CN216833610U - Auxiliary parking braking device for engineering vehicle - Google Patents
Auxiliary parking braking device for engineering vehicle Download PDFInfo
- Publication number
- CN216833610U CN216833610U CN202123286576.3U CN202123286576U CN216833610U CN 216833610 U CN216833610 U CN 216833610U CN 202123286576 U CN202123286576 U CN 202123286576U CN 216833610 U CN216833610 U CN 216833610U
- Authority
- CN
- China
- Prior art keywords
- valve
- air
- differential relay
- relay valve
- vehicle
- 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
Landscapes
- Regulating Braking Force (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The utility model provides an engineering vehicle is with supplementary parking arresting gear, include: the differential relay valve, the knob type exhaust valve and two connecting air pipes, wherein the two connecting air pipes are a first air pipe and a second air pipe respectively. Increase on engineering vehicle the utility model discloses an auxiliary parking arresting gear does not change the brake force of front axle under the prerequisite of current front axle structure and utilizes, opens when needs use, and then increases whole car parking brake force to satisfy the parking demand of vehicle under special road conditions, and simple structure, convenient operation, the cost-push is controllable, and fine solution transships engineering vehicle technical problem that the power is not enough that parks provides simple and practical's solution for the actual operation of vehicle.
Description
Technical Field
The utility model belongs to the technical field of the automobile brake system, especially, relate to an engineering vehicle is with supplementary parking arresting gear.
Background
The overload working condition is easy to exist during the actual operation of the engineering vehicle, and when the engineering vehicle parks on a certain slope, the parking force provided by the rear axle of the vehicle cannot meet the use requirement of the overload parking of the vehicle.
The driving form of the engineering vehicle is generally 4 multiplied by 2, 6 multiplied by 4 and 8 multiplied by 4, the parking brake adopts a rear axle energy storage spring structure, and the parking force can meet the requirement of the GB12676 for the full-load 18 percent parking gradient of the vehicle. However, when the vehicle is operated in a mining area, a mountainous area, urban construction and other bad road conditions with a large gradient, the parking braking force provided by the rear axle is slightly insufficient at present, and the vehicle is easy to slide.
Disclosure of Invention
In order to solve the technical problem, the utility model provides an engineering vehicle is with supplementary parking arresting gear. The following presents a simplified summary in order to provide a basic understanding of some aspects of the disclosed embodiments. This summary is not an extensive overview and is intended to neither identify key/critical elements nor delineate the scope of such embodiments. Its sole purpose is to present some concepts in a simplified form as a prelude to the more detailed description that is presented later.
The utility model adopts the following technical scheme:
in some optional embodiments, there is provided an auxiliary parking brake apparatus for a construction vehicle, including: the differential relay valve, the knob type exhaust valve, the first air pipe and the second air pipe; one end of the first air pipe is connected with the auxiliary air storage cylinder, and the other end of the first air pipe is connected with an air inlet of the knob type exhaust valve; one end of the second air pipe is connected with an air outlet of the knob type exhaust valve, and the other end of the second air pipe is connected with one control port of the differential relay valve; and the air outlet of the differential relay valve is connected with the ABS electromagnetic valve.
Further, the other control port of the differential relay valve is connected with a master brake valve.
Furthermore, the number of the air outlets of the differential relay valve is two, one air outlet of the differential relay valve is connected with the front axle right air chamber through an ABS electromagnetic valve, and the other air outlet of the differential relay valve is connected with the front axle left air chamber through an ABS electromagnetic valve.
Further, an air inlet of the differential relay valve is connected with the front axle air cylinder.
Further, an exhaust port of the differential relay valve is communicated with the outside atmosphere.
Preferably, the air pressure of the knob type exhaust valve is not more than 8.5Bar, and the outer diameter of the first air pipe is not more than 8 mm.
Furthermore, the differential relay valve is arranged at a frame cross beam, and the knob type exhaust valve is arranged on a cab or a chassis.
The utility model discloses the beneficial effect who brings: increase on engineering vehicle the utility model discloses an auxiliary parking arresting gear does not change the brake force of front axle under the prerequisite of current front axle structure and utilizes, opens when needs use, and then increases whole car parking brake force to satisfy the parking demand of vehicle under special road conditions, and simple structure, convenient operation, the cost-push is controllable, and fine solution transships engineering vehicle technical problem that the power is not enough that parks provides simple and practical's solution for the actual operation of vehicle.
