Brake control system for a crane and crane

Abstract

The application discloses a crane brake control system and a crane. The crane brake control system comprises a plurality of brake chamber groups, a brake air circuit, a control valve group, a brake master cylinder and a controller, the brake air circuit is connected with the plurality of brake chamber groups; the control valve group comprises an air inlet and a plurality of air outlets, the control valve group has an electric control port and an air control port, and the control valve group is controlled to act under the control of the electric control port or the air control port; the brake master cylinder is used to be connected with a brake pedal to output a control signal according to the action of the brake pedal, and the brake master cylinder comprises an electric signal output port for outputting an electric control signal and an air signal output port for outputting an air control signal; the controller has an input port and an output port, the input port of the controller is connected with the electric signal output port of the brake master cylinder, the output port of the controller is connected with the electric control port of the control valve group, and the air control port of the control valve group is connected with the air signal output port of the brake master cylinder. The application improves the brake reliability of the crane.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of engineering machinery, in particular to a brake control system of a crane and the crane. BACKGROUND

[0002] The truck crane belongs to the category of commercial vehicles, and needs to meet the standards of road vehicles and other related requirements, and can normally pass on various road conditions. The truck crane has good mobility, but as the lifting capacity of the truck crane increases, the overall weight, overall length and the number of axles are also increasing, and the defects of the traditional air brake system begin to stand out.

[0003] Because the overall length of the eight-axle crane is large, the brake control pipeline is long (from the brake pedal in the cab to the brake system at the tail of the vehicle), and the brake response time and release time are difficult to meet, and at the same time, due to the slow transmission speed of the air pressure signal, the front axle brake is earlier than the rear axle brake, and problems such as brake nodding and poor comfort may occur.

[0004] It should be noted that the statements in this part of the background art only provide background technology related to the present application, and do not necessarily constitute prior art. SUMMARY

[0005] The present application provides a brake control system of a crane and the crane to improve the brake reliability of the crane.

[0006] The first aspect of the present application provides a brake control system of a crane, the crane comprising a plurality of axles, comprising:

[0007] a plurality of brake chamber groups corresponding to the plurality of axles, each brake chamber group comprising brake chambers corresponding to two groups of wheels of each axle;

[0008] a brake air circuit connected to the plurality of brake chamber groups to supply air to the plurality of brake chambers;

[0009] a control valve group arranged between the brake air circuit and the plurality of brake chamber groups, the control valve group comprising an air inlet in communication with the brake air circuit and a plurality of air outlets in communication with the plurality of brake chamber groups respectively, the control valve group having an electric control port and an air control port, the control valve group being actuated under the control of the electric control port or the air control port to control the opening and closing of the air inlet and the plurality of air outlets;

[0010] a brake master cylinder for connecting with a brake pedal to output a control signal according to the actuation of the brake pedal, and the brake master cylinder comprising an electric signal output port for outputting an electric control signal and an air signal output port for outputting an air control signal; and

[0011] A controller having an input port and an output port, the input port of the controller being connected with the electric signal output port of the brake master cylinder, the output port of the controller being connected with the electric control port of the control valve group, and the air control port of the control valve group being connected with the air signal output port of the brake master cylinder.

[0012] In some embodiments, the control valve group comprises at least two control valves, the at least two control valves comprising a first control valve, a second control valve and a third control valve, the first control valve being used for controlling a first part of the brake chamber groups, the second control valve being used for controlling a second part of the brake chamber groups, and the third control valve being used for controlling a third part of the brake chamber groups.

[0013] In some embodiments, the first control valve comprises a single-channel EBS valve.

[0014] In some embodiments, the control valve group further comprises an ABS solenoid valve connected with the first control valve, and the ABS solenoid valve is electrically connected with the controller.

[0015] In some embodiments, the control valve group further comprises a relay valve arranged between the ABS solenoid valve and the brake chamber.

[0016] In some embodiments, the second control valve comprises a double-channel EBS valve; and / or, the third control valve comprises a double-channel EBS valve.

[0017] In some embodiments, the control valve group further comprises a relay valve arranged between the branch air port and the brake chamber; and / or, the control valve group further comprises a relay valve arranged between the brake master cylinder and the brake chamber.

