CN114715020B - Locking system for vehicle and vehicle - Google Patents

Abstract

The application discloses locking system and vehicle for vehicle includes: the hydraulic control system comprises a fluid device, a lifting electromagnetic valve, a first booster, a first limit valve, a hydraulic cylinder and a first locking assembly; the hydraulic cylinder comprises a reversing valve; the fluid device, the lifting electromagnetic valve, the first booster, the first limit valve and the hydraulic cylinder are sequentially connected through a connecting pipe; the first locking assembly is in a locked state when the lifting solenoid valve is closed. The first locking assembly is located to lock the carriage and the frame. Therefore, the carriage can not shake in the left-right direction, the up-down direction and the front-back direction relative to the frame under the condition that the vehicle runs on a bumpy road or the goods are loaded unevenly, the risk that the shaking frequency of the carriage is the same frequency as the resonance frequency of the whole vehicle is reduced, the vehicle head is prevented from shaking, and the driving safety is improved. In addition, after the shaking of the carriage relative to the frame is reduced or disappears, the impact force of the carriage on the frame is reduced, and therefore the risk of frame fracture is reduced.

Description

Locking system for vehicle and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a locking system for a vehicle and the vehicle.

Background

The existing vehicle, especially a truck, generally comprises a vehicle head, a carriage and a frame, wherein the vehicle head is positioned in the front of the vehicle and mainly plays a role in towing the whole vehicle. The frame and the carriage are located behind the vehicle. The carriage is positioned above the frame, and in order to facilitate unloading, the front side (the side close to the head of the vehicle) of the carriage can gradually incline upwards relative to the rear side (the side far away from the head of the vehicle) of the carriage. Wherein the rear side of the carriage is connected with the frame through a rotating shaft and a hydraulic cylinder so as to realize the rotation of the carriage relative to the frame and further ensure that the front side of the carriage gradually inclines upwards relative to the rear side of the carriage so as to facilitate the unloading.

In fact, various road conditions may occur in the process of driving the vehicle on the road, and the carriage not only moves forwards and backwards, but also shakes in the up-down direction and the left-right direction under the condition of bumpy road surfaces or uneven loading.

However, in the current vehicle, the carriage and the frame are connected only by means of a rotating shaft and a hydraulic cylinder. But the rotating shaft and the hydraulic cylinder only can limit the carriage from moving forwards and backwards relative to the frame. When jolting on the road surface or loading is uneven, the carriage can sway in the left-right direction and the up-down direction relative to the frame, and the swaying frequency of the carriage can cause the violent swaying of the vehicle head when the resonance frequency of the whole vehicle is the same frequency, so that the driving safety is seriously influenced. Meanwhile, the carriage shakes up and down to cause the carriage to frequently impact the frame, so that the risk of frame fracture is increased.

Disclosure of Invention

An object of the present application is to provide a locking system for a vehicle and a new solution for a vehicle. Prevent carriage and frame from producing and rocking in front and back, left and right sides and upper and lower direction, reduce the resonant risk of carriage and whole vehicle, prevent that the locomotive from violently rocking, increase driving safety. And reduce the impact of carriage to the frame, reduce the cracked risk of frame.

A first aspect of the present application provides a latching system for a vehicle, the vehicle comprising a cabin and a frame; a latch system for a vehicle comprising: the device comprises a fluid device, a lifting electromagnetic valve, a first booster, a first limit valve, a hydraulic cylinder and a first locking component; the hydraulic cylinder comprises a reversing valve; the fluid device, the lifting electromagnetic valve, the first booster, the first limit valve and the hydraulic cylinder are sequentially connected through a connecting pipe; the first locking assembly is mounted on a first side of the vehicle and connected with the first booster, and the first locking assembly is used for controlling connection and disconnection of the carriage and the first side of the frame.

Under the condition that the lifting electromagnetic valve is switched on, fluid of the fluid device sequentially flows to the lifting electromagnetic valve and the first booster, so that the first booster pushes the first locking assembly to be switched from a locking state to an unlocking state, and the first booster pushes the first limiting valve to be switched from a disconnection state to a working state; after the first limiting valve is in a working state, the fluid flowing out of the first booster flows to the reversing valve through the first limiting valve, so that the reversing valve controls the hydraulic cylinder to perform lifting action.