Drawings
Fig. 1 is a pipeline schematic diagram of an auxiliary parking brake device for an engineering vehicle according to the present invention;
FIG. 2 is a schematic diagram of a differential relay valve according to the present invention;
FIG. 3 is a schematic view of the knob type exhaust valve of the present invention in a driving state;
fig. 4 is a schematic view of the knob type exhaust valve of the present invention in a parking state.
Detailed Description
The following description and the drawings sufficiently illustrate specific embodiments of the invention to enable those skilled in the art to practice them. Other embodiments may incorporate structural, logical, electrical, process, and other changes. The examples merely typify possible variations. Individual components and functions are optional unless explicitly required, and the sequence of operations may vary. Portions and features of some embodiments may be included in or substituted for those of others.
As shown in fig. 1, in some illustrative embodiments, the utility model provides an engineering vehicle is with supplementary parking brake device installs additional on engineering vehicle front axle control circuit, does not change current front axle structure, specifically includes: the differential relay valve 101, the knob type exhaust valve 102 and two connecting air pipes, wherein the two connecting air pipes are a first air pipe 103 and a second air pipe 104 respectively.
The differential relay valve 101 may be a conventional differential relay valve, and as shown in fig. 2, has a differential valve inlet port 1, a differential valve outlet port 3, two differential valve control ports, and two differential valve outlet ports. The differential relay valve 1 is a dual control port, and the two differential valve control ports are respectively a first control port 41 and a second control port 42, which can independently control the air output of the differential valve air outlet. The two differential valve outlets are respectively a first outlet 21 and a second outlet 22. In the above description, the differential valve inlet port 1 is the inlet port of the differential relay valve 101, and the differential valve outlet port 3 is the outlet port of the differential relay valve 101.
The knob type exhaust valve 102 can be an existing knob type exhaust valve, and the switching of air charging and exhausting and air channels is realized by rotating a knob. As shown in fig. 3-4, the knob type exhaust valve 102 has an air inlet 1021, an air outlet 1022 and an air outlet 1023. Wherein, the air inlet 1021 of the air charging and discharging valve is the air inlet of the knob type exhaust valve 102; the air outlet 1022 of the air charging and discharging valve is the air outlet of the knob type air discharging valve 102, and the air outlet 1023 of the air charging and discharging valve is the air outlet of the knob type air discharging valve 102.
One end of the first air pipe 103 is connected to the auxiliary air cylinder 105, and the other end is connected to the air inlet 1021 of the air charging and discharging valve. One end of the second air pipe 104 is connected to the air outlet 1022 of the air charging and discharging valve, and the other end is connected to one of the control ports of the differential relay valve 101, that is, the second control port 42.
As shown in fig. 3, when the vehicle is in a driving state, the intake/discharge valve inlet 1021 is closed, and the intake/discharge valve outlet 1022 and the intake/discharge valve outlet 1023 are communicated, so that the differential relay valve 101 is not controlled. As shown in fig. 4, when the vehicle is parked, the air intake/exhaust valve air intake port 1021 and the air intake/exhaust valve air exhaust port 1022 are communicated, and the air intake/exhaust valve air exhaust port 1023 is closed, thereby controlling the differential relay valve 101 to perform the parking assist brake.
Preferably, the air pressure of the knob type exhaust valve 102 is not more than 8.5Bar, and the outer diameter of the first air pipe 103 is not more than 8mm, so that the safety and the effectiveness of the control process are ensured.
The other control port of the differential relay valve 101 is connected to the master cylinder valve 106, i.e. the first control port 41 is connected to the master cylinder valve 106. The number of the air outlets of the differential relay valve 101 is two, and one of the air outlets of the differential relay valve 101 is connected to the front axle right air chamber 108 through the ABS solenoid valve 107, that is, the first air outlet 21 is connected to the front axle right air chamber 108 through the ABS solenoid valve 107. The other air outlet of the differential relay valve 101 is connected to the front axle left air chamber 109 through the ABS solenoid valve 107, that is, the second air outlet 22 is connected to the front axle left air chamber 109 through the ABS solenoid valve 107. The differential valve inlet 1 is connected to a front axle air reservoir 110. The differential valve exhaust port 3 is open to the atmosphere.
During normal service braking, the first control port 41 and the second control port 42 are ventilated to open the differential valve diaphragm, and air enters the ABS solenoid valve 107 through the first air outlet 21 and the second air outlet 22, and finally enters the front axle right air chamber 108 and the front axle left air chamber 109 for braking. The differential valve has one more independently controllable port than the relay valve.
