Emergency shut down control system and method for tank car

Abstract

The application provides an emergency cut-off control system and method for a tank truck, which realizes automatic closing of an emergency cut-off valve based on the vehicle being in a brake release state, and the system has an earlier and more reliable reaction time. Meanwhile, the monitoring system can monitor the opening and closing state of the emergency cut-off valve and send a first monitoring signal to the control system when the emergency cut-off valve is in an open state, so that the control system can control the auxiliary brake system to make the vehicle be in a parking brake state when the emergency cut-off valve is not normally automatically closed, and the vehicle cannot start when the emergency cut-off valve is not closed, thus realizing zero safety hazards. Meanwhile, the control system can also control the alarm system to send an audible and visual alarm signal when the emergency cut-off valve is not normally automatically closed, so as to remind personnel to manually close the emergency cut-off valve, and the vehicle cannot start and travel if the emergency cut-off valve is not closed, thus ensuring the safety of vehicle travel.

Description

Technical Field

[0001] This application relates to the field of pneumatic technology for tank trucks, and in particular to an emergency shut-off control system and method for tank trucks. Background Technology

[0002] Tank trucks transporting hazardous chemicals such as LNG (Liquefied Natural Gas), liquid oxygen, and liquid hydrogen are equipped with emergency shut-off valves in their valve boxes. These valves are typically installed at the inlet, outlet, and vapor port to control opening and closing. When not loading or unloading, the emergency shut-off valves should be closed. During operations such as opening the emergency shut-off valves for inlet or outlet operations, the tank truck must maintain a stable parking brake state to prevent rollover or vehicle movement. While the vehicle is in motion, the emergency shut-off valves must be closed and the parking brake released.

[0003] In related technologies, when the emergency shut-off valve needs to be closed, an audible and visual signal method, such as a warning light or voice prompt, can be used to remind the driver to close the valve. While this complies with regulations, it is primarily a subjective visual or auditory reminder, and human negligence is possible in bright light or noisy environments. If a person forgets to manually close the emergency shut-off valve, a safety hazard exists. Alternatively, an automatic emergency shut-off function system can be used, which involves adding a speed sensor, solenoid valve, and lithium battery to automatically close the valve upon detecting vehicle movement. This solution uses vehicle speed as the basis for automatic valve closure, which has a certain time lag in judgment. Furthermore, using a lithium battery as the power source for the emergency shut-off control system poses certain safety risks. Summary of the Invention

[0004] The main objective of this application is to propose an emergency shut-off control system and method for tank trucks. The system aims to automatically close the emergency shut-off valve by using the vehicle's brake release state as the basis for closing the valve. This improves system response time and reliability. Furthermore, when the system detects that the emergency shut-off valve has not closed automatically, it controls the vehicle to be in a braking state and prevents it from starting by using the auxiliary braking system. This ensures that the vehicle cannot start when the emergency shut-off valve is not closed, achieving zero safety hazards.

[0005] To achieve the above objectives, a first aspect of this application provides an emergency shut-off control system for a tank truck, comprising a sensing system, a control system, an execution system, a monitoring system, an alarm system, and an auxiliary braking system; the sensing system, the execution system, the monitoring system, the alarm system, and the auxiliary braking system are all connected to the control system, the monitoring system is connected to the execution system, and the execution system includes an emergency shut-off valve;

[0006] The sensing system is used to sense the first pressure of the vehicle's service brake line and the second pressure of the vehicle's parking brake line, and transmit the first pressure and the second pressure to the control system.

[0007] The control system is used to determine whether the vehicle is in a brake-released state based on the first pressure and the second pressure, and to send a shutdown command to the execution system when it determines that the vehicle is in a brake-released state.

[0008] The execution system is used to control the closure of the emergency shut-off valve based on the closure command;

[0009] The monitoring system is used to monitor the opening and closing status of the emergency shut-off valve and send a first monitoring signal to the control system when it detects that the emergency shut-off valve is in the open state.

[0010] The control system is also configured to send a first control signal to the auxiliary braking system and a second control signal to the alarm system based on the first monitoring signal;

[0011] The auxiliary braking system is used to control the vehicle to be in a parking brake state based on the first control signal;

[0012] The alarm system is used to issue an audible and visual alarm signal based on the second control signal to remind personnel to manually close the emergency shut-off valve.

[0013] In one embodiment of this application, the monitoring system is further configured to send a second monitoring signal to the control system when it detects that the emergency shut-off valve is in a closed state. Correspondingly, the control system is further configured to send a third control signal to the auxiliary braking system based on the second monitoring signal, so that the auxiliary braking system controls the vehicle to release the parking brake state based on the third control signal.

[0014] In one embodiment of this application, the sensing system includes a first pressure sensor and a second pressure sensor, both of which are connected to the control system.

[0015] The first pressure sensor is installed on the service brake line. The first pressure sensor is used to sense the first pressure in the service brake line and transmit it to the control system. The service brake line is used to communicate with the service brake chamber to supply air to the service brake chamber.

[0016] The second pressure sensor is installed on the parking brake line. The second pressure sensor is used to sense the second pressure in the parking brake line and transmit it to the control system. The parking brake line is used to communicate with the parking brake chamber to supply air to the parking brake chamber.

[0017] In one embodiment of this application, the execution system further includes an air supply device, a filter pressure reducing valve, a three-way solenoid valve, and at least one manual control valve. The three-way solenoid valve includes an inlet end, an outlet end, and a vent end. The outlet end of the air supply device is connected to the inlet end of the filter pressure reducing valve, the outlet end of the filter pressure reducing valve is connected to the inlet end of the three-way solenoid valve, the outlet end of the three-way solenoid valve is connected to the inlet end of the manual control valve, and the outlet end of the manual control valve is connected to the port of the emergency shut-off valve. The three-way solenoid valve is electrically connected to the control system.

