CN215436387U - Emergency brake device of class II chassis - Google Patents
Emergency brake device of class II chassis Download PDFInfo
- Publication number
- CN215436387U CN215436387U CN202122050460.3U CN202122050460U CN215436387U CN 215436387 U CN215436387 U CN 215436387U CN 202122050460 U CN202122050460 U CN 202122050460U CN 215436387 U CN215436387 U CN 215436387U
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- Prior art keywords
- front cross
- cross beam
- movable front
- braking device
- emergency braking
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- 230000000694 effects Effects 0.000 claims description 16
- 230000003139 buffering effect Effects 0.000 claims description 6
- 230000006698 induction Effects 0.000 claims description 6
- 230000003137 locomotive effect Effects 0.000 claims description 4
- 230000005611 electricity Effects 0.000 claims 1
- 238000013016 damping Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 3
- 238000012423 maintenance Methods 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000001125 extrusion Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
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Abstract
The utility model relates to the field of vehicle braking systems, in particular to an emergency braking device for a second-class chassis. The automatic braking system has the advantage that braking can be achieved on the two types of chassis with failure of the automatic braking system.
Description
Technical Field
The utility model relates to the field of vehicle braking systems, in particular to an emergency braking device for a second-class chassis.
Background
The second type of chassis refers to a vehicle chassis that has been equipped with an engine, transmission, drive train and cab, but does not have a cargo box. The class ii chassis is also typically equipped with an automatic brake system that enables deceleration or hard stops of the class ii chassis.
The automatic brake system may suddenly fail due to aging after being used for a long time, so that the second type chassis cannot be decelerated or suddenly stopped, and the second type chassis may impact people and objects, which is obviously insufficient.
SUMMERY OF THE UTILITY MODEL
In order to brake the second type chassis with failure of an automatic brake system, the application provides an emergency braking device of the second type chassis.
The application provides an emergency braking device of class II chassis adopts following technical scheme:
the emergency braking device comprises a fixed plate connected to a vehicle head, wherein a proximity switch is arranged on the fixed plate and is electrically connected with a standby braking system through a control system, and a magnetic plate and an impact moving assembly used for driving the magnetic plate to approach an induction end of the proximity switch are arranged at the vehicle head.
Through adopting above-mentioned technical scheme, when automatic brake braking system became invalid and lead to two types of chassis to take place the striking, the striking makes the striking remove the subassembly and drives the magnetic plate and be close to proximity switch, and in the moment of proximity switch's inductor induction magnetic plate, proximity switch passes through control system and starts the reserve brake braking system among the prior art and realizes the braking to two types of bottom plates to this reduces the possibility of two types of chassis striking personnel and the object that automatic brake braking system became invalid.
Optionally, the impact moving assembly includes two parallel bottom plates connected to the vehicle head, a sliding groove extending toward a direction close to the vehicle head is formed in the bottom plate, a movable front cross beam is further disposed at the vehicle head, the magnetic plate is disposed on the movable front cross beam, limiting columns are disposed at two ends of the movable front cross beam, one limiting column corresponds to one bottom plate, and end portions of the limiting columns slide in the sliding groove corresponding to the bottom plate.
Through adopting above-mentioned technical scheme, when taking place the striking, the activity front beam drives the tip of spacing post and slides in the inslot that slides to this drives the magnetic sheet and is close to proximity switch gradually. The limiting column slides in the sliding groove to guide the movement of the magnetic plate.
Optionally, two sliding grooves are formed in the same bottom plate, and the two sliding grooves are vertically arranged.
Through adopting above-mentioned technical scheme to this has reduced the activity front beam and has taken place to rotate and the possibility of rocking at the in-process that removes, and proximity switch's induction end can accurately sense the magnetic sheet.
Optionally, the sliding groove is inclined upwards along a direction close to the vehicle head.
Through adopting above-mentioned technical scheme, after the activity front beam and the quilt are separated, the activity front beam relies on the dead weight to drive spacing post and slides to one side downwards and realize automatic re-setting, need not artifical manual realization and resets.
Optionally, the impact moving assembly further comprises an elastic impact buffering pipe, and the elastic impact buffering pipe is arranged on one side of the movable front cross beam, which faces away from the vehicle head.
