Driving and braking control system for tyred road roller

Abstract

A driving and braking control system for a tyred road roller, which system aims to solve the following problems in the prior art: a tyred road roller having to perform reciprocating motion during operation, such that it is necessary to step on a brake frequently and it is difficult to control a braking process, thus easily leading to material stacking; the construction cost being increased; and the service life of a brake being relatively short. During construction, the driving and braking control system for a tyred road roller relies on a handle returning to a neutral position for braking, and a controller controls the air intake amount of a proportional air intake valve to gradually increase, such that the braking force of a traveling brake gradually increases to realize soft braking, thereby avoiding material stacking caused during parking, ensuring the pavement compaction flatness, and reducing the maintenance cost of a user due to material stacking; in addition, the handle returning to the neutral position for braking also enables braking without stepping on a foot brake valve, thereby reducing the operation intensity of the user and improving the operation comfort of an operator; moreover, since less foot braking is used, the service life of a rear wheel brake can be prolonged, thereby reducing the use cost of the user.

Description

A tire roller drive and braking control system Technical Field

[0001] This invention relates to a drive and braking control system for a tire roller, belonging to the technical field of tire rollers. Background Technology

[0002] A pneumatic tire roller is a machine that uses multiple inflatable tires to compact road surfaces. The rollers of a pneumatic tire roller typically have 3-5 tires on the front wheels and 4-6 on the rear wheels. During asphalt pavement construction, the pneumatic tire roller operates in a reciprocating motion, requiring frequent braking. Because asphalt is soft during construction, poor braking control can easily lead to material buildup. Since asphalt cools quickly, repairing potholes requires milling away the surrounding area, then repaving and compacting, increasing construction costs. Furthermore, the compact rear wheel structure and frequent braking accelerate brake pad wear, shortening their lifespan and increasing operating and replacement costs; it also increases the operator's workload. The pneumatic tire roller relies on a chain to drive the rear wheels. The reciprocating motion causes significant impact on the chain, which can loosen and eventually break. If the chain breaks and braking is not timely, the loss of driving force can lead to a serious safety accident.

[0003] Existing pneumatic tire rollers require reciprocating motion during operation, necessitating frequent braking. The braking process is difficult to control, easily leading to material accumulation problems. Since asphalt cools quickly, the pits created by the accumulation need to be re-paved and compacted, increasing construction costs. Furthermore, the brakes have a short lifespan, affecting the practicality and economy of the device. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a tire roller drive and braking control system to solve the problems of existing tire rollers needing to move back and forth during operation, thus requiring frequent braking, making the braking process difficult to control, easily causing material accumulation problems, increasing construction costs, and having a short brake life.

[0005] To solve the above-mentioned technical problems, the present invention is implemented using the following technical solution:

[0006] In a first aspect, the present invention provides a tire roller drive and braking control system, including a controller. The input end of the controller is connected to the output end of a control handle. The output end of the controller is simultaneously connected to the input end of a first solenoid valve, the input end of a hydraulic torque converter, the input end of an engine, and the input end of a proportional solenoid valve. The output end of the engine is simultaneously connected to the input end of an air manifold and the input end of the hydraulic torque converter. The output end of the air manifold is simultaneously connected to the input end of the proportional solenoid valve and the input end of the first solenoid valve. The output end of the first solenoid valve is connected to the input end of a parking brake. The output end of the hydraulic torque converter is connected to the input end of the parking brake via a drive shaft. The output ends of the proportional solenoid valve and the parking brake are both connected to the input end of a service brake. The output end of the service brake is connected to the input end of a wheel braking structure.

[0007] Furthermore, the wheel braking mechanism includes a drive axle, the input end of which is connected to the output end of the service brake. The drive axle is connected to a drive shaft via a drive chain one, and to a drive shaft via a drive chain two. The drive shaft one is connected to a wheel set one via a brake one, and to a wheel set two via a brake two. The drive shaft two is connected to a wheel set three via a brake three, and to a wheel set four via a brake four.