[0018] In some embodiments, the brake control system comprises two independently arranged brake air paths, the two brake air paths comprising a first brake air path and a second brake air path, the first brake air path being connected with a part of the brake chamber groups through the control valve group, and the second brake air path being connected with the remaining brake chamber groups through the control valve group.

[0019] In some embodiments, the brake control system further comprises an air compressor, a multi-way valve, a first air reservoir and a second air reservoir, the air compressor being connected with the first brake air path and the second brake air path through the multi-way valve, the first air reservoir being arranged on the first brake air path, and the second air reservoir being arranged on the second brake air path.

[0020] In some embodiments, the brake control system further comprises a wheel speed sensor electrically connected with the controller, the wheel speed sensor being used for detecting the wheel speed of at least two axles of the plurality of axles, and the controller controls the control valve group to prevent skidding according to the wheel speed detected by the wheel speed sensor.

[0021] The second aspect of the present application provides a crane comprising the brake control system.

[0022] According to the technical scheme provided by the present application, the control valve group of the brake control system of the crane can be controlled by an electric signal to control the opening and closing of the inlet and the multiple outlets, and can also be controlled by a pneumatic signal to control the opening and closing of the inlet and the multiple outlets, so that the electric control and the pneumatic control can be realized, and the electric control function can be used in normal working conditions to improve the brake response speed and reduce the brake distance. Moreover, the brake control system improves the brake response coordination of the front and rear axles, reduces the vehicle brake "nodding", and improves the brake comfort. When the electric brake system fails, the pneumatic brake system can still function normally to ensure the brake performance of the vehicle, thereby improving the brake reliability of the crane.

[0023] Other features and advantages of the present application will become apparent from the following detailed description of exemplary embodiments thereof, taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings, which are included to provide a further understanding of the present application, constitute a part of the present application and illustrate exemplary embodiments of the present application and the description thereof serve to explain the present application, and do not limit the present application. In the drawings:

[0025] Figure 1 A structural schematic diagram of the brake control system of an embodiment of the present application.

[0026] Figure 2 A structural schematic diagram of the brake control system of another embodiment of the present application.

[0027] Figure 3 A structural schematic diagram of the brake control system of another embodiment of the present application.

[0028] Figure 4 A structural schematic diagram of the brake control system of another embodiment of the present application.

[0029] Figure 5 A structural schematic diagram of the brake control system of another embodiment of the present application.

[0030] Figure 6 A structural schematic diagram of the brake control system of another embodiment of the present application.

[0031] Figure 7 A structural schematic diagram of the brake control system of another embodiment of the present application. DETAILED DESCRIPTION

[0032] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. The following description of at least one example embodiment is merely illustrative in nature and not intended to be limiting on the application or its applications or uses. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of the present application.

[0033] The relative arrangement of parts and steps, numerical expressions, and numerical values set forth in the examples are not intended to limit the scope of the present application unless otherwise specifically stated. Also, it is to be understood that the dimensions of the various parts shown in the drawings are not drawn to scale. Techniques, methods, and apparatus known to those of ordinary skill are not discussed in detail because they would be considered as part of the base technology, and should be considered as part of the specification where appropriate. In all of the examples shown and discussed herein, any specific values are to be interpreted as illustrative only and are not to be construed in a limiting sense on the application. Thus, other examples of the example embodiments can have different values. It is to be noted that like-identified elements have like descriptions, therefore, a detailed description of which is not required in subsequent figures. It is to be noted that like-identified elements have like descriptions, therefore, a detailed description of which is not required in subsequent figures.

[0034] For the purpose of the description, spatially relative terms, such as "above", "below", "top", "bottom", and the like, can be used to describe one device or feature's relationship to another device or feature as illustrated in the figures. It is to be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientations depicted in the figures. For example, if a device is described as being "above" another device, it can be oriented above, below, or otherwise in relation to the other device, as long as it is oriented in the same direction as the other device. Thus, the exemplary term "above" can encompass both an orientation of above and below. The device can also be oriented in other ways (e.g., "below", "above", "left", "right", "front", "back", etc.) and the present application is intended to encompass these other orientations. The exemplary spatially relative terms are used for purposes of clarity and convenience and are in no way limiting of the application or its applications or uses.