[0018] Correspondingly, the execution system for controlling the closure of the emergency shut-off valve based on the closure command includes:

[0019] The three-way solenoid valve closes its inlet end and opens its vent end based on the closing command, thereby closing the emergency shut-off valve.

[0020] In one embodiment of this application, the manual control valve includes a first manual three-way valve, a second manual three-way valve, and a pneumatic combination valve. The first manual three-way valve, the second manual three-way valve, and the pneumatic combination valve are respectively installed at corresponding set positions on the vehicle. The air outlet of the three-way solenoid valve is connected to the air inlet of the first manual three-way valve, the air outlet of the first manual three-way valve is connected to the air inlet of the second manual three-way valve, the air outlet of the second manual three-way valve is connected to the air inlet of the pneumatic combination valve, and the air outlet of the pneumatic combination valve is connected to the emergency shut-off valve.

[0021] In one embodiment of this application, the emergency shut-off valve includes a first emergency shut-off valve, a second emergency shut-off valve, and a third emergency shut-off valve. The first emergency shut-off valve is disposed on the liquid phase pipeline, the second emergency shut-off valve is disposed on the gas phase pipeline, and the third emergency shut-off valve is disposed on the pressurization pipeline.

[0022] Correspondingly, the pneumatic combination valve includes a pneumatic main valve, a first pneumatic branch valve, a second pneumatic branch valve, and a third pneumatic branch valve. The outlet of the second manual three-way valve is connected to the inlet of the pneumatic main valve. The outlet of the pneumatic main valve is connected to the inlet of the first pneumatic branch valve, the inlet of the second pneumatic branch valve, and the inlet of the third pneumatic branch valve. The outlet of the first pneumatic branch valve is connected to the port of the first emergency shut-off valve. The outlet of the second pneumatic branch valve is connected to the port of the second emergency shut-off valve. The outlet of the third pneumatic branch valve is connected to the port of the third emergency shut-off valve.

[0023] The pneumatic master valve is used to simultaneously control the opening and closing of the first pneumatic branch valve, the second pneumatic branch valve, and the third pneumatic branch valve.

[0024] The first pneumatic branch valve is used to control the opening and closing of the first emergency shut-off valve, the second pneumatic branch valve is used to control the opening and closing of the second emergency shut-off valve, and the third pneumatic branch valve is used to control the opening and closing of the third emergency shut-off valve.

[0025] In one embodiment of this application, the monitoring system includes a first position sensor, a second position sensor, and a third position sensor;

[0026] The first position sensor is connected to the first emergency shut-off valve, and the first position sensor is used to monitor the opening and closing status of the first emergency shut-off valve.

[0027] The second position sensor is connected to the second emergency shut-off valve, and the second position sensor is used to monitor the opening and closing status of the second emergency shut-off valve;

[0028] The third position sensor is connected to the third emergency shut-off valve, and the third position sensor is used to monitor the opening and closing status of the third emergency shut-off valve.

[0029] Correspondingly, the monitoring system is used to monitor the opening and closing status of the emergency shut-off valve and send a first monitoring signal to the control system when the emergency shut-off valve is detected to be in the open state, including:

[0030] The system monitors the opening and closing status of the first emergency shut-off valve, the second emergency shut-off valve, and the third emergency shut-off valve, and sends a first monitoring signal to the control system when at least one of the first emergency shut-off valve, the second emergency shut-off valve, and the third emergency shut-off valve is detected to be in the open state.

[0031] In one embodiment of this application, the control system is used to determine whether the vehicle is in a brake-released state based on the first pressure and the second pressure, including:

[0032] Determine whether the first pressure is less than or equal to a first pressure threshold, and determine whether the second pressure is greater than a second pressure threshold;

[0033] If the first pressure is less than or equal to the first pressure threshold and the second pressure is greater than the second pressure threshold, then the vehicle is determined to be in a brake-released state.

[0034] To achieve the above objectives, a second aspect of this application provides an emergency shut-off control method for tank trucks, the method comprising:

[0035] Obtain the first pressure of the vehicle's service brake line and the second pressure of the vehicle's parking brake line;

[0036] Determine whether the vehicle is in a brake-released state based on the first pressure and the second pressure;

[0037] If the vehicle is in a brake-released state, the emergency shut-off valve of the vehicle is closed.

[0038] The system monitors the opening and closing status of the emergency shut-off valve. When the emergency shut-off valve is detected to be open, the system controls the vehicle to be in a parking brake state and issues an audible and visual alarm signal to remind personnel to manually close the emergency shut-off valve.

[0039] In one embodiment of this application, after controlling the vehicle to be in a parking brake state and controlling the issuance of an audible and visual alarm signal, the method further includes:

[0040] The system monitors the opening and closing status of the emergency shut-off valve and, when the emergency shut-off valve is detected to be closed, controls the vehicle to release the parking brake.

[0041] In the technical solution provided in this application embodiment, the emergency shut-off control system for the tanker truck includes a sensing system, a control system, an execution system, a monitoring system, an alarm system, and an auxiliary braking system. The sensing system senses a first pressure in the vehicle's service brake line and a second pressure in the vehicle's parking brake line, transmitting these pressures to the control system. This allows the control system to determine whether the vehicle is in a brake-released state based on the first and second pressures, and, upon determining that the vehicle is in a brake-released state, controls the execution system to close the emergency shut-off valve. In other words, using the vehicle's brake-released state as the basis for closing the emergency shut-off valve achieves automatic closure, resulting in a faster and more reliable system response time. Simultaneously, the monitoring system monitors the opening and closing status of the emergency shut-off valve and sends a first monitoring signal to the control system when the emergency shut-off valve is detected as open. This allows the control system to control the auxiliary braking system to put the vehicle in a parking brake state if the emergency shut-off valve does not close automatically, ensuring that the vehicle cannot start if the emergency shut-off valve is not closed, thus achieving zero safety hazards. Meanwhile, if the emergency shut-off valve fails to close automatically, the control system can also control the alarm system to issue an audible and visual alarm signal to remind personnel to manually close the emergency shut-off valve. If it is not closed, the vehicle will not be able to start driving, thus ensuring vehicle driving safety.