[0008] Furthermore, the input terminal of the controller is connected to the output terminal of the first sensor, the first sensor is connected to drive chain one, the input terminal of the controller is connected to the output terminal of the second sensor, and the second sensor is connected to drive chain two.

[0009] Furthermore, the output end of the air tank is connected to the input end of the foot brake valve, the output end of the foot brake valve is connected to the input end of the booster pump, the input end of the booster pump is connected to the output end of the second solenoid valve, the output end of the air bubble is connected to the input end of the second solenoid valve, the output end of the controller is connected to the input end of the second solenoid valve, the output end of the booster pump is connected to the input end of the liquid separator, and the output end of the liquid separator is simultaneously connected to the input ends of the first brake, the second brake, the third brake, and the fourth brake.

[0010] Furthermore, the output terminal of the controller is simultaneously connected to the input terminal of the alarm and the input terminal of the display, the input terminal of the controller is simultaneously connected to the output terminal of the parking switch and the output terminal of the self-test switch, the air tank is connected to the pressure sensor, and the output terminal of the pressure sensor is connected to the input terminal of the controller.

[0011] Furthermore, the parking brake is a normally closed switch, and the service brake is a normally open switch.

[0012] In a second aspect, the present invention provides a method for driving and braking control of a tire roller, employing the tire roller driving and braking control system described in the first aspect, the method comprising:

[0013] Switch the operating handle from forward or backward to the neutral position, and the operating handle transmits the neutral position signal to the controller;

[0014] The controller stops the hydraulic torque converter from working based on the neutral position signal;

[0015] The controller opens the valve core of the electromagnetic proportional valve according to the mid-position signal, allowing the air source in the air tank to enter the service brake.

[0016] The controller controls the output current to gradually reach its maximum within a preset time, which causes the valve core opening of the electromagnetic proportional valve to gradually reach its maximum within a preset time, and the air intake to reach its maximum within a preset time, thereby controlling the braking force generated by the service brake to gradually increase and achieve soft stopping.

[0017] Switch the control handle from the neutral position to forward or backward, and the control handle transmits a forward or backward signal to the controller;

[0018] The controller closes the valve core of the electromagnetic proportional valve according to the forward or reverse signal to prevent air from entering the service brake, and at the same time opens the air outlet valve core of the electromagnetic proportional valve to release the air pressure in the service brake to the atmosphere.

[0019] The controller activates the hydraulic torque converter based on the forward or reverse signal to resume the machine's movement.

[0020] Furthermore, the wheel braking mechanism includes a drive axle, the input end of which is connected to the output end of the service brake. The drive axle is connected to a drive shaft via a drive chain one, and the drive axle is connected to a drive shaft two via a drive chain two. The drive shaft one is connected to a wheel set one via a brake one, the drive shaft one is connected to a wheel set two via a brake two, the drive shaft two is connected to a wheel set three via a brake three, and the drive shaft two is connected to a wheel set four via a brake four.

[0021] The input terminal of the controller is connected to the output terminal of the first sensor, the first sensor is connected to drive chain one, the input terminal of the controller is connected to the output terminal of the second sensor, and the second sensor is connected to drive chain two.

[0022] The output end of the air tank is connected to the input end of the foot brake valve, the output end of the foot brake valve is connected to the input end of the booster pump, the input end of the booster pump is connected to the output end of the second solenoid valve, the output end of the air bubble is connected to the input end of the second solenoid valve, the output end of the controller is connected to the input end of the second solenoid valve, the output end of the booster pump is connected to the input end of the liquid separator, and the output end of the liquid separator is simultaneously connected to the input ends of the first brake, the second brake, the third brake, and the fourth brake.