When the lifting electromagnetic valve is not conducted, the first locking assembly is in a locking state, and at the moment, the carriage and the frame are locked together through the first locking assembly. Therefore, the carriage can not shake in the left-right direction, the up-down direction and the front-back direction relative to the frame under the condition that the vehicle runs on a bumpy road or the goods are loaded unevenly, the risk that the shaking frequency of the carriage is the same frequency as the resonance frequency of the whole vehicle is reduced, the vehicle head is prevented from shaking, and the driving safety is improved. In addition, after the shaking of the carriage relative to the frame is reduced or disappears, the impact force of the carriage on the frame is reduced, and therefore the risk of frame fracture is reduced.

The first locking assembly is in a locking state, the first booster does not act on the first limiting valve, the first limiting valve is in a disconnection state at the moment, fluid of the fluid device is prevented from flowing to the reversing valve, namely, the fluid device and the hydraulic cylinder are in disconnection states, accordingly, misoperation of the hydraulic cylinder can be prevented, and safety factors are improved.

After the lifting electromagnetic valve is switched on, fluid in the fluid device flows to the first booster through the lifting electromagnetic valve, so that the first booster starts to work, the first locking assembly is pushed to be switched to an unlocking state, the carriage and the frame are unlocked mutually at the moment, and the first locking assembly also loses the restraint on the carriage and the frame. The first booster drives the first limiting valve to be switched to a working state, and when the first limiting valve is in the working state, fluid can flow to the reversing valve through the first limiting valve, so that the reversing valve controls the hydraulic cylinder to perform lifting action. At the moment, the hydraulic cylinder drives the rear side of the carriage to be lifted upwards relative to the frame, so that the rear side of the carriage inclines upwards relative to the front side of the carriage, and the goods loaded in the carriage are conveniently unloaded.

In some embodiments, the first locking assembly comprises a first hook and a second hook, the first hook is used for being fixedly connected with the carriage, and the second hook is used for being fixedly connected with the frame; in a locking state, the first hook and the second hook are connected with each other so as to connect the carriage with the frame; in the unlocking state, the first hook and the second hook are mutually separated, so that the carriage is separated from the frame.

In some embodiments, the first booster includes a first sleeve, a first spring, and a first push rod; the first sleeve has a first chamber; the first cavity is respectively communicated with the connecting pipe and the interior of the first limiting valve; the first spring is positioned in the first cavity, one end of the first push rod is fixedly connected with the first spring, and the other end of the first push rod is rotatably connected with the second hook and is fixedly connected with the first limiting valve; the fluid device provides fluid for the first chamber, so that the fluid pushes the first spring, the first spring pushes the first push rod, and the first push rod drives the second hook to rotate to be separated from the first hook; and the first push rod drives the first limiting valve to be switched to a working state from a disconnection state.

In some embodiments, the latch system for a vehicle further comprises: the second booster, the second limit valve and the second locking assembly; the second booster and the second limit valve are respectively connected with the connecting pipe, the second booster is positioned between the first booster and the first limit valve, and the second limit valve is positioned between the first limit valve and the hydraulic cylinder; the second locking assembly is arranged on the second side of the vehicle and connected with the second booster, and the second locking assembly is used for controlling the connection and disconnection of the carriage and the second side of the frame; the first side and the second side are opposite sides of the vehicle in the width direction.

Under the condition that the lifting electromagnetic valve is switched on, fluid provided by the fluid device flows from the first booster to the second booster, so that the second booster pushes the second locking assembly to be switched from a locking state to an unlocking state, and the second booster pushes the second limiting valve to be switched from a disconnecting state to a working state; after the second limiting valve is in a working state, fluid flowing out of the second booster flows to the reversing valve through the first limiting valve and the second limiting valve in sequence, so that the reversing valve controls the hydraulic cylinder to perform lifting action.