[0042] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the structure of an emergency shut-off control system for a tanker truck provided in one embodiment of this application.

[0044] Figure 2This is a schematic diagram of the structure of a sensing system provided in an embodiment of this application.

[0045] Figure 3 This is a first structural schematic diagram of an execution system provided in an embodiment of this application.

[0046] Figure 4 This is a schematic diagram of the second structure of the execution system provided in an embodiment of this application.

[0047] Figure 5 This is a flowchart of the emergency cut-off control method for tank trucks provided in the embodiments of this application.

[0048] Figure 6 This is a flowchart of the steps for determining whether a vehicle is in a brake-released state based on a first pressure and a second pressure, provided in an embodiment of this application.

[0049] Figure label:

[0050] 110. Sensing system; 120. Control system; 130. Execution system; 140. Monitoring system; 150. Alarm system; 160. Auxiliary braking system.

[0051] 111. First pressure sensor; 112. Second pressure sensor; 10. Service brake line; 11. Service brake chamber; 20. Parking brake line; 21. Parking brake chamber.

[0052] 132. Gas supply device; 133. Filter pressure reducing valve; 134. Three-way solenoid valve; 135. Manual control valve; 131. Emergency shut-off valve.

[0053] 1351, First manual three-way valve; 1352, Second manual three-way valve; 1353, Pneumatic combination valve 1353; 13531, Pneumatic main valve; 13532, First pneumatic branch valve; 13533, Second pneumatic branch valve; 13534, Third pneumatic branch valve; 1311, First emergency shut-off valve; 1312, Second emergency shut-off valve; 1313, Third emergency shut-off valve 1313. Detailed Implementation

[0054] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0055] It should be noted that although functional modules are divided in the device schematic diagram and a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart. The terms "first," "second," etc., in the specification, claims, and the aforementioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0056] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0057] Tank trucks transporting hazardous chemicals such as LNG (Liquefied Natural Gas), liquid oxygen, and liquid hydrogen are equipped with emergency shut-off valves in their valve boxes. These valves are typically installed at the inlet, outlet, and vapor port to control opening and closing. When not loading or unloading, the emergency shut-off valves should be closed. During operations such as opening the emergency shut-off valves for inlet or outlet operations, the tank truck must maintain a stable parking brake state to prevent rollover or vehicle movement. While the vehicle is in motion, the emergency shut-off valves must be closed and the parking brake released.

[0058] The following problems may occur during the use of emergency shut-off valves: 1. Operators forget to pull out the parking brake button, and the emergency shut-off valve is opened before the vehicle is fully parked; 2. When the vehicle is driven away, the emergency shut-off valve is not closed, and hazardous liquids may leak, damaging the environment and threatening personnel safety; 3. Systems using electromagnetic valves require a power supply, which is not conducive to explosion protection.

[0059] Based on this, this application proposes an emergency shut-off control system for tank trucks. The system uses the vehicle's brake release state as the basis for closing the emergency shut-off valve to achieve automatic closure of the valve. The system's response time is advanced and more reliable. At the same time, when the system detects that the emergency shut-off valve has not closed automatically, it controls the vehicle to be in a braking state and unable to start through the auxiliary braking system. This ensures that the vehicle cannot start when the emergency shut-off valve is not closed, achieving zero safety hazards.

[0060] Reference Figure 1 , Figure 1This is a schematic diagram of the structure of an emergency shut-off control system for a tanker truck according to an embodiment of this application. The system includes a sensing system 110, a control system 120, an execution system 130, a monitoring system 140, an alarm system 150, and an auxiliary braking system 160. The sensing system 110, execution system 130, monitoring system 140, alarm system 150, and auxiliary braking system 160 are all connected to the control system 120. The monitoring system 140 is connected to the execution system 130, and the execution system 130 includes an emergency shut-off valve 131. It should be noted that the connections between the various systems can be electrical or communication connections.

[0061] The sensing system 110 is connected to the control system 120. The sensing system 120 senses the first pressure in the vehicle's service brake line and the second pressure in the vehicle's parking brake line, and transmits the first and second pressures to the control system 120. This allows the control system 120 to determine whether the vehicle is in a brake-released state based on the first and second pressures. The control system 120 is also connected to the execution system 130, so that when the control system 120 determines that the vehicle is in a brake-released state, it sends a closing command to the execution system 130, allowing the execution system 130 to control the closure of the emergency shut-off valve 131 based on the closing command. Compared to the approach of adding a speed sensor and using the vehicle speed detected by the speed sensor as the basis for closing the emergency shut-off valve 131, this embodiment uses the vehicle's brake-released state as the basis for automatically closing the emergency shut-off valve 131, effectively preventing human error from failing to close the emergency shut-off valve 131 due to audible and visual signal reminders. Furthermore, since the vehicle releases the brakes before generating vehicle speed, the emergency shut-off valve 131 is closed earlier, and the influence of speed sensor data deviation on the closing action of the emergency shut-off valve 131 is avoided. The system response of this application is faster and more reliable.