[0035] A truck crane is a hoisting machine mounted on a common truck chassis or a specially designed chassis, and can perform multiple actions such as vertical lifting and horizontal carrying within a certain range. Due to the good mobility of the truck crane, it is widely used.

[0036] The truck crane includes multiple axles. Due to the multiple axles and the large overall length of the truck crane, if only pneumatic braking is used, the response time of the front axle and the rear axle will be quite different due to the slow transmission speed of the air pressure signal, which will cause a significant "vehicle nodding" phenomenon and poor comfort of the braking system.

[0037] To improve the above problems, the inventor of the present application proposes a braking control system for a truck crane by taking advantage of the fast response of an electric signal. The braking control system for the truck crane can realize both pneumatic braking and electric braking for the axles, so that the electric braking can be used under normal working conditions to improve the braking response speed and reduce the braking distance. Moreover, the braking control system improves the coordination of the braking response of the front axle and the rear axle, reduces the "vehicle nodding" phenomenon, and improves the braking comfort. When the electric braking system fails, the pneumatic braking system can still function normally to ensure the braking performance of the truck crane, thereby improving the braking reliability of the truck crane.

[0038] Reference Figures 1 to 7 The braking control system for the truck crane according to the present application includes multiple brake chamber groups, a brake air circuit, a control valve group, a brake master cylinder 1, and a controller 21.

[0039] The multiple brake chamber groups are arranged in correspondence with the multiple axles. Each brake chamber group includes brake chambers corresponding to two groups of wheels of each axle. Specifically, each group of wheels can include one wheel or two wheels. Each group of wheels can be provided with one brake chamber or two brake chambers.

[0040] The brake air circuit is connected to the multiple brake chamber groups to supply air to the multiple brake chambers. The control valve group is arranged between the brake air circuit and the multiple brake chamber groups. The control valve group includes an air inlet connected to the brake air circuit and multiple air outlets connected to the multiple brake chamber groups respectively. The control valve group has an electric control port and an air control port. The control valve group is actuated under the control of the electric control port or the air control port to control the opening and closing of the air inlet and the multiple air outlets.

[0041] The brake master cylinder 1 is connected to a brake pedal to output a control signal according to the actuation of the brake pedal. The brake master cylinder 1 includes an electric signal output port for outputting an electric control signal and an air signal output port for outputting an air control signal.

[0042] The controller 21 has an input port and an output port. The input port of the controller 21 is connected to the electric signal output port of the brake master cylinder 1, and the output port of the controller 21 is connected to the electric control port of the control valve group. The air control port of the control valve group is connected to the air signal output port of the brake master cylinder 1.

[0043] Reference Figure 1The crane includes a first axle 100, a second axle 200, a third axle 300, a fourth axle 400, a fifth axle 500, a sixth axle 600, a seventh axle 700 and an eighth axle 800. That is, the crane of the embodiment includes eight axles. Correspondingly, the brake control system of the crane includes eight brake chamber groups corresponding to the eight axles. As shown in the figure, Figure 1 The brake chamber group corresponding to the third axle 300 exemplarily shown in the figure includes two brake chambers A corresponding to two wheels of the third axle 300. The brake air path is connected with the brake chambers to supply air to the brake chambers.

[0044] Figure 1 The control valve group exemplarily shown in the figure includes a first control valve 41, a second control valve 42 and a third control valve 43. The first control valve 41 is used to control the supply of air to the brake chambers of the brake chamber groups corresponding to the first axle 100, the second axle 200 and the fifth axle 500. The second control valve 42 is used to control the supply of air to the brake chambers of the brake chamber groups corresponding to the third axle 300 and the fourth axle 400. The third control valve 43 is used to control the supply of air to the brake chambers of the brake chamber groups corresponding to the sixth axle 600, the seventh axle 700 and the eighth axle 800.