In some embodiments, the second locking assembly includes a third hook for fixedly connecting to the vehicle cabin and a fourth hook for fixedly connecting to the vehicle frame. In a locking state, the third hook and the fourth hook are connected with each other so as to connect the carriage with the frame; and in the unlocking state, the third hook and the fourth hook are mutually separated, so that the carriage is separated from the frame.

In some embodiments, the second booster includes a second sleeve, a second spring, and a second push rod; the second sleeve has a second chamber; the second chamber is respectively communicated with the connecting pipe and the interior of the second limiting valve; the second spring is located in the second chamber, one end of the second push rod is fixedly connected with the second spring, the other end of the second push rod is rotatably connected with the fourth hook, and the second push rod is fixedly connected with the second limiting valve.

The fluid device also flows from the first booster to the second chamber, so that the fluid pushes the second spring, and the second spring pushes the second push rod, so that the second push rod drives the fourth hook to rotate to be separated from the third hook; and the second push rod drives the second limiting valve to be switched to a working state from a disconnected state.

In some embodiments, the latch system for a vehicle further comprises: a descending solenoid valve; the descending electromagnetic valve is connected with the connecting pipe and is positioned between the fluid device and the hydraulic cylinder; when the descending solenoid valve is turned on, the fluid of the fluid device flows to the reversing valve through the descending solenoid valve, so that the reversing valve controls the hydraulic cylinder to perform the descending action.

In some embodiments, the latch system for a vehicle further comprises: a slow descending electromagnetic valve; the slow descending electromagnetic valve is connected with the connecting pipe and is positioned between the fluid device and the hydraulic cylinder; under the condition that the slow descending electromagnetic valve is conducted, fluid of the fluid device flows to the reversing valve through the slow descending electromagnetic valve, so that the reversing valve controls the hydraulic cylinder to perform slow descending action.

In some embodiments, the latch system for a vehicle further comprises: an ascending switch, a descending switch and a slow descending switch; the ascending switch is electrically connected with the lifting electromagnetic valve, the descending switch is electrically connected with the descending electromagnetic valve, and the slow descending switch is electrically connected with the slow descending electromagnetic valve; under the condition that the lifting switch is closed, the lifting electromagnetic valve is conducted; under the condition that the descending switch is conducted, the descending electromagnetic valve is conducted; and when the slow descending switch is closed, the slow descending electromagnetic valve is conducted.

A second aspect of the present application provides a vehicle comprising: a car body, a frame and a latch system for a vehicle according to any one of the first aspect of the present application; the locking system is arranged on the carriage and the frame, and the carriage is obliquely lifted relative to the frame under the condition that the hydraulic cylinder is controlled by the reversing valve to perform lifting action.

In this application, when the lift solenoid valve did not switch on, first locking Assembly was in the locking state, and at this moment, carriage and frame are in the same place through first locking Assembly locking. Therefore, the carriage can not sway in the left-right direction, the up-down direction and the front-back direction relative to the frame under the condition that the vehicle runs on a bumpy road surface or the goods are loaded unevenly, the risk that the sway frequency of the carriage and the resonance frequency of the whole vehicle have the same frequency is reduced, the vehicle head is prevented from swaying, and the driving safety is improved. In addition, after the shaking of the carriage relative to the frame is reduced or disappears, the impact force of the carriage on the frame is reduced, and therefore the risk of frame fracture is reduced.

First locking Assembly is in the locking state, then first booster does not act on first limit valve, and first limit valve is in the off-state this moment, prevents that fluidic device's fluid from flowing to the switching-over valve, also promptly, fluidic device and pneumatic cylinder are in the off-state to can prevent the pneumatic cylinder malfunction, promote factor of safety.

After the lifting solenoid valve is switched on, the fluid in the fluid device flows to the first booster through the lifting solenoid valve, so that the first booster starts to work, and after the first booster starts to work, the first locking component is pushed to be switched to an unlocking state, at the moment, the carriage and the frame are unlocked mutually, and the first locking component also loses the restraint on the carriage and the frame. The first booster drives the first limiting valve to be switched to a working state, and when the first limiting valve is in the working state, fluid can flow to the reversing valve through the first limiting valve, so that the reversing valve controls the hydraulic cylinder to perform lifting action. At the moment, the hydraulic cylinder drives the rear side of the carriage to be lifted upwards relative to the frame, so that the rear side of the carriage inclines upwards relative to the front side of the carriage, and the goods loaded in the carriage are conveniently unloaded.