Through adopting above-mentioned technical scheme, elasticity is slowly bumped the pipe and is taken place deformation by the extrusion to this can play buffering and protection's effect to personnel and quilt that hit the thing.
Optionally, the elastic buffer impact pipe is detachably connected with the movable front cross beam.
Through adopting above-mentioned technical scheme, maintenance personal can slowly hit the pipe and change because of the too big elasticity that damages of deformation degree.
Optionally, two opposite side walls of the bottom plate are respectively connected with a top supporting plate, and two reset springs are respectively supported between the top supporting plate and the movable front cross beam.
By adopting the technical scheme, when the elastic buffer collision pipe is separated from a collided object, the reset spring can actively push the movable front cross beam to move, and the movable front cross beam can be ensured to be reset smoothly and automatically.
Optionally, one end of the return spring supported on the supporting plate is higher than one end of the return spring supported on the movable front cross beam.
Through adopting above-mentioned technical scheme, when activity front beam removed to the highest point, reset spring was the level just, and reset spring's thrust can act on the activity front beam perpendicularly, and then has improved the promotion effect of reset spring to activity front beam.
In summary, the present application includes at least one of the following beneficial technical effects:
when the automatic brake system fails to cause the second chassis to collide, the collision enables the collision moving assembly to drive the magnetic plate to approach the proximity switch, and at the moment when the sensor of the proximity switch senses the magnetic plate, the proximity switch starts the standby brake system through the control system to brake the second chassis, so that the possibility that the second chassis which fails to cause the automatic brake system collides with people and objects is reduced;
when the movable front cross beam and the collided object are separated, the movable front cross beam can drive the limiting column to slide downwards obliquely by means of dead weight to realize automatic reset, and manual reset is not needed.
Drawings
FIG. 1 is a schematic structural diagram for embodying the present application;
FIG. 2 is a schematic structural view for showing the connection relationship among the head, the movable front cross member and the elastic buffer impact tube in the present application;
fig. 3 is a sectional view taken along line a-a in fig. 2.
Description of reference numerals: 1. a headstock; 2. a fixing plate; 3. a proximity switch; 4. a magnetic plate; 51. a base plate; 511. a sliding groove; 52. a movable front cross beam; 53. a limiting column; 54. an elastic buffer tube; 6. a top bracing plate; 7. a return spring; 8. a guide plate; 9. fastening a nut; 10. a collision-relieving pipe fixing plate; 11. a threaded rod; 12. a spring seat.
Detailed Description
The present application is described in further detail below with reference to figures 1-3.
The embodiment of the application discloses an emergency braking device of a second-class chassis. Referring to fig. 1 and 2, the emergency braking device for the second type chassis comprises a fixed plate 2 fixedly connected to a vehicle head 1, and a proximity switch 3 screwed on the fixed plate 2, wherein the proximity switch 3 is electrically connected with a standby brake braking system in the prior art through a control system.
The locomotive 1 is also provided with a magnetic plate 4 and an impact moving assembly, and the impact moving assembly is positioned above the proximity switch 3. When the automatic brake system fails and the locomotive 1 collides with an object, the collision moving assembly can drive the magnetic plate 4 to move towards the direction close to the induction end of the proximity switch 3.
When the induction end of the proximity switch 3 detects the moment of the magnetic plate 4, the proximity switch 3 starts a standby brake system through a control system to realize emergency stop on the second type chassis, so that the possibility that the vehicle collides with people and objects is reduced.
Referring to fig. 1 and 3, the impact moving assembly includes two parallel bottom plates 51 fixedly connected to the vehicle head 1, a movable front cross beam 52 parallel to the width direction of the vehicle head 1, and limit posts 53 respectively disposed at two ends of the movable front cross beam 52.
The bottom plate 51 is provided with a sliding groove 511, and the sliding groove 511 extends towards the direction close to the vehicle head 1. The longitudinal section of the movable front cross beam 52 is arranged in a concave shape, the opening of the movable front cross beam faces the vehicle head 1, and the magnetic plate 4 is fixedly connected to the bottom of the end of the movable front cross beam 52.