[0045] However, in other embodiments not shown in the figure, an integrated control valve group can be directly provided, which includes an air inlet communicating with the brake air path and a plurality of branch air outlets respectively communicating with the brake chamber groups. The control valve group has an electric control port and an air control port. The control valve group is actuated under the control of the electric control port or the air control port to control the opening and closing of the air inlet and the plurality of branch air outlets.

[0046] The brake master cylinder 1 is used to be connected with the brake pedal to output a control signal according to the actuation of the brake pedal. The brake master cylinder 1 includes an electric signal output port for outputting an electric control signal, two air signal output ports for outputting air control signals, including a first air signal output port for controlling the first brake air path and a second air signal output port for controlling the second brake air path.

[0047] The controller 21 has an input port and an output port. The input port of the controller 21 is connected with the electric signal output port of the brake master cylinder 1, and the output port of the controller 21 is connected with the electric control port of the control valve group, and the air control port of the control valve group is connected with the air signal output port of the brake master cylinder 1.

[0048] The control valve group of the brake control system of the crane in the embodiments of the present application can be controlled by both electric signals and pneumatic signals, so that the electric control and pneumatic control can be realized. In general working conditions, the electric control can be used to improve the brake response speed and reduce the brake distance. Moreover, the brake control system improves the brake response coordination of the front and rear axles, reduces the vehicle brake "nodding", and improves the brake comfort. When the electric brake control system fails, the pneumatic brake control system can still function normally to ensure the brake performance of the vehicle and improve the brake reliability of the crane.

[0049] The structure and working process of the brake control system of the crane in the embodiments of the present application will be described in detail. Figures 1 to 7 The structure and working process of the brake control system of the crane in the embodiments of the present application will be described in detail.

[0050] As shown in Figure 1 In some embodiments, the control valve group includes at least two control valves. The at least two control valves include a first control valve 41, a second control valve 42, and a third control valve 43. The first control valve 41 is used to control a first part of the brake chamber groups, the second control valve 42 is used to control a second part of the brake chamber groups, and the third control valve 43 is used to control a third part of the brake chamber groups.

[0051] Specifically, the control valve group includes a first control valve 41, a second control valve 42, and a third control valve 43. The first control valve 41 is used to control the supply of air to the brake chambers of the brake chamber groups corresponding to the first axle 100, the second axle 200, and the fifth axle 500. The second control valve 42 is used to control the supply of air to the brake chambers of the brake chamber groups corresponding to the third axle 300 and the fourth axle 400. The third control valve 43 is used to control the supply of air to the brake chambers of the brake chamber groups corresponding to the sixth axle 600, the seventh axle 700, and the eighth axle 800.

[0052] In this embodiment, the first control valve 41 includes a single-channel EBS valve.

[0053] In this embodiment, the second control valve includes a double-channel EBS valve. The third control valve includes a double-channel EBS valve.

[0054] Figure 1 The dashed line shows the electrical connection relationship of the brake control system in this embodiment. The electrical connection relationship and control logic of the brake control system in the embodiments will be described in detail. Figure 1 The electrical connection relationship and control logic of the brake control system in the embodiments will be described in detail.

[0055] The controller 21, the master cylinder 1, the first control valve 41, the second control valve 42, the third control valve 43, the ABS solenoid valve 81, the ABS solenoid valve 82, the two-axle wheel speed sensors 31, 32, the four-axle wheel speed sensors 33, 34, and the eight-axle wheel speed sensors 35, 36 are electrically connected. The controller 21 receives an input signal, the master cylinder 1 transmits a signal of a brake pedal to the controller 21, at the same time, the axle wheel speed sensors 31, 32, 33, 34, 35, 36 transmit wheel speed signals to the controller 21 through the control valves 41, 42, 43, and the controller 21 also receives air pressure signals from the control valves 41, 42, 43 (in which the third control valve 43 transmits a signal to the controller 21 through the second control valve 42); the controller 21 outputs a control signal, the controller 21 is directly connected with the first control valve 41, the second control valve 42, the ABS solenoid valve 81, and the ABS solenoid valve 82, and the third control valve 43 is indirectly connected with the controller 21 through the second control valve 42, and the actions of the valves are all controlled by the output signal of the controller 21. The first control valve 41 is connected with the wheel speed sensors 31, 32 of the second axle 200, the second control valve 42 is connected with the wheel speed sensors 33, 34 of the fourth axle 400, and the third control valve 43 is connected with the wheel speed sensors 35, 36 of the eighth axle.

