Parking braking two-way automatic reminding safety early warning control system

Abstract

The parking braking two-way automatic reminding safety early warning control system comprises a variable pump, and the variable pump is in transmission connection with a gear pump I and a gear pump II; the variable pump is connected with a variable cylinder controlled by a variable reversing valve, the opening degree of the variable reversing valve is determined by the control pressure Y1 / Y2, and the main pilot control valve and the co-pilot control valve output pressure oil of the gear pump I to the Y1 / Y2 according to the operation proportion; the shuttle valve I and the shuttle valve II are used for combining the main / co-driver control signals to Y1 / Y2; the gear pump II is used for filling the energy accumulator with liquid through the liquid filling valve; the parking brake is connected with the energy accumulator through the pneumatic control reversing valve II; the main / auxiliary driving parking brake valve is used for controlling a path from pressure oil of the energy accumulator to the pneumatic control reversing valve II; the main / copilot emergency brake valve is used for pneumatically controlling the switching of the pneumatic control reversing valve II; the pressure sensor I is used for detecting the control pressure Y1 / Y2 of the variable pump; the pressure sensor II is used for detecting the pressure of the parking brake. According to the invention, brake release of the bidirectional driving hydraulic drive explosion-proof vehicle and alarm control of brake after parking can be realized.

Description

Technical Field

[0001] The present invention belongs to the technical field of mine-used two-way driving hydro-driven explosion-proof vehicles, and particularly relates to a parking brake two-way automatic reminder safety warning control system. Background Art

[0002] The braking of mine-used two-way driving hydro-driven explosion-proof vehicles includes service braking, parking braking, and emergency braking. Service braking generally uses hydraulic braking and spring release; emergency braking and parking braking usually share one brake, and a spring-actuated hydraulically released wet safety brake is adopted. Before the vehicle is used, the parking brake and emergency brake must be pulled to the brake release state before the vehicle can drive. After the vehicle stops, the driver must apply the parking brake before leaving the cab. However, in actual use, there are two situations. One is driving the vehicle with the parking brake not released, that is, the parking brake is always in the braking state under the action of the spring, and the friction plate is always in a semi-friction semi-clutch state or a full-friction state. When the vehicle is driving at full power, the temperature in the friction plate rises rapidly, causing the friction plate to sinter and damage, losing its braking performance. At the same time, due to the temperature rise, the sealing ring in the brake ages and burns, and the surface temperature of the brake rises, causing the hydraulic oil stains and hoses around the brake to catch fire and smoke, resulting in serious safety accidents. The other is that after the vehicle stops, the driver forgets to put the handbrake or emergency brake in the braking state, causing safety accidents such as vehicle rolling. Summary of the Invention

[0003] The purpose of the present invention is to provide a parking brake two-way automatic reminder safety warning control system to realize the alarm control of the brake release of two-way driving hydro-driven explosion-proof vehicles and the implementation of braking after parking, and to avoid safety accidents that occur when the explosion-proof vehicle is driving with the brake not released and safety accidents such as vehicle rolling caused by the driver's negligence of forgetting to pull the handbrake after the vehicle stops.

[0004] The technical solution adopted by the present invention is a parking brake two-way automatic reminder safety warning control system, which includes a variable pump, the displacement of which is adjusted by the swashplate angle. The swashplate is mechanically connected to the variable cylinder. The variable pump drives the variable motor to rotate forward and backward through positive / negative displacement to realize the forward and backward movement of the vehicle. The rear shaft of the variable pump is drivingly connected to Gear Pump I and Gear Pump II; A variable cylinder, which is driven by hydraulic oil to push the swashplate to change the angle and is controlled by a variable reversing valve; A variable reversing valve, a proportional valve, the opening degree of which is determined by the control pressure Y1 / Y2, and adjusts the oil path direction from Gear Pump I to the variable cylinder; A main driver pilot control valve and a co-driver pilot control valve, proportional pressure reducing valves, which output the pressure oil of Gear Pump I to Y1 / Y2 according to the operation ratio; An air control switching valve, which switches the main / co-driver control right to ensure that only one cab can operate; The master-slave driver switching valve, a pneumatic valve, controls the position of the pneumatic control switching valve through compressed air; Shuttle valve Ⅰ and shuttle valve Ⅱ combine the master / slave driver control signals to Y1 / Y2 to ensure unidirectional signal transmission; Gear pump Ⅱ provides a hydraulic source for the braking system and fills the accumulator with liquid through the liquid filling valve; The parking brake has spring braking and hydraulic release, and is connected to the accumulator through the pneumatic control reversing valve Ⅱ; The master driver parking brake valve and the slave driver parking brake valve control the path of the pressure oil of the accumulator to the pneumatic control reversing valve Ⅱ; The master driver emergency brake valve and the slave driver emergency brake valve pneumatically control the switching of the pneumatic control reversing valve Ⅱ and can force braking in an emergency; Pressure sensor Ⅰ detects the control pressure Y1 / Y2 of the variable pump to determine whether the vehicle is in gear; Pressure sensor Ⅱ detects the parking brake pressure to determine whether the braking is released.