Further features of the present application and advantages thereof will become apparent from the following detailed description of exemplary embodiments thereof, which is to be read in connection with the accompanying drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the application and together with the description, serve to explain the principles of the application.

Fig. 1 is a schematic structural diagram of a vehicle according to an embodiment of the present application.

Fig. 2 is a schematic view of the vehicle shown in fig. 1 in another orientation.

Fig. 3 is a block diagram of the locking system shown in fig. 1.

Fig. 4 is a schematic structural view of the first locking assembly, the first limit valve and the first booster shown in fig. 3 connected.

Fig. 5 is a structural view illustrating another direction of the connection of the first locking assembly, the first limit valve and the first booster shown in fig. 4.

Fig. 6 is a schematic view of the construction of another locking system shown in fig. 1.

Fig. 7 is a schematic diagram of a state change structure of the first hook and the second hook when the carriage descends or slowly descends.

The figures are labeled as follows: 1000-vehicle, 100-locking system, 101-connecting pipe, 102-first rotating shaft, 110-fluid device, 120-lifting solenoid valve, 130-first booster, 131-first sleeve, 132-first push rod, 133-first chamber, 140-first limit valve, 141-first limit cylinder, 142-first piston, 150-hydraulic cylinder, 160-first locking component, 161-first hook, 162-second hook, 163-first connecting rod, 164-first locking rod, 165-second connecting rod, 166-second locking rod, 170-second booster, 180-second limit valve, 190-second locking component, 200-descending solenoid valve, 210-slow descending solenoid valve, 220-ascending switch, 230-descending switch, 240-slow descending switch, 300-vehicle head, 310-vehicle cabin, 320-vehicle frame.

Detailed Description

Various exemplary embodiments of the present application will now be described in detail with reference to the accompanying drawings. It should be noted that: the relative arrangement of the components and steps, the numerical expressions, and numerical values set forth in these embodiments do not limit the scope of the present application unless specifically stated otherwise.

The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the application, its application, or uses.

Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate.

In all examples shown and discussed herein, any particular value should be construed as exemplary only and not as limiting. Thus, other examples of the exemplary embodiments may have different values.

Referring to fig. 1 and 2, in fig. 1 and 2, an X axis is a front-rear direction of the vehicle 1000, a Y axis is a left-right direction of the vehicle 1000, and a Z axis is a top-bottom direction of the vehicle 1000. The positive X-axis direction is the front side of the vehicle 1000, the negative X-axis direction is the rear side of the vehicle 1000, the positive Y-axis direction is the left side of the vehicle 1000, and the negative Y-axis direction is the right side of the vehicle 1000. The positive Z-axis direction is the upper side of the vehicle 1000, and the negative Z-axis direction is the lower side of the vehicle 1000.

The embodiment of the application provides a vehicle 1000, which comprises a carriage 310, a frame 320, a headstock and a locking system 100.

Wherein, the locomotive is located the front side of vehicle 1000, mainly plays the effect of drawing whole vehicle 1000. The frame 320 and the cabin 310 are located on the rear side of the vehicle 1000. The car 310 is located on the upper side of the frame 320. The frame 320 is used for carrying the carriage 310, and the carriage 310 is used for loading goods. The front side of the car 310 can be lifted with respect to the frame 320 to incline the car 310, and particularly, the front side of the car 310 is higher than the rear side of the car 310, so as to unload the cargo in the car 310.

Wherein, the rear side of the carriage 310 is connected with the rear side of the frame 320 through a rotating shaft, and the front side or the position close to the front side of the carriage 310 is connected with the frame 320 through a lifting mechanism. The locking system 100 is used for connecting the carriage 310 and the frame 320, and prevents the carriage 310 from shaking in the front-back, up-down or left-right directions during driving. When the car 310 is raised to unload cargo, the locking system 100 releases the car 310 and the carriage 320 from each other to facilitate unloading of cargo from the car 310.