[0023] The output terminal of the controller is connected to both the input terminal of the alarm and the input terminal of the display. The input terminal of the controller is connected to both the output terminal of the parking switch and the output terminal of the self-test switch. The air tank is connected to the pressure sensor, and the output terminal of the pressure sensor is connected to the input terminal of the controller.

[0024] The method further includes:

[0025] The first sensor detects the breakage signal of drive chain one, and the second sensor detects the breakage signal of drive chain two. The first and second sensors transmit the breakage signal to the controller.

[0026] The controller stops the hydraulic torque converter from working based on the fracture signal;

[0027] The controller closes the valve core of solenoid valve one based on the breakage signal, thereby stopping the air supply from entering the parking brake;

[0028] The controller opens the valve core of the electromagnetic proportional valve based on the breakage signal, allowing the air source to enter the service brake.

[0029] The controller opens the valve core of solenoid valve two according to the break signal, so that the air source enters the booster pump. Under the pressure of the air source, the booster pump transmits its brake fluid through the distributor to brake one, brake two, brake three and brake four, so that wheel set one, wheel set two, wheel set three and wheel set four can stop.

[0030] The controller transmits the breakage signal to the alarm and display.

[0031] Furthermore, the method also includes:

[0032] Press the self-test switch, and the self-test switch will send a self-test signal to the controller;

[0033] The controller controls the engine to inflate the air tank according to the self-test signal. The pressure sensor detects the pressure inside the air tank until the pressure sensor detects that the pressure inside the air tank has reached the first preset value, and then transmits a signal to the controller.

[0034] The controller stops the engine from working based on the signal.

[0035] The controller closes the valve core of solenoid valve one and opens the valve cores of proportional solenoid valve one and solenoid valve two according to the signal, and maintains the position for a preset time.

[0036] The pressure inside the air tank is detected by a pressure sensor. If the pressure inside the air tank is lower than the second preset value, an alarm signal is transmitted to the controller.

[0037] The controller transmits alarm signals to the alarm and the display.

[0038] Thirdly, the present invention provides a tire roller, wherein the tire roller is equipped with the tire roller drive and braking control system described in the first aspect.

[0039] Compared with the prior art, the beneficial effects achieved by the present invention are as follows:

[0040] 1. The drive and braking control system of this tire roller relies on the return of the handle to center for braking during construction. The controller controls the proportional air intake valve to gradually increase the air intake, thereby gradually increasing the braking force of the service brake and achieving soft braking. This avoids material accumulation during the stopping process, ensuring the compaction and smoothness of the road surface and saving users maintenance costs caused by material accumulation. On the other hand, the return of the handle to center for braking can achieve braking without pressing the foot brake valve, reducing the user's operating intensity and improving the operator's operating comfort. At the same time, because the foot brake is used less, it can increase the service life of the rear wheel brake and reduce the user's operating costs.

[0041] 2. The drive and braking control system of this tire roller detects the breakage status of drive chain one and drive chain two through the first and second sensors. It can promptly alert the operator and apply the brakes after a breakage. The parking brake, service brake and emergency brake work simultaneously, with the shortest braking distance, avoiding safety accidents caused by the breakage of drive chain one and drive chain two; thus avoiding safety accidents and achieving safe road construction.

[0042] 3. The drive and braking control system of this tire roller has a self-checking function, which helps the operator check for air leaks in the braking system before construction. By checking for air leaks in the pipeline, the system can prevent brake failure during subsequent operation and ensure the operator's safety. Attached Figure Description

[0043] Figure 1 is a connection diagram of a tire roller drive and braking control system according to an embodiment of the present invention. Detailed Implementation

[0044] The present invention will be further described below with reference to the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present invention, and should not be used to limit the scope of protection of the present invention.