[0005] Furthermore, gear pump Ⅰ is integrated on the rear shaft of the variable pump, and gear pump Ⅱ is connected in series at the rear end of variable pump 1, and is connected to the pressure setting of relief valve Ⅰ.

[0006] Furthermore, it includes pressure gauge Ⅱ and pressure gauge Ⅲ, which are respectively installed on the master driver instrument and the slave driver instrument to display the master / slave driver brake release pressure.

[0007] Furthermore, the P port of the master driver parking brake valve is connected to the accumulator, the outlet A is connected to the P port of the slave driver parking brake valve, the outlet A of the slave driver parking brake valve is connected to the P port of the pneumatic control reversing valve Ⅱ, and the outlet A of the pneumatic control reversing valve Ⅱ is connected to the parking brake, and this port is also connected to pressure gauge Ⅱ, pressure gauge Ⅲ and pressure sensor Ⅱ.

[0008] Furthermore, port 1 of the master driver emergency brake valve is connected to the air source, the outlet 2 is connected to port 1 of the slave driver emergency brake valve, and port 2 of the slave driver emergency brake valve is connected to the K port of the pneumatic control reversing valve Ⅱ.

[0009] Furthermore, port 1 of shuttle valve Ⅰ is connected to port 2 of the master driver pilot control valve, port 1 of shuttle valve Ⅰ is connected to port 2 of the slave driver pilot control valve, port 3 of shuttle valve Ⅰ is connected to the Y1 port of the variable reversing valve, port 1 of shuttle valve Ⅱ is connected to port 1 of the master driver pilot control valve, port 2 of shuttle valve Ⅱ is connected to port 1 of the slave driver pilot control valve, and port 3 of shuttle valve Ⅱ is connected to the Y2 port of the variable reversing valve.

[0010] Furthermore, port 3 of shuttle valve Ⅱ is connected to port 1 of shuttle valve Ⅲ and the Y1 port of the variable reversing valve, port 3 of shuttle valve Ⅰ is connected to port 2 of shuttle valve Ⅲ and the Y2 port of the variable reversing valve, and port 3 of shuttle valve Ⅲ is connected to pressure sensor Ⅰ.

[0011] Further, it includes a controller which is electrically connected to Pressure Sensor I and Pressure Sensor II. When the controller detects signals from both Pressure Sensor I and Pressure Sensor II, the vehicle can move forward normally. When Pressure Sensor I has no pressure while Pressure Sensor II has pressure, the vehicle is in neutral gear, the parking brake is in the brake release position, and the controller emits an alarm signal. When Pressure Sensor I has pressure while Pressure Sensor II has no pressure, the vehicle has engaged the forward or reverse gear, but the parking brake is in the braking position. At this time, the controller emits an alarm signal.

[0012] Compared with the prior art, the present invention has the following beneficial effects: The present invention is applicable to a hydraulically driven explosion-proof rubber-tyred transporter with bidirectional driving control. By collecting the pilot pressure and the control pressure signal entering the parking brake, the pressure sensor transmits the pressure signal to the controller for analysis and comparison, and then different alarm signals are emitted. Whether operating the vehicle in the main cab or the co-driver's cab, it can remind the driver to release the parking brake when moving forward or backward, and remind the driver to apply the parking brake after the vehicle stops. By reminding the driver to release and apply the brake bidirectionally, it can avoid the ignition phenomenon caused by the sintering of the friction plate due to high temperature when the vehicle moves without releasing the brake. On the other hand, it reminds the driver to apply the handbrake after parking, avoiding the vehicle slipping accident caused by forgetting to pull the handbrake after parking. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 is the control schematic diagram of the present invention.

[0014] In the figure: 1 - variable pump; 2 - variable cylinder; 3 - variable reversing valve; 4 - main driver's pilot control valve; 5 - co-driver's pilot control valve; 6 - pneumatic control reversing valve I; 7 - shuttle valve I; 8 - shuttle valve II; 9 - shuttle valve III; 10 - Pressure Sensor I; 11 - gear pump I; 12 - gear pump II; 13 - variable motor; 14 - filling valve; 15 - accumulator; 16 - main driver's parking brake valve; 17 - co-driver's parking brake valve; 18 - pneumatic control reversing valve II; 19 - pressure gauge I; 20 - pressure gauge II; 21 - pressure gauge III; 22 - Pressure Sensor II; 23 - relief valve I; 24 - main and co-driver switching valve; 25 - throttle valve I; 26 - throttle valve II; 27 - main driver's emergency brake valve; 28 - air source; 29 - co-driver's emergency brake valve; 30 - parking brake. DETAILED DESCRIPTION OF THE INVENTION

[0015] In order to better understand the purpose, structure and function of the present invention, the following further describes in detail a parking brake two-way automatic reminder safety warning control system of the present invention with reference to the drawings.

[0016] As Figure 1As shown in the figure, a two-way automatic reminder safety warning control system for parking brakes includes a variable pump 1. The displacement change of the variable pump 1 is achieved by changing the angle of its swash plate. The swash plate is connected to a variable cylinder 2, and the variable cylinder 2 is mechanically connected to a variable reversing valve 3. The opening degree of the variable reversing valve 3 changes proportionally with the magnitudes of its left and right control pressures Y1 and Y2. The pressures of Y1 and Y2 are proportionally output through a main driver pilot control valve 4 and a co-driver pilot control valve 5 in the main and co-driver cabs. The variable cylinder 2 outputs to a variable mechanism through port A or port B of the variable reversing valve 3, realizing the forward or reverse variable displacement output of the variable pump 1. Port A and port B of the variable reversing valve 3 are respectively connected to the variable cylinder 2 through a throttle valve I 25 and a throttle valve II 26.

[0017] A gear pump I 11 is integrated on the rear shaft of the variable pump 1, and its pressure is set by a relief valve I 23. The pressure oil of this pump reaches port P of a pneumatic control switching valve I 6. Under normal conditions, port P is connected to port A and reaches port P of the main driver pilot control valve 4.

[0018] The main driver pilot control valve 4 and the co-driver pilot control valve 5 are switched through a pneumatic control reversing valve I 6. When the main driver pilot control valve 4 operates, the co-driver pilot control valve 5 cannot operate, or when the co-driver pilot control valve 5 operates, the main driver pilot control valve 4 cannot operate, avoiding misoperations between the main and co-driver cabs.

[0019] The operation of the pneumatic control reversing valve I 6 is executed by a main and co-driver switching valve 24. The main and co-driver switching valve 24 adopts a pneumatic control of liquid form. Since the pneumatic valve is small in volume and environmentally friendly, it is convenient for layout in a narrow cab. In the normal state as shown in the figure, the main and co-driver switching valve 24 is in the right position. The compressed air from the air source 28 reaches port 1 of this valve and is blocked. The control port K of the pneumatic control reversing valve I 6 is connected to port 2 and port 3 of this valve for exhausting. The pneumatic control reversing valve I 6 is in the right position, that is, port P is connected to port A and reaches port P of the main driver pilot control valve 4. The port P of the co-driver pilot control valve 5 returns to the fuel tank for unloading through port B and port T of the pneumatic control reversing valve I 6. Vehicle operation requires operation in the main cab.

[0020] When operation is required in the co-driver cab, first, the main and co-driver switching valve 24 needs to be reversed to the left position. The compressed air from the air source 28 reaches the pilot port K of the pneumatic control reversing valve I 6 through port 1 and port 2 of this valve, causing the pneumatic control reversing valve I 6 to reverse to the left position. The pressure oil reaches port P of the co-driver pilot control valve 5 through port P and port B, while the port P of the main driver pilot control valve 4 returns to the fuel tank for unloading through port A and port T of the pneumatic control reversing valve I 6.

[0021] When the vehicle is controlled to move forward inside the driver's cab, the driver's cab pilot control valve 4 is pushed forward. The pressure oil is reduced in pressure through the P port of this valve and reaches port 1, and then reaches port Y1 of the variable reversing valve 3 through ports 1 and 3 of shuttle valve II 8, pushing the variable reversing valve 3 to reverse to the left position. At this time, the pressure oil coming from gear pump I 11 reaches the left side of the variable cylinder 2 through ports P and A of this valve, and the variable pump 1 starts to work in the forward direction. When the vehicle is controlled to reverse, the driver's cab pilot control valve 4 is pushed backward. The pressure oil is reduced in pressure through the P port of this valve and reaches port 2, and then reaches port Y2 of the variable reversing valve 3 through ports 1 and 3 of shuttle valve I 7, pushing the variable reversing valve 3 to reverse to the right position. At this time, the pressure oil coming from gear pump I 11 reaches the right side of the variable cylinder 2 through ports P and B of this valve, and the variable pump 1 starts to work in the reverse direction.

[0022] When the vehicle is controlled to move forward inside the co-driver's cab, the co-driver's cab pilot control valve 5 is pushed forward. The pressure oil is reduced in pressure through the P port of this valve and reaches port 2, and then reaches port Y2 of the variable reversing valve 3 through ports 2 and 3 of shuttle valve I 7, pushing the variable reversing valve 3 to reverse to the right position. At this time, the pressure oil coming from gear pump I 11 reaches the right side of the variable cylinder 2 through ports P and B of this valve, and the variable pump 1 starts to work in the reverse direction. When the vehicle is controlled to reverse, the co-driver's cab pilot control valve 5 is pushed backward. The pressure oil is reduced in pressure through the P port of this valve and reaches port 1, and then reaches port Y1 of the variable reversing valve 3 through ports 2 and 3 of shuttle valve II 8, pushing the variable reversing valve 3 to reverse to the left position. At this time, the pressure oil coming from gear pump I 11 reaches the left side of the variable cylinder 2 through ports P and A of this valve, and the variable pump 1 starts to work in the forward direction.

[0023] The variable pump 1 is a two-way pump. When it works in the forward direction, the forward driving speed of the vehicle is controlled through the accelerator pedal. When the variable pump 1 works in the reverse direction, the reverse driving speed of the vehicle is controlled through the accelerator pedal. The forward direction is the direction when driving inside the driver's cab. In the co-driver's cab, the variable pump 1 works in the reverse direction as the forward direction. The vehicle travels by driving the variable motor 13 to rotate forward and backward through this variable pump 1, realizing the forward and backward movement of the vehicle.

[0024] Gear pump II 12 is connected in series at the rear end of the variable pump 1, and fills the accumulator 15 with liquid through the charging valve 14 to control the braking system of the vehicle. The driver's cab is equipped with a driver's cab parking brake valve 16 and a driver's cab emergency brake valve 27, and the co-driver's cab is equipped with a co-driver's cab parking brake valve 17 and a co-driver's cab emergency brake valve 29. The driver's cab instrument is equipped with a brake release pressure gauge II 20, and the co-driver's cab instrument is equipped with a brake release pressure gauge III 21.

[0025] The P port of the driver's cab parking brake valve 16 is connected to the accumulator 15, the outlet A is connected to the P port of the co-driver's cab parking brake valve 17, the A port of the co-driver's cab parking brake valve 17 is connected to the P port of the pneumatic control reversing valve II 18, and the outlet A of the pneumatic control reversing valve II is connected to the parking brake 30. This port is also connected to the pressure gauge II 20, the pressure gauge III 21 and the pressure sensor II 22.

[0026] Port 1 of the driver's emergency brake valve 27 is connected to the air source 28, and the outlet port 2 is connected to port 1 of the co-driver's emergency brake valve 29. Port 2 of the co-driver's emergency brake valve 29 is connected to port K of the pneumatic control reversing valve II 18.

[0027] The outlet of the gear pump II 12 is connected to port P of the fluid filling valve 14. Port A of the fluid filling valve 14 is connected to the accumulator 15. The high-pressure oil generated by the gear pump II 12 fills the accumulator 15 through the fluid filling valve 14, and the filling pressure is set by the fluid filling valve 14.

[0028] When the vehicle is moving, first place the driver's parking brake valve 16 and the co-driver's parking brake valve 17 in the brake release position, that is, in the left position. The pressure oil in the accumulator 15 passes through port P, port A of the driver's parking brake valve 16, port P, port A of the co-driver's parking brake valve 17 to port P of the pneumatic control reversing valve II 18. At the same time, pull up the driver's emergency brake valve 27 and the co-driver's emergency brake valve 29, that is, in the right position. The compressed air from the air source 28 passes through port 1, port 2 of the driver's emergency brake valve 27, port 1, port 2 of the co-driver's emergency brake valve 29 to port K of the pneumatic control reversing valve II 18, pushing the valve to reverse to the lower position. The pressure oil at port P reaches the parking brake 30 through port A, compressing the spring to release the brake. At this time, both the pressure gauge II 20 and the pressure gauge III 21 show the indication of the release pressure, and the pressure sensor II 22 can monitor the pressure signal.

[0029] Port 3 of the shuttle valve II 8 is connected to port 1 of the shuttle valve III 9 and port Y1 of the variable reversing valve 3. Port 3 of the shuttle valve I 7 is connected to port 2 of the shuttle valve III 9 and port Y2 of the variable reversing valve 3. Port 3 of the shuttle valve III 9 is connected to the pressure sensor I 10.

[0030] When the vehicle is moving forward or backward, there is pressure at port Y1 or port Y2 of the variable reversing valve 3, that is, there is pressure at port 1 or port 2 of the shuttle valve III 9. At this time, port 3 of the shuttle valve III 9 outputs pressure, and the pressure sensor I 10 will have an output indication.

[0031] When the controller detects that both the pressure sensor I 10 and the pressure sensor II 22 have signals, the vehicle can move normally. When the pressure sensor I 10 has no pressure and the pressure sensor II 22 has pressure, the vehicle is in neutral gear, and the parking brake is in the brake release position. The controller sends a signal "Please pull the handbrake" to remind the driver to pull the handbrake to avoid forgetting to pull the handbrake after the vehicle stops. When the pressure sensor I 10 has pressure and the pressure sensor II 22 has no pressure, the vehicle has engaged the forward or reverse gear, but the parking brake is in the braking position. At this time, the controller sends a signal "Please release the handbrake" to remind the driver that the vehicle is ready to move and not to forget to release the handbrake, which may cause wear of the brake friction pads, high temperature and heat, and lead to safety accidents.

[0032] In this embodiment, the pressure signals are ingeniously collected from two systems. Through the comparison of different types of pressures, when the vehicle's parking brake is not released or the parking brake is not engaged after parking, the driver is reminded to operate through sound and light. When the vehicle is in gear, a voice prompt of "Please release the parking brake" is issued when the parking brake 30 is not released, and the prompt sound disappears after the brake is released. When the vehicle is in neutral, a voice prompt of "Please engage the parking brake" is given to remind the driver. It ensures that the driver is reminded to release the brake before driving and apply the brake after parking, guaranteeing the safety of vehicle operation.

[0033] It can be understood that the present invention is described through some embodiments. Those skilled in the art know that without departing from the spirit and scope of the present invention, various changes or equivalent replacements can be made to these features and embodiments. Additionally, under the teaching of the present invention, these features and embodiments can be modified to adapt to specific situations and materials without departing from the spirit and scope of the present invention. Therefore, the present invention is not limited by the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application belong to the scope protected by the present invention.

Claims

1. A parking brake two-way automatic reminder safety warning control system, characterized in that: It includes a variable displacement pump, whose displacement is adjusted by the angle of the swash plate. The swash plate is mechanically connected to the variable cylinder. The variable displacement pump drives the variable motor forward and reverse through the forward / reverse displacement to realize the forward and reverse movement of the vehicle. The rear axle transmission of the variable displacement pump connects the gear pump I and the gear pump II. The variable cylinder is driven by hydraulic oil to push the swash plate to change its angle and is controlled by the variable reversing valve; Variable reversing valve, proportional valve, the opening is determined by the control pressure Y1 / Y2, adjusting the oil circuit direction from gear pump I to the variable cylinder; The main driving pilot control valve and the assistant driving pilot control valve, and the proportional pressure reducing valve, output the pressure oil of the gear pump I to Y1 / Y2 according to the operating ratio; The air-controlled switching valve switches the control of the main and co-pilot to ensure that only one cab can be operated; The main and co-pilot switching valves are pneumatic valves, and the position of the pneumatic switching valves is controlled by compressed air; Shuttle valve I and shuttle valve II combine the main / co-pilot control signals to Y1 / Y2 to ensure unidirectional signal transmission; Gear pump II, which provides hydraulic source for the brake system and fills the accumulator through the charging valve; Parking brake, spring applied, hydraulically released, connected to the accumulator via air-controlled reversing valve II; The driver's parking brake valve and the passenger's parking brake valve control the path of the accumulator pressure oil to the air-controlled reversing valve II; The driver's emergency brake valve and the co-driver's emergency brake valve pneumatically control the switching of the pneumatic reversing valve II, which can force braking in an emergency; Pressure sensor I, detects variable pump control pressure Y1 / Y2 to determine whether the vehicle is in gear; Pressure sensor II detects parking brake pressure and determines whether the brake is released.

2. The parking brake two-way automatic reminder safety warning control system according to claim 1 is characterized in that: The gear pump I is integrated on the rear axle of the variable pump, and the gear pump II 12 is connected in series to the rear end of the variable pump 1 and connected to the relief valve I to adjust the pressure.

3. The parking brake two-way automatic reminder safety warning control system according to claim 1, characterized in that: It includes pressure gauge II and pressure gauge III, which are installed on the main driver's instrument and the co-driver's instrument respectively to display the main / co-driver's brake release pressure.

4. The parking brake two-way automatic reminder safety warning control system according to claim 3 is characterized in that: The P port of the driver's parking brake valve is connected to the accumulator, the outlet A is connected to the P port of the passenger's parking brake valve, the outlet A of the passenger's parking brake valve is connected to the P port of the air-controlled reversing valve II, the outlet A of the air-controlled reversing valve II is connected to the parking brake, and the port is also connected to pressure gauge II, pressure gauge III and pressure sensor II.

5. The parking brake two-way automatic reminder safety warning control system according to claim 4, characterized in that: Port 1 of the driver's emergency brake valve is connected to the air source, outlet 2 is connected to port 1 of the passenger's emergency brake valve, and port 2 of the passenger's emergency brake valve is connected to port K of the air-controlled reversing valve II.

6. The parking brake two-way automatic reminder safety warning control system according to claim 1, characterized in that: Port 1 of shuttle valve Ⅰ is connected to port 2 of the main driver pilot control valve, port 1 of shuttle valve Ⅰ is connected to port 2 of the assistant driver pilot control valve, port 3 of shuttle valve Ⅰ is connected to port Y1 of the variable direction changing valve, port 1 of shuttle valve Ⅱ is connected to port 1 of the main driver pilot control valve, port 2 of shuttle valve Ⅱ is connected to port 1 of the assistant driver pilot control valve, and port 3 of shuttle valve Ⅱ is connected to port Y2 of the variable direction changing valve.

7. The parking brake two-way automatic reminder safety warning control system according to claim 6, characterized in that: The 3rd port of shuttle valve II is connected to the 1st port of shuttle valve III and the Y1 port of the variable direction-changing valve, the 3rd port of shuttle valve I is connected to the 2nd port of shuttle valve III and the Y2 port of the variable direction-changing valve, and the 3rd port of shuttle valve III is connected to the pressure sensor I.

8. The parking brake two-way automatic reminder safety warning control system according to any one of claims 1 to 7, characterized in that: It includes a controller, which is electrically connected to pressure sensor I and pressure sensor II. When the controller detects that both pressure sensor I and pressure sensor II have signals, the vehicle can run normally. When pressure sensor I has no pressure and pressure sensor II has pressure, the vehicle is in neutral and the parking brake is in the brake release position, and the controller sends out an alarm signal; when pressure sensor I has pressure and pressure sensor II has no pressure, the vehicle has been engaged in forward or reverse gear, but the parking brake is in the braking position, and the controller sends out an alarm signal.

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