In some embodiments, referring to fig. 3, the latching system 100 includes a fluid device, a lift solenoid valve 120, a first booster 130, a first limit valve 140, a hydraulic cylinder 150, and a first latching assembly 160; the hydraulic cylinder 150 includes a directional valve. The hydraulic cylinder 150 is the lifting mechanism, and in other embodiments, the lifting mechanism may be a pneumatic cylinder.

Wherein, the fluid device, the lifting solenoid valve 120, the first booster 130, the first limit valve 140 and the hydraulic cylinder 150 are connected in sequence through a connecting pipe 101; the first locking assembly 160 is installed at a first side of the vehicle 1000 and is connected with the first booster 130, and the first locking assembly 160 is used to control the connection and disconnection of the first side of the vehicle compartment 310 and the vehicle frame 320. The first side is the left or right side of the vehicle 1000.

With the lift solenoid valve 120 closed, the first locking assembly 160 is in a locked state. Under the condition that the lifting solenoid valve 120 is turned on, the fluid of the fluid device sequentially flows to the lifting solenoid valve 120 and the first booster 130, so that the first booster 130 pushes the first locking assembly 160 to be switched from the locking state to the unlocking state, and the first booster 130 pushes the first limiting valve 140 to be switched from the off state to the working state; after the first limit valve 140 is in the working state, the fluid flowing out of the first booster 130 flows to the direction switching valve through the first limit valve 140, so that the direction switching valve controls the hydraulic cylinder 150 to perform the lifting action.

When the lifting solenoid valve 120 is not conducted, the first locking assembly 160 is in a locking state, and at the moment, the compartment 310 and the frame 320 are locked together through the first locking assembly 160. Therefore, the carriage 310 can not shake left and right, up and down and front and back relative to the frame 320 under the condition that the vehicle 1000 runs on a bumpy road or the goods are loaded unevenly, the risk that the shaking frequency of the carriage 310 and the resonance frequency of the whole vehicle 1000 have the same frequency is reduced, the vehicle head is prevented from shaking, and the driving safety is improved. In addition, after the shaking of the car 310 relative to the frame 320 is reduced or eliminated, the impact force of the car 310 on the frame 320 is reduced, thereby reducing the risk of breakage of the frame 320.

When the first locking assembly 160 is in the locking state, the first booster 130 does not act on the first limiting valve 140, and at this time, the first limiting valve 140 is in the off state, so that the fluid of the fluid device is prevented from flowing to the reversing valve, that is, the fluid device and the hydraulic cylinder 150 are in the off state, and therefore the hydraulic cylinder 150 can be prevented from being in malfunction, and the safety factor is improved.

After the lifting solenoid valve 120 is turned on, the fluid in the fluid device flows to the first booster 130 through the lifting solenoid valve 120, so that the first booster 130 starts to work, and after the first booster 130 starts to work, the first locking assembly 160 is pushed to switch to the unlocking state, at this time, the compartment 310 and the frame 320 are unlocked from each other, that is, the first locking assembly 160 loses the constraint on the compartment 310 and the frame 320. The first booster 130 also drives the first limit valve 140 to switch to a working state, and when the first limit valve 140 is in the working state, the fluid can flow to the directional valve through the first limit valve 140, so that the directional valve controls the hydraulic cylinder 150 to perform a lifting action. At this time, the hydraulic cylinder 150 drives the rear side of the car 310 to be lifted upward with respect to the frame 320, so that the rear side of the car 310 is tilted upward with respect to the front side of the car 310, thereby facilitating the unloading of the goods loaded in the car 310.

Utilize first booster 130, first limit valve 140 to realize the linkage of first locking subassembly 160 and pneumatic cylinder 150, before guaranteeing the carriage lifting, first locking subassembly 160 is in the unblock state, prevents that first locking subassembly 160 from not unblock the carriage just begins to rise, has reduced first locking subassembly 160 and has leaded to the risk that frame and carriage warp, has increased factor of safety. In addition, the whole process is automatically finished, the first locking component 160 does not need to be manually operated to switch the state, and the operation difficulty is reduced.

