A disconnect device, a crane brake system and a crane

Abstract

The utility model discloses a disconnecting device, automobile crane brake system and automobile crane, including input shaft, first gear, the outside of input shaft is covered, and both fixed links, intermediate shaft, second gear, the outside of intermediate shaft is covered, both fixed links, second gear still is engaged with first gear, output shaft, third gear, rotatable cover the outside of output shaft, and engaged with second gear, combination cover is linked with output shaft, and can along the lateral wall axial sliding of output shaft, drive mechanism is linked with combination cover, drives combination cover and third gear combination or separation. Add disconnecting device between air compressor and engine, can effectively reduce the moment of inertia of automobile crane brake system when the vehicle steady driving, avoid appearing the phenomenon of air compressor idling, improve the service life and fuel economy of engine.

Description

Technical Field

[0001] This utility model belongs to the field of engineering machinery technology, specifically relating to a disengagement device, a truck crane braking system, and a truck crane. Background Technology

[0002] Figure 1 This is a schematic diagram of a traditional truck crane braking system. As can be seen, the compressed air in a traditional truck crane braking system comes from the engine's air compressor, passing through rigid pipes, a dryer, an air reservoir, and a valve body to the axle air chamber. When the vehicle's air pressure reaches its maximum, the air compressor does not stop; the compressed air is released through the engine's unloading port. In this system, the air consumption required for normal, stable vehicle operation is far less than the engine's air supply. Consequently, the engine cannot operate in its high-efficiency range, resulting in high fuel consumption and low economy. Furthermore, the air compressor remains constantly running, affecting its lifespan.

[0003] Chinese utility model patent CN 218494118 U discloses a power take-off (PTO) box, a PTO system, and a crane. By adjusting the engagement and disengagement of the coupling sleeve and the transmission gear, the power transmission relationship between the first and second drive shafts within the PTO box can be adjusted. This allows the PTO to be disengaged from the motor in the PTO system, without increasing the system's rotational inertia, thus improving system reliability. However, this solution primarily uses manual switching to adjust the power transmission relationship between the first and second drive shafts within the PTO box, allowing the PTO to be disengaged from the motor. This approach has low automation and a delayed response to operational demand requirements. Utility Model Content

[0004] To address the aforementioned problems, this utility model proposes a disengagement device, a truck crane braking system, and a truck crane. By adding a disengagement device between the air compressor and the engine, the rotational inertia of the truck crane braking system can be effectively reduced when the vehicle is driving smoothly, preventing the air compressor from running idle and improving engine life and fuel economy.

[0005] To achieve the above-mentioned technical objectives and effects, this utility model is implemented through the following technical solution:

[0006] In a first aspect, this utility model provides a disengagement device, comprising:

[0007] Input axis;

[0008] The first gear is sleeved on the outside of the input shaft, and the two are fixedly connected;

[0009] intermediate shaft;

[0010] The second gear is sleeved on the outside of the intermediate shaft, and the two are fixedly connected; the second gear also meshes with the first gear;

[0011] Output shaft;

[0012] The third gear is rotatably sleeved on the outside of the output shaft and meshes with the second gear;

[0013] The sleeve is connected to the output shaft and can slide axially along the side wall of the output shaft;

[0014] The drive mechanism is connected to the coupling sleeve and drives the coupling sleeve to engage or disengage with the third gear.

[0015] In conjunction with the first aspect, optionally, when the coupling sleeve engages with the third gear, the input shaft, based on the received power, sequentially drives the intermediate shaft and the output shaft to rotate.

[0016] In conjunction with the first aspect, optionally, when the engaging sleeve is separated from the third gear, the input shaft drives only the intermediate shaft to rotate based on the received power.

[0017] In conjunction with the first aspect, optionally, bearings are fitted on the outer sides of the input shaft, intermediate shaft, and output shaft.

[0018] In conjunction with the first aspect, optionally, the output shaft includes a first shaft body and a second shaft body; the second shaft body is sleeved on the outside of the first shaft body; the coupling sleeve is slidably disposed on the second shaft body.

[0019] In conjunction with the first aspect, optionally, the second shaft is provided with a first sliding groove, and the connecting sleeve is slidably connected to the first sliding groove.

