CN110745121B - A control system for hydraulic-mechanical combined braking of explosion-proof vehicles in underground coal mines - Google Patents
A control system for hydraulic-mechanical combined braking of explosion-proof vehicles in underground coal mines Download PDFInfo
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- CN110745121B CN110745121B CN201911023251.0A CN201911023251A CN110745121B CN 110745121 B CN110745121 B CN 110745121B CN 201911023251 A CN201911023251 A CN 201911023251A CN 110745121 B CN110745121 B CN 110745121B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/12—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release the fluid being liquid
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- Braking Systems And Boosters (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
Abstract
The invention belongs to the technical field of coal mine underground explosion-proof vehicle combined braking control, and particularly relates to a hydraulic-mechanical combined braking control system for a coal mine underground explosion-proof vehicle. Including mechanical brake control systems and hydraulic brake control systems. The mechanical braking control system comprises a series-connection type double-loop braking valve, an energy accumulator I, an energy accumulator II, a liquid filling valve, a hydraulic pump, a one-way valve I, a parking braking valve, a manual pump and a safety valve, wherein the hydraulic braking control system comprises an air storage tank, a safety valve, a knob switch valve, a gear control valve, a hydraulic control air proportional pressure reducing valve, a one-way valve II, a one-way valve III, a pressure regulating valve I, a pressure regulating valve II, a shuttle valve I, a shuttle valve II, a control valve, an oil-gas separation device, an exhaust pipe, an exhaust valve, a retarder and an oil pool. According to the invention, the hydraulic braking and the mechanical-hydraulic combined braking control can be switched in a manual mode, so that the reliability of vehicle braking is improved, the running safety of the vehicle is improved, and the safety accident of the vehicle is effectively reduced.
Description
Technical Field
The invention belongs to the technical field of coal mine underground explosion-proof vehicle combined braking control, and particularly relates to a hydraulic-mechanical combined braking control system for a coal mine underground explosion-proof vehicle.
Background
Along with the rapid development of the mining technology in China, the mining area of the near-horizontal coal seam is gradually reduced, and the inclined coal seam is gradually increased, so that the driving gradient and the ramp distance of the trackless auxiliary transport vehicle are gradually increased. At present, the explosion-proof vehicles used for underground auxiliary transportation of coal mines are divided into hinged explosion-proof vehicles and integral explosion-proof vehicles according to the frame types, the power transmission modes and the braking systems of the two types of vehicles are different, the integral explosion-proof vehicles adopt integral frames, the general adaptation ramp is smaller than 10 degrees, the transportation distance is not more than 500m, however, in a plurality of mines such as the north of Shandong, zhansu and the like, the gradient of the auxiliary transportation ramp reaches 10-14 degrees, the ramp distance is more than 2000m, and serious test is formed on the braking performance of the vehicles in recent years.
At present, an integral type explosion-proof vehicle is braked only by means of single mechanical friction, under the condition of long distance and large gradient, the temperature rise of oil liquid is too fast and the braking friction heat cannot be taken away in time during braking, so that serious problems of overheating, sealing failure, oil leakage, excessive abrasion of friction plates, braking efficiency reduction and the like of the brake frequently occur, and potential safety hazards are brought to coal mine production operation.
Disclosure of Invention
The invention provides a hydraulic-mechanical combined braking control system for an underground coal mine explosion-proof vehicle, which aims to solve the problems that under the condition of long-distance large gradient by means of single mechanical friction braking, the temperature rise of oil is too fast and the braking friction heat cannot be taken away in time, so that the brake is frequently overheated, oil leakage due to sealing failure, excessive abrasion of a friction plate and the braking efficiency is reduced.
The hydraulic-mechanical combined braking control system for the underground coal mine explosion-proof vehicle comprises a mechanical braking control system and a hydraulic braking control system.
The mechanical braking control system comprises a series double-circuit braking valve, an accumulator I, an accumulator II, a liquid filling valve, a hydraulic pump, a one-way valve I, a parking braking valve, a manual pump and a safety valve, wherein pressure oil of the hydraulic pump is divided into two paths, one path is connected with a P port of the liquid filling valve, two outlets A1 and A2 of the liquid filling valve are respectively connected with the accumulator I and the accumulator II, the other path is connected with a P port of the safety valve, a T port of the safety valve is respectively connected with an oil tank and a T1 port of the series double-circuit braking valve, an A1 port and an A2 port of the series double-circuit braking valve are respectively connected with a front wheel service brake and a rear wheel service brake, the P2 port of the series double-circuit braking valve is connected with the P port of the parking braking valve through the one-way valve I, the A2 port of the series double-circuit braking valve is connected with the P port of the mechanical independent braking switching valve, the T port of the mechanical independent braking switching valve is connected with the oil tank, and the A port of the mechanical independent braking switching valve is connected with the hydraulic braking control system.
The hydraulic braking control system comprises an air storage tank, a safety valve, a knob switch valve, a gear control valve, a hydraulic control air proportion reducing valve, a one-way valve II, a one-way valve III, a pressure regulating valve I, a pressure regulating valve II, a shuttle valve I, a shuttle valve II, a control valve, an oil-gas separation device, an exhaust pipe, an exhaust valve, a retarder and an oil tank, wherein the K port of the hydraulic control air proportion reducing valve is connected with the A port of a mechanical independent braking switching valve, the P port of the hydraulic control air proportion reducing valve is connected with the air storage tank through the safety valve, a drain switch is arranged at the bottom of the air storage tank, the A port of the hydraulic control air proportion reducing valve is connected with the P1 port of the shuttle valve II, the P2 port of the shuttle valve II is connected with the A port of the shuttle valve I, the P1 port of the shuttle valve I is connected with the pressure regulating valve I, the B port of the pressure regulating valve I is connected with the B port of the shuttle valve I in parallel, the P2 port of the shuttle valve I is connected with the pressure regulating valve II, the pressure regulating valve II is connected with the A port of the one-way valve III on the pressure regulating valve II, the P port of the gear control valve is connected with the one-way valve III, the P port of the knob switch valve is connected with the A port of the oil-gas storage tank through the exhaust pipe, the oil-gas separation device is connected with the inlet of the oil-gas separator, and the oil-gas separator is connected with the inlet of the oil-gas separation device.
Compared with the prior art, the hydraulic braking and mechanical-hydraulic combined braking control can be switched in a manual mode, hydraulic control is adopted in mechanical braking, automatic control is adopted in combined braking, and hydraulic braking is proportional braking during combined braking. The hydraulic independent braking adopts a pneumatic control mode, and two-gear control is realized. Under the current environment with strict control on the underground explosion-proof rubber-tyred vehicle braking system and safety aspect, the reliability of vehicle braking is increased, the safety of vehicle operation is improved, and the safety accidents of the vehicle are effectively reduced.
Drawings
FIG. 1 is a hydraulic-mechanical combination brake control system;
FIG. 2 is a mechanical brake control system;
FIG. 3 is a hydraulic brake control system;
In the figure, a front wheel service brake, a 2-rear wheel service brake, a 3-tandem double-loop brake valve, a 4-accumulator I, a 5-accumulator II, a 6-charging valve, a 7-hydraulic pump, an 8-one-way valve I, a 9-parking brake valve, a 10-manual pump, a 11-parking brake, a 12-air storage tank, a 13-drainage switch, a 14-safety valve, a 15-knob switch valve, a 16-gear control valve, a 17-pilot-controlled air proportional pressure reducing valve, a 18-one-way valve II, a 19-pressure regulating valve I, a 20-one-way valve III, a 21-pressure regulating valve II, a 22-shuttle valve I, a 23-shuttle valve II, a 24-control valve, a 25-oil-gas separation device, a 26-exhaust pipe, a 27-exhaust valve, a 28-retarder, a 29-oil tank, a 30-oil pipe, a 31-mechanically independent brake switching valve, a 32-safety valve, a 33-double-hydraulic control valve, a 34-filter, a 35-throttle valve, a 36-one-way valve, a 37-hydraulic control valve and a 38-two-way valve are arranged.
Detailed Description
A hydraulic-mechanical combined braking control system for an underground coal mine explosion-proof vehicle comprises a mechanical braking control system and a hydraulic braking control system.
The mechanical braking control system comprises a series double-circuit braking valve 3, an energy accumulator I4, an energy accumulator II5, a liquid filling valve 6, a hydraulic pump 7, a one-way valve I8, a parking braking valve 9, a manual pump 10 and a safety valve 32, wherein the pressure oil of the hydraulic pump 7 is divided into two paths, one path is connected with a P port of the liquid filling valve 6, two outlets A1 and A2 of the liquid filling valve 6 are respectively connected with the energy accumulator I4 and the energy accumulator II5, the other path is connected with a P port of the safety valve 32, a T port of the safety valve 32 is respectively connected with an oil tank and a T1 port of the series double-circuit braking valve 3, an A1 port and an A2 port of the series double-circuit braking valve 3 are respectively connected with a front wheel service brake 1 and a rear wheel service brake 2, a P2 port of the series double-circuit braking valve 3 is connected with a P port of the parking braking valve 9 through the one-way valve I8, an A2 port of the series double-circuit braking valve 3 is connected with a P port of a mechanical independent braking switching valve 31, a T port of the mechanical independent braking switching valve 31 is connected with the oil tank, and an A port of the mechanical independent braking switching valve 31 is connected with a hydraulic control system.
The hydraulic braking control system comprises an air storage tank 12, a safety valve 14, a knob switch valve 15, a gear control valve 16, a hydraulic control air proportional reducing valve 17, a one-way valve II18, a one-way valve III20, a pressure regulating valve I19, a pressure regulating valve II21, a shuttle valve I22, a shuttle valve II23, a control valve 24, an oil-gas separation device 25, an exhaust pipe 26, an exhaust valve 27, a retarder 28 and an oil pool 29, wherein the K port of the hydraulic control air proportional reducing valve 17 is connected with the A port of a mechanical independent braking switching valve 31, the P port of the hydraulic control air proportional reducing valve 17 is connected with the air storage tank 12 through the safety valve 14, a drain switch 13 is arranged at the bottom of the air storage tank 12, the A port of the hydraulic control air proportional reducing valve 17 is connected with the P1 port of the shuttle valve II23, the P2 port of the shuttle valve II23 is connected with the A port of the shuttle valve I22, the P1 port of the pressure regulating valve I19 is connected with the B port of the pressure regulating valve I16, the P2 port of the pressure regulating valve I19 is connected with the retarder II21, the A port of the II21 is connected with the A port of the speed regulating valve II 16 in parallel, the P21 is connected with the B port of the pressure regulating valve I21, the P2 is connected with the P port of the valve I22, the P2 is connected with the P port of the P valve I24 is connected with the P24 of the air-gas outlet valve II, and the outlet valve II is connected with the outlet valve 25, and the outlet valve 25 is connected with the outlet valve 25 of the oil-gas valve 25.
The hydraulic pump 7 is driven by an engine, the hydraulic pump runs after the engine is started, the charging valve 6 adopts a double-loop charging valve, the main functions of the charging valve are to charge and control the charging pressure of the energy accumulator, the main functions of the energy accumulator I4 and the energy accumulator II5 are to store and release hydraulic energy required by braking, the braking oil pressure is stabilized, a large amount of oil supply is ensured during continuous stepping braking, the braking of the front wheel and the rear wheel is controlled respectively and is mutually independent, the main functions of the tandem double-loop braking valve 3 are to control the pressure oil from the energy accumulator to enter the front wheel service brake and the rear wheel service brake in proportion, the vehicle braking is realized, and if one braking loop of the front wheel or the rear wheel fails, the other braking loop can still work. When the pedal of the double-circuit brake valve 3 is stepped on, pressure oil in two accumulators respectively enters the front and rear service brakes through the upper and lower cavities of the valve and acts on the brake pistons to compress the friction plates to brake the wheels, and the output braking pressure is proportional to the angle of the stepped brake pedal. When the pedal is released, high-pressure oil in the brake flows back to the oil tank to release the brake.
The pressure oil of the hydraulic pump 7 is divided into two paths, one path enters the P port of the charging valve 6, and the other path enters the P port of the safety valve 32. The pressure oil entering the charging valve 6 reaches the two outlets A1 and A2 of the shuttle valve 38 after passing through the internal hydraulic control valve 33, the filter 34, the throttle valve 35 and the one-way valve 36, charges the two accumulators 4 and 5, when the pressure in the two accumulators is charged to the set pressure of the charging valve, the double hydraulic control valve is switched to the right position, and the pressure oil from the hydraulic pump flows back to the oil tank through the bypass port O through the port P of the charging valve. When braking is needed, the brake pedal is pressed down, the pressure oil from the two accumulators is communicated with ports A1 and A2 of the serial double-circuit brake valve 3 through ports P1 and P2 of the valve and enters the piston cavities of the front and rear wheel service brakes 1 and 2, and the compression spring brakes the vehicle. When the pedal is released, oil in the piston cavities of the front and rear wheel service brakes 1 and 2 is communicated with ports T1 and T2 through ports A1 and A2 of the tandem double-circuit brake valve 3, flows back to an oil tank and releases the brake. The accumulator 4 is also provided with a path of pressure oil communicated with a pressure port P of the parking brake valve 9 through the one-way valve 8, and when the accumulator is in the illustrated position, the oil in a spring cavity of the parking brake 11 returns to the oil tank through an A port and a T port of the parking brake valve 9, and at the moment, the parking brake is in a spring braking position, and the vehicle is stationary. When the vehicle needs to walk and release the braking, the parking brake valve 9 is reversed, and at the moment, the pressure oil from the accumulator is decompressed through the P port of the parking brake valve 9 and then enters the spring cavity compression spring of the parking brake through the A port to release the braking. When the vehicle fails and needs to be towed, the parking brake spring chamber can be filled with oil through the manual pump 10 to release the brake.
One path of pressure oil is led out from the accumulator I4 to the parking brake valve 9 through the one-way valve 8, the output pressure of the parking brake valve 9 is a certain value, the output pressure acts on the central brake 11, the central brake 11 is spring brake, the hydraulic pressure is released, when the parking brake valve does not output pressure, the parking brake valve is in a spring brake state, when the parking brake valve is actuated, a certain pressure is output to act on the central brake, and the compression spring overcomes the spring force to release the brake.
The manual pump 10 releases the center brake manually to cause the vehicle to trail when the vehicle fails or power is lost.
Pneumatic control is used for hydraulic braking. The key element of hydraulic braking is a retarder, and the quantity of oil on the retarder determines the output braking force. The control device of the retarder oil quantity adopts pneumatic control.
The control of the hydraulic brake adopts a pneumatic control system, which has two modes of manual control and automatic control. The manual control adopts two-gear control, and the automatic linkage control adopts proportional control.
The manual control is that when the hydraulic braking is only needed to reduce speed and the mechanical braking is not executed in the running process of the explosion-proof vehicle, the pneumatic knob switch valve 15 is arranged in the loop, the knob valve is opened to be in first gear, and the gear control valve 16 is operated to be switched to second gear. The two gears are mainly realized by setting different pressures by the two pressure reducing valves I19 and II 21.
The pressure of the compressed air in the air storage tank is maintained at 0.6-0.8 MPa, the illustrated position is a state that the retarder auxiliary brake is not used, and the compressed air is sealed at the knob switch valve 15. When the retarder is required to be braked, the knob switch valve 15 is opened to enable the retarder to work at the left position, at the moment, compressed air flows from the P port to the A port, the gear control valve works at the right position, P is communicated with A, and after being depressurized by the depressurization valve 21, the compressed air reaches the P2 port of the shuttle valve 22, the set pressure of the depressurization valve 21 is 0.15MPa, and the retarder is used as a first gear of the retarder. Compressed air reaches the pressure port P of the control valve 24 after passing through the port P2 to the port A of the shuttle valve 23, and reaches the control port K of the control valve 24 to enable the control valve to work at the upper position, compressed air enters the control port K of the oil tank 29 from the port P to the port A, compressed oil liquid enters the retarder 28 shell through the oil pipe 30.
The amount of oil entering the housing is determined by the pressure of the compressed air at the control port K. When the braking force needs to be increased, the gear control valve 16 is operated to work at the left position, at this time, compressed air reaches B through the P port after passing through the knob switch valve 15, reaches P1 of the shuttle valve 22 through the pressure reducing valve 19, reaches P2 of the shuttle valve 23 through the A port after passing through the P1 port, enters the control port K of the oil pool 29 through the control valve 24, the set pressure of the pressure reducing valve 19 is 0.3MPa, the oil quantity entering the retarder is increased, and the pressure of the P port is exhausted from the A port to the R port of the gear control valve through the one-way valve 7.
When the retarder is not required to work, the knob switch valve 15 is turned off, and compressed air at the pressure port P of the control valve 24 is exhausted through the shuttle valve II23, the shuttle valve I22, the one-way valve 18, the gear control valve 16 and the knob switch valve 15. Meanwhile, the pressure of a control port K1 of the control valve 24 disappears, the control valve 24 is positioned at the lower position under the action of a spring, compressed air of the control port K enters the oil-gas separation device 25 from the port A to the port R of the control valve 24, a special pipeline for gas flow is arranged in the oil-gas separation device, oil in the air is separated into a shell after the compressed air flows through the special pipeline, and clean compressed air is discharged into the atmosphere through the exhaust pipe 26, so that the pollution to the environment is reduced.
The highest point of the retarder is provided with an exhaust valve 27, air in the shell enters the oil-gas separation device 25 through the exhaust valve 27, and compressed air after oil-gas separation is converged to the exhaust pipe 26 and discharged into the atmosphere.
The mechanical braking independent control or the hydraulic braking linkage is controlled by the switching valve 31, when the position switching valve 31 is at the lower position, the control port K of the pilot operated air proportional valve 17 is closed by the switching valve through the oil return tank of the switching valve, and the pressure oil led out from the braking valve is blocked by the switching valve. The mechanical brake is now operated independently.
When the switching valve is manually operated to the upper position, the pressure oil at the outlet of the brake valve reaches the control port K of the hydraulic-pneumatic proportional pressure reducing valve 17 through the switching valve, and when the brake valve is stepped on to perform mechanical braking, the hydraulic braking starts to act simultaneously after the pressure at the outlet of the brake valve reaches the set opening pressure of the hydraulic-pneumatic proportional pressure reducing valve 17. The combined control of mechanical-hydraulic braking is realized.
The air pressure value of the output pressure A port of the hydraulic control air proportional valve 17 and the value of the control oil K port are proportionally changed within a set range, so that compressed air of the A port is from the P1 port to the A port of the shuttle valve 23, and oil is proportionally input into the retarder 28 through the P port of the control valve 24 and the control port of the A port oil pool 29, the retarder outputs proportional braking torque, and mechanical and hydraulic braking linkage is automatically realized.
The control of the mechanical independent braking control, the hydraulic independent braking control and the mechanical-hydraulic linkage braking can be realized through various control modes.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201911023251.0A CN110745121B (en) | 2019-10-25 | 2019-10-25 | A control system for hydraulic-mechanical combined braking of explosion-proof vehicles in underground coal mines |
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| CN201911023251.0A CN110745121B (en) | 2019-10-25 | 2019-10-25 | A control system for hydraulic-mechanical combined braking of explosion-proof vehicles in underground coal mines |
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| CN110745121A CN110745121A (en) | 2020-02-04 |
| CN110745121B true CN110745121B (en) | 2025-01-28 |
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| CN111731248B (en) * | 2020-06-30 | 2024-06-11 | 徐工集团工程机械股份有限公司科技分公司 | Electric control hydraulic power-assisted braking system and engineering machinery thereof |
| CN114183486B (en) * | 2020-09-15 | 2024-11-22 | 中联农业机械股份有限公司 | Liquid filling valve group, brake control system and agricultural machinery having the same |
| CN113531116B (en) * | 2021-06-12 | 2022-07-26 | 中国煤炭科工集团太原研究院有限公司 | Isolation protection device and control system based on hydraulic mechanical transmission |
| CN113530926B (en) * | 2021-06-12 | 2022-11-22 | 中国煤炭科工集团太原研究院有限公司 | Operating locking device and safety control system for working mechanism of explosion-proof vehicle |
| CN113682289B (en) * | 2021-09-28 | 2022-05-20 | 国能神东煤炭集团有限责任公司 | Support vehicle braking system and support vehicle |
| CN113859212A (en) * | 2021-11-15 | 2021-12-31 | 南京恒天领锐汽车有限公司 | Explosion-proof pure electric SUV full hydraulic braking system with multiple safety guarantees |
| CN114802148B (en) * | 2022-03-23 | 2023-08-25 | 特速安(浙江)机电科技有限公司 | Hydraulic auxiliary braking control system of explosion-proof trackless rubber-tyred vehicle |
| CN115214563B (en) * | 2022-07-04 | 2024-01-02 | 一汽解放汽车有限公司 | Retarder control method and device, electronic equipment and storage medium |
| CN115467865B (en) * | 2022-08-04 | 2024-06-04 | 中国煤炭科工集团太原研究院有限公司 | Manual remote independent control system of rapid-digging crawler trolley for coal mine |
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| CN211468413U (en) * | 2019-10-25 | 2020-09-11 | 中国煤炭科工集团太原研究院有限公司 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| IT1062209B (en) * | 1975-11-03 | 1983-09-20 | Wabco Westinghouse Gmbh | DOUBLE CIRCUIT BRAKING SYSTEM..WITH ADJUSTMENT ACCORDING TO THE LOAD.. FOR VEHICLES |
| DE102008054859A1 (en) * | 2008-12-18 | 2010-07-01 | Robert Bosch Gmbh | Method for controlling a brake actuation of a hydraulic vehicle brake system and electromechanical brake booster |
| CN203372217U (en) * | 2013-07-18 | 2014-01-01 | 杭叉集团股份有限公司 | Large-tonnage electric forklift hydraulic braking system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN211468413U (en) * | 2019-10-25 | 2020-09-11 | 中国煤炭科工集团太原研究院有限公司 | Hydraulic-mechanical combined braking control system for underground coal mine explosion-proof vehicle |
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