[0062] The monitoring system 140 is connected to the execution system 130, enabling the monitoring system 140 to monitor the opening status of the emergency shut-off valve 131 in the execution system 130. The monitoring system 140 is also connected to the control system 120, allowing the monitoring system 140 to send a first monitoring signal to the control system 120 when it detects that the emergency shut-off valve 131 is open. The control system 120 is connected to the auxiliary braking system 160, allowing the control system 120 to send a first control signal to the auxiliary braking system 160 when it receives the first monitoring signal from the monitoring system 140, i.e., when it detects that the emergency shut-off valve 131 has not closed automatically. This causes the auxiliary braking system 160 to control the vehicle to be in a parking brake state, preventing the vehicle from starting. In this embodiment, the solution of issuing an audible and visual alarm to remind personnel to manually close the emergency shut-off valve 131 when it is detected that the valve has not closed automatically is problematic because if the emergency shut-off valve 131 is not manually closed, the vehicle can still drive normally, posing a certain safety hazard. Based on this, the present application embodiment designs an auxiliary braking system. When the monitoring system 140 detects that the emergency shut-off valve 131 has not closed automatically, the auxiliary braking system can control the vehicle to be in a parking brake state, thereby interfering with the vehicle's inability to start when the emergency shut-off valve 131 is not closed, achieving zero safety hazards.

[0063] The auxiliary braking system 160 may include a two-position three-way solenoid valve, which is located next to and connected in series with the manual parking brake valve. When a first control signal is received from the control system 120, the two-position three-way solenoid valve (normally open) can control the vent port to perform a venting action to keep the vehicle in a parking brake state, preventing the vehicle from starting.

[0064] Simultaneously, the control system 120 is connected to the alarm system 150, enabling the monitoring system 140 to send a first monitoring signal to the control system 120 when it detects that the emergency shut-off valve 131 is in the open state. The control system 120 is also connected to the alarm system 150, so that when the control system 120 receives the first monitoring signal from the monitoring system 140, i.e., when it detects that the emergency shut-off valve 131 has not closed normally and automatically, it can send a second control signal to the alarm system 150. This allows the alarm system 150 to issue an audible and visual alarm signal based on the second control signal, reminding personnel to manually close the emergency shut-off valve 131. In other words, when the emergency shut-off valve 131 is detected not to close normally and automatically, the alarm system 150 issues an audible and visual alarm signal to remind personnel to manually close the emergency shut-off valve. If the valve is not closed, the vehicle cannot start and drive, ensuring vehicle safety.

[0065] After the auxiliary braking system 160 controls the vehicle to be in a parking brake state based on the first control signal, and the alarm system issues an audible and visual alarm signal based on the second control signal to remind the personnel to manually close the emergency shut-off valve 131, the monitoring system 130 can monitor the opening status of the emergency shut-off valve 131 in the execution system 130 again. When it detects that the emergency shut-off valve 131 is in a closed state, the monitoring system 130 can send a second monitoring signal to the control system 120, so that the control system 120 sends a third control signal to the auxiliary braking system 160 based on the second monitoring signal, so that the auxiliary braking system 160 can control the vehicle to release the parking brake state based on the third control signal. That is, after controlling the vehicle to be in a parking brake state and reminding the personnel to manually close the emergency shut-off valve 131, the monitoring system 130 can monitor the opening status of the emergency shut-off valve 131 again. If it detects that the emergency shut-off valve 131 is in a closed state, that is, the relevant personnel have manually closed the emergency shut-off valve 131, at this time, the auxiliary braking system 160 can control the vehicle to release the parking brake state, thereby ensuring that the vehicle can start driving after the emergency shut-off valve 131 is closed.

[0066] Reference Figure 2 , Figure 2 This is a schematic diagram of the structure of a sensing system provided in an embodiment of this application. Figure 2 As shown, the sensing system 110 includes a first pressure sensor 111 and a second pressure sensor 112. Both the first pressure sensor 111 and the second pressure sensor 112 are connected to the control system 120, so that the first pressure sensor 111 can transmit the detected pressure value to the control system 120, and the second pressure sensor 112 can transmit the detected pressure value to the control system 120. The first pressure sensor 111 is installed on the service brake line 10, and is used to sense the first pressure within the service brake line 10 and transmit it to the control system 120. The service brake line 10 is connected to the service brake chamber 11 to supply air to the service brake chamber 11. The second pressure sensor 112 is installed on the parking brake line 20, and is used to sense the second pressure within the parking brake line 20 and transmit it to the control system 120; the parking brake line 20 is connected to the parking brake chamber 21 to supply air to the parking brake chamber 21. The service brake chamber 11 and the parking brake chamber 21 together constitute a dual-chamber brake chamber.

[0067] In some embodiments, the control system 120 determines whether the vehicle is in a brake-released state based on a first pressure and a second pressure. Specifically, it determines whether the first pressure is less than or equal to a first pressure threshold and whether the second pressure is greater than a second pressure threshold. If the first pressure is less than or equal to the first pressure threshold and the second pressure is greater than the second pressure threshold, then the vehicle is determined to be in a brake-released state. Specifically, when the driver releases the service brake, the service brake chamber 11 and the service brake line 10 are in a state without compressed air. When the first pressure detected by the first pressure sensor 111 on the service brake line 10 is less than or equal to the first pressure threshold (e.g., 0.11 MPa), the service brake can be determined to be in a brake-released state. When the driver releases the parking brake, the parking brake chamber 21 and the parking brake line 20 are filled with compressed air. When the second pressure detected by the second pressure sensor 112 on the parking brake line 20 is greater than the second pressure threshold (e.g., 0.5 MPa), the parking brake can be determined to be in a brake-released state. That is, when the first pressure detected by the first pressure sensor 111 is less than or equal to the first pressure threshold, and the second pressure detected by the second pressure sensor 112 is greater than the second pressure threshold, the vehicle can be determined to be in a brake release state.