[0056] When the driver steps on the brake pedal, the master cylinder 1 converts a displacement signal of the brake pedal into an electric signal and transmits the electric signal to the controller 21. The controller 21 outputs an electric signal to control the actions of the first control valve 41, the second control valve 42, the third control valve 43, and the ABS solenoid valves 81, 82, so as to realize electric control of the service brake system. Further, when emergency braking occurs, the controller 21 can predict the intention of the driver according to a speed signal of the brake pedal and actively implement braking in advance to ensure the safety of emergency braking. For example, when the speed of the brake pedal is greater than a set value, the controller 21 actively implements braking in advance when the displacement of the brake pedal does not reach the set value.

[0057] At the same time, the wheel speed sensors 31, 32, 33, 34, 35, 36 obtain wheel speed signals and transmit the wheel speed signals to the controller 21 through the first control valve 41, the second control valve 42, and the third control valve 43 respectively, and the controller 21 controls the first control valve 41, the second control valve 42, the third control valve 43, and the ABS solenoid valves 81, 82 to prevent tire lock.

[0058] Figure 1 The solid line shows the gas circuit connection relationship of the brake control system of the embodiment. The gas circuit connection relationship and control logic of the brake control system of the embodiment are described in detail below. Figure 1 The gas circuit connection relationship and control logic of the brake control system of the embodiment are described in detail below.

[0059] The air compressor 10, the dryer 11 and the multi-way valve 12 are connected in sequence, and the multi-way valve 12 is connected with the first brake air circuit and the second brake air circuit. The first brake air circuit is provided with the first air cylinder 13, and the second brake air circuit is provided with the second air cylinder 14. The first air cylinder 13 is connected with the second control valve 42, the third control valve 43, the relay valve 71 and the relay valve 72, and the first air cylinder 13 supplies air to the second control valve 42, the third control valve 43, the relay valve 71 and 72. The second air cylinder 14 supplies air to the first control valve 41, the relay valve 73, the relay valve 74 and the relay valve 75. The first air cylinder 13 and the second air cylinder 14 simultaneously supply air to the brake master cylinder 1, wherein the first air cylinder is connected with the first air inlet of the brake master cylinder 1 through an air circuit, and the second air cylinder is connected with the second air inlet of the brake master cylinder 1 through an air circuit. The second air outlet channel of the brake master cylinder 1 controls the first control valve 41; the first air outlet channel controls the second control valve 42 and the third control valve 43. The first control valve 41 supplies air to the ABS electromagnetic valve 81, 82 and the relay valve 75, but the specific control of the action of the ABS electromagnetic valve 81, 82 is electrically controlled by the controller 21; further, the ABS electromagnetic valve 81 and 82 respectively control the relay valve 73 and 74 and the brake air chamber group of the second axle 200, and the relay valve 73 and 74 further respectively control the brake air chamber group of the first axle 100; the relay valve 75 respectively controls the brake air chamber group of the fifth axle 500. The second control valve 42 controls the brake air chamber group of the third axle 300 and the fourth axle 400. The third control valve 43 controls the relay valve 71 and 72 and the brake air chamber group of the eighth axle 800; further, the relay valve 71 and 72 respectively control the brake air chamber group of the sixth axle 600 and the seventh axle 700.

[0060] In the embodiment, in order to increase the number of axles (or brake air chambers) controlled by the first control valve 41 and the ABS electromagnetic valve, the air outlet of the ABS electromagnetic valve does not directly control the brake air chamber, but controls the relay valve, and the relay valve further controls the charging and discharging of the brake air chamber.

[0061] When the driver does not step on the brake pedal, the air pressure values of the air outlets of the brake master cylinder 1, the control ports of the first control valve 41, the second control valve 42 and the third control valve 43 are all zero, and further, the air pressures of the brake air chambers of each axle are all zero, at this time, the brake system does not work.