In some embodiments, the fluid device may be specifically an air compressor, a hydraulic oil pump, or the like. After the lifting solenoid valve 120 is turned on, the compressed gas provided by the air compressor flows to the lifting solenoid valve 120 and the first booster 130 in sequence, so that the first booster 130 starts to operate. After the hydraulic oil pump is turned on by the lifting solenoid valve 120, the hydraulic oil supplied from the hydraulic oil pump flows to the lifting solenoid valve 120 and the first booster 130 in sequence, so that the first booster 130 starts to operate. In other words, the fluid provided by the fluid device may be compressed air or hydraulic oil.

In some embodiments, the lift solenoid valve 120 is a direct acting solenoid valve. The direct-acting solenoid valve includes a solenoid, a closure member, a valve seat, and the like. After the lifting solenoid valve 120 is energized, the solenoid coil in the lifting solenoid valve 120 generates electromagnetic force to lift the closure member from the valve seat, and the direct acting solenoid valve is in a conducting state. At this time, the fluid can enter the interior of the direct-acting solenoid valve from one end of the direct-acting solenoid valve and then flow out of the direct-acting solenoid valve from the other end.

In some embodiments, referring to fig. 4 and 5, the first locking assembly 160 includes a first hook 161 and a second hook 162, the first hook 161 is configured to be fixedly connected to the car 310, and the second hook 162 is configured to be fixedly connected to the frame 320. In the locked state, the first hook 161 and the second hook 162 are coupled to each other to couple the cabin 310 and the frame 320; in the unlocked state, the first and second hooks 161 and 162 are disengaged from each other to disengage the cabin 310 and the frame 320.

The first hook 161 and the second hook 162 are both substantially L-shaped, the first hook 161 includes a first connecting rod 163 and a first locking rod 164, which are fixedly connected at ends, and the first connecting rod 163 and the first locking rod 164 form an included angle of substantially 90 degrees. The second hook 162 includes a second connecting rod 165 and a second locking rod 166, which are fixedly connected at their ends, and the second connecting rod 165 and the second locking rod 166 are substantially at a 90 degree angle.

The end of the first connecting rod 163 remote from the first locking rod 164 is fixedly connected to the car 310, and the end of the second connecting rod 165 remote from the second locking rod 166 is rotatably connected to the first booster 130. And the axial directions of the first and second connecting rods 163 and 165 are parallel to the Z-axis direction. In the locked state, the first lock lever 164 and the second lock lever 166 are pressed against each other, and at this time, the first hook 161 and the second hook 162 assume a state of being hooked to each other. Specifically, the axial directions of the first locking lever 164 and the second locking lever 166 are both parallel to the X-axis direction, and the second locking lever 166 is laminated and pressed against the upper side of the first locking lever 164. Therefore, the carriage 310 and the frame 320 are connected with each other, and the carriage 310 is prevented from shaking violently relative to the frame 320. In the unlocked state, the first booster 130 pushes the second connecting rod 165 to rotate, so as to drive the second locking rod 166 to gradually disengage from the first locking rod 164, thereby achieving the mutual disengagement of the carriage 310 and the frame 320 and avoiding affecting the unloading of the carriage 310. The first locking component 160 with the structure has the advantages of simple structure, good connection effect, easy direct switching between the connection state and the disconnection state, easy processing, easy installation and lower cost.

In some embodiments, the first booster 130 includes a first sleeve 131, a first spring, and a first push rod 132; the first sleeve 131 has a first chamber 133; the first chamber 133 is communicated with the inside of the connection pipe 101 and the first limit valve 140, respectively; the first spring is located in the first chamber 133, one end of the first push rod 132 is fixedly connected to the first spring, and the other end of the first push rod 132 is rotatably connected to the second hook 162 and is fixedly connected to the first limit valve 140. The fluid device provides fluid into the first chamber 133, so that the fluid pushes the first spring, and the first spring pushes the first push rod 132, so that the first push rod 132 drives the second hook 162 to rotate to be disengaged from the first hook 161; and the first push rod 132 drives the first limit valve 140 to switch from the off state to the on state.