[0068] Reference Figure 3 , Figure 3 This is a first structural schematic diagram of an execution system provided in an embodiment of this application. Figure 3 As shown, the execution system 130 includes an air supply device 132, a filter pressure reducing valve 133, a three-way solenoid valve 134, a manual control valve 135, and an emergency shut-off valve 131. The three-way solenoid valve includes an inlet end a, an outlet end b, and a vent end c. The outlet end of the air supply device 132 is connected to the inlet end of the filter pressure reducing valve 133, the outlet end of the filter pressure reducing valve 133 is connected to the inlet end of the three-way solenoid valve 134, the outlet end of the three-way solenoid valve 134 is connected to the inlet end of the manual control valve 135, and the outlet end of the manual control valve 135 is connected to the port of the emergency shut-off valve 131.

[0069] In this embodiment, the three-way solenoid valve 134 is electrically connected to the control system 120, so that the three-way solenoid valve 134 can control the closing of the air inlet a and the opening of the air outlet c of the three-way solenoid valve 134 based on the closing command sent by the control system 120, so as to close the emergency shut-off valve 131.

[0070] Specifically, the air supply device 132 can be an air reservoir, used to supply compressed air to the entire execution system 130. The filter and pressure reducing valve 133 is used to filter out oil and water from the compressed air and then reduce the pressure to a preset pressure (e.g., 0.4 MPa). The three-way solenoid valve 134 can be a two-position three-way solenoid valve. The three-way solenoid valve 134 is a normally open valve. When it receives a closing command from the control system 120, the three-way solenoid valve 134 will close its inlet end a and open its outlet end c to release the gas from the outlet end b of the three-way solenoid valve 134 to the air chamber of the emergency shut-off valve 131, so that the emergency shut-off valve 131 can close.

[0071] Reference Figure 4 , Figure 4 This is a schematic diagram of the second structure of an execution system provided in an embodiment of this application. Figure 4 As shown, the execution system 130 includes an air supply device 132, a filter pressure reducing valve 133, a three-way solenoid valve 134, a first manual three-way valve 1351, a second manual three-way valve 1352, a pneumatic combination valve 1353, and an emergency shut-off valve 131. The air outlet of the air supply device 132 is connected to the air inlet of the filter pressure reducing valve 133; the air outlet of the filter pressure reducing valve 133 is connected to the air inlet of the three-way solenoid valve 134; the air outlet of the three-way solenoid valve 134 is connected to the air inlet of the first manual three-way valve 1351; the air outlet of the first manual three-way valve 1351 is connected to the air inlet of the second manual three-way valve 1352; the air outlet of the second manual three-way valve 1352 is connected to the air inlet of the pneumatic combination valve 1353; and the air outlet of the pneumatic combination valve 1353 is connected to the emergency shut-off valve 131. The first manual three-way valve 1351, the second manual three-way valve 1352, and the pneumatic combination valve 1353 are respectively installed in corresponding designated positions on the vehicle. For example, the first manual three-way valve 1351 and the second manual three-way valve 1352 can be installed on both sides of the middle of the vehicle (such as a semi-trailer), and the pneumatic combination valve 1353 can be installed in the control box at the rear of the vehicle. When the control box at the rear of the vehicle is difficult to access due to danger, the emergency shut-off valve 131 can be manually closed by using the first manual three-way valve 1351 or the second manual three-way valve 1352 installed on both sides of the middle of the vehicle.

[0072] The emergency shut-off valve 131 may include a first emergency shut-off valve 1311, a second emergency shut-off valve 1312 and a third emergency shut-off valve 1313. The first emergency shut-off valve 1311 is installed on the liquid phase pipeline, the second emergency shut-off valve 1312 is installed on the gas phase pipeline, and the third emergency shut-off valve 1313 is installed on the pressurization pipeline.

[0073] Correspondingly, the pneumatic combination valve 1353 includes a pneumatic master valve 13531, a first pneumatic branch valve 13532, a second pneumatic branch valve 13533, and a third pneumatic branch valve 13534. The outlet of the second manual three-way valve 1352 is connected to the inlet of the pneumatic master valve 13531. The outlet of the pneumatic master valve 13531 is connected to the inlets of the first pneumatic branch valve 13532, the second pneumatic branch valve 13533, and the third pneumatic branch valve 13534. The outlet of the first pneumatic branch valve 13532 is connected to the port of the first emergency shut-off valve 1311. The outlet of the second pneumatic branch valve 13533 is connected to the port of the second emergency shut-off valve 1312. The outlet of the third pneumatic branch valve 13534 is connected to the port of the third emergency shut-off valve 1313. The pneumatic master valve 13531 can simultaneously control the opening and closing of the first pneumatic branch valve 13532, the second pneumatic branch valve 13533, and the third pneumatic branch valve 13534. The first pneumatic branch valve 13532 is used to control the opening and closing of the first emergency shut-off valve 1311, the second pneumatic branch valve 13533 is used to control the opening and closing of the second emergency shut-off valve 1312, and the third pneumatic branch valve 13534 is used to control the opening and closing of the third emergency shut-off valve 1313.

[0074] It should be noted that, as Figure 4 The structure of the execution system 130 shown is such that after the three-way solenoid valve 134 receives the closing command from the control system 120, it closes its inlet end a and opens its vent end c to release the gas from its outlet end b to the gas chamber of the emergency shut-off valve 131 (including the first emergency shut-off valve 1311, the second emergency shut-off valve 1312, and the third emergency shut-off valve 1313), thus closing the emergency shut-off valve 131. In other words, after receiving the closing command from the control system 120, the three-way solenoid valve 134 needs to close the first emergency shut-off valve 1311, the second emergency shut-off valve 1312, and the third emergency shut-off valve 1313.

