A parking brake and travel interconnection system for UC-1C service vehicles in underground mines

Abstract

The utility model belongs to the field of electrical and hydraulic servo of underground trackless equipment in mines, and particularly relates to a parking brake and walking interconnection system for an underground UC-1C service vehicle in mines; the utility model comprises an integrated box 1, which is fixedly arranged at the bottom of a cross beam of a co-pilot back plate; a normally open pressure switch, a combination relay, and a time delay contact are arranged in the integrated box 1; the normally open pressure switch is connected to the combination relay and the parking brake hydraulic system; the time delay contact is connected to the combination relay and the gear switch; the gear switch is connected to the gear solenoid valve; the normally open pressure switch feeds back the working pressure of the parking brake hydraulic system to the combination relay, the combination relay drives the time delay contact to send an electrical signal to the gear switch, and the gear switch controls the gear solenoid valve to realize the parking brake and walking of the UC-1C service vehicle.

Description

Technical Field

[0001] The utility model belongs to the field of electrical and hydraulic servo of underground trackless equipment in mines, and in particular relates to a parking brake and walking interconnection system of a UC-1C service vehicle in underground mines. Background Art

[0002] UC-1C service vehicle is the most commonly used service vehicle in underground mines. It undertakes all auxiliary and mining work at underground production sites. Due to the special nature of the work, the service vehicle driver cannot be a dedicated driver. The driver's operating level and operating literacy are also uneven. Failure to follow the standard driving operation or misoperation can easily cause the parking brake friction pad in the UC-1C service vehicle drive axle (DANA F112) to wear. After wear, the parking brake performance will gradually decrease, which will bring great safety hazards to the operator and underground workers. The traditional treatment method is to replace the drive axle or replace the parking brake friction pad in the drive axle. Both maintenance methods require a long maintenance time and maintenance cost, and there will be great safety risks during the replacement or maintenance process. Therefore, a system to reduce the wear of the brake friction pad is needed. Utility Model Content

[0003] The purpose of the utility model is to provide a parking brake and walking interconnection system for a UC-1C service vehicle in a mine to solve the problems existing in the prior art. To achieve the above-mentioned purpose of the invention, the technical solution adopted by the utility model is:

[0004] A parking brake and travel interconnection system for an underground UC-1C service vehicle in a mine, comprising an integrated box, which is fixedly arranged at the bottom of a co-pilot backboard crossbeam; a normally open pressure switch, a combination relay, and a time delay contact are arranged in the integrated box; the normally open pressure switch is connected to the combination relay and a parking brake hydraulic system; the time delay contact is connected to the combination relay and a gear switch; the gear switch is connected to a gear solenoid valve; the normally open pressure switch feeds back the working pressure of the parking brake hydraulic system to the combination relay, the combination relay drives the time delay contact to send an electrical signal to the gear switch, and the gear switch controls the gear solenoid valve to realize parking brake and travel of the UC-1C service vehicle.

[0005] Furthermore, the parking brake hydraulic system includes a parking brake operating valve, a front axle brake cylinder, and a rear axle brake cylinder; the parking brake operating valve connects the front axle brake cylinder and the rear axle brake cylinder.

[0006] Furthermore, a through hole 1 and a through hole 2 are provided at the bottom of the integrated box, an inlet dust cover is provided in the through hole 1, an oil pipe is provided in the through hole 2, one end of the oil pipe is connected to the normally open pressure switch, and the other end is connected to the throttle port, the high-pressure hose and the parking brake operating valve in sequence.

[0007] Furthermore, the normally open pressure switch includes a common end and a normally open end; the common end is connected to the plug fuse 1 and the starting key in sequence, and the normally open end is connected to the plug fuse 2 and the combination relay in sequence.

[0008] Furthermore, the combination relay includes an A1 terminal, an A2 terminal and a normally open point 1; the A1 terminal is connected to the plug fuse 2 and the normally open pressure switch in sequence, the A2 terminal is connected to the striking point, and the normally open point 1 is connected to the delay contact.

[0009] Furthermore, the combination relay also includes a normally closed point, and a red indicator light and a green indicator light are provided on the instrument box panel of the service vehicle. The positive poles of the red indicator light and the green indicator light are respectively connected to the normally closed point and the normally open point 1, and the negative poles of the red indicator light and the green indicator light are connected to the ironing point.

[0010] Furthermore, a normally open point 2 is provided on the delay contact, the normally open point 2 is connected to the combination relay and the gear switch, and a plug-in fuse 3 is connected in series between the combination relay and the gear switch.

[0011] The utility model has the following beneficial effects: the electric and hydraulic servos (i.e., parking brake operating valves) are arranged to interconnect the parking brake and walking of the UC-1C service vehicle, thereby improving the stability of the parking brake of the UC-1C service vehicle, thereby improving the safety performance of the equipment, and at the same time avoiding abnormal wear of the parking brake friction plate in the drive axle (DANA F112) due to misoperation or non-compliant operation by the operator, reducing the input of spare parts for the drive axle of the UC-1C service vehicle, saving spare parts costs, reducing maintenance workload, thereby reducing safety risks during replacement or maintenance operations, reducing manpower investment, reducing unnecessary downtime due to parking brake failure, and improving the use efficiency of the UC-1C service vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 This is the logic diagram of this system;

[0013] Figure 2 It is a partial schematic diagram of the parking brake hydraulic system;

[0014] Figure 3 It is the structural diagram of integrated box 1;

[0015] Figure 4 It is the schematic diagram of the combination relay;

[0016] Figure 5 Schematic diagram of time-delay contact. DETAILED DESCRIPTION

[0017] The following will be combined with the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Unless otherwise specified, the technical means used in the embodiments are conventional means well known to those skilled in the art.

[0018] In the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0019] like Figure 1-5 As shown, a parking brake and travel interconnection system for a UC-1C service vehicle in a mine, including an integrated box 1, which is fixedly arranged at the bottom of the co-pilot backboard crossbeam, and is provided with a normally open pressure switch, a combination relay, and a time delay contact. The normally open pressure switch connects the combination relay and the parking brake hydraulic system, the time delay contact connects the combination relay and the gear switch, and the gear switch connects the gear solenoid valve; the normally open pressure switch feeds back the working pressure of the parking brake hydraulic system to the combination relay, the combination relay drives the time delay contact to send an electrical signal to the gear switch, and the gear switch controls the gear solenoid valve to realize the parking brake and travel of the UC-1C service vehicle. The combination relay is preferably a 24V DC combination relay (CAD50).

[0020] like Figure 2As shown, the parking brake hydraulic system includes a parking brake operating valve, a front axle brake cylinder, and a rear axle brake cylinder; the parking brake operating valve is connected to the front axle brake cylinder and the rear axle brake cylinder. When braking, the springs in the front axle brake cylinder and the rear axle brake cylinder push the piston rod in the cylinder back, and the piston rod head and the two ends of the cylinder barrel are respectively connected to the parking brake fork on the drive axle. At this time, the spring is used to pull the two forks to achieve braking. When the brake is released, the high-pressure oil from the output end of the parking brake operating valve enters the front axle brake cylinder and the rear axle brake cylinder, pushing the piston rod to move outward and then pushing the two forks to release the brake. The output end of the parking brake operating valve is connected to a three-way joint, and the three-way joint is connected to the front axle brake cylinder, the rear axle brake cylinder and the normally open pressure switch through three high-pressure hoses.

[0021] like Figure 3 As shown, the bottom of the integrated box 1 is provided with a through hole 1 2 and a through hole 2 3, the through hole 1 2 is provided with a wire inlet dust cover, the through hole 2 3 is provided with an oil pipe, one end of the oil pipe is connected to the normally open pressure switch, and the other end is connected to the throttle, the high-pressure hose and the parking brake operating valve in sequence. The integrated box 1 preferably has a size of 200×100×250mm, which can accommodate internal components and facilitate installation, wherein the through hole 1 2 and the through hole 2 3 are arranged at 35mm on both sides of the center line of the bottom of the integrated box 1, the through hole 1 2 is preferably 20mm in diameter, and the through hole 2 3 is preferably 15mm in diameter, wherein all wiring harnesses are connected to the internal and external components of the integrated box 1 through the wire inlet dust cover. The throttle is preferably a 1.2mm hydraulic system throttle.

[0022] Furthermore, the normally open pressure switch includes a common end and a normally open end; the common end is connected to the plug fuse 1 and the start key in sequence, and the normally open end is connected to the plug fuse 2 and the combination relay in sequence. The terminal part of the start key supplies power to the normally open pressure switch through the common end. When the output end of the parking brake operating valve supplies high-pressure oil to the normally open pressure switch, the closed contact point of the normally open pressure switch is closed after receiving the oil pressure, and the normally open pressure switch circuit is connected to transmit a signal to the next level system. The closing pressure set at the closed contact point of the normally open pressure switch is 90 bar (that is, it closes when the pressure is greater than this value). The plug fuse 1 and the plug fuse 2 are preferably 5A DC large plug fuses.

[0023] like Figure 4 As shown, the combined relay includes an A1 terminal, an A2 terminal and a normally open point 1; the A1 terminal is connected to the plug fuse 2 and the normally open pressure switch in sequence, the A2 terminal is connected to the striking point, and the normally open point 1 is connected to the delay contact.

[0024] Furthermore, the combination relay also includes a normally closed point, and a red indicator light and a green indicator light are provided on the instrument panel of the service vehicle. The positive poles of the red indicator light and the green indicator light are connected to the normally closed point and the normally open point 1 respectively, and the negative poles of the red indicator light and the green indicator light are connected to the iron-making point. In the braking state, when the normally open pressure switch is in the open state, the combination relay coil is not energized, the combination relay coil will not be attracted, the delay contact normally open end to the gear switch terminal is not energized, and the red indicator light connected to the normally closed point of the combination relay is lit (informing the operator that it is in the braking state at this time). At this time, even if the gear switch is turned on, the gear solenoid valve will not act and the vehicle will not move. When the parking brake is released, the pressure oil coming out of the port A of the parking brake operating valve closes the contacts on the normally open pressure switch, the combination relay coil is energized, the normally open point 1 on the combination relay pulls the normally open point 2 of the delay contact to close, the normally open point 2 is energized, the gear switch is energized, the red indicator light on the instrument panel goes out, and the green indicator light is on (informing the operator that the brake is released at this time). At this time, the gear switch is toggled, the gear solenoid valve is energized and the vehicle moves. The function of the delay contact is to allow the front axle brake cylinder and the rear wall brake cylinder to push the two forks to completely separate the parking brake friction plates in the bridge before energizing the gear switch. It takes 3 seconds for complete separation, so that the gear must be in the parking brake released state when driving. The red indicator light and the green indicator light are preferably 24V DC indicator lights.

[0025] like Figure 5 As shown, the delay contact is provided with a normally open point 2, the normally open point 2 connects the combination relay and the gear switch, and a plug-in fuse 3 is connected in series between the combination relay and the gear switch. The plug-in fuse 3 is preferably a 10A DC large plug-in fuse.

[0026] It should be noted that if Figure 4 , 5 As shown, the NO end is a normally open end, that is, when the service vehicle is braking, these switches are disconnected; and the NC end is a normally closed end, that is, when the service vehicle is braking, these switches are closed.

[0027] Working process: When braking is required, operate the parking brake operating valve to stop oil supply. At this time, when the normally open pressure switch is in the open state, the combination relay coil is not energized, the combination relay coil will not be attracted, and there is no power from the normally open end of the delay contact to the gear switch terminal. The red indicator light connected to the normally closed point of the combination relay lights up (informing the operator that it is in the braking state at this time). At this time, even if the gear switch is turned, the gear solenoid valve will not move and the vehicle will not move.

[0028] When the braking state needs to be released, operate the parking brake operating valve to supply oil. The pressure oil coming out of the A port of the parking brake operating valve will close the contacts on the normally open pressure switch, and the combination relay coil will be energized. The normally open point 1 on the combination relay will pull the delay contact to close the normally open point 2, and the normally open point 2 will be energized, the gear switch will be energized, the red indicator light on the instrument box panel will go out, and the green indicator light will light up (informing the operator that the brake is released at this time). At this time, turn the gear switch, the gear solenoid valve will be energized and the vehicle will move. The function of the delay contact is to let the front axle brake cylinder and the rear wall brake cylinder push the two shift forks to completely separate the parking brake friction plates in the bridge before energizing the gear switch. Complete separation takes 3 seconds, so that the parking brake must be released when shifting gears and moving.

[0029] The embodiments described above are only descriptions of the preferred methods of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various deformations, modifications, and substitutions made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. A parking brake and travel interconnection system for a UC-1C service vehicle in an underground mine, characterized in that: The invention comprises an integrated box (1), wherein the integrated box (1) is fixedly arranged at the bottom of the cross beam of the co-pilot back panel, and wherein a normally open pressure switch, a combination relay, and a time delay contact are arranged in the integrated box (1); the normally open pressure switch is connected to the combination relay and the parking brake hydraulic system, the time delay contact is connected to the combination relay and the gear switch, and the gear switch is connected to the gear solenoid valve; the normally open pressure switch feeds back the working pressure of the parking brake hydraulic system to the combination relay, the combination relay drives the time delay contact to send an electrical signal to the gear switch, and the gear switch controls the gear solenoid valve to realize the parking brake and travel of the UC-1C service vehicle.

2. The parking brake and travel interconnection system of a UC-1C service vehicle for underground mines according to claim 1 is characterized by: The parking brake hydraulic system comprises a parking brake operating valve, a front axle brake oil cylinder, and a rear axle brake oil cylinder; the parking brake operating valve is connected to the front axle brake oil cylinder and the rear axle brake oil cylinder.

3. The parking brake and travel interconnection system of a UC-1C service vehicle for underground mines according to claim 2 is characterized by: The bottom of the integrated box (1) is provided with a through hole 1 (2) and a through hole 2 (3), the through hole 1 (2) is provided with a wire inlet dust cover, the through hole 2 (3) is provided with an oil pipe, one end of the oil pipe is connected to the normally open pressure switch, and the other end is connected in sequence to a throttle port, a high-pressure hose and the parking brake operating valve.

4. The parking brake and travel interconnection system of a UC-1C service vehicle for underground mines according to claim 1 is characterized by: The normally open pressure switch comprises a common end and a normally open end; the common end is connected to the plug fuse 1 and the starting key in sequence, and the normally open end is connected to the plug fuse 2 and the combination relay in sequence.

5. The parking brake and travel interconnection system of the underground mine UC-1C service vehicle according to claim 4 is characterized by: The combined relay includes an A1 terminal, an A2 terminal and a normally open point 1; the A1 terminal is connected to the plug fuse 2 and the normally open pressure switch in sequence, the A2 terminal is connected to the striking point, and the normally open point 1 is connected to the delay contact.

6. The parking brake and travel interconnection system of the underground mine UC-1C service vehicle according to claim 5 is characterized by: The combination relay also includes a normally closed point. A red indicator light and a green indicator light are provided on the instrument box panel of the service vehicle. The positive poles of the red indicator light and the green indicator light are respectively connected to the normally closed point and the normally open point 1, and the negative poles of the red indicator light and the green indicator light are connected to the ironing point.

7. The parking brake and travel interconnection system of a UC-1C service vehicle for underground mines according to claim 1 is characterized by: A normally open point 2 is arranged on the time delay contact, the normally open point 2 is connected to the combination relay and the gear switch, and a plug-in fuse 3 is connected in series between the combination relay and the gear switch.

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