[0045] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention 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, and therefore should not be construed as a limitation of the invention. 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 indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0046] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" 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 will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0047] Example 1:

[0048] As shown in Figure 1, the present invention provides a tire roller drive and braking control system, including a controller. The input end of the controller is connected to the output end of the control handle. The output end of the controller is simultaneously connected to the input end of a first solenoid valve, the input end of a hydraulic torque converter, the input end of an engine, and the input end of a proportional solenoid valve. The output end of the engine is simultaneously connected to the input end of an air manifold and the input end of the hydraulic torque converter. The output end of the air manifold is simultaneously connected to the input end of the proportional solenoid valve and the input end of the first solenoid valve. The output end of the first solenoid valve is connected to the input end of a parking brake. The output end of the hydraulic torque converter is connected to the input end of the parking brake via a drive shaft. The output ends of the proportional solenoid valve and the parking brake are both connected to the input end of a service brake. The output end of the service brake is connected to the input end of a wheel braking structure.

[0049] Specifically, the drive system transmits power from the engine to the hydraulic torque converter. The hydraulic torque converter then transmits the required power to the drive axle via the drive shaft, service brake, and parking brake. The drive axle drives drive shaft one and drive shaft two via drive chain one and drive chain two, respectively. Drive shaft one drives wheel set one and wheel set two via brake one and brake two. Drive shaft two drives wheel set three and wheel set four via brake three and brake four, thus enabling the entire machine to be driven.

[0050] In one embodiment, the wheel braking mechanism includes a drive axle, the input end of which is connected to the output end of the service brake. The drive axle is connected to a drive shaft via a drive chain one, and to a drive shaft via a drive chain two. The drive shaft one is connected to a wheel set one via a brake one, and to a wheel set two via a brake two. The drive shaft two is connected to a wheel set three via a brake three, and to a wheel set four via a brake four.

[0051] In one embodiment, the input terminal of the controller is connected to the output terminal of a first sensor, the first sensor is connected to a first drive chain, the input terminal of the controller is connected to the output terminal of a second sensor, and the second sensor is connected to a second drive chain.

[0052] In one embodiment, the output end of the air tank is connected to the input end of the foot brake valve, the output end of the foot brake valve is connected to the input end of the booster pump, the input end of the booster pump is connected to the output end of the second solenoid valve, the output end of the air bubble is connected to the input end of the second solenoid valve, the output end of the controller is connected to the input end of the second solenoid valve, the output end of the booster pump is connected to the input end of the liquid separator, and the output end of the liquid separator is simultaneously connected to the input ends of the first brake, the second brake, the third brake, and the fourth brake.

[0053] In one embodiment, the output terminal of the controller is simultaneously connected to the input terminal of the alarm and the input terminal of the display; the input terminal of the controller is simultaneously connected to the output terminal of the parking switch and the output terminal of the self-test switch; the air tank is connected to the pressure sensor; and the output terminal of the pressure sensor is connected to the input terminal of the controller.

[0054] In one embodiment, the parking brake is a normally closed switch, and the service brake is a normally open switch.

[0055] Specifically, the braking system is divided into parking brake, service brake, and emergency brake. The engine provides the air supply required for the vehicle's braking. The parking brake works as follows: the parking brake is normally closed. When the parking brake switch is opened, the controller receives a signal and sends a command to the solenoid valve to open the valve core, allowing air from the air tank to enter the parking brake, thus releasing the parking brake. The solenoid valve only has opening and closing functions and does not have an exhaust function. The service brake works as follows: during driving, when the handle returns to the neutral position from the forward or reverse direction, the controller receives a signal. On one hand, it sends a command to the torque converter to cut off the power output; on the other hand, it sends a command to the proportional solenoid valve to open the valve core, allowing air from the air tank to enter the service brake, thus achieving service braking. The controller gradually increases the current, which in turn gradually increases the opening of the proportional solenoid valve, gradually increasing the air intake, thereby controlling the vehicle's braking. The braking force generated by the brake gradually increases, thus achieving a soft stop and avoiding sudden braking during compaction that could push material and affect construction quality. When the handle is pushed forward or backward, the controller controls the proportional solenoid valve to close the intake valve core, preventing air from entering the service brake and generating braking force. On the other hand, the proportional solenoid valve opens the exhaust valve core, allowing the air pressure in the service brake to be released to the atmosphere, thus disengaging the braking force generated by the service brake. Additionally, the power output of the hydraulic torque converter is restored, thereby restoring the machine's movement. The purpose of emergency braking is to achieve vehicle braking in the shortest possible time. The principle is that when the operator discovers an emergency, they press the foot brake valve, which opens the foot brake valve core, allowing the air source in the air tank to enter the booster pump. The brake fluid in the booster pump simultaneously enters the rear wheel brakes (Brake 1, Brake 2, Brake 3, and Brake 4) through the distributor, and all four brakes brake simultaneously, achieving emergency braking of the entire vehicle.

