained at 0.6-0.8 MPa, the position shown in the figure is the state that the retarder is not used for auxiliary braking, and the compressed air is sealed at the knob switch valve 15. When the retarder is required to be braked, the knob switch valve 15 is opened to work at the left position, at the moment, compressed air flows to the port A through the port P, the gear control valve works at the right position, the port P is communicated with the port A, the pressure of the gear control valve is reduced through the pressure reducing valve 21 and then reaches the port P2 of the shuttle valve 22, the set pressure of the pressure reducing valve 21 is 0.15MPa, and the gear control valve is used as the first gear for the work of the retarder. The compressed air reaches the pressure port P of the control valve 24 after passing through the port P2 of the shuttle valve 23 and the port A through the port A of the shuttle valve, one way of the compressed air reaches the control port K of the control valve 24 to enable the control valve to work at the upper position, the compressed air enters the control port K of the oil sump 29 through the port P to the port A, the oil is compressed, and the oil enters the shell of the retarder 28 through the oil pipe 30.
The amount of oil entering the housing is determined by the pressure of the compressed air at the control port K. When the braking force needs to be increased, the gear control valve 16 is operated to work at the left position, at the moment, compressed air passes through the knob switch valve 15, reaches B through the port P, reaches P1 of the shuttle valve 22 through the pressure reducing valve 19, passes through the port P1, reaches the port A through the port P2 of the shuttle valve 23, enters the control port K of the oil sump 29 through the control valve 24, the set pressure of the pressure reducing valve 19 is 0.3MPa, the oil amount entering the retarder is increased, the pressure of the port P passes through the check valve 7, and the port A to the port R of the gear control valve are exhausted.
When the retarder is not needed to work, the knob switch valve 15 is turned off, and compressed air of the pressure port P of the control valve 24 is exhausted through the shuttle valve II23, the shuttle valve I22, the check valve 18, the gear control valve 16 and the knob switch valve 15. Meanwhile, the pressure of a control port K1 of the control valve 24 disappears, the control valve 24 goes to the lower position under the action of a spring, compressed air of the control port K enters the oil-gas separation device 25 from a port A to a port R of the control valve 24, a special pipeline for gas flowing is arranged in the oil-gas separation device, oil in the air is separated and enters the shell after the compressed air flows through the special pipeline, and clean compressed air is exhausted into the atmosphere through the exhaust pipe 26, so that the environmental pollution is reduced.
An exhaust valve 27 is arranged at the highest point of the retarder, air in the shell enters the oil-gas separation device 25 through the exhaust valve 27, and compressed air subjected to oil-gas separation converges to an exhaust pipe 26 and is exhausted into the atmosphere.
The mechanical brake independent control or the hydraulic brake linkage is controlled by the selector valve 31, and when the position selector valve 31 is in the lower position as shown in the figure, the pilot port K of the pilot proportional valve 17 is returned to the tank through the selector valve, and the pressure oil led out from the brake valve is blocked by the selector valve. The mechanical brake is then operated independently.
When the switching valve is manually operated to the upper position, the brake valve outlet pressure oil reaches the control port K of the pilot-operated air proportional pressure reducing valve 17 through the switching valve, and when the brake valve is stepped to perform mechanical braking, the hydraulic braking also starts to function after the brake valve outlet pressure reaches the set opening pressure of the pilot-operated air proportional pressure reducing valve 17. The combined control of mechanical-hydraulic braking is realized.
The air pressure value of the output pressure port A of the pilot-controlled air proportional valve 17 and the value of the control oil port K are changed in proportion in a set range, so that compressed air of the port A flows from the port P1 of the shuttle valve 23 to the port A, and oil is proportionally input into the retarder 28 through the port P of the control valve 24 and the control port of the port A oil pool 29, so that the retarder outputs proportional braking torque, and the mechanical and hydraulic braking linkage is automatically realized.
The mechanical independent brake control, the hydraulic independent brake control and the mechanical-hydraulic linkage brake control can be realized through various control modes.
Claims (1)
1. A hydraulic-mechanical combined braking control system for an explosion-proof vehicle in a coal mine well is characterized in that: comprises a mechanical brake control system and a hydraulic brake control system,
the mechanical brake control system comprises a serial double-loop brake valve (3), an energy accumulator I (4), an energy accumulator II (5), a liquid charging valve (6), a hydraulic pump (7), a one-way valve I (8), a parking brake valve (9), a manual pump (10) and a safety valve II (32),
the pressure oil of the hydraulic pump (7) is divided into two paths, one path is connected with a port P of the liquid charging valve (6), and two outlets A1 and A2 of the liquid charging valve (6) are respectively connected with an energy accumulator I (4) and an energy accumulator II (5); the other path of the brake fluid is connected with a port P of a safety valve II (32), a port T of the safety valve II (32) is respectively connected with an oil tank and a port T1 of a tandem type double-loop brake valve (3), a port A1 and a port A2 of the tandem type double-loop brake valve (3) are respectively connected with a front wheel service brake (1) and a rear wheel service brake (2), a port P2 of the tandem type double-loop brake valve (3) is connected with a port P of a parking brake valve (9) through a one-way valve I (8), a port A2 of the tandem type double-loop brake valve (3) is connected with a port P of a mechanical independent brake switching valve (31), a port T of the mechanical independent brake switching valve (31) is connected with the oil tank, and a port A of the mechanical independent brake switching valve (31) is connected with a hydraulic;