[0075] When the alarm system 150 issues an audible and visual alarm signal to remind personnel to manually close the emergency shut-off valve 131, the relevant personnel can simultaneously close the first emergency shut-off valve 1311, the second emergency shut-off valve 1312, and the third emergency shut-off valve 1313 by manually closing the first manual three-way valve 1351, or simultaneously close the first emergency shut-off valve 1311, the second emergency shut-off valve 1312, and the third emergency shut-off valve 1313 by manually closing the second manual three-way valve 1352. Alternatively, the first emergency shut-off valve 1311, the second emergency shut-off valve 1312, and the third emergency shut-off valve 1313 can be simultaneously closed by manually closing the pneumatic main valve 13531. The first emergency shut-off valve 1311 can be closed by manually closing the first pneumatic branch valve 13532, the second emergency shut-off valve 1312 can be closed by manually closing the second pneumatic branch valve 13533, and the first emergency shut-off valve 1313 can be closed by manually closing the third pneumatic branch valve 13533, thereby achieving the complete closure of the first emergency shut-off valve 1311, the second emergency shut-off valve 1312, and the third emergency shut-off valve 1313.

[0076] Correspondingly, the monitoring system 140 may include a first position sensor, a second position sensor, and a third position sensor. All three position sensors are connected to the control system 120. Specifically, the first position sensor is connected to the first emergency shut-off valve 1311 and monitors its open / closed state. The second position sensor is connected to the second emergency shut-off valve 1312 and monitors its open / closed state. The third position sensor is connected to the third emergency shut-off valve 1313 and monitors its open / closed state. Specifically, the emergency shut-off valve 131 (including the first, second, and third emergency shut-off valves 1311, 1312, and 1313) includes a valve stem with a disc on it. The disc moves up and down as the emergency shut-off valve 131 closes. Therefore, the first, second, and third position sensors can monitor the open / closed state of the corresponding emergency shut-off valve 131 by detecting the position of the disc. The emergency shut-off valve 131 has a valve handle at the top of its stem, which allows relevant personnel to manually open and close the emergency shut-off valve 131.

[0077] In this embodiment, the monitoring system 140 can monitor the opening and closing states of the first emergency shut-off valve 1311, the second emergency shut-off valve 1312, and the third emergency shut-off valve 1313. When it detects that at least one of the first emergency shut-off valve 1311, the second emergency shut-off valve 1312, and the third emergency shut-off valve 1313 is in the open state, it sends a first monitoring signal to the control system 120. This causes the control system 120 to send a first control signal to the auxiliary braking system 160 and a second control signal to the alarm system 1510 based on the first monitoring signal. This causes the auxiliary braking system 160 to control the vehicle to be in a parking brake state based on the first control signal, preventing the vehicle from starting. The alarm system 150 then issues an audible and visual alarm signal based on the second control signal to remind personnel to manually close any unclosed emergency shut-off valves 131.

[0078] Reference Figure 5 , Figure 5 This is a flowchart of an emergency cut-off control method for tank trucks provided in an embodiment of this application. It can be executed by the emergency cut-off control system for tank trucks provided in any embodiment of this application, including but not limited to steps S510 to S540.

[0079] Step S510: Obtain the first pressure of the vehicle service brake line and the second pressure of the vehicle parking brake line.

[0080] In this embodiment, the first pressure of the service brake line and the second pressure of the vehicle parking brake line can be obtained first. For example, the first pressure can be obtained by a first pressure sensor installed on the service brake line, and the second pressure can be obtained by a second pressure sensor installed on the parking brake line.

[0081] Step S520: Determine whether the vehicle is in a brake-released state based on the first pressure and the second pressure.

[0082] In this embodiment, after obtaining the first pressure of the vehicle's service brake line and the second pressure of the vehicle's parking brake line, it can be determined whether the vehicle is in a brake-released state based on the first and second pressures. Brake release includes both service brake release and parking brake release. The first pressure determines whether the service brake is released, and the second pressure determines whether the parking brake is released. When both the service brake and parking brake are released, it can be determined that the vehicle is in a brake-released state.

[0083] Reference Figure 6 , Figure 6 This is a flowchart of the steps for determining whether a vehicle is in a brake-released state based on a first pressure and a second pressure, provided in an embodiment of this application, including but not limited to steps S610 to S640.

[0084] Step S610: Determine whether the first pressure is less than or equal to the first pressure threshold.

[0085] Step S620: If the first pressure is less than or equal to the first pressure threshold, then determine whether the second pressure is greater than the second pressure threshold.

[0086] Step S630: If the second pressure is greater than the second pressure threshold, then determine that the vehicle is in a brake release state.

[0087] Step S640: If the first pressure is greater than the first pressure threshold, or the second pressure is less than or equal to the second pressure threshold, then it is determined that the vehicle is not in the brake release state.

[0088] In this embodiment, when the driver releases the service brake, the service brake chamber 11 and service brake line 10 are empty of compressed air. When the first pressure detected by the first pressure sensor 111 on the service brake line 10 is less than or equal to a first pressure threshold (e.g., 0.11 MPa), the service brake is considered released. When the driver releases the parking brake, the parking brake chamber 21 and parking brake line 20 are filled with compressed air. When the second pressure detected by the second pressure sensor 112 on the parking brake line 20 is greater than a second pressure threshold (e.g., 0.5 MPa), the parking brake is considered released. That is, when the first pressure detected by the first pressure sensor 111 is less than or equal to the first pressure threshold, and the second pressure detected by the second pressure sensor 112 is greater than the second pressure threshold, the vehicle is considered to be in a brake-released state. Conversely, if the first pressure detected by the first pressure sensor 111 is greater than the first pressure threshold, or the second pressure detected by the second pressure sensor is less than or equal to the second pressure threshold, the vehicle is considered not to be in a brake-released state.

[0089] In step S530, if the vehicle is in a brake-released state, the emergency shut-off valve of the vehicle is closed.

[0090] In this embodiment, when the vehicle is determined to be in a brake-released state based on the first and second pressures, the emergency shut-off valve of the vehicle is controlled to close. Specifically, when the control system 120 determines that the vehicle is in a brake-released state, it can send a closing command to the execution system 130, thereby enabling the execution system 130 to control the closure of the emergency shut-off valve 131 based on the closing command. This embodiment uses the vehicle being in a brake-released state as the basis for automatically closing the emergency shut-off valve 131, which effectively prevents human error in failing to close the emergency shut-off valve 131 due to audible and visual signal reminders. Furthermore, since the vehicle's brake release action occurs before the vehicle reaches speed, the closing time of the emergency shut-off valve 131 is advanced, and the influence of speed sensing data deviation on the closing action of the emergency shut-off valve 131 is avoided. The system response of this application is faster and more reliable.

[0091] Step S540: Monitor the opening and closing status of the emergency shut-off valve. When the emergency shut-off valve is detected to be in the open state, control the vehicle to be in the parking brake state and control the issuance of an audible and visual alarm signal to remind personnel to manually close the emergency shut-off valve.

[0092] In this embodiment, considering the possibility that the emergency shut-off valve may not close properly after automatic closure, the opening and closing status of the emergency shut-off valve can be monitored after automatic closure. When the emergency shut-off valve is detected to be open, i.e., not automatically closed, the vehicle should be put into parking brake mode, and an audible and visual alarm signal should be issued to remind personnel to manually close the emergency shut-off valve. Specifically, the opening and closing status of the emergency shut-off valve can be monitored by a monitoring system. The monitoring system 140 can send a first monitoring signal to the control system 120 when it detects the emergency shut-off valve is open, thereby causing the control system 120 to send a first control signal to the auxiliary braking system 160 based on the first monitoring signal. This causes the auxiliary braking system 160 to control the vehicle to be in parking brake mode, preventing the vehicle from starting. Simultaneously, the control system 120 can also send a second control signal to the alarm system 150 based on the first monitoring signal, causing the alarm system 150 to issue an audible and visual alarm signal to remind personnel to manually close the emergency shut-off valve 131. In this embodiment, when the emergency shut-off valve is detected as not automatically closing, the vehicle is kept in a parking brake state, ensuring that the vehicle cannot start if the emergency shut-off valve is not closed, thus achieving zero safety hazard. Simultaneously, by issuing an audible and visual alarm signal, personnel can be reminded to manually close the emergency shut-off valve; if it is not closed, the vehicle cannot start, ensuring vehicle driving safety.

[0093] In some embodiments, after controlling the vehicle to be in a parking brake state and issuing an audible and visual alarm signal, the opening and closing status of the emergency shut-off valve can be further monitored. When the emergency shut-off valve is detected to be in a closed state, the vehicle can be controlled to release the parking brake state, so that the vehicle can start driving normally after confirming that the emergency shut-off valve is closed. Specifically, after controlling the vehicle to be in a parking brake state and issuing an audible and visual alarm signal, the monitoring system 130 can also monitor the opening status of the emergency shut-off valve 131 in the execution system 130 again. When the emergency shut-off valve 131 is detected to be in a closed state, the monitoring system 130 can send a second monitoring signal to the control system 120, so that the control system 120 can send a third control signal to the auxiliary braking system 160 based on the second monitoring signal, so that the auxiliary braking system 160 can control the vehicle to release the parking brake state based on the third control signal. After the vehicle is in the parking brake state and the personnel are reminded to manually close the emergency shut-off valve 131, the monitoring system 130 can monitor the opening status of the emergency shut-off valve 131 again. If the emergency shut-off valve 131 is detected to be in the closed state, that is, the relevant personnel have manually closed the emergency shut-off valve 131, the auxiliary braking system 160 can be used to control the vehicle to release the parking brake state, thereby ensuring that the vehicle can start driving after the emergency shut-off valve 131 is closed.

[0094] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. An emergency shut-off control system for a tank truck, characterized in that, It includes a sensing system, a control system, an execution system, a monitoring system, an alarm system, and an auxiliary braking system; the sensing system, the execution system, the monitoring system, the alarm system, and the auxiliary braking system are all connected to the control system, the monitoring system is connected to the execution system, and the execution system includes an emergency shut-off valve; The sensing system is used to sense the first pressure of the vehicle's service brake line and the second pressure of the vehicle's parking brake line, and transmit the first pressure and the second pressure to the control system. The control system is used to determine whether the vehicle is in a brake-released state based on the first pressure and the second pressure, and to send a shutdown command to the execution system when it is determined that the vehicle is in a brake-released state. The execution system is used to control the closure of the emergency shut-off valve based on the closure command; The monitoring system is used to monitor the opening and closing status of the emergency shut-off valve and send a first monitoring signal to the control system when it detects that the emergency shut-off valve is in the open state. The control system is also configured to send a first control signal to the auxiliary braking system and a second control signal to the alarm system based on the first monitoring signal; The auxiliary braking system is used to control the vehicle to be in a parking brake state based on the first control signal; The alarm system is used to issue an audible and visual alarm signal based on the second control signal to remind personnel to manually close the emergency shut-off valve.

2. The system according to claim 1, characterized in that, The monitoring system is also used to send a second monitoring signal to the control system when it detects that the emergency shut-off valve is in a closed state. Correspondingly, the control system is also used to send a third control signal to the auxiliary braking system based on the second monitoring signal, so that the auxiliary braking system controls the vehicle to release the parking brake state based on the third control signal.

3. The system according to claim 1 or 2, characterized in that, The sensing system includes a first pressure sensor and a second pressure sensor, both of which are connected to the control system. The first pressure sensor is installed on the service brake line. The first pressure sensor is used to sense the first pressure in the service brake line and transmit it to the control system. The service brake line is used to communicate with the service brake chamber to supply air to the service brake chamber. The second pressure sensor is installed on the parking brake line. The second pressure sensor is used to sense the second pressure in the parking brake line and transmit it to the control system. The parking brake line is used to communicate with the parking brake chamber to supply air to the parking brake chamber.

4. The system according to claim 1 or 2, characterized in that, The execution system further includes an air supply device, a filter pressure reducing valve, a three-way solenoid valve, and at least one manual control valve. The three-way solenoid valve includes an inlet end, an outlet end, and a vent end. The outlet end of the air supply device is connected to the inlet end of the filter pressure reducing valve, the outlet end of the filter pressure reducing valve is connected to the inlet end of the three-way solenoid valve, the outlet end of the three-way solenoid valve is connected to the inlet end of the manual control valve, and the outlet end of the manual control valve is connected to the port of the emergency shut-off valve. The three-way solenoid valve is electrically connected to the control system. Correspondingly, the execution system for controlling the closure of the emergency shut-off valve based on the closure command includes: The three-way solenoid valve closes its inlet end and opens its vent end based on the closing command, thereby closing the emergency shut-off valve.

5. The system according to claim 4, characterized in that, The manual control valve includes a first manual three-way valve, a second manual three-way valve, and a pneumatic combination valve. The first manual three-way valve, the second manual three-way valve, and the pneumatic combination valve are respectively set at corresponding positions on the vehicle. The air outlet of the three-way solenoid valve is connected to the air inlet of the first manual three-way valve, the air outlet of the first manual three-way valve is connected to the air inlet of the second manual three-way valve, the air outlet of the second manual three-way valve is connected to the air inlet of the pneumatic combination valve, and the air outlet of the pneumatic combination valve is connected to the emergency shut-off valve.

6. The system according to claim 5, characterized in that, The emergency shut-off valve includes a first emergency shut-off valve, a second emergency shut-off valve, and a third emergency shut-off valve. The first emergency shut-off valve is installed on the liquid phase pipeline, the second emergency shut-off valve is installed on the gas phase pipeline, and the third emergency shut-off valve is installed on the pressurization pipeline. Correspondingly, the pneumatic combination valve includes a pneumatic main valve, a first pneumatic branch valve, a second pneumatic branch valve, and a third pneumatic branch valve. The outlet of the second manual three-way valve is connected to the inlet of the pneumatic main valve. The outlet of the pneumatic main valve is connected to the inlet of the first pneumatic branch valve, the inlet of the second pneumatic branch valve, and the inlet of the third pneumatic branch valve. The outlet of the first pneumatic branch valve is connected to the port of the first emergency shut-off valve. The outlet of the second pneumatic branch valve is connected to the port of the second emergency shut-off valve. The outlet of the third pneumatic branch valve is connected to the port of the third emergency shut-off valve. The pneumatic master valve is used to simultaneously control the opening and closing of the first pneumatic branch valve, the second pneumatic branch valve, and the third pneumatic branch valve. The first pneumatic branch valve is used to control the opening and closing of the first emergency shut-off valve, the second pneumatic branch valve is used to control the opening and closing of the second emergency shut-off valve, and the third pneumatic branch valve is used to control the opening and closing of the third emergency shut-off valve.

7. The system according to claim 6, characterized in that, The monitoring system includes a first position sensor, a second position sensor, and a third position sensor; The first position sensor is connected to the first emergency shut-off valve, and the first position sensor is used to monitor the opening and closing status of the first emergency shut-off valve. The second position sensor is connected to the second emergency shut-off valve, and the second position sensor is used to monitor the opening and closing status of the second emergency shut-off valve; The third position sensor is connected to the third emergency shut-off valve, and the third position sensor is used to monitor the opening and closing status of the third emergency shut-off valve. Correspondingly, the monitoring system is used to monitor the opening and closing status of the emergency shut-off valve and send a first monitoring signal to the control system when the emergency shut-off valve is detected to be in the open state, including: The system monitors the opening and closing status of the first emergency shut-off valve, the second emergency shut-off valve, and the third emergency shut-off valve, and sends a first monitoring signal to the control system when at least one of the first emergency shut-off valve, the second emergency shut-off valve, and the third emergency shut-off valve is detected to be in the open state.

8. The system according to claim 1, characterized in that, The control system is used to determine whether the vehicle is in a brake-released state based on the first pressure and the second pressure, including: Determine whether the first pressure is less than or equal to a first pressure threshold, and determine whether the second pressure is greater than a second pressure threshold; If the first pressure is less than or equal to the first pressure threshold and the second pressure is greater than the second pressure threshold, then the vehicle is determined to be in a brake-released state.

9. An emergency shut-off control method for a tanker truck, characterized in that, The method includes: Obtain the first pressure of the vehicle's service brake line and the second pressure of the vehicle's parking brake line; Determine whether the vehicle is in a brake-released state based on the first pressure and the second pressure; If the vehicle is in a brake-released state, the emergency shut-off valve of the vehicle is closed. The system monitors the opening and closing status of the emergency shut-off valve. When the emergency shut-off valve is detected to be open, the system controls the vehicle to be in a parking brake state and issues an audible and visual alarm signal to remind personnel to manually close the emergency shut-off valve.

10. The method according to claim 9, characterized in that, After controlling the vehicle to be in parking brake mode and controlling the issuance of audible and visual alarm signals, the method further includes: The system monitors the opening and closing status of the emergency shut-off valve and, when the emergency shut-off valve is detected to be closed, controls the vehicle to release the parking brake.

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