[0020] In conjunction with the first aspect, the third gear may optionally include a first segment and a second segment arranged sequentially;

[0021] The cross-section of the first segment is smaller than the cross-section of the second segment;

[0022] The first section is provided with a second sliding groove, which is used to cooperate with the coupling sleeve to realize the connection between the third gear and the output shaft;

[0023] The outer wall of the second section is provided with meshing teeth.

[0024] In conjunction with the first aspect, the driving mechanism may optionally be a cylinder.

[0025] Secondly, this utility model provides a braking system for a truck crane, including the disengagement device described in any one of the first aspects, as well as an engine flywheel, an air compressor, a solenoid valve, a dryer, an air reservoir, a valve body, and an air chamber;

[0026] The input shaft of the disengagement device is connected to the engine flywheel;

[0027] The output shaft of the disconnecting device is connected to the input shaft of the air compressor;

[0028] The solenoid valve is connected to the drive mechanism of the disengagement device and controls the start and stop of the drive mechanism;

[0029] The air compressor's output end, dryer, air tank, valve body, and air chamber are connected in sequence.

[0030] Thirdly, the present invention provides a truck crane, including the disengagement device described in any one of the first aspects, or including the truck crane braking system described in the second aspect.

[0031] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0032] This invention proposes a disengagement device that controls whether the output shaft outputs power based on the engagement or disengagement state of the engagement sleeve and the third gear, thereby preventing the air compressor connected to the output shaft from running idle and improving engine life and fuel economy.

[0033] This utility model proposes a braking system for a truck crane. By adding a disengagement device between the air compressor and the engine, the solenoid valve controls the engagement or disengagement of the coupling sleeve and the third gear according to the unloading signal of the dryer. This controls whether the power output of the engine is transmitted to the air compressor, which can effectively reduce the rotational inertia of the truck crane braking system when the vehicle is driving smoothly. Attached Figure Description

[0034] To make the content of this utility model easier to understand, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings, wherein:

[0035] Figure 1 A schematic diagram of the braking system of a traditional truck crane;

[0036] Figure 2 This is a diagram showing the meshing of an air compressor and an engine flywheel shaft according to an embodiment of the present invention;

[0037] Figure 3 This is a schematic diagram of the braking system according to an embodiment of the present invention;

[0038] Figure 4 This is a schematic diagram of the connecting sleeve in the connected state according to an embodiment of the present invention;

[0039] Figure 5This is a schematic diagram of the structure of the connecting sleeve in a separated state according to an embodiment of the present invention;

[0040] The components are: 1. Input shaft, 2. Bearing, 3. Intermediate shaft, 4. Connecting sleeve, 5. Output shaft, 6. Engine flywheel, 7. Air compressor, 8. Dryer, 9. Air tank, 10. Valve body, 11. Air chamber, 12. Solenoid valve, 13. Disengagement device, 14. First gear, 15. Second gear, 16. Third gear. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this utility model clearer, the following detailed description is provided in conjunction with embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the utility model and are not intended to limit the scope of protection of this utility model.

[0042] In the description of this utility model patent, it should be noted that the terms "upper", "lower", "left", "right", "horizontal", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model patent and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model patent.

[0043] In the description of this utility model patent, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0044] The application principle of this utility model will be described in detail below with reference to the accompanying drawings. Example 1

[0045] This embodiment provides a disengagement device 13, such as Figures 2-5 As shown, it includes:

[0046] Input axis 1;

[0047] The first gear 14 is sleeved on the outside of the input shaft 1, and the two are fixedly connected;

[0048] Intermediate shaft 3;

[0049] The second gear 15 is sleeved on the outside of the intermediate shaft 3, and the two are fixedly connected; the second gear 15 also meshes with the first gear 14;

[0050] Output shaft 5;

[0051] The third gear 16 is rotatably sleeved on the outside of the output shaft 5 and meshes with the second gear 15;

[0052] The sleeve 4 is connected to the output shaft 5 and can slide axially along the side wall of the output shaft 5;

[0053] The drive mechanism (not shown in the figure) is connected to the coupling sleeve 4 and drives the coupling sleeve 4 to engage or disengage with the third gear 16.

[0054] In the above scheme, the output shaft 5 is controlled to output power based on the engagement or disengagement state of the coupling sleeve 4 and the third gear 16, thus avoiding the phenomenon of the air compressor 7 connected to the output shaft running idle, which can improve engine life and fuel economy. The disengagement device 13 in this embodiment occupies little space, has low cost, and is easy to install in the vehicle.

[0055] In one specific embodiment of this example, when the coupling sleeve 4 engages with the third gear 16, the input shaft 1, based on the received power, sequentially drives the intermediate shaft 3 and the output shaft 5 to rotate.

[0056] In the above scheme, by connecting the input shaft 1 to the engine flywheel 6 and the output shaft 5 to the air compressor 7, the power output by the engine flywheel 6 can be transmitted to the air compressor 7 using the disconnection device 13, so that the air compressor 7 is in working condition.

[0057] In one specific embodiment of this example, when the coupling sleeve 4 is separated from the third gear 16, the input shaft 1 drives the intermediate shaft 3 to rotate only based on the received power.

[0058] In the above scheme, by connecting the input shaft 1 to the engine flywheel 6 and the output shaft 5 to the air compressor 7, the power output by the engine flywheel 6 cannot be transmitted to the air compressor 7 by the disconnection device 13, so that the air compressor 7 is in a non-working state.

[0059] In one specific embodiment of this example, bearings 2 are fitted on the outer sides of the input shaft 1, intermediate shaft 3 and output shaft 5.

[0060] In the above scheme, bearings 2 are sleeved on the outside of the input shaft 1, intermediate shaft 3 and output shaft 5 to facilitate the rotation of the input shaft 1, intermediate shaft 3 and output shaft 5.

[0061] In one specific embodiment of this example, the output shaft 5 includes a first shaft body 501 and a second shaft body 502; the second shaft body 502 is sleeved on the outside of the first shaft body 501; the connecting sleeve 4 is slidably disposed on the second shaft body 502.

[0062] In the above scheme, during specific implementation, the first shaft 501 and the second shaft 502 are integrally formed, or the first shaft 501 and the second shaft 502 are fixed by welding or other means, and the second shaft 502 is located near the middle of the first shaft 501. Bearings 2 are respectively provided on the first shaft 501 on both sides of the second shaft 502. This design facilitates the sliding connection between the coupling sleeve 4 and the second shaft 502.

[0063] In one specific embodiment of this example, the second shaft 502 is provided with a first sliding groove, and the connecting sleeve 4 is slidably connected to the first sliding groove.

[0064] In the above scheme, by setting a first sliding groove on the outer wall of the second shaft 502, the connecting sleeve 4 is slidably connected to the first sliding groove, which facilitates later implementation.

[0065] In one specific embodiment of this example, the third gear 16 includes a first segment 1601 and a second segment 1602 arranged sequentially.

[0066] The cross-section of the first segment 1601 is smaller than the cross-section of the second segment 1602;

[0067] The first segment 1601 is provided with a second sliding groove, which is used to cooperate with the connecting sleeve to realize the connection of the third gear 16 and the output shaft 5. In the specific implementation process, the bottom surface of the second sliding groove and the first sliding groove are at the same level to realize the sliding stability of the connecting sleeve 4.

[0068] The outer wall of the second segment 1602 is provided with meshing teeth.

[0069] In the above scheme, during specific implementation, the radial cross-sections of both the first and second segments are annular, and they are preferably integrally molded to facilitate production and manufacturing, and to improve the structural stability of the entire device. The meshing teeth on the outer wall of the second segment are used to mesh with the second gear 15, which drives the segment to rotate.

[0070] In one specific embodiment of this example, the driving mechanism is a cylinder.

[0071] In the above scheme, when the driving mechanism is a cylinder, the piston rod of the cylinder is connected to the coupling sleeve, so as to drive the coupling sleeve 4 to engage with the third gear 16, and finally achieve the engagement of the third gear 16 with the output shaft 5 to form a transmission structure. Example 2

[0072] This embodiment provides a truck crane braking system, including the disengagement device 13 described in embodiment 1, as well as an engine flywheel 6, an air compressor 7, a solenoid valve 12, a dryer 8, an air tank 9, a valve body 10, and an air chamber 11;

[0073] The input shaft 1 of the disengagement device 13 is connected to the engine flywheel 6;

[0074] The output shaft 5 of the disconnection device 13 is connected to the input shaft 1 of the air compressor 7;

[0075] The solenoid valve 12 is connected to the drive mechanism of the disengagement device 13, and controls the start and stop of the drive mechanism.

[0076] The output end of the air compressor 7, the dryer 8, the air tank 9, the valve body 10, and the air chamber 11 are connected in sequence. The connection relationship between them is existing technology and will not be described in detail in this embodiment.

[0077] When the vehicle's air pressure is lower than a preset value, the disengagement device 13 is in the engaged state (e.g., Figure 4 When the solenoid valve 12 is not energized, the power output from the engine is transmitted to the output shaft 5 via the input shaft 1, intermediate shaft 3, and coupling sleeve 4, which drives the compression pump of the air compressor 7 to compress the gas. After secondary compression, the gas is sent into the air chamber 11 via the dryer 8, air tank 9, and valve body 10.

[0078] When the vehicle's air pressure exceeds the preset value, the dryer 8 is unloaded, the solenoid valve 12 is energized, and the high-pressure gas is transmitted to the disconnection device 13 via the solenoid valve 12 (e.g., Figure 5 When the third gear 16 on the output shaft 5 in the disengagement device 13 separates from the coupling sleeve 4, the third gear 16 rotates freely, and the output shaft 5 does not rotate. At this time, the compression pump of the air compressor 7 stops working. Example 3

[0079] This embodiment provides a truck crane, including the disengagement device 13 described in Embodiment 1, or the truck crane braking system described in Embodiment 2.

[0080] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A disengagement device, characterized in that, include: Input axis; The first gear is sleeved on the outside of the input shaft, and the two are fixedly connected; intermediate shaft; The second gear is sleeved on the outside of the intermediate shaft, and the two are fixedly connected; the second gear also meshes with the first gear; Output shaft; The third gear is rotatably sleeved on the outside of the output shaft and meshes with the second gear; The sleeve is connected to the output shaft and can slide axially along the side wall of the output shaft; The drive mechanism is connected to the coupling sleeve and drives the coupling sleeve to engage or disengage with the third gear.

2. The disengagement device according to claim 1, characterized in that: When the coupling sleeve engages with the third gear, the input shaft, based on the received power, sequentially drives the intermediate shaft and the output shaft to rotate.

3. The disengagement device according to claim 1, characterized in that: When the coupling sleeve separates from the third gear, the input shaft, based on the received power, only drives the intermediate shaft to rotate.

4. The disengagement device according to claim 1, characterized in that: Bearings are fitted on the outer sides of the input shaft, intermediate shaft, and output shaft.

5. The disengagement device according to claim 1, characterized in that: The output shaft includes a first shaft body and a second shaft body; the second shaft body is sleeved on the outside of the first shaft body; the connecting sleeve is slidably disposed on the second shaft body.

6. The disengagement device according to claim 5, characterized in that: The second shaft is provided with a first sliding groove, and the connecting sleeve is slidably connected to the first sliding groove.

7. The disengagement device according to claim 1, characterized in that: The third gear includes a first segment and a second segment arranged in sequence; The cross-section of the first segment is smaller than the cross-section of the second segment; The first section is provided with a second sliding groove, which is used to cooperate with the coupling sleeve to realize the connection between the third gear and the output shaft; The outer wall of the second section is provided with meshing teeth.

8. The disengagement device according to claim 1, characterized in that: The driving mechanism is a cylinder.

9. A braking system for a truck crane, characterized in that, It includes the disengagement device according to any one of claims 1-8, as well as an engine flywheel, an air compressor, a solenoid valve, a dryer, an air tank, a valve body, and an air chamber; The input shaft of the disengagement device is connected to the engine flywheel; The output shaft of the disconnecting device is connected to the input shaft of the air compressor; The solenoid valve is connected to the drive mechanism of the disengagement device and controls the start and stop of the drive mechanism; The air compressor's output end, dryer, air tank, valve body, and air chamber are connected in sequence.

10. A truck crane, characterized in that, It includes the disengagement device as described in any one of claims 1-8, or the truck crane braking system as described in claim 9.

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