The utility model discloses a differential relay valve 101 sets up in frame cross beam department. The knob type exhaust valve 102 is disposed on the cab or the chassis, and specifically, may be disposed in a hidden place of the cab or the chassis, and a warning mark should be used to avoid misoperation. The trend of the first air pipe 103 and the second air pipe 104 can follow the whole vehicle main pipe bundle, so that the installation and maintenance are convenient, and the wiring harness arrangement is simplified.
To sum up, the utility model discloses only need increase the air inlet that all the way gas is connected to knob formula discharge valve 102 on the original supplementary gas receiver 105 of braking system, again with one of them control port of differential relay valve 101 with knob formula discharge valve 102's gas outlet with the tube coupling can. If the original vehicle is provided with a quick release valve or a relay valve, the quick release valve or the relay valve is only required to be replaced by a differential valve and then connected according to a schematic diagram. Therefore, the utility model has the advantages of simple structure, convenient operation only increases a differential relay valve 101 at front axle control circuit, and a knob formula discharge valve 102 and two nylon pipes do not influence former car control circuit's valve body installation and tube layout, and knob formula discharge valve 102 installs the operable position in the driver's cabin or on the chassis, the maintenance of being convenient for.
After the vehicle parks, the utility model discloses a turn into parking braking with front axle service braking, can fine solution overload engineering vehicle parking power not enough problem, provide simple and practical's solution for the vehicle actual operation.
To improve safety, the knob type exhaust valve 102 is strictly prohibited from operating in a vehicle running state and is prohibited from being used as a parking brake alone. After the vehicle is normally parked after running and stopping, when the parking braking force needs to be increased, a driver operates the knob type exhaust valve 102, the front axle starts to generate the parking braking force, and parking assistance is achieved.
The knob type exhaust valve 102 is a mechanical switch, so as to avoid misoperation, the internal compression spring force of the valve is generally designed to be large, large force is required to rotate the valve, and the protective cover needs to be manually opened before the knob is operated to prevent misoperation.
Take the example of a full 18t, 4 x 2 machineshop truck. The braking force of the front axle of the automobile is 32000N.m, and the air pressure is 1 Mpa; the rear axle driving braking force is 34000N.m, and the air pressure is 1 Mpa; parking brake force 20000 n.m.
The vehicle parameters are as follows:
the limit stopping gradient and the actual maximum stopping gradient when the vehicle is fully loaded are calculated according to the parameters in the table:
first, limit stop gradient:
uphill limit gradient: α is atan [ φ × L1/(L- φ × H) ];
downhill ultimate gradient: α ═ atan [ Φ × L1/(L + Φ × H) ];
substituting the above parameters into a formula to obtain: the uphill limiting gradient is 58.8 percent, and the downhill limiting gradient is 39.5 percent.
Second, actual maximum parkable grade:
because the parking torque provided by the rear axle of the real vehicle is limited, the formula M is M multiplied by g multiplied by sin alpha multiplied by R, and the actual maximum parking gradient of the vehicle in the full-load state is 22.1%.
If adopt the utility model discloses an auxiliary parking arresting gear utilizes front axle service braking after the parking, then the front axle can produce the most: 32000 × 0.8 ═ 25600n.m braking torque. The braking torque of the whole vehicle reaches 45600 N.m. Under the parking moment, the uphill limit parking gradient of the vehicle can reach 56.6 percent, and the downhill is 39.5 percent limit gradient.
The utility model discloses the scheme is through turning into the parking brake force after the parking with front axle driving brake force, improves the vehicle and parks the slope ability effect and is showing, can fine solution overload engineering vehicle parking power not enough problem, provides simple and practical's solution for the vehicle actual operation. And the structure is simple, the operation is convenient, and the cost increase is controllable.
The utility model discloses well front axle air receiver 110, supplementary air receiver 105, braking main valve 106, ABS solenoid valve 107, front axle right air chamber 108, front axle left air chamber 109 that mention are the original configuration of vehicle braking system.
The above embodiment is the preferred embodiment of the present invention, but the embodiment of the present invention is not limited by the above embodiment, and any other changes, modifications, replacements, combinations, and simplifications that do not depart from the spirit and principle of the present invention should be equivalent replacement modes, and all should be included in the protection scope of the present invention.
Claims (7)
1. An auxiliary parking brake device for a construction vehicle, comprising: the differential relay valve, the knob type exhaust valve, the first air pipe and the second air pipe;
one end of the first air pipe is connected with the auxiliary air storage cylinder, and the other end of the first air pipe is connected with an air inlet of the knob type exhaust valve; one end of the second air pipe is connected with an air outlet of the knob type exhaust valve, and the other end of the second air pipe is connected with one control port of the differential relay valve; and the air outlet of the differential relay valve is connected with the ABS electromagnetic valve.