the hydraulic brake control system comprises a gas storage tank (12), a safety valve I (14), a knob switch valve (15), a gear control valve (16), a pilot-controlled gas proportional pressure reducing valve (17), a one-way valve II (18), a one-way valve III (20), a pressure regulating valve I (19), a pressure regulating valve II (21), a shuttle valve I (22), a shuttle valve II (23), a control valve (24), an oil-gas separation device (25), an exhaust pipe (26), an exhaust valve (27), a retarder (28) and an oil sump (29), wherein a port K of the pilot-controlled gas proportional pressure reducing valve (17) is connected with a port A of a mechanically independent brake switching valve (31), a port P of the pilot-controlled gas proportional pressure reducing valve (17) is connected with the gas storage tank (12) through the safety valve I (14), a drain switch (13) is arranged at the bottom of the gas storage tank (12), a port A of the pilot-controlled gas proportional pressure reducing valve (17) is connected with a port P1 of the shuttle valve II (, a P1 port of the shuttle valve I (22) is connected with a pressure regulating valve I (19), the pressure regulating valve I (19) is connected with a B port of the gear control valve (16), a check valve II (18) is connected in parallel on the pressure regulating valve I (19), a P2 port of the shuttle valve I (22) is connected with a pressure regulating valve II (21), the pressure regulating valve II (21) is connected with an A port of the gear control valve (16), and a check valve III (20) is connected in parallel on the pressure regulating valve II (21); a port P of the gear control valve (16) is connected with a port A of the knob switch valve (15), and the port P of the knob switch valve (15) is connected with the air storage tank (12); the port A of the shuttle valve II (23) is connected with the port P and the port K of the control valve (24), the port A of the control valve (24) is connected with an oil pool (29), the port R of the control valve (24) is connected with an inlet of the oil-gas separation device (25), an exhaust pipe (26) is arranged on an exhaust port of the oil-gas separation device (25), an outlet of the oil-gas separation device (25) is connected with a retarder (28) through an exhaust valve (27), and the retarder (28) is connected with the oil pool (29).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921808615.1U CN211468413U (en) | 2019-10-25 | 2019-10-25 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921808615.1U CN211468413U (en) | 2019-10-25 | 2019-10-25 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211468413U true CN211468413U (en) | 2020-09-11 |
Family
ID=72378787
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921808615.1U Active CN211468413U (en) | 2019-10-25 | 2019-10-25 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211468413U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113682289A (en) * | 2021-09-28 | 2021-11-23 | 国能神东煤炭集团有限责任公司 | Support vehicle braking system and support vehicle |
| CN114802148A (en) * | 2022-03-23 | 2022-07-29 | 特速安(浙江)机电科技有限公司 | Hydraulic auxiliary brake control system of explosion-proof trackless rubber-tyred vehicle |
| WO2023284325A1 (en) * | 2021-07-16 | 2023-01-19 | 上海三一重机股份有限公司 | Hydraulic braking system and operating machine |
-
2019
- 2019-10-25 CN CN201921808615.1U patent/CN211468413U/en active Active
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2023284325A1 (en) * | 2021-07-16 | 2023-01-19 | 上海三一重机股份有限公司 | Hydraulic braking system and operating machine |
| CN113682289A (en) * | 2021-09-28 | 2021-11-23 | 国能神东煤炭集团有限责任公司 | Support vehicle braking system and support vehicle |
| CN113682289B (en) * | 2021-09-28 | 2022-05-20 | 国能神东煤炭集团有限责任公司 | Support vehicle braking system and support vehicle |
| CN114802148A (en) * | 2022-03-23 | 2022-07-29 | 特速安(浙江)机电科技有限公司 | Hydraulic auxiliary brake control system of explosion-proof trackless rubber-tyred vehicle |
| CN114802148B (en) * | 2022-03-23 | 2023-08-25 | 特速安(浙江)机电科技有限公司 | Hydraulic auxiliary braking control system of explosion-proof trackless rubber-tyred vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110745121A (en) | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle | |
| CN211468413U (en) | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle | |
| CN107650895B (en) | Forward and reverse logic double-loop brake control system | |
| CN108082158B (en) | Vehicle gear selection and parking brake combined control system | |
| CN110843740B (en) | Hydraulic-mechanical combined braking system for coal mine articulated explosion-proof vehicle | |
| CN108657154A (en) | Electric brake system | |
| CN110588617B (en) | Control system for realizing driving and emergency parking braking functions of front wheels and rear wheels of explosion-proof vehicle | |
| CN102120447A (en) | Forklift hydraulic system matched with multi-functional wet brakes | |
| CN203372217U (en) | Large-tonnage electric forklift hydraulic braking system | |
| US5927828A (en) | Hydraulic brake system with brake slip control and automatic brake management | |
| CN101922524A (en) | Enclosed multi-disc wet type braking device | |
| CN103895630A (en) | Cage truck for underground coal mine | |
| US3802746A (en) | Articulated tractor vehicle power steering and brake system having an emergency brake device | |
| CN107972650B (en) | Hydraulic-pneumatic composite braking system with door protection for explosion-proof rubber-tyred vehicle | |
| CN102785652A (en) | Integrated control system of wheel type engineering machine | |
| CN202764956U (en) | Wheel type engineering machinery integrated control system | |
| CN104494587A (en) | Brake protection system of two-way driving anti-explosion rubber-tired vehicle | |
| CN204323314U (en) | Bidirectional driving flame proof rubber tyre vehicle brake protecting system | |
| CN111016854B (en) | Hydraulic-mechanical combined braking system for integral explosion-proof vehicle in coal mine | |
| CN107472226B (en) | Gas cap oil braking system of mining dump truck | |
| US4685744A (en) | Vehicle air brake system with pressure separating brake housing | |
| CN211468414U (en) | Parking brake hydraulic system with emergency function | |
| CN115835993A (en) | Electronic brake system | |
| CN101934789A (en) | Hydraulic brake valve of full-hydraulic brake system in construction machinery | |
| CN201802789U (en) | Totally closed multi-disc wet brake device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |