Mine truck brake parking control system and vehicle

Abstract

This utility model belongs to the technical field of mining truck braking systems, specifically relating to a mining truck braking parking control system and vehicle. The parking assembly includes a hand valve, a transmission control circuit, and a brake connected in sequence. The hand valve controls the start or stop of the brake via the transmission control circuit. A solenoid valve is connected in series in the transmission control circuit, used to switch the transmission control circuit on and off. The vehicle controller is connected to the solenoid valve. A driving signal acquisition module is connected to the vehicle controller, used to transmit driving signals to the vehicle controller, which then controls the solenoid valve based on the driving signals. This utility model addresses the problem of current conventional braking systems in mining trucks being heavily reliant on drivers and costly due to the use of an EPB (Electronic Braking System). It achieves temporary control of the subsequent brake's start or stop via a solenoid valve, significantly reducing costs compared to introducing an EPB, enabling temporary parking while retaining the vehicle's original long-term parking capability.

Description

Technical Field

[0001] This utility model belongs to the technical field of mining truck braking systems, specifically relating to a mining truck braking parking control system and vehicle. Background Technology

[0002] Currently, the braking systems of mining trucks mainly include conventional manual parking control systems and EPB parking control systems. The conventional manual parking system is controlled by the driver operating the parking brake lever to control the opening and closing of the parking pilot air circuit, which in turn controls the opening and closing of the parking relay valve or differential relay valve, thereby controlling the parking braking system.

[0003] The EPB parking control system operates the parking system electronically by manipulating the EPB switch and combining it with the EPB control module. It can also be combined with other controllers or control signals of the vehicle to realize functions such as hill start assist, automatic parking, automatic release of parking, and emergency braking.

[0004] Conventional manual parking systems have relatively limited functionality and rely heavily on driver skill. In certain situations, improper driver operation may lead to vehicle rollback or delayed emergency braking. However, current EPB parking control systems primarily utilize EPB technology from commercial vehicles, resulting in more complex functionality. Compared to mining truck systems, these systems are functionally redundant and costly. Utility Model Content

[0005] To address the shortcomings of existing technologies, a mining truck braking and parking control system is provided to solve the problems of conventional braking systems in mining trucks being overly reliant on drivers and the high cost caused by the use of EPB (Electronic Braking System).

[0006] The technical solution of this utility model to solve the above-mentioned technical problems is as follows: A mining truck braking and parking control system, comprising: A parking assembly includes a hand valve, a transmission control circuit, and a brake connected in sequence, wherein the hand valve is used to control the brake to start or stop via the transmission control circuit; A solenoid valve is connected in series in the transmission control circuit to divide the transmission control circuit into a first circuit and a second circuit. The solenoid valve is used to switch the transmission control circuit on and off. The vehicle controller is connected to the solenoid valve and is used to control the on / off state of the solenoid valve; A driving signal acquisition module is connected to the vehicle controller. The driving signal acquisition module is used to transmit driving signals to the vehicle controller, and the vehicle controller controls the on / off state of the solenoid valve according to the driving signals.

[0007] Compared with existing technologies, the above technical solutions have the following beneficial effects: By placing the solenoid valve between the transmission control circuits, the control authority of the transmission control circuits can be cut off, enabling temporary control of the start or stop of the subsequent brakes through the solenoid valve. The temporary parking function of the vehicle controller can be formed through comprehensive analysis of driving signals. Compared with the introduction of EPB, the cost is greatly reduced, and temporary parking can be achieved while retaining the original long-term parking function of the vehicle.

[0008] Based on the above technical solution, the embodiments of this application can be further improved as follows: In one embodiment, a first pressure switch is further included. The first pressure switch is connected in series in the first circuit between the solenoid valve and the hand valve. The first pressure switch is connected to the vehicle controller and is used to send an on / off status signal of the first circuit to the vehicle controller.

[0009] The first pressure switch transmits the connection status of the first circuit to the vehicle controller. The vehicle controller determines the current state of the hand valve. Since the hand valve is manually controlled by the driver, it can determine the driver's parking intention, which facilitates the coordination with the driving signal acquisition module to control the action of the solenoid valve, thereby realizing the control of parking and releasing the parking.

[0010] In one embodiment, a second pressure switch is further included. The second pressure switch is connected in series in the second circuit between the solenoid valve and the brake. The second pressure switch is connected to the vehicle controller and is used to feed back the on / off status signal of the second circuit to the vehicle controller.

[0011] The second pressure switch can provide feedback on the connection status of the second circuit, and then provide feedback on the subsequent on / off status of the solenoid valve, forming a feedback loop. The feedback signal is sent to the vehicle controller to determine whether the vehicle's parking control and release control have been executed properly.

[0012] In one embodiment, the driving signal includes one or more of the following: output torque signal, pedal travel signal, gear signal, and vehicle speed signal.

[0013] In one embodiment, a parking display module connected to the vehicle controller is also included, the parking display module being controlled to illuminate when the vehicle controller determines that the second pressure switch is open.

[0014] The disconnection of the first or second circuit indicates that the transmission control circuit is disconnected. At this time, the vehicle controller can control the brake to perform a parking operation, and the parking display module will light up to inform the driver that the vehicle is parked.

[0015] In one embodiment, an alarm module is also included, which is used to issue an alarm message when the vehicle controller determines that the command signal issued to the solenoid valve is inconsistent with the feedback status signal of the second pressure switch.

[0016] At this time, the solenoid valve acts as an actuator to control the on / off state of the transmission control circuit, thereby controlling the action of the brake. The second pressure switch located in the second circuit can provide feedback on the on / off state of the circuit, and then feed this feedback to the vehicle controller to determine whether the command issued by the vehicle controller is effectively executed. If there is a discrepancy, an alarm message is issued.

[0017] On the other hand, this utility model also discloses a vehicle that includes the mining truck braking and parking control system as described above. Attached Figure Description

[0018] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the structure of this utility model.

[0020] Figure 2 This is a schematic diagram of the pipeline connection of this utility model.

[0021] Figure label: 1. Gas reservoir; 2. Hand valve; 3. Solenoid valve; 4. Differential relay valve; 5. Gas chamber; 6. First pressure switch; 7. Second pressure switch. Detailed Implementation

[0022] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the present invention and should not be construed as limiting the scope of protection of the present invention. It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this utility model pertains.

[0023] In the description of this application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", 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 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.

[0024] Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly defined.

[0025] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; 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; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0026] Example 1 like Figure 1 As shown, the present invention provides a mining truck braking and parking control system, which includes: a parking component, a solenoid valve 3, a vehicle controller, and a driving signal acquisition module.

[0027] The parking assembly includes a hand valve 2, a transmission control circuit, and a brake connected in sequence. The hand valve 2 is used to control the brake to start or stop through the transmission control circuit. That is, the transmission control circuit transmits the state switching of the hand valve 2 to the brake to realize the control of the brake. The brake includes a differential relay valve 4 and an air chamber 5 connected to the two output ends of the differential relay valve 4. Specifically, braking and releasing the brake are realized by controlling the air chamber 5, thereby realizing parking and releasing the parking.

[0028] Specifically, one end of the hand valve 2 is connected to the vehicle-mounted air tank 1, and the other end is connected to the brake through the transmission control circuit. Specifically, the end of the transmission control circuit is connected to the input end of the differential relay valve 4. The opening and closing of the hand valve 2 can transmit the high-pressure gas in the air tank 1 to the brake through the transmission control circuit, thereby realizing air brake parking and releasing the parking.

[0029] The solenoid valve 3 is connected in series in the transmission control circuit to divide the transmission control circuit into a first circuit and a second circuit. The solenoid valve 3 is used to switch the transmission control circuit on and off. The first circuit is the circuit between the hand valve 2 and the solenoid valve 3, and the second circuit is the circuit between the solenoid valve 3 and the brake.

[0030] The vehicle controller is connected to the solenoid valve 3 and is used to control the opening and closing of the solenoid valve 3; The driving signal acquisition module is connected to the vehicle controller. The driving signal acquisition module is used to transmit driving signals to the vehicle controller. The vehicle controller controls the on / off state of the solenoid valve 3 according to the driving signals.

[0031] The driving signals are signals controlled according to the vehicle's driving status. For example, the driving signals include one or more of the following: output torque signal, pedal travel signal, gear signal, and vehicle speed signal. The pedal travel signal includes the accelerator pedal travel signal and the brake pedal travel signal. By reading the torque signal, pedal travel signal, and gear signal, it can be determined whether the vehicle needs to be parked, whether it needs to be released from parking, or whether it needs to be temporarily parked. By reading the above signals, the driving intention is determined. If the output torque is not zero, the brake pedal is not depressed, and the gear is not in P gear, it is determined that the vehicle needs to be driven, and the brake is controlled to release the parking brake. If the output torque is zero and the brake pedal is depressed, it is determined that parking is required, and the brake is controlled to achieve parking. The above situations are not fully listed and will not be listed one by one here.

[0032] By placing the solenoid valve 3 between the transmission control circuits, the control authority of the transmission control circuits can be cut off, enabling the temporary control of the subsequent brakes to start or stop via the solenoid valve 3. The temporary parking requirement of the vehicle controller can be formed through comprehensive analysis of driving signals. Compared with the introduction of EPB, the cost is greatly reduced, and temporary parking can be achieved while retaining the original long-term parking function of the vehicle.

[0033] To enable detection of the first circuit, a first pressure switch 6 is also included. The first pressure switch 6 is connected in series in the first circuit between the solenoid valve 3 and the hand valve 2. The first pressure switch 6 is connected to the vehicle controller and is used to send the on / off status signal of the first circuit to the vehicle controller. For example, when the hand valve 2 is opened, high-pressure gas from the gas tank is introduced into the first circuit. The first pressure switch 6 sends an on / off status signal to the vehicle controller. The vehicle controller determines that only the parking operation needs to be released. This allows for convenient coordination with the signal from the solenoid valve 3 for joint control.

[0034] The first pressure switch 6 transmits the connection status of the first circuit to the vehicle controller. The vehicle controller determines the current state of the hand valve 2. Since the hand valve 2 is manually controlled by the driver, it can determine the driver's parking intention, which facilitates the coordination with the driving signal acquisition module to control the action of the solenoid valve 3, thereby realizing the control of parking and releasing the parking.

[0035] To provide feedback on the connection status of the second circuit, a second pressure switch 7 is also included. The second pressure switch 7 is connected in series in the second circuit between the solenoid valve 3 and the brake. The second pressure switch 7 is connected to the vehicle controller and is used to provide feedback on the on / off status signal of the second circuit to the vehicle controller.

[0036] The second pressure switch 7 can provide feedback on the connection status of the second circuit, and then provide feedback on the subsequent on / off status of the solenoid valve 3, forming a feedback loop. The feedback signal is sent to the vehicle controller to determine whether the vehicle's parking control and release control have been executed properly.

[0037] The two pressure switches have the same structure. When the air circuit is connected, that is, when the first circuit and the second circuit are connected, they send a connection status signal to the vehicle controller. If the corresponding circuit is not connected, the pressure switch sends a disconnect status signal to the vehicle controller. If the circuit is connected, the transmission control circuit is connected, and then the brake needs to be controlled to release the parking state.

[0038] In this embodiment, a parking display module connected to the vehicle controller is also included. The parking display module can be the P-gear parking light in the dashboard. The parking display module is used to control the lighting when the vehicle controller determines that the second pressure switch 7 is open, so as to provide feedback on the parking status at this time.

[0039] The disconnection of the first or second circuit indicates that the transmission control circuit is disconnected. At this time, the vehicle controller can control the brake to perform a parking operation, and the parking display module will light up to inform the driver that the vehicle is parked.

[0040] In this embodiment, an alarm module is also included. The alarm module can be implemented by a program in the vehicle controller or by an alarm module connected to the vehicle controller. The alarm module is used to issue an alarm message when the vehicle controller determines that the command signal issued to the solenoid valve 3 is inconsistent with the feedback status signal of the second pressure switch 7.

[0041] The system detects whether the on / off command of solenoid valve 3 issued by the vehicle controller is consistent with the status of the P gear indicator light on the instrument panel to determine whether an alarm message should be issued. If the controller issues an on command for solenoid valve 3, the corresponding P gear indicator light will be off. If the two are inconsistent, an alarm will be issued.

[0042] At this time, the solenoid valve 3 acts as an actuator to control the on / off state of the transmission control circuit, thereby controlling the action of the brake. The second pressure switch 7 located in the second circuit can provide feedback on the on / off state of the circuit, and then feed back the on / off state to the vehicle controller to determine whether the command issued by the vehicle controller is effectively executed. If there is a discrepancy, an alarm message is issued.

[0043] This embodiment includes at least the following states: 1. Release the parking brake: When the vehicle is in the parking position, hand valve 2 is in the parking position and solenoid valve 3 is in the open position. When the driver needs to release the parking position, by moving hand valve 2 to the driving position, the air circuit is opened, and air is supplied to the transmission control circuit. The air pressure at the first pressure switch 6 position rises to the vehicle air pressure, indicating that the driver intends to release the parking position. This is fed back to the vehicle controller (VCU). At this time, solenoid valve 3 is still in the open position, and the parking position is not released. The vehicle control unit (VCU) combines driving signals such as output torque and pedal depth to determine whether the vehicle meets the requirements for releasing the parking brake. If the conditions are met, the solenoid valve 3 is activated to open the air passage, thereby releasing the parking brake. At this point, the air pressure at the second pressure switch 7 rises to the vehicle's overall air pressure, indicating that the parking brake has been released. The second pressure switch 7 transmits a signal to the vehicle controller, which in turn controls the instrument panel to turn off the P-position indicator light. Simultaneously, the vehicle controller (VCU) receives the status of the second pressure switch 7, the P-position indicator light, and the command issued by the solenoid valve 3. If the result does not match the actual requirement (parking brake release), an alarm is triggered.

[0044] II. Temporary Parking Procedures: When the vehicle is in motion, the handle is in the driving position, and solenoid valve 3 is in the open state. When the driver temporarily stops, the vehicle control unit (VCU) determines the driver's intention to temporarily stop based on driving signals such as output torque, pedal depth, and vehicle speed. It then controls solenoid valve 3 to cut off the air supply, thus initiating the parking action. At this time, the second pressure switch 7 drops to atmospheric pressure, indicating that the vehicle is parked, and the VCU controls the instrument panel to illuminate the P light. Simultaneously, the VCU acquires the status of the second pressure switch 7, the instrument panel P light, and the commands sent to solenoid valve 3. If these conditions do not match the actual requirement (release parking), an alarm is triggered.

[0045] Parking operation: When the vehicle is in motion, the handle is in the driving position and the solenoid valve 3 is in the conducting state. The driver needs to perform a parking operation by moving the hand valve 2 to the parking position, which causes the air pressure in all air circuits after the hand valve 2 to drop to atmospheric pressure, thus realizing the parking action. At this time, the position of the second pressure switch 7 drops to atmospheric pressure, indicating that the vehicle has been parked, and then controls the instrument to illuminate the P light.

[0046] Example 2 This utility model also discloses a vehicle, which includes the mining truck braking and parking control system as described in Embodiment 1 above.

[0047] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A braking and parking control system for mining trucks, characterized in that, include: A parking assembly includes a hand valve, a transmission control circuit, and a brake connected in sequence, wherein the hand valve is used to control the brake to start or stop via the transmission control circuit; A solenoid valve is connected in series in the transmission control circuit to divide the transmission control circuit into a first circuit and a second circuit. The solenoid valve is used to switch the transmission control circuit on and off. The vehicle controller is connected to the solenoid valve and is used to control the on / off state of the solenoid valve; A driving signal acquisition module is connected to the vehicle controller. The driving signal acquisition module is used to transmit driving signals to the vehicle controller, and the vehicle controller controls the on / off state of the solenoid valve according to the driving signals.

2. The mining truck braking and parking control system according to claim 1, characterized in that, It also includes a first pressure switch, which is connected in series in the first circuit between the solenoid valve and the hand valve. The first pressure switch is connected to the vehicle controller and is used to send an on / off status signal of the first circuit to the vehicle controller.

3. The mining truck braking and parking control system according to claim 2, characterized in that, It also includes a second pressure switch, which is connected in series in the second circuit between the solenoid valve and the brake. The second pressure switch is connected to the vehicle controller and is used to feed back the on / off status signal of the second circuit to the vehicle controller.

4. The mining truck braking and parking control system according to claim 1, characterized in that, The driving signals include one or more of the following: output torque signal, pedal travel signal, gear signal, and vehicle speed signal.

5. The mining truck braking and parking control system according to claim 3, characterized in that, It also includes a parking display module connected to the vehicle controller, which is used to be controlled to light up when the vehicle controller determines that the second pressure switch is open.

6. The mining truck braking and parking control system according to claim 5, characterized in that, It also includes an alarm module, which is used to issue an alarm message when the vehicle controller determines that the command signal issued to the solenoid valve is inconsistent with the feedback status signal of the second pressure switch.

7. A vehicle, characterized in that, Includes the mining truck braking and parking control system as described in any one of claims 1-6.

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