Spacing post 53 is on a parallel with activity front beam 52, and the equal fixedly connected with deflector 8 in the both ends of activity front beam 52 inner chamber, a spacing post 53 corresponds a deflector 8, and spacing post 53 slides and passes corresponding deflector 8 and threaded connection has fastening nut 9. One limiting column 53 corresponds to one sliding groove 511, and the end part of the limiting column 53 slides in the sliding groove 511 of the corresponding bottom plate 51.
Referring to fig. 1 and 3, when a collision occurs, the movable front cross beam 52 moves towards the direction close to the vehicle head 1 under the action of an object, and drives the end of the limit column 53 to slide in the sliding groove 511, and the movable front cross beam 52 drives the magnetic plate 4 to approach the proximity switch 3.
Two sliding grooves 511 are formed in the same bottom plate 51, two limiting columns 53 penetrate through the same guide plate 8 in a sliding mode, the two sliding grooves 511 correspond to the two limiting columns 53 one to one, the movable front cross beam 52 is not prone to rotating and shaking in the moving process, and the sensing end of the proximity switch 3 can accurately sense the magnetic plate 4.
Referring to fig. 1 and 3, the sliding slot 511 is inclined upward in a direction close to the vehicle head 1, so that the movable front cross member 52 is not easily moved in the direction close to the vehicle head 1 by vibration of the vehicle during normal operation of the automatic brake system.
When collision occurs, the movable front cross beam 52 drives the limiting column 53 to slide upwards in an inclined way towards the direction close to the vehicle head 1. After the second-class chassis is separated from the impacted object, the movable front cross beam 52 can drive the limiting column 53 to slide downwards in an inclined mode under the action of gravity to achieve automatic reset, and manual reset is not needed.
Referring to fig. 1 and 3, because a certain sliding friction exists between the end of the limiting column 53 and the sliding slot 511, in order to ensure that the movable front beam 52 can smoothly realize automatic reset, the two opposite side walls of the bottom plate 51 are respectively and fixedly connected with a top supporting plate 6, reset elasticity is respectively supported between the two top supporting plates 6 and the side walls of the inner cavity of the movable front beam 52, and the reset spring 7 is a compression spring.
When the movable front cross beam 52 is close to the vehicle head 1, the movable front cross beam 52 and the top supporting plate 6 are matched to extrude the return spring 7. When the movable front beam 52 is separated from the collided object, the return spring 7 can actively push the movable front beam 52 to move so as to realize the return.
Equal fixedly connected with spring holder 12 on the lateral wall that top fagging 6 and activity front beam 52 inner chamber correspond, reset spring 7's tip cover is established on spring holder 12 to this makes reset spring 7 can install between top fagging 6 and activity front beam 52 on the one hand, can also improve the stability of reset spring 7 deformation in-process on the other hand.
Referring to fig. 1 and 3, since the sliding groove 511 is inclined, so that the return spring 7 is also inclined, one end of the return spring 7 supported on the top support plate 6 is higher than one end of the return spring 7 supported on the movable front cross beam 52.
When the movable front cross beam 52 moves to the highest position, the return spring 7 is just horizontal, and the pushing force of the return spring 7 can vertically act on the movable front cross beam 52, so that the pushing effect of the return spring 7 on the movable front cross beam 52 is improved.
Referring to fig. 1 and 3, the impact moving assembly further includes an elastic buffer tube 54, and the elastic buffer tube 54 is located on a side of the movable front cross member 52 facing away from the vehicle head 1. When the movable front cross beam 52 drives the elastic buffer tube 54 to generate impact, the elastic buffer tube 54 is pressed to generate deformation, so that the elastic buffer tube 54 can play a role in buffering and protecting personnel and an impacted object.
Referring to fig. 1 and 3, a collision-damping tube fixing plate 10 is tightly attached to the interior of the elastic collision-damping tube 54, a threaded rod 11 is fixedly connected to the collision-damping tube fixing plate 10, and the threaded rod 11 penetrates through the elastic collision-damping tube 54 and the movable front cross beam 52 and is in threaded connection with a nut, so that the elastic collision-damping tube 54 and the movable front cross beam 52 are detachably connected. When the elastic buffer tube 54 is damaged due to an excessively large degree of deformation, a maintenance worker can remove and replace the elastic buffer tube 54.