[0062] When the driver steps on the brake pedal, the outlet of the brake master cylinder 1 is gassed, and the first control valve 41, the second control valve 42 and the third control valve 43 are opened accordingly; further, each relay valve is opened to supply gas to each bridge brake chamber to implement braking. During braking, the controller determines whether the wheels on one side or several sides of a bridge have a tendency to lock based on the wheel speed signals input by the wheel speed sensors, and then controls the on-off state of the ABS solenoid valves 81, 82 or the second control valve 42 and the third control valve 43, thereby controlling the size of the braking force to realize the anti-lock function of the vehicle and ensure that the braking force is at a high level; when the controller determines that the vehicle has no risk of locking, the ABS solenoid valves do not work and can be regarded as a pass-through.

[0063] In summary, the specific functions of each axle in the embodiments of the application are different. Specifically, all axles have pneumatic braking functions; except for the fifth axle 500, the remaining axles have electric braking functions. The wheel speed sensors are arranged on the second axle 200, the fourth axle 400 and the eighth axle 800, so the second axle 200, the fourth axle 400 and the eighth axle 800 are direct anti-lock control axles, the first axle 100, the third axle 300, the sixth axle 600 and the seventh axle 700 are indirect anti-lock control axles, and the fifth axle 500 is a non-anti-lock control axle; at the same time, the first axle 100 and the second axle 200 are synchronously controlled for anti-lock, the third axle 300 and the fourth axle 400 are synchronously controlled for anti-lock, and the sixth axle 600, the seventh axle 700 and the eighth axle 800 are synchronously controlled for anti-lock.

[0064] In some embodiments, the control valve group further comprises an ABS solenoid valve connected with the first control valve 41, and the ABS solenoid valve is electrically connected with the controller.

[0065] In some embodiments, the control valve group further comprises a relay valve arranged between the branch outlet and the brake chamber. Specifically, as shown in Figure 1 , the ABS solenoid valve 81 and the ABS solenoid valve 82 are connected with the brake chamber through the relay valve 73 and the relay valve 74, respectively. That is, the ABS solenoid valve does not directly control the brake chamber, but controls the inflation and deflation of the brake chamber by controlling the action of the relay valve. As shown in Figure 1 , the third control valve 43 is also connected with the brake chamber through the relay valve 71 and the relay valve 72.

[0066] In some embodiments, the brake control system comprises two independently arranged brake air paths, the two brake air paths comprising a first brake air path and a second brake air path, the first brake air path being connected with a part of the brake chamber air paths in the plurality of brake chamber groups through the control valve group, and the second brake air path being connected with the remaining brake chamber air paths in the plurality of brake chamber groups through the control valve group.

[0067] Specifically, as shown inFigure 1 As shown, the first brake air passage is used to connect to the brake air chambers of the third axle 300, the fourth axle 400, the sixth axle 600, the seventh axle 700, and the eighth axle 800. The second brake air passage is used to connect to the brake air chambers of the first axle 100, the second axle 200, and the fifth axle 500.

[0068] The first braking air circuit controls a total of 10 braking chambers, and the second braking air circuit controls a total of 6 braking chambers, with an equivalent number of chambers. When each circuit operates independently, its braking capacity is equivalent. If any braking circuit fails, the remaining braking circuits can still maintain a high level of braking capacity. Moreover, the axles controlled by the first and second braking air circuits are interleaved, ensuring that each circuit can control a portion of the front axles (first, second, third, and fourth axles) and a portion of the rear axles (fifth, sixth, seventh, and eighth axles), thus better utilizing the adhesion between the front and rear axles and the ground.

[0069] In some embodiments, the braking control system further includes an air compressor 10, a multi-way valve 12, a first air reservoir 13, and a second air reservoir 14. The air compressor 10 is connected to the first braking air circuit and the second braking air circuit via the multi-way valve 12. The first air reservoir 13 is disposed on the first braking air circuit, and the second air reservoir 14 is disposed on the second braking air circuit.

[0070] like Figure 2 As shown, to increase the number of axles (or brake chambers) controlled by the third control valve 43, its outlet does not directly control the brake chambers, but controls a relay valve, which in turn controls the inflation and deflation of the brake chambers. Specifically, as... Figure 2 As shown, in another alternative embodiment, with Figure 1 The difference in the embodiment shown is that the brake chamber of the sixth axle 600 is indirectly controlled by the third control valve 43 through relay valves 71 and 72, while the brake chamber of the seventh axle 700 is directly controlled by the third control valve.

[0071] like Figure 3 As shown, in another alternative embodiment, the first brake air circuit is used for service braking of three axles: the third, fourth, and fifth axles. Further, the third and fourth axles are controlled by the second control valve 42 via relay valves 73 and 74, and the fifth axle is directly controlled by the second control valve 42. The second brake air circuit is used for service braking of five axles: the first, second, sixth, seventh, and eighth axles. Further, the first and second axles are directly controlled by the first control valve 41 and ABS solenoid valves 81 and 82, the sixth and seventh axles are controlled by the second control valve 43 via relay valves 71 and 72, and the eighth axle is directly controlled by the third control valve 43.

[0072] likeFigure 4 As shown, in another alternative embodiment, the first brake air circuit is used for service braking of four axles: the third, fourth, fifth, and sixth axles. Further, the third and fourth axles are controlled by the second control valve 42 via relay valves 73 and 74, and the fifth and sixth axles are controlled by the second control valve 42 via relay valves 71 and 72. The second brake air circuit includes service braking of four axles: the first, second, seventh, and eighth axles. Further, the first and second axles are directly controlled by the first control valve 41 and ABS solenoid valves 81 and 82, and the seventh and eighth axles are directly controlled by the third control valve 43.

[0073] like Figure 5 As shown, in another alternative embodiment, the first brake air circuit is used for service braking of five axles: the second, third, sixth, seventh, and eighth axles. Further, the second and third axles are directly controlled by the second control valve 42, the sixth and seventh axles are directly controlled by the fourth control valve 44 and relay valves 71 and 72, and the eighth axle is directly controlled by the fourth control valve 44. The second brake air circuit is used for service braking of three axles: the first, fourth, and fifth axles. Further, the first axle is directly controlled by the first control valve 41 and ABS solenoid valves 81 and 82, and the fourth and fifth axles are directly controlled by the third control valve 43.

[0074] In this embodiment, the control valve group includes a first control valve 41, a second control valve 42, a third control valve 43, and a fourth control valve 44, wherein the first control valve 41 is a single-channel EBS valve, and the second control valve 42, the third control valve 43, and the fourth control valve 44 are dual-channel EBS valves.

[0075] like Figure 6 As shown, in another alternative embodiment, the first brake air circuit is used for service braking of four axles: the fifth, sixth, seventh, and eighth axles. Further, the fifth and sixth axles are controlled by the second control valve 42 and relay valves 73 and 74, respectively, while the seventh and eighth axles are controlled by the second control valve 42 and relay valves 71 and 72. The second brake air circuit is used for service braking of four axles: the first, second, third, and fourth axles. Further, the first and second axles are controlled by the first control valve 41 and ABS solenoid valves 81 and 82, the third axle is controlled by the first control valve 41 and relay valve 76, and the fourth axle is controlled by the first control valve 41 and relay valve 75. In this embodiment, the control valve group includes the first control valve 41 and the second control valve 42.

[0076] like Figure 7 As shown, in another alternative embodiment, the crane includes nine axles. (Compared to...) Figure 1In the illustrated embodiment, the first control valve 41 controls the brake chamber of the third axle 300 through a relay valve 73, and the second outlet of the brake master cylinder 1 controls the brake chamber of the sixth axle 600 through a relay valve 76. However, in other embodiments, the second outlet of the brake master cylinder 1 can directly control the brake chamber of the sixth axle 600.

[0077] It should be noted that, in the above embodiments, Figure 1 In the illustrated embodiment, the specific electrical connections between the controller 21 and other components are shown with dashed lines. Figures 2 to 7 The illustrated embodiment shows the electrical connections in simplified form, but can be understood with reference to Figure 1

[0078] The embodiments of the application also provide a crane, which comprises the brake control system of the above embodiments.

[0079] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application rather than limit it; although the present application has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the specific embodiments of the present application can be modified or some technical features can be replaced by equivalent ones; without departing from the spirit of the technical solutions of the present application, they should be covered in the technical solution range claimed by the present application.​

Claims

1. A brake control system of a crane, the crane comprising a plurality of axles, characterized in that, The brake control system comprises: a plurality of brake chamber groups corresponding to the plurality of axles, each brake chamber group comprising brake chambers corresponding to two groups of wheels of each axle; a brake air circuit connected to the plurality of brake chamber groups to supply air to the plurality of brake chambers; a control valve group arranged between the brake air circuit and the plurality of brake chamber groups, the control valve group comprising an air inlet port in communication with the brake air circuit and a plurality of air outlet ports in communication with the plurality of brake chamber groups respectively, the control valve group having an electric control port and an air control port, the control valve group being actuated under the control of the electric control port or the air control port to control the opening and closing of the air inlet port and the plurality of air outlet ports; a brake master cylinder for being connected to a brake pedal to output a control signal according to the actuation of the brake pedal, and the brake master cylinder comprising an electric signal output port for outputting an electric control signal and an air signal output port for outputting an air control signal; and a controller having an input port and an output port, the input port of the controller being connected to the electric signal output port of the brake master cylinder, the output port of the controller being connected to the electric control port of the control valve group, and the air control port of the control valve group being connected to the air signal output port of the brake master cylinder. The brake control system comprises two independently arranged brake air circuits, the two brake air circuits comprising a first brake air circuit and a second brake air circuit, the first brake air circuit being connected to a part of the brake chamber air circuits of the plurality of brake chamber groups through the control valve group, and the second brake air circuit being connected to the remaining brake chamber air circuits of the plurality of brake chamber groups through the control valve group, the axles controlled by the first brake air circuit and the second brake air circuit being staggered in front and back. The control valve group comprises at least two control valves, the at least two control valves comprising a first control valve, a second control valve and a third control valve, the first control valve being used to control a first part of the plurality of brake chamber groups, the second control valve being used to control a second part of the plurality of brake chamber groups, and the third control valve being used to control a third part of the plurality of brake chamber groups. The control valve group further comprises two ABS solenoid valves connected to the first control valve, and the two ABS solenoid valves are electrically connected to the controller. The controller is configured to output control signals, the controller being directly connected to the first control valve, the second control valve and the two ABS solenoid valves, and the third control valve being indirectly connected to the controller through the second control valve, and the actuation of the first control valve, the second control valve, the two ABS solenoid valves and the third control valve being controlled by the output signals of the controller. The first control valve comprises a single-channel EBS valve.

2. The brake control system of a crane according to claim 1, characterized in that, The control valve group further comprises a relay valve arranged between the ABS solenoid valve and the brake chamber.

3. The brake control system of a crane according to claim 1, characterized in that, The second control valve comprises a double-channel EBS valve; and / or, the third control valve comprises a double-channel EBS valve.

4. The brake control system of a crane according to claim 1, characterized in that, The control valve group further comprises a relay valve arranged between the air outlet port and the brake chamber; and / or, the control valve group further comprises a relay valve arranged between the brake master cylinder and the brake chamber.

5. The brake control system of a crane according to claim 1, characterized by ​ 6. The brake control system of a crane according to claim 1, characterized by The brake control system further comprises an air compressor, a multi-way valve, a first air reservoir and a second air reservoir, the air compressor is connected with the first brake air path and the second brake air path through the multi-way valve, the first air reservoir is arranged on the first brake air path, and the second air reservoir is arranged on the second brake air path.

7. The brake control system of a crane according to any one of claims 1 to 6, characterized in that, The brake control system further comprises a wheel speed sensor electrically connected with the controller, the wheel speed sensor is used for detecting wheel speeds of at least two axles in the plurality of axles, and the controller controls the control valve group to act to prevent locking according to the wheel speeds detected by the wheel speed sensor.

8. A crane, characterized in that The brake control system comprises the brake control system according to any one of claims 1 to 7.

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