Parking brake two-way automatic reminding safety warning control system

Abstract

The application discloses a kind of parking brake bidirectional automatic reminding safety early warning control systems, including variable pump, variable pump transmission connection gear pump I and gear pump II;Variable pump is connected with the variable cylinder controlled by variable direction valve, and the opening of variable direction valve is determined by control pressure Y1 / Y2, and main driver pilot control valve and copilot control valve, gear pump I pressure oil is output to Y1 / Y2 according to operation proportion;Shuttle valve I and shuttle valve II, main / copilot control signal is merged to Y1 / Y2;Gear pump II is filled with liquid to accumulator by liquid filling valve;Parking brake is connected with accumulator by pneumatic control direction valve II;Main / copilot parking brake valve controls the path of accumulator pressure oil to pneumatic control direction valve II;Main / copilot emergency brake valve, pneumatic control pneumatic control direction valve II switches;Pressure sensor I detects variable pump control pressure Y1 / Y2;Pressure sensor II detects parking brake pressure.The application can realize the alarm control of braking release and parking brake after parking of bidirectional driving hydraulic drive explosion-proof vehicle.

Description

Technical Field

[0001] This invention belongs to the technical field of mining two-way driving hydraulic explosion-proof vehicles, and specifically relates to a two-way automatic reminder safety warning control system for parking brake. Background Technology

[0002] The braking system of a mining two-way driving hydraulically driven explosion-proof vehicle includes a service brake, a parking brake, and an emergency brake. The service brake generally uses a hydraulic brake with spring release; the emergency brake and parking brake usually share a single brake, employing a spring-brake hydraulically release wet safety brake. Before using the vehicle, both the parking brake and emergency brake must be engaged to the brake release position before the vehicle can move. After the vehicle stops, the driver must engage the parking brake before leaving the cab. However, two situations exist in actual use: one is driving the vehicle with the parking brake engaged, meaning the parking brake is always in a braking state under spring action, and the friction pads are always in a semi-friction / semi-clutch or full-friction state. When the vehicle is driven at full power, the temperature in the friction pads rises rapidly, causing the friction pads to sinter and lose braking performance. Simultaneously, the increased temperature causes the seals inside the brake to age and burn, and the increased surface temperature of the brake can cause the hydraulic oil and hoses around the brake to catch fire and emit smoke, resulting in serious safety accidents. The other situation is that after the vehicle stops, the driver forgets to engage the handbrake or emergency brake, causing the vehicle to roll away or other safety accidents. Summary of the Invention

[0003] The purpose of this invention is to provide a two-way automatic reminder safety warning control system for parking brakes, which realizes alarm control for the release of brakes and the application of brakes after parking in two-way driving hydraulically driven explosion-proof vehicles, thereby avoiding safety accidents such as the vehicle rolling away due to the driver's negligence in forgetting to engage the handbrake after parking.

[0004] The technical solution adopted in this invention is a parking brake bidirectional automatic reminder safety warning control system, including a variable pump, the displacement of which is adjusted by the swashplate angle, the swashplate being mechanically connected to the variable cylinder, the variable pump driving the variable motor to rotate forward and backward through the forward / reverse displacement to realize the vehicle's forward and backward movement, and the rear axle of the variable pump being connected to gear pump I and gear pump II.

[0005] The variable cylinder is driven by hydraulic oil, which pushes the swashplate to change its angle and is controlled by the variable directional valve.

[0006] The opening degree of the variable directional valve and proportional valve is determined by the control pressure Y1 / Y2, which adjusts the oil circuit direction from gear pump I to the variable cylinder.

[0007] The driver pilot control valve and the passenger pilot control valve, along with the proportional pressure reducing valve, output the pressure oil from gear pump I to Y1 / Y2 according to the operating ratio.

[0008] The pneumatic switching valve switches between driver and passenger control, ensuring that only one cab can operate the system.

[0009] The driver / passenger switching valve is a pneumatic valve, whose position is controlled by compressed air.

[0010] Shuttle valve I and shuttle valve II combine the master / co-driver control signals to Y1 / Y2 to ensure unidirectional signal transmission;

[0011] Gear pump II provides hydraulic power to the braking system and charges the accumulator through the charging valve;

[0012] The parking brake is spring-loaded and hydraulically released, and is connected to the accumulator via pneumatic reversing valve II.

[0013] The driver's side parking brake valve and the passenger side parking brake valve control the path of the accumulator pressure oil to the pneumatic directional valve II;

[0014] The driver's emergency brake valve and the passenger's emergency brake valve are pneumatically controlled and switched by pneumatically controlled directional valve II, which can force braking in an emergency.

[0015] Pressure sensor I detects the variable pump control pressure Y1 / Y2 to determine whether the vehicle is in gear;

[0016] Pressure sensor II detects the parking brake pressure to determine whether the brake has been released.

[0017] Furthermore, gear pump I is integrated on the rear shaft of the variable pump, and gear pump II 12 is connected in series at the rear end of variable pump 1 and connected to relief valve I to adjust the pressure.

[0018] Furthermore, pressure gauges II and III are installed on the driver's side instrument panel and passenger side instrument panel, respectively, to display the driver's / passenger's brake release pressure.

[0019] Furthermore, the P port of the driver's side parking brake valve is connected to the accumulator, and the outlet A is connected to the P port of the passenger side parking brake valve. The outlet A of the passenger side parking brake valve is connected to the P port of the pneumatic directional valve II. The outlet A of the pneumatic directional valve II is connected to the parking brake. This port is also connected to pressure gauge II, pressure gauge III, and pressure sensor II.

[0020] Furthermore, port 1 of the driver's emergency brake valve is connected to the air source, port 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 pneumatic directional valve II.

[0021] Furthermore, port 1 of shuttle valve I is connected to port 2 of the master pilot control valve, port 1 of shuttle valve I is connected to port 2 of the co-pilot pilot control valve, port 3 of shuttle valve I is connected to port Y1 of the variable directional valve, port 1 of shuttle valve II is connected to port 1 of the master pilot control valve, port 2 of shuttle valve II is connected to port 1 of the co-pilot pilot control valve, and port 3 of shuttle valve II is connected to port Y2 of the variable directional valve.

[0022] Furthermore, port 3 of shuttle valve II is connected to port 1 of shuttle valve III and port Y1 of variable directional valve, port 3 of shuttle valve I is connected to port 2 of shuttle valve III and port Y2 of variable directional valve, and port 3 of shuttle valve III is connected to pressure sensor I.

[0023] Furthermore, the system includes a controller 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 normally. When pressure sensor I has no pressure and pressure sensor II has pressure, the vehicle is in neutral, the parking brake is in the released position, and the controller issues an alarm signal. When pressure sensor I has pressure and pressure sensor II has no pressure, the vehicle is already in forward or reverse gear, but the parking brake is in the brake position, and the controller issues an alarm signal.

[0024] Compared with the prior art, the present invention has the following advantages:

[0025] This invention is applicable to hydraulically driven explosion-proof rubber-tired transport vehicles with bidirectional driving control. By collecting pilot pressure and control pressure signals entering the parking brake, the pressure sensor transmits the pressure signals to the controller for analysis and comparison, and then issues different alarm signals. Whether operating the vehicle from the driver's cab or the passenger 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 in both directions, it avoids the fire caused by the friction pads burning due to high temperature when the vehicle is moving without releasing the brake. On the other hand, it reminds the driver to apply the handbrake after stopping, avoiding the accident of the vehicle rolling away due to forgetting to apply the handbrake after stopping. Attached Figure Description

[0026] Figure 1 This is the control principle diagram of the present invention.

[0027] In the diagram: 1-Variable displacement pump; 2-Variable displacement cylinder; 3-Variable displacement directional valve; 4-Driver pilot control valve; 5-Passenger pilot control valve; 6-Pneumatic directional 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 displacement motor; 14-Filling valve; 15-Accumulator; 16-Driver parking brake valve; 17-Passenger parking brake valve; 18-Pneumatic directional valve II; 19-Pressure gauge I; 20-Pressure gauge II; 21-Pressure gauge III; 22-Pressure sensor II; 23-Relief valve I; 24-Driver / passenger switching valve; 25-Throttle valve I; 26-Throttle valve II; 27-Driver emergency brake valve; 28-Air source; 29-Passenger emergency brake valve; 30-Parking brake. Detailed Implementation

[0028] To better understand the purpose, structure, and function of this invention, the following detailed description of a parking brake bidirectional automatic reminder safety warning control system is provided in conjunction with the accompanying drawings.

[0029] like Figure 1 As shown, a parking brake bidirectional automatic reminder safety warning control system includes a variable displacement pump 1. The displacement of the variable displacement pump 1 is changed by changing the angle of its swashplate. The swashplate is connected to a variable displacement cylinder 2. The variable displacement cylinder 2 is mechanically connected to a variable displacement directional valve 3. The opening of the variable displacement directional valve 3 changes proportionally to the magnitudes of its left and right control pressures Y1 and Y2. The pressures of Y1 and Y2 are proportionally output through the driver's pilot control valve 4 and the passenger's pilot control valve 5 in the driver's and passenger's cabs. The variable displacement cylinder 2 outputs to the variable mechanism through port A or port B of the variable displacement directional valve 3, realizing the forward or reverse displacement output of the variable displacement pump 1. Ports A and B of the variable displacement directional valve 3 are connected to the variable displacement cylinder 2 through throttle valve I 25 and throttle valve II 26, respectively.

[0030] Gear pump I11 is integrated on the rear axle of variable pump 1, and its pressure is set by relief valve I23. The pressurized oil from this pump reaches port P of pneumatic switching valve I6. Under normal conditions, port P and port A are connected to port P of the driver pilot control valve 4.

[0031] The driver's pilot control valve 4 and the passenger's pilot control valve 5 are switched by a pneumatic reversing valve I6. When the driver's pilot control valve 4 is activated, the passenger's pilot control valve 5 cannot be activated, or when the passenger's pilot control valve 5 is activated, the driver's pilot control valve 4 cannot be activated, thus avoiding misoperation between the driver's and passenger's cabs.

[0032] The operation of the pneumatic directional valve I6 is executed through the driver-passenger switching valve 24. The driver-passenger switching valve 24 adopts a pneumatic-controlled hydraulic system. Due to its small size and environmental friendliness, it is convenient for placement in a small driver's cab. In the normal state, as shown in the figure, the driver-passenger switching valve 24 is in the right position. The compressed air from the air source 28 reaches port 1 of the valve and is blocked. The control port K of the pneumatic directional valve I6 is connected to ports 2 and 3 of the valve to exhaust air. When the pneumatic directional valve I6 is in the right position, that is, port P is connected to port A to reach port P of the driver's pilot control valve 4. Port P of the passenger pilot control valve 5 returns to the fuel tank for unloading via ports B and T of the pneumatic directional valve I6. Vehicle movement requires operation from the driver's cab.

[0033] When operation is required in the passenger seat, the driver-passenger switching valve 24 must first be switched to the left position. Compressed air from the air source 28 reaches the pilot port K of the pneumatic directional valve I6 through ports 1 and 2 of the valve, causing the pneumatic directional valve I6 to switch to the left position. Pressurized oil reaches the P port of the passenger pilot control valve 5 through ports P and B, while the P port of the driver pilot control valve 4 returns to the oil tank for unloading through ports A and T of the pneumatic directional valve I6.

[0034] When the vehicle is driven forward from the driver's seat, pushing the driver's pilot control valve 4 forward causes the pressurized oil to be reduced by valve P and reach port 1. This oil then passes through ports 1 and 3 of shuttle valve II 8 to port Y1 of variable displacement valve 3, causing the variable displacement valve 3 to switch to the left position. At this time, the pressurized oil from gear pump I 11 reaches the left side of variable cylinder 2 through port P and port A of this valve, and variable pump 1 begins to operate in the forward direction. When the vehicle is driven backward, pushing the driver's pilot control valve 4 backward causes the pressurized oil to be reduced by valve P and reach port 2. This oil then passes through ports 1 and 3 of shuttle valve I 7 to port Y2 of variable displacement valve 3, causing the variable displacement valve 3 to switch to the right position. At this time, the pressurized oil from gear pump I 11 reaches the right side of variable cylinder 2 through port P and port B of this valve, and variable pump 1 begins to operate in the reverse direction.

[0035] When the vehicle is driven forward from the passenger seat, pushing the passenger-side pilot control valve 5 forward causes the pressurized oil to be depressurized at port P and reach port 2. This oil then passes through ports 2 and 3 of shuttle valve I (7) to reach port Y2 of variable displacement valve 3, pushing valve 3 to the right position. At this time, the pressurized oil from gear pump I (11) reaches the right side of variable cylinder 2 through port P and port B of this valve, and variable pump 1 begins to work in reverse. When the vehicle is driven backward, pushing the passenger-side pilot control valve 5 backward causes the pressurized oil to be depressurized at port P and reach port 1. This oil then passes through ports 2 and 3 of shuttle valve II (8) to reach port Y1 of variable displacement valve 3, pushing valve 3 to the left position. At this time, the pressurized oil from gear pump I (11) reaches the left side of variable cylinder 2 through port P and port A of this valve, and variable pump 1 begins to work in the forward direction.

[0036] The variable pump 1 is a bidirectional pump. When it operates in the forward direction, the vehicle's forward speed is controlled by the accelerator pedal. When the variable pump 1 operates in the reverse direction, the vehicle's reverse speed is controlled by the accelerator pedal. The forward direction is the direction when the driver is in the driver's seat. When the passenger is in the passenger seat, the variable pump 1 operates in the reverse direction for forward movement. The vehicle's movement is achieved by the variable pump 1 driving the variable motor 13 to rotate in both directions, thus realizing the vehicle's forward and reverse movement.

[0037] Gear pump II 12 is connected in series at the rear end of variable pump 1, and charges accumulator 15 through charging valve 14 to control the vehicle's braking system. The driver's cab is equipped with driver's parking brake valve 16 and driver's emergency brake valve 27, and the passenger's cab is equipped with passenger's parking brake valve 17 and passenger's emergency brake valve 29. The driver's instrument panel is equipped with brake release pressure gauge II 20, and the passenger's instrument panel is equipped with brake release pressure gauge III 21.

[0038] The P port of the driver's side parking brake valve 16 is connected to the accumulator 15, and the outlet A is connected to the P port of the passenger side parking brake valve 17. The A port of the passenger side parking brake valve 17 is connected to the P port of the pneumatic reversing valve II 18. The outlet A of the pneumatic reversing valve II is connected to the parking brake 30. This port is also connected to pressure gauge II 20, pressure gauge III 21 and pressure sensor II 22.

[0039] Port 1 of the driver's emergency brake valve 27 is connected to the air source 28, and port 2 is connected to port 1 of the passenger's emergency brake valve 29. Port 2 of the passenger's emergency brake valve 29 is connected to port K of the pneumatic reversing valve II 18.

[0040] The outlet of gear pump II 12 is connected to port P of filling valve 14, and port A of filling valve 14 is connected to accumulator 15. The high-pressure oil generated by gear pump II 12 fills accumulator 15 through filling valve 14, and the filling pressure is adjusted by filling valve 14.

[0041] When the vehicle is in motion, first, the driver's side parking brake valve 16 and the passenger side parking brake valve 17 are placed in the brake release position, i.e., in the left position. The pressurized oil in the accumulator 15 flows through ports P and A of the driver's side parking brake valve 16 and ports P and A of the passenger side parking brake valve 17 to port P of the pneumatic reversing valve II 18. At the same time, the driver's side emergency brake valve 27 and the passenger side emergency brake valve 29 are pulled up, i.e., in the right position. Compressed air from the air source 28 flows through ports 1 and 2 of the driver's side emergency brake valve 27 and ports 1 and 2 of the passenger side emergency brake valve 29 to port K of the pneumatic reversing valve II 18, pushing the valve to the lower position. The pressurized oil at port P flows through port A to the parking brake 30, compressing the spring and releasing the brake. At this time, pressure gauges II 20 and III 21 both display the release pressure value, and pressure sensor II 22 can detect the pressure signal.

[0042] Port 3 of shuttle valve II 8 is connected to port 1 of shuttle valve III 9 and port Y1 of variable directional valve 3. Port 3 of shuttle valve I 7 is connected to port 2 of shuttle valve III 9 and port Y2 of variable directional valve 3. Port 3 of shuttle valve III 9 is connected to pressure sensor I 10.

[0043] When the vehicle moves forward or backward, there is pressure at port Y1 or Y2 of the variable reversing valve 3, that is, there is pressure at port 1 or 2 of the shuttle valve Ⅲ9. At this time, port 3 of the shuttle valve Ⅲ9 outputs pressure, and pressure sensor Ⅰ10 will have an output indication.

[0044] When the controller detects signals from both pressure sensor I10 and pressure sensor II22, the vehicle can move normally. When pressure sensor I10 has no pressure but pressure sensor II22 has pressure, the vehicle is in neutral, the parking brake is in the released position, and the controller sends a signal "Please engage the handbrake" to remind the driver to engage the handbrake to avoid forgetting to do so after parking. When pressure sensor I10 has pressure but pressure sensor II22 has no pressure, the vehicle is already in forward or reverse gear, but the parking brake is in the brake 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 that they should not forget to release the handbrake, as this could cause wear and overheating of the brake pads and potentially lead to a safety accident.

[0045] This embodiment cleverly collects pressure signals from two systems. By comparing different types of pressure, it alerts the driver with sound and light when the parking brake is not released or when the handbrake is not engaged after parking. When the vehicle is in gear, a voice prompt saying "Please release the parking brake" is issued if the parking brake is not released. The prompt disappears when the brake is released. When the vehicle is in neutral, a voice prompt saying "Please engage the handbrake" is issued. This ensures that the driver is reminded to release the brake before driving and to apply the brake after parking, thus guaranteeing vehicle operation safety.

[0046] It is understood that the present invention has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of the invention. Furthermore, under the teachings 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 invention. Therefore, the present invention is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of the present invention.

Claims

1. A parking brake two-way automatic reminding safety warning control system, characterized in that, Variable pump, displacement is adjusted by swash plate angle, swash plate is mechanically connected with variable cylinder, variable pump drives variable motor forward and backward through forward / reverse displacement, realizing vehicle forward and backward, rear axle of variable pump is drivingly connected with gear pump I and gear pump II; Variable cylinder, driven by hydraulic oil, pushing swash plate to change angle, controlled by variable reversing valve; Variable reversing valve, proportional valve, opening degree is determined by control pressure Y1 / Y2, adjusting oil path direction from gear pump I to variable cylinder, wherein Y1 represents left control pressure, Y2 represents right control pressure; Primary pilot control valve and secondary pilot control valve, proportional pressure reducing valve, outputting pressure oil from gear pump I to Y1 / Y2 according to operation proportion; Pneumatic control switch valve, switching primary / secondary control right, ensuring only one cab can be operated; Primary / secondary steering switch valve, pneumatic valve, controlling position of pneumatic control switch valve through compressed air; Spool valve I and spool valve II, combining primary / secondary control signal to Y1 / Y2, ensuring signal unidirectional transmission; Gear pump II, providing hydraulic source for braking system, charging accumulator through charging valve; Parking brake, spring brake, hydraulic release, connected with accumulator through pneumatic control reversing valve II; Primary parking brake valve and secondary parking brake valve, controlling path of pressure oil from accumulator to pneumatic control reversing valve II; Primary emergency brake valve and secondary emergency brake valve, pneumatically controlling switch of pneumatic control reversing valve II, forcibly braking in emergency; Pressure sensor I, detecting variable pump control pressure Y1 / Y2, judging whether vehicle is in gear; Pressure sensor II, detecting parking brake pressure, judging whether brake is released; 1st port of spool valve I is connected with 2nd port of primary pilot control valve, 1st port of spool valve I is connected with 2nd port of secondary pilot control valve, 3rd port of spool valve I is connected with Y1 port of variable reversing valve, 1st port of spool valve II is connected with 1st port of primary pilot control valve, 2nd port of spool valve II is connected with 1st port of secondary pilot control valve, 3rd port of spool valve II is connected with Y2 port of variable reversing valve; 3rd port of spool valve II is connected with 1st port of spool valve III and Y1 port of variable reversing valve, 3rd port of spool valve I is connected with 2nd port of spool valve III and Y2 port of variable reversing valve, 3rd port of spool valve III is connected with pressure sensor I.

2. The parking brake two-way automatic reminding safety warning control system according to claim 1, characterized in that, Gear pump I is integrated on rear axle of variable pump, gear pump II is connected with overflow valve I to set pressure on rear end of variable pump 1.

3. The parking brake two-way automatic reminder safety warning control system according to claim 1, characterized in that, Including pressure gauge II and pressure gauge III, respectively installed on primary instrument and secondary instrument, displaying primary / secondary brake release pressure.

4. The parking brake two-way automatic reminding safety warning control system according to claim 3, characterized in that, P port of primary parking brake valve is connected with accumulator, outlet A is connected to P port of secondary parking brake valve, outlet A of secondary parking brake valve is connected to P port of pneumatic control reversing valve II, outlet A of pneumatic control reversing valve II is connected to parking brake, the outlet A is simultaneously connected with pressure gauge II, pressure gauge III and pressure sensor II.

5. The parking brake two-way automatic reminding safety warning control system according to claim 4, characterized in that, 1st port of primary emergency brake valve is connected with air source, outlet 2 is connected to 1st port of secondary emergency brake valve, 2nd port of secondary emergency brake valve is connected to K port of pneumatic control reversing valve II.

6. The parking brake two-way automatic reminding safety warning control system according to any one of claims 1-5, characterized in that, The controller is electrically connected with the pressure sensor I and the pressure sensor II, when the controller detects that the pressure sensor I and the pressure sensor II have signals, the vehicle can normally walk, when the pressure sensor I has no pressure and the pressure sensor II has pressure, the vehicle is in neutral gear, the parking brake is in the brake release position, and the controller sends an alarm signal; when the pressure sensor I has pressure and the pressure sensor II has no pressure, the vehicle has engaged the forward gear or the reverse gear, but the parking brake is in the brake position, and the controller sends an alarm signal.

Images