The implementation principle of the emergency braking device of the second type chassis in the embodiment of the application is as follows:
when collision occurs, the movable front cross beam 52 and a collided object extrude the elastic buffer collision tube 54, the elastic buffer collision tube 54 reversely pushes the movable front cross beam 52 to move, and the movable front cross beam 52 and the top support plate 6 are matched to extrude the return spring 7. The movable front beam 52 drives the end of the limit post 53 to slide in the sliding slot 511, and simultaneously drives the magnetic plate 4 to gradually approach the proximity switch 3. At the moment that the sensor of the proximity switch 3 senses the magnetic plate 4, the proximity switch 3 starts a standby brake system through the control system to brake the second-class bottom plate 51, and the second-class bottom plate 51 can be safely and stably stopped.
After the elastic buffer collision tube 54 is separated from the collided object, under the thrust action of the return spring 7, the movable front beam 52 drives the magnetic plate 4 to slide obliquely downwards to realize automatic return, and the limit column 53 slides to the lowest part of the sliding groove 511.
The above embodiments are preferred embodiments of the present application, and the protection scope of the present application is not limited by the above embodiments, so: all equivalent changes made according to the structure, shape and principle of the present application shall be covered by the protection scope of the present application.
Claims (8)
1. An emergency braking device for a second type chassis is characterized in that: including connecting fixed plate (2) on locomotive (1), be equipped with proximity switch (3) on fixed plate (2), proximity switch (3) are connected with reserve brake braking system through the control system electricity, locomotive (1) department is equipped with magnetic sheet (4), is used for driving magnetic sheet (4) to the striking removal subassembly that the induction end of proximity switch (3) is close to.
2. Emergency braking device for two types of chassis according to claim 1, characterized in that: the collision moving assembly comprises two parallel bottom plates (51) connected to the vehicle head (1), a sliding groove (511) extending towards the direction close to the vehicle head (1) is formed in each bottom plate (51), a movable front cross beam (52) is further arranged at the position of the vehicle head (1), the magnetic plate (4) is arranged on each movable front cross beam (52), limiting columns (53) are arranged at two ends of each movable front cross beam (52), one limiting column (53) corresponds to one bottom plate (51), and the end of each limiting column (53) slides in the corresponding sliding groove (511) of the bottom plate (51).
3. Emergency braking device for two types of chassis according to claim 2, characterized in that: two sliding grooves (511) are formed in the same bottom plate (51), and the two sliding grooves (511) are vertically arranged.
4. Emergency braking device for two types of chassis according to claim 2, characterized in that: the sliding groove (511) inclines upwards along the direction close to the vehicle head (1).
5. Emergency braking device for two types of chassis according to claim 2, characterized in that: the impact moving assembly further comprises an elastic impact buffering pipe (54), and the elastic impact buffering pipe (54) is arranged on one side, back to the vehicle head (1), of the movable front cross beam (52).
6. Emergency braking device for two types of chassis according to claim 5, characterized in that: the elastic buffer collision pipe (54) is detachably connected with the movable front cross beam (52).
7. Emergency braking device for two types of chassis according to claim 2, characterized in that: two be connected with on the relative lateral wall of bottom plate (51) respectively and prop up fagging (6), two prop up fagging (6) with it has reset spring (7) to prop up respectively between activity front beam (52).
8. Emergency braking device for two types of chassis according to claim 7, characterized in that: the reset spring (7) props against one end of the jacking plate (6) and is higher than one end of the movable front cross beam (52) which props against the reset spring (7).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122050460.3U CN215436387U (en) | 2021-08-28 | 2021-08-28 | Emergency brake device of class II chassis |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122050460.3U CN215436387U (en) | 2021-08-28 | 2021-08-28 | Emergency brake device of class II chassis |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215436387U true CN215436387U (en) | 2022-01-07 |
Family
ID=79696913
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122050460.3U Expired - Fee Related CN215436387U (en) | 2021-08-28 | 2021-08-28 | Emergency brake device of class II chassis |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215436387U (en) |
-
2021
- 2021-08-28 CN CN202122050460.3U patent/CN215436387U/en not_active Expired - Fee Related
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20220107 |