[0056] During construction, this invention relies on the return of the handle to center for braking. The controller gradually increases the air intake through the proportional air intake valve, thereby gradually increasing the braking force of the service brake and achieving soft braking. This avoids material accumulation during the parking process, ensuring the compaction and smoothness of the road surface and saving users maintenance costs caused by material accumulation. On the other hand, the return of the handle to center for braking can achieve braking without pressing the foot brake valve, reducing the user's operating intensity and improving the operator's comfort. At the same time, because the foot brake is used less, the service life of the rear wheel brake can be increased, reducing user operating costs.

[0057] This invention uses a first sensor and a second sensor to detect the breakage state of drive chain one and drive chain two. It can promptly alert the operator and apply the brakes after a breakage, with parking brake, service brake and emergency brake working simultaneously, resulting in the shortest braking distance and avoiding safety accidents caused by the breakage of drive chain one and drive chain two; thus preventing safety accidents and achieving safe road construction projects.

[0058] This invention has a self-testing function, which helps the operator check for air leaks in the braking system before construction. By determining whether there are air leaks in the pipeline, it can prevent brake failure during subsequent driving and ensure the operator's safety.

[0059] Example 2:

[0060] This invention provides a method for driving and braking control of a tire roller, employing the tire roller driving and braking control system described in Embodiment 1. The method includes:

[0061] Switch the operating handle from forward or backward to the neutral position, and the operating handle transmits the neutral position signal to the controller;

[0062] The controller stops the hydraulic torque converter from working based on the neutral position signal;

[0063] The controller opens the valve core of the electromagnetic proportional valve according to the mid-position signal, allowing the air source in the air tank to enter the service brake.

[0064] The controller controls the output current to gradually reach its maximum within a preset time, which causes the valve core opening of the electromagnetic proportional valve to gradually reach its maximum within a preset time, and the air intake to reach its maximum within a preset time, thereby controlling the braking force generated by the service brake to gradually increase and achieve soft stopping.

[0065] Switch the control handle from the neutral position to forward or backward, and the control handle transmits a forward or backward signal to the controller;

[0066] The controller closes the valve core of the electromagnetic proportional valve according to the forward or reverse signal to prevent air from entering the service brake, and at the same time opens the air outlet valve core of the electromagnetic proportional valve to release the air pressure in the service brake to the atmosphere.

[0067] The controller activates the hydraulic torque converter based on the forward or reverse signal to resume the machine's movement.

[0068] Specifically, the soft-stop function is implemented as follows: During the asphalt compaction process, the pneumatic tire roller moves back and forth in 30-meter intervals, requiring frequent braking. Since the asphalt temperature during compaction is 140℃, it is relatively soft, and excessive braking can easily cause material buildup. Because the asphalt cools quickly, the buildup must be milled off and re-laid and compacted, increasing user construction costs. The soft-stop function allows for material pushing during the stopping process. When stopping is required, the handle returns from forward or backward to the neutral position, transmitting a neutral signal to the controller. Upon receiving the signal, the controller sends a command to the torque converter to cut off power output and simultaneously sends a command to the proportional solenoid valve. Opening the valve core allows air from the air tank to enter the service brake. The controller controls the output current to gradually reach its maximum within one second, which in turn controls the proportional solenoid valve core opening to gradually reach its maximum within one second, resulting in a maximum air intake within one second. This, in turn, gradually increases the braking force generated by the brake, achieving a soft stop throughout the braking process and preventing material buildup. When the handle is pushed forward or backward, the controller controls the proportional solenoid valve to close the air intake valve core to prevent air from entering the service brake and generating braking force. Simultaneously, it opens the proportional solenoid valve outlet valve core, allowing the air pressure inside the service brake to be released to the atmosphere, thus disengaging the braking force generated by the service brake. Additionally, it restores the power output of the hydraulic torque converter, thereby restoring the machine's movement.

[0069] In one embodiment, the method further includes:

[0070] The first sensor detects the breakage signal of drive chain one, and the second sensor detects the breakage signal of drive chain two. The first and second sensors transmit the breakage signal to the controller.

[0071] The controller stops the hydraulic torque converter from working based on the fracture signal;

[0072] The controller closes the valve core of solenoid valve one based on the breakage signal, thereby stopping the air supply from entering the parking brake;

[0073] The controller opens the valve core of the electromagnetic proportional valve based on the breakage signal, allowing the air source to enter the service brake.

[0074] The controller opens the valve core of solenoid valve two according to the break signal, so that the air source enters the booster pump. Under the pressure of the air source, the booster pump transmits its brake fluid through the distributor to brake one, brake two, brake three and brake four, so that wheel set one, wheel set two, wheel set three and wheel set four can stop.

[0075] The controller transmits the breakage signal to the alarm and display.

[0076] Specifically, the implementation method of the drive chain breakage braking alarm and reminder function is as follows: When the first sensor detects a breakage of drive chain one, or the second sensor detects a breakage of drive chain two, or both the first and second sensors simultaneously detect a breakage of drive chain one and drive chain two, a breakage signal will be transmitted to the controller. The controller will, on the one hand, send a transmission command to the hydraulic torque converter to cut off the power output, and on the other hand, send a command to close solenoid valve one, cutting off the air supply from the air tank to the parking brake. Since the parking brake is normally closed, cutting off the air intake will achieve braking. At the same time, a command will be sent to the proportional solenoid valve to open the air intake valve core, allowing air to enter the service brake. Since the service brake is normally open, the air intake will be cut off. This allows for braking; simultaneously, a command is transmitted to open the second solenoid valve core, allowing air to enter the booster pump. Under the action of the air source, the booster pump pressurizes the brake fluid and transmits it through the distributor to brake 1, brake 2, brake 3, and brake 4. The four brakes generate braking force under the action of high-pressure brake fluid, bringing wheel sets 1, 2, 3, and 4 to a stop. The parking brake, service brake, and emergency brake operate simultaneously, minimizing the braking distance and preventing safety accidents caused by the breakage of drive chains 1 and 2. The controller also transmits a command to the alarm to alert the operator and to the display to show a text message indicating chain breakage.

[0077] In one embodiment, the method further includes:

[0078] Press the self-test switch, and the self-test switch will send a self-test signal to the controller;

[0079] The controller controls the engine to inflate the air tank according to the self-test signal. The pressure sensor detects the pressure inside the air tank until the pressure sensor detects that the pressure inside the air tank has reached the first preset value, and then transmits a signal to the controller.

[0080] The controller stops the engine from working based on the signal.

[0081] The controller closes the valve core of solenoid valve one and opens the valve cores of proportional solenoid valve one and solenoid valve two according to the signal, and maintains the position for a preset time.

[0082] The pressure inside the air tank is detected by a pressure sensor. If the pressure inside the air tank is lower than the second preset value, an alarm signal is transmitted to the controller.

[0083] The controller transmits alarm signals to the alarm and the display.

[0084] Specifically, the air circuit brake self-test function is implemented as follows: Pressing the self-test switch sends a self-test signal to the controller; the controller controls the engine based on the self-test signal, and the engine automatically inflates the air tank. When the pressure sensor detects that the air tank pressure reaches 800 kPa, it sends a signal to the controller. The controller then sends an engine shutdown command to shut down the engine; on the other hand, it sends commands to close solenoid valve one and open the proportional solenoid valve and solenoid valve two, allowing air to enter the air pipe and maintain this position for 10 seconds. If the air pressure is below 500 kPa, the pressure sensor sends a signal to the controller. The controller then sends an alarm command to the alarm device and a command to the display device, indicating that there is an air leak in the brake line and that the vehicle needs to be stopped for inspection, thereby preventing subsequent safety accidents caused by brake failure.

[0085] Example 3:

[0086] The present invention provides a tire roller, wherein the tire roller is equipped with the tire roller drive and braking control system described in Embodiment 1.

[0087] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A drive and braking control system for a tire roller, characterized in that, The system includes a controller, the input of which is connected to the output of a control handle. The output of the controller is simultaneously connected to the inputs of a first solenoid valve, a hydraulic torque converter, an engine, and a proportional solenoid valve. The output of the engine is simultaneously connected to the inputs of an air manifold and the hydraulic torque converter. The output of the air manifold is simultaneously connected to the inputs of the proportional solenoid valve and the first solenoid valve. The output of the first solenoid valve is connected to the input of a parking brake. The output of the hydraulic torque converter is connected to the input of the parking brake via a drive shaft. The outputs of the proportional solenoid valve and the parking brake are both connected to the input of a service brake. The output of the service brake is connected to the input of a wheel braking structure.

2. The tire roller drive and braking control system according to claim 1, characterized in that, The wheel braking mechanism includes a drive axle, the input end of which is connected to the output end of the service brake. The drive axle is connected to a drive shaft via a drive chain one, and to a drive shaft via a drive chain two. The drive shaft one is connected to a wheel set one via a brake one, and to a wheel set two via a brake two. The drive shaft two is connected to a wheel set three via a brake three, and to a wheel set four via a brake four.

3. The tire roller drive and braking control system according to claim 2, characterized in that, The input terminal of the controller is connected to the output terminal of the first sensor, which is connected to a first drive chain. The input terminal of the controller is connected to the output terminal of the second sensor, which is connected to a second drive chain.

4. The tire roller drive and braking control system according to claim 3, characterized in that, The output end of the air tank is connected to the input end of the foot brake valve, the output end of the foot brake valve is connected to the input end of the booster pump, the input end of the booster pump is connected to the output end of the second solenoid valve, the output end of the air bubble is connected to the input end of the second solenoid valve, the output end of the controller is connected to the input end of the second solenoid valve, the output end of the booster pump is connected to the input end of the liquid separator, and the output end of the liquid separator is simultaneously connected to the input ends of the first brake, the second brake, the third brake, and the fourth brake.

5. The tire roller drive and braking control system according to claim 1, characterized in that, The output of the controller is connected to both the input of the alarm and the input of the display. The input of the controller is connected to both the output of the parking switch and the output of the self-test switch. The air tank is connected to the pressure sensor, and the output of the pressure sensor is connected to the input of the controller.

6. The tire roller drive and braking control system according to claim 1, characterized in that, The parking brake is a normally closed switch, and the service brake is a normally open switch.

7. A method for driving and braking control of a tire roller, employing the tire roller drive and braking control system according to any one of claims 1-6, characterized in that, The method includes: Switch the operating handle from forward or backward to the neutral position, and the operating handle transmits the neutral position signal to the controller; The controller stops the hydraulic torque converter from working based on the neutral position signal; The controller opens the valve core of the electromagnetic proportional valve according to the mid-position signal, allowing the air source in the air tank to enter the service brake. The controller controls the output current to gradually reach its maximum within a preset time, which causes the valve core opening of the electromagnetic proportional valve to gradually reach its maximum within a preset time, and the air intake to reach its maximum within a preset time, thereby controlling the braking force generated by the service brake to gradually increase and achieve soft stopping. Switch the control handle from the neutral position to forward or backward, and the control handle transmits a forward or backward signal to the controller; The controller closes the valve core of the electromagnetic proportional valve according to the forward or reverse signal to prevent air from entering the service brake, and at the same time opens the air outlet valve core of the electromagnetic proportional valve to release the air pressure in the service brake to the atmosphere. The controller activates the hydraulic torque converter based on the forward or reverse signal to resume the machine's movement.

8. The tire roller drive and braking control method according to claim 7, characterized in that, The wheel braking mechanism includes a drive axle, the input end of which is connected to the output end of the service brake. The drive axle is connected to a drive shaft via a drive chain one, and to a drive shaft via a drive chain two. The drive shaft one is connected to a wheel set one via a brake one, and to a wheel set two via a brake two. The drive shaft two is connected to a wheel set three via a brake three, and to a wheel set four via a brake four. The input terminal of the controller is connected to the output terminal of the first sensor, the first sensor is connected to drive chain one, the input terminal of the controller is connected to the output terminal of the second sensor, and the second sensor is connected to drive chain two. The output end of the air tank is connected to the input end of the foot brake valve, the output end of the foot brake valve is connected to the input end of the booster pump, the input end of the booster pump is connected to the output end of the second solenoid valve, the output end of the air bubble is connected to the input end of the second solenoid valve, the output end of the controller is connected to the input end of the second solenoid valve, the output end of the booster pump is connected to the input end of the liquid separator, and the output end of the liquid separator is simultaneously connected to the input ends of the first brake, the second brake, the third brake, and the fourth brake. The output terminal of the controller is connected to both the input terminal of the alarm and the input terminal of the display. The input terminal of the controller is connected to both the output terminal of the parking switch and the output terminal of the self-test switch. The air tank is connected to the pressure sensor, and the output terminal of the pressure sensor is connected to the input terminal of the controller. The method further includes: The first sensor detects the breakage signal of drive chain one, and the second sensor detects the breakage signal of drive chain two. The first and second sensors transmit the breakage signal to the controller. The controller stops the hydraulic torque converter from working based on the fracture signal; The controller closes the valve core of solenoid valve one based on the breakage signal, thereby stopping the air supply from entering the parking brake; The controller opens the valve core of the electromagnetic proportional valve based on the breakage signal, allowing the air source to enter the service brake. The controller opens the valve core of solenoid valve two according to the break signal, so that the air source enters the booster pump. Under the pressure of the air source, the booster pump transmits its brake fluid through the distributor to brake one, brake two, brake three and brake four, so that wheel set one, wheel set two, wheel set three and wheel set four can stop. The controller transmits the breakage signal to the alarm and display.

9. The tire roller drive and braking control method according to claim 8, characterized in that, The method further includes: Press the self-test switch, and the self-test switch will send a self-test signal to the controller; The controller controls the engine to inflate the air tank according to the self-test signal. The pressure sensor detects the pressure inside the air tank until the pressure sensor detects that the pressure inside the air tank has reached the first preset value, and then transmits a signal to the controller. The controller stops the engine from working based on the signal. The controller closes the valve core of solenoid valve one and opens the valve cores of proportional solenoid valve one and solenoid valve two according to the signal, and maintains the position for a preset time. The pressure inside the air tank is detected by a pressure sensor. If the pressure inside the air tank is lower than the second preset value, an alarm signal is transmitted to the controller. The controller transmits alarm signals to the alarm and the display.

10. A tire roller, characterized in that, The tire roller is equipped with a tire roller drive and braking control system as described in any one of claims 1-6.

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