2. The auxiliary parking brake apparatus for construction vehicle according to claim 1, wherein the other control port of the differential relay valve is connected to a master cylinder.
3. The auxiliary parking brake apparatus for construction vehicle as claimed in claim 2, wherein the number of the outlet ports of the differential relay valve is two, one of the outlet ports of the differential relay valve is connected to the front axle right air chamber through an ABS solenoid valve, and the other outlet port of the differential relay valve is connected to the front axle left air chamber through an ABS solenoid valve.
4. The auxiliary parking brake apparatus for construction vehicles as claimed in claim 3, wherein an air inlet of the differential relay valve is connected to a front axle air reservoir.
5. The auxiliary parking brake apparatus for construction vehicle as claimed in claim 4, wherein an exhaust port of the differential relay valve is open to the outside atmosphere.
6. The auxiliary parking brake device for engineering vehicles as claimed in claim 5, wherein the air pressure of the knob type exhaust valve is not more than 8.5Bar, and the outer diameter of the first air pipe is not more than 8 mm.
7. The auxiliary parking brake apparatus for construction vehicles as claimed in claim 6, wherein the differential relay valve is provided at a cross member of a vehicle frame, and the knob type exhaust valve is provided at a cab or a chassis.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123286576.3U CN216833610U (en) | 2021-12-24 | 2021-12-24 | Auxiliary parking braking device for engineering vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123286576.3U CN216833610U (en) | 2021-12-24 | 2021-12-24 | Auxiliary parking braking device for engineering vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216833610U true CN216833610U (en) | 2022-06-28 |
Family
ID=82111217
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202123286576.3U Active CN216833610U (en) | 2021-12-24 | 2021-12-24 | Auxiliary parking braking device for engineering vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216833610U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115384470A (en) * | 2022-09-30 | 2022-11-25 | 东风商用车有限公司 | Vehicle emergency braking device and method and vehicle |
-
2021
- 2021-12-24 CN CN202123286576.3U patent/CN216833610U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115384470A (en) * | 2022-09-30 | 2022-11-25 | 东风商用车有限公司 | Vehicle emergency braking device and method and vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102442286B (en) | Energy regeneration device of drive-by-wire braking system and control method of braking system | |
| CN100491153C (en) | Composite braking system for electric automobile | |
| CN202200968U (en) | Braking system of bidirectional running vehicle | |
| GB2454064A (en) | Combination regenerative and friction braking | |
| CN216833610U (en) | Auxiliary parking braking device for engineering vehicle | |
| CN105189224A (en) | Control device for a hydraulic brake system of a vehicle, hydraulic brake system for a vehicle and method for operating a hydraulic brake system of a vehicle | |
| CN101890944A (en) | Automotive energy-saving emission-reducing hydraulic retarder | |
| CN112706733B (en) | Two-stage slope-parking system and vehicle | |
| CN112937538B (en) | Electronic parking brake control method | |
| CN201436222U (en) | Energy-saving emission-reducing hydraulic vehicular retarder | |
| CN204527183U (en) | A kind of Pneumatic braking system | |
| CN212386470U (en) | Intelligent digital electric control air brake valve for automobile | |
| CN110077382B (en) | Two-wheeled centralized driving electric vehicle braking energy recovery system based on two-way one-way valve and linear exhaust electromagnetic valve | |
| CN208897049U (en) | It is a kind of can be with the bi-motor regeneration brake system of active brake | |
| CN201347060Y (en) | Two-circuit manual valve with parking detection function | |
| CN111717181A (en) | Gas-liquid mixed braking system with functions of service braking, parking braking and retarding | |
| CN221113866U (en) | Braking system of trackless rubber-tyred vehicle | |
| CN210526509U (en) | Automatic parking device of pure electric bus | |
| CN216642906U (en) | Hydraulic braking system of electric wheeled vehicle | |
| CN109733361A (en) | A kind of vacuum booster unit and method that idling start-stop system is applicable | |
| CN212332621U (en) | Control system for forbidding driving after leaving seat for ferry vehicle driver | |
| CN220474176U (en) | Brake failure simulation training system | |
| CN110077378B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on two-way check valve and linear exhaust electromagnetic valve | |
| CN110103924B (en) | Four-wheel distributed drive electric vehicle braking energy recovery system based on stacked one-way valve and one-way valve | |
| CN217320330U (en) | Parking braking system of large transport vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |