Brake isolation plug-in for engineering vehicle operation safety monitoring assembly

Abstract

The utility model provides a brake isolation plug-in unit for an engineering vehicle operation safety monitoring assembly, which comprises a host interface board in which the engineering vehicle operation safety monitoring assembly is arranged, and is characterized by comprising a brake isolation plug-in unit which comprises a working condition acquisition circuit, the working condition acquisition circuit inputs a vehicle working condition signal and outputs an isolation working condition signal, the brake isolation plug-in also comprises a brake power supply circuit and an isolation switch circuit, the isolation switch circuit is provided with an isolation switch, the brake isolation plug-in is provided with a quick plug interface, and the quick plug interface is connected with the brake power supply circuit. And the brake isolation plug-in is connected with the host interface board through a quick plug-in interface. The brake isolation plug-in is compact in layout, rapid installation is achieved through a simplified interface, and compared with brake isolation equipment in the prior art, the brake isolation plug-in is smaller in size, smaller in space proportion in an engineering vehicle and lower in manufacturing cost.

Description

Technical Field

[0001] The utility model relates to the field of brake control, in particular to a brake isolation plug-in unit for a safety monitoring component of an engineering vehicle operation. Background Art

[0002] In the past, the operation safety monitoring components of engineering vehicles used isolation box devices to process signals input from the vehicle's operating conditions, and to output conversion and brake isolation functions when the operation safety monitoring components of the engineering vehicle output emergency, normal use, pressure maintenance, and flameout braking signals. In the existing technology, isolation box devices are relatively large and need to be connected to the operation safety monitoring components of the engineering vehicle via cables to transmit data, which occupies a relatively large space in the engineering vehicle. As the requirements for space utilization efficiency and cost control in engineering vehicle design continue to increase, the limitations of traditional isolation box devices in terms of size, connection complexity, and cost are becoming increasingly prominent. Brake isolation devices with smaller size and lower manufacturing costs are the development trend in the field of brake control.

[0003] Since there are few patent documents in the field involved in this application that are similar to the technology mentioned in this application, no similar patent documents are proposed for comparison. Utility Model Content

[0004] In order to achieve the technical effects of further reducing the volume of the brake isolation equipment, further reducing the manufacturing cost, and simplifying the interface connection, the utility model proposes:

[0005] A brake isolation plug-in for an engineering vehicle operation safety monitoring component, including an engineering vehicle operation safety monitoring component and a brake isolation plug-in. The brake isolation plug-in includes a working condition acquisition circuit, which inputs a vehicle working condition signal and outputs an isolated working condition signal. The brake isolation plug-in also includes a brake power supply circuit and an isolation switch circuit. The isolation switch circuit is provided with an isolation switch. The brake isolation plug-in is provided with a quick-plug interface, and the brake isolation plug-in is connected to the engineering vehicle operation safety monitoring component via the quick-plug interface.

[0006] The brake isolation plug-in proposed in the present invention is independent of the engineering vehicle operation safety monitoring component, and is connected to the engineering vehicle operation safety monitoring component through a quick-plug interface, receives the signal input of the engineering vehicle operation safety monitoring component, processes the input signal and feeds back the output signal to the engineering vehicle operation safety monitoring component; the working condition acquisition circuit is used to input the engineering vehicle working condition signal during vehicle operation and output the isolated working condition signal; the brake power supply circuit provides power for the brake isolation plug-in; the isolating switch circuit has a manually operated isolating switch, and the isolating switch can manually control the circuit state of the isolating switch circuit to deal with emergencies. Under normal circumstances, the isolating switch is in the open state. In an emergency, the isolating switch is closed, the isolating switch circuit is connected and the isolation state signal is output; the brake isolation plug-in is simple in design and compact in layout, and is independent of the engineering vehicle operation safety monitoring component in the form of a plug-in, so as to further reduce the volume of the brake isolation equipment, simplify the interface, and reduce the manufacturing cost.

[0007] The system also includes a brake control circuit that receives a brake input signal and outputs a brake output signal. The brake control circuit receives the brake input signal from the engineering vehicle operation safety monitoring component as a brake isolation plug-in, processes the brake input signal into a brake output signal, and outputs it to the engineering vehicle operation safety monitoring component.

[0008] The brake control circuit includes an emergency valve interface circuit and a normal valve interface circuit. The emergency valve interface circuit receives an emergency brake input signal and outputs an emergency brake output signal. The normal valve interface circuit receives a normal brake input signal and outputs a normal brake output signal.

[0009] The emergency valve interface circuit is provided with an energy-saving mode. The emergency valve interface circuit is based on the working characteristics of the emergency valve in the engineering vehicle. Under non-braking working conditions, the power consumption and heat generation of the energized working are large, so the emergency valve is provided with an energy-saving mode.

[0010] The brake control circuit includes a pressure-maintaining valve interface circuit and a flameout valve interface circuit. The pressure-maintaining valve interface circuit receives a pressure-maintaining brake input signal and outputs a pressure-maintaining brake output signal. The flameout valve interface circuit receives a flameout brake input signal and outputs a flameout brake output signal.

[0011] The pressure-maintaining valve interface circuit and the flameout valve interface circuit are configured with contact operating modes. These operating modes can be selected from two modes: normally closed and normally open. When the engineering vehicle is equipped with a pressure-maintaining valve and a flameout valve, the normally closed mode is selected. When the engineering vehicle is not equipped with these valves, the normally open mode is selected, allowing the vehicle to be equipped with these valves separately. The contact operating mode selection is controlled by a dial switch.

[0012] The brake isolation plug-in has a length L not exceeding 252 mm, a width W not exceeding 144.5 mm, and a thickness D not exceeding 1.6 mm. By designing the brake isolation plug-in circuit, the volume of the brake isolation plug-in is further reduced and limited, while also reducing manufacturing costs.

[0013] Also included is an LED indicator circuit that provides an indication of the power supply and isolation switch status.

[0014] The brake isolation plug-in is a European connector.

[0015] The beneficial effects of the utility model are:

[0016] The brake isolation plug-in proposed in this utility model can realize the brake isolation function during the normal operation of the engineering vehicle; the brake isolation plug-in is independent of the engineering vehicle operation safety monitoring component, and its own layout is compact and its size is small, which reduces manufacturing costs; the interface is simplified and only needs to be plugged into the engineering vehicle operation safety monitoring component, without the need to use the cables used by traditional isolation equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 This is a schematic diagram of the circuit principle of the brake isolation plug-in used in the engineering vehicle operation safety monitoring component.

[0018] Figure 2 This is a structural diagram of the brake isolation plug-in.

[0019] Figure 3 This is the circuit schematic diagram of the working condition acquisition circuit.

[0020] Figure 4 This is the circuit schematic diagram of the emergency valve interface circuit.

[0021] Figure 5 This is the circuit schematic diagram of the pressure maintaining valve interface circuit.

[0022] Figure 6 This is the circuit schematic diagram of the flameout valve interface circuit.

[0023] Figure Number:

[0024] 1. Brake isolation plug-in; 2. Working condition acquisition circuit; 3. Isolating switch; 4. Brake power circuit; 5. Isolating switch circuit; 6. Brake control circuit; 7. Quick-connect interface; 8. LED indicator circuit; 9. Engineering vehicle operation safety control and monitoring system; 61. Emergency valve interface circuit; 62. Common valve interface circuit; 63. Pressure maintaining valve interface circuit; 64. Flame extinguishing valve interface circuit. DETAILED DESCRIPTION

[0025] The following describes the implementation of the present invention through specific embodiments. People familiar with this technology can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0026] The utility model provides a brake isolation plug-in unit for an engineering vehicle operation safety monitoring component. The following describes a preferred embodiment of the brake isolation plug-in unit for an engineering vehicle operation safety monitoring component.

[0027] like Figure 1 As shown, the brake isolation plug-in 1 is connected to the engineering vehicle operation safety monitoring component 9 through the quick-plug interface 7. The brake isolation plug-in 1 has a working condition acquisition circuit 2. The working condition acquisition circuit 2 processes the vehicle working condition signal from the engineering vehicle operation safety monitoring component 9 during the operation of the engineering vehicle and outputs an isolated working condition signal. The isolated working condition signal is input into the engineering vehicle operation safety monitoring component 9. The vehicle working condition signal is the signal of each component during the operation of the engineering vehicle. The isolated working condition signal is the signal obtained by the working condition acquisition circuit 2 in the brake isolation plug-in 1 after processing and judging the vehicle working condition signal; in the working condition acquisition circuit 2, the protection circuit is composed of a varistor, which can protect against interference from spike voltages such as surges. The TL431 three-terminal adjustable shunt parallel regulator can adjust the voltage regulator tube and control the level threshold. When the vehicle working condition level signal is received , output 24V standard working condition level to the engineering vehicle operation safety monitoring component 9 for detection; the brake isolation plug-in 1 includes a brake power supply circuit, which supplies power to the brake isolation plug-in 1; the brake isolation plug-in 1 includes an isolation switch circuit 5, and the isolation switch circuit 5 has an isolation switch 2. The isolation switch 2 is a mechanical switch that can realize the manual conversion of the normal working mode and the isolation working mode of the solenoid valve in the engineering vehicle. The isolation switch 2 is open in the normal working mode of the engineering vehicle; the isolation switch 2 is in the open state under normal conditions; in an emergency, the isolation switch 2 is closed and the isolation switch circuit 5 is connected. At this time, the isolation switch circuit 5 processes the brake power input at the input end into an isolation state signal, and the isolation state signal is input into the engineering vehicle operation safety monitoring component 9 to isolate the various valves and components of the engineering vehicle from braking.

[0028] The brake isolation plug-in also includes a brake control circuit 6, which receives the brake input signal of the engineering vehicle operation safety monitoring component 9, processes the brake input signal into a brake output signal and feeds it back to the engineering vehicle operation safety monitoring component 9 to control the valves and components of the engineering vehicle; the brake control circuit 6 includes an emergency valve interface circuit 61, a common valve interface circuit 62, a pressure maintaining valve interface circuit 63 and a flameout valve interface circuit 64; the emergency valve interface circuit 61 is mainly aimed at the working characteristics of the emergency valve, that is, when the power is lost and the braking is carried out under non-braking conditions, the power consumption and heat generation of the energized working are large, so the emergency valve has an energy-saving mode. The circuit is mainly composed of a relay and a delay circuit. When the emergency valve interface circuit 61 receives the emergency brake input signal from the engineering vehicle operation safety monitoring component 9, the emergency valve interface circuit 61 processes the emergency brake input signal into an emergency brake output signal and transmits it to the engineering vehicle operation safety monitoring component 9. The safety monitoring component 9 performs brake isolation on the emergency valve; the common valve interface circuit 62 receives the common brake input signal and outputs the common brake output signal. Similar to the emergency brake input signal, after the common brake output signal is transmitted to the engineering vehicle operation safety monitoring component 9, the common valve performs brake isolation; the pressure holding valve interface circuit 63 receives the pressure holding brake input signal and outputs the pressure holding brake output signal. When the isolation switch 2 is manually closed, that is, the isolation switch circuit 5 is connected, the isolation state level signal is input to the engineering vehicle operation safety monitoring component 9, and the power supply of the pressure holding valve is disconnected, realizing the emergency isolation of the pressure holding valve; the flameout valve interface circuit 64 receives the flameout brake input signal and outputs the flameout brake output signal. When the isolation switch 2 is manually closed, that is, the isolation switch circuit 5 is connected, the isolation state level signal is input to the engineering vehicle operation safety monitoring component 9, and the power supply of the flameout valve is disconnected, realizing the emergency isolation of the flameout valve.

[0029] like Figure 3As shown, in the working condition acquisition circuit 2, pin 1 of R105 is connected to KD1, and pin 2 of R105 is connected to pin 2 of R167; pin 1 of R167 is connected to 110V-, and pin 2 of R167 is connected to the lower end AC of B1; the upper end AC of B1 is connected to KD1, V- of B1 is connected to pin 1 of R23, and V+ of B1 is connected to pin 1 of R107; pin 2 of R107 is connected to pin 1 of R109; pin 1 of R150 is connected to pin 1 of R107, and pin 2 of R150 is connected to pin 2 of R107; pin 2 of R109 is connected to pin 1 of U18 Pin 2 of U18 is connected to pin 2 of Q9; pin 1 of Q9 is connected to pin 1 of R23; pin 1 of C88 is connected to pin 1 of R23, and pin 2 of C88 is connected to pin 2 of R23; pin 1 of R110 is connected to pin 2 of R23, and pin 2 of R110 is connected to pin 1 of R107; pin 2 of KD1 is connected to pin 1 of D46, and pin 2 of D46 is connected to G_GK; pin 1 of R112 is connected to GK_KD1', and pin 2 of R112 is connected to the 24V input terminal; pin 1 of R12 is grounded, and pin 2 of R1 is connected to GK_KD1'. The operating condition acquisition circuit supports 24V and 110V input. 24V is for fuel vehicle input, and 110V is for electric vehicle input. KD1 is the common terminal for 24V and 110V. At 110V, KD1, D46, and D45 are not welded, and at 24V, R167 is not welded.

[0030] like Figure 4 As shown, in the emergency valve interface circuit 61, pin 1 of Q5 is connected to ZD_24VG, pin 2 of Q5 is connected to pin 1 of Q4, and pin 3 of Q5 is connected to pin 1 of D7; pin 2 of Q4 is connected to pin 2 of D8, and pin 3 of Q4 is connected to pin 1 of D7; pin 1 of D8 is connected to pin 2 of R10; pin 1 of R10 is connected to pin 2 of R8; pin 1 of R8 is connected to pin 2 of D6, and pin 1 of D6 is connected Pin 2 of R8; Pin 2 of R8 is connected to Pin 1 of C5, Pin 2 of C5 is connected to ZD_24VG; Pin 1 of C10 is connected to Pin 1 of C5, Pin 2 of C10 is connected to Pin 2 of C5; Pin 1 of R8 is connected to Pin 1 of JQ3, Pin 2 of JQ3 is connected to JJCK'; Pin 1 of C6 is connected to Pin 1 of JQ3, Pin 2 of C6 is connected to Pin 1 of R9, Pin 2 of R9 is connected to JJCK'.

[0031] like Figure 5As shown, the pressure-maintaining valve interface circuit 63 has a contact working mode and is controlled by the dial code JQ1; pin 1 of C11 is connected to JQ BYO2, pin 2 of C11 is connected to pin 1 of R21, and pin 2 of R21 is connected to JQ BYI2; pin 1 of C12 is connected to JQ BYC1, pin 2 of C12 is connected to pin 1 of R22, and pin 2 of R22 is connected to JQ BYI1; pin 1 of D38 is grounded, pin 2 of D38 is connected to BYCK, and a resistor is connected in series between D38 and BYCK; when the dial code JQ1 is in state 1, JQ BYO2 and JQ BYI2 are connected, and the fuse F4 is connected in series between them, and JQ BYO1 and JQ BYI1 are connected, and the fuse F5 is connected in series between them; when the dial code JQ1 is in state 2, JQ BYC2 and JQBYI2 are connected, and the fuse F4 is connected in series between them, and JQ BYC1 and JQ BYI1 is turned on, and fuse F5 is connected in series in the middle.

[0032] like Figure 6 As shown, the flameout valve interface circuit 64 has a contact working mode and is controlled by the dial code JQ2; pin 1 of C8 is connected to JQ XHO1, pin 2 of C8 is connected to pin 1 of R14, and pin 2 of R14 is connected to JQ XHI1; pin 1 of C9 is connected to JQ XHC2, pin 2 of C9 is connected to pin 1 of R16, and pin 2 of R16 is connected to JQ XHI2; pin 1 of D18 is grounded, pin 2 of D18 is connected to XHO, and a resistor is connected in series between D18 and XHO; when the dial code JQ2 is in state 1, JQ XHO1 and JQ XHI1 are connected, and fuse F6 is connected in series between them, and JQ XHO2 and JQ XHI2 are connected, and fuse F7 is connected in series between them; when the dial code JQ2 is in state 2, JQ XHC2 and JQ XHI2 are connected, and fuse F7 is connected in series between them, and JQ XHC2 and JQ XHI2 are connected, and fuse F7 is connected in series between them.

[0033] The working modes of the contacts at the upper ends of the pressure-maintaining valve interface circuit 63 and the flameout valve interface circuit 64 can be selected from two working modes, namely, the normally closed contact mode and the normally open contact mode. When the engineering vehicle itself is equipped with a pressure-maintaining valve and a flameout valve, the normally closed contact mode is selected. When the engineering vehicle itself is not equipped with a pressure-maintaining valve and a flameout valve, the normally open contact mode is selected, and the engineering vehicle is equipped with a pressure-maintaining valve and a flameout valve separately. The selection of the contact working mode is controlled by a dial code. The contact working mode of the pressure-maintaining valve interface circuit 63 and the flameout valve interface circuit 64 can be selected according to the actual application situation, which improves flexibility.

[0034] like Figure 2As shown, the brake isolation plug-in 1 is connected to the engineering vehicle operation safety monitoring component 9 through a 48-pin European connector provided on the plug-in. The 48-pin European connector can realize data exchange and power supply between the brake isolation plug-in 1 and the engineering vehicle operation safety monitoring component 9; a 48-pin European connector socket needs to be separately provided for the brake isolation plug-in 1 on the engineering vehicle operation safety monitoring component 9 to avoid accidental plugging and unplugging; an LED indicator circuit 8 is also provided on the brake isolation plug-in 1, which emits light of different frequencies and colors during the normal operation of the engineering vehicle and the emergency braking process, indicating the working status of the engineering vehicle at this time; the brake isolation plug-in 1 has a length L of 252 mm, a width W of 114.5 mm, and a thickness D of 1.6 mm.

[0035] The installation of the brake isolation plug-in 1 only requires connecting the 48-pin European connector socket to the engineering vehicle operation safety monitoring component 9. Compared with the traditional brake isolation box equipment, it reduces a lot of connecting cables and is convenient and quick to connect. During the operation of the engineering vehicle, the engineering vehicle operation safety monitoring component 9 monitors the operation safety of the engineering vehicle in real time. The status information of various valves and components on the engineering vehicle, such as emergency valves, common valves, pressure maintaining valves and flameout valves, etc., is collected and integrated into the vehicle working condition signal by the engineering vehicle operation safety monitoring component 9. The vehicle working condition signal is input to the working condition acquisition circuit 2 and the isolation working condition signal is fed back to the engineering vehicle operation safety monitoring component 9; the engineering vehicle operation safety monitoring component 9 judges the isolation working condition signal and sends it to the control unit. The dynamic isolation plug-in sends a braking input signal, and the braking input signal is processed by the braking control circuit 6 to output a braking output signal. The braking output signal is given to the engineering vehicle operation safety monitoring component 9, and the engineering vehicle operation safety monitoring component 9 supplies power or brakes various valves and components of the engineering vehicle; in an emergency, the engineering vehicle driver presses the isolation switch 3, and the isolation switch circuit 5 is closed. The isolation switch circuit 5 processes the braking power input into an isolation state signal and outputs it to the engineering vehicle operation safety monitoring component 9. The engineering vehicle operation safety monitoring component 9 inputs the braking input signal to the braking control circuit 6, and the braking control circuit 6 outputs the braking output signal. The engineering vehicle operation safety monitoring component 9 performs braking isolation on various valves and components.

[0036] The brake isolation plug-in of the utility model is connected to the engineering vehicle operation safety monitoring component through a quick-plug interface, receives the signal input of the engineering vehicle operation safety monitoring component, processes the input signal and feeds back the output signal to the engineering vehicle operation safety monitoring component, and can realize all the functions of the traditional engineering vehicle brake isolation equipment. The volume of the brake isolation plug-in is further reduced through the compact circuit design, and the interface is simplified for quick installation and connection, which controls manufacturing costs and facilitates installation and maintenance, bringing users a more economical and efficient use experience and further enhancing the market competitiveness of the product.

[0037] The technical features of the above embodiments may be combined arbitrarily. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0038] The above embodiments merely illustrate several implementation methods, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of protection of this application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of this application, and these modifications and improvements fall within the scope of protection of this application. Therefore, the scope of protection of this patent application shall be based on the appended claims.

Claims

1. A brake isolation plug-in for an engineering vehicle operation safety monitoring component, comprising an engineering vehicle operation safety monitoring component, characterized in that: It includes a brake isolation plug-in, which includes a working condition acquisition circuit. The working condition acquisition circuit inputs a vehicle working condition signal and outputs an isolated working condition signal. The brake isolation plug-in also includes a brake power supply circuit and an isolation switch circuit. The isolation switch circuit is provided with an isolation switch. The brake isolation plug-in is provided with a quick-plug interface. The brake isolation plug-in is connected to the engineering vehicle operation safety monitoring component through the quick-plug interface.

2. A brake isolation plug-in unit for an engineering vehicle operation safety monitoring component according to claim 1, characterized in that: The device further includes a brake control circuit which inputs a brake input signal and outputs a brake output signal.

3. A brake isolation plug-in unit for an engineering vehicle operation safety monitoring component according to claim 2, characterized in that: The brake control circuit includes an emergency valve interface circuit and a normal valve interface circuit. The emergency valve interface circuit receives an emergency brake input signal and outputs an emergency brake output signal. The normal valve interface circuit receives a normal brake input signal and outputs a normal brake output signal.

4. A brake isolation plug-in unit for an engineering vehicle operation safety monitoring component according to claim 3, characterized in that: The emergency valve interface circuit is provided with an energy-saving mode.

5. The brake isolation plug-in unit for a safety monitoring component for an engineering vehicle according to claim 2, characterized in that: The brake control circuit includes a pressure-maintaining valve interface circuit and a flameout valve interface circuit. The pressure-maintaining valve interface circuit receives a pressure-maintaining brake input signal and outputs a pressure-maintaining brake output signal. The flameout valve interface circuit receives a flameout brake input signal and outputs a flameout brake output signal.

6. A brake isolation plug-in unit for an engineering vehicle operation safety monitoring component according to claim 5, characterized in that: The pressure-maintaining valve interface circuit and the flameout valve interface circuit are provided with a contact working mode.

7. A brake isolation plug-in unit for an engineering vehicle operation safety monitoring component according to any one of claims 1 to 6, characterized in that: The length L of the brake isolation plug-in does not exceed 252 mm, the width W does not exceed 144.5 mm, and the thickness D does not exceed 1.6 mm.

8. The brake isolation plug-in unit for a safety monitoring component for an engineering vehicle according to claim 7, characterized in that: Also included is an LED indicator circuit that provides indication of power status and isolation status.

9. The brake isolation plug-in unit for a safety monitoring component for an engineering vehicle according to claim 7, characterized in that: The brake isolation plug-in is a European connector.

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