The other end of the first push rod 132 is rotatably connected to the second hook 162, and specifically, the other end of the first push rod 132 is rotatably connected to the end of the second connecting rod 165 of the second hook 162. And the first push rod 132 is connected to the second connecting rod 165 of the second hook 162 through the first rotating shaft 102. The first booster 130 has a simple structure and a low cost, and can well drive the first locking assembly 160 to switch to an unlocking state.

In some embodiments, the first limit valve 140 includes a first limit cylinder 141 and a first piston 142, the first piston 142 is located inside the first limit cylinder 141, and one end of the first piston 142 extends out of the first limit cylinder 141 and is fixedly connected to the first push rod 132 of the first booster 130. The wall of the first limiting cylinder 141 is provided with a first hole, and the first hole is communicated with the inside of the first limiting cylinder 141 and the inside of the connecting pipe 101.

When the first booster 130 does not act on the first limit valve 140, that is, the first push rod 132 of the first booster 130 does not push the first piston 142 to slide along the wall of the first limit cylinder 141, the first piston 142 closes the first hole, so that the inside of the first limit cylinder 141 and the inside of the connection pipe 101 are in a disconnected state, and therefore, fluid cannot flow to the direction valve through the first limit valve 140, so that the fluid device and the hydraulic cylinder 150 are in a disconnected state.

The first booster 130 pushes the first limit valve 140 to switch to an operating state, that is, the first push rod 132 of the first booster 130 pushes the first piston 142 to slide along the wall of the first limit cylinder 141, at which time the first piston 142 exposes the first hole, so that the inside of the first limit cylinder 141 and the inside of the connecting pipe 101 are in a communication state, and therefore, the fluid can flow through the first limit valve 140 to the direction valve, so that the direction valve control hydraulic cylinder 150 performs a lifting action. The first limiting valve 140 with the structure has the advantages of simple structure, easiness in installation and lower cost.

In some embodiments, referring to fig. 6, latching system 100 further comprises a second booster 170, a second limit valve 180, and a second latching assembly 190.

The second booster 170 and the second limit valve 180 are respectively connected with the connecting pipe 101, the second booster 170 is positioned between the first booster 130 and the first limit valve 140, and the second limit valve 180 is positioned between the first limit valve 140 and the hydraulic cylinder 150; a second locking assembly 190 is installed at a second side of the vehicle 1000 and connected with the second booster 170, the second locking assembly 190 is used for controlling connection and disconnection of the second side of the vehicle compartment 310 and the vehicle frame 320; the first side and the second side are opposite sides of the vehicle 1000 in the width direction. Wherein the first side is the left side of the vehicle 1000, and the second side is the right side of the vehicle 1000; when the first side is the right side of the vehicle 1000, the second side is the left side of the vehicle 1000.

With the lifting solenoid valve 120 turned on, the fluid provided by the fluid device also flows from the first booster 130 to the second booster 170, so that the second booster 170 pushes the second locking assembly 190 to switch from the locked state to the unlocked state, and the second booster 170 pushes the second limit valve 180 to switch from the off state to the working state; after the second limit valve 180 is in the working state, the fluid flowing out of the second booster 170 flows to the direction switching valve through the first limit valve 140 and the second limit valve 180 in sequence, so that the direction switching valve controls the hydraulic cylinder 150 to perform the lifting action.

The following description will be made in detail with the first side being the left side and the second side being the right side.

When the lifting solenoid valve 120 is not conducted, the first locking assembly 160 is in a locking state, at this time, the left sides of the carriage 310 and the frame 320 are locked together by the first locking assembly 160, the second locking assembly 190 is in a locking state, and at this time, the right sides of the carriage 310 and the frame 320 are locked together by the second locking assembly 190. Two locking assemblies are provided to make the connection between the car 310 and the frame 320 more reliable. Therefore, the carriage 310 can not shake left and right, up and down and front and back relative to the frame 320 under the condition that the vehicle 1000 runs on a bumpy road or the goods are loaded unevenly, the risk that the shaking frequency of the carriage 310 and the resonance frequency of the whole vehicle 1000 have the same frequency is reduced, the vehicle head is prevented from shaking, and the driving safety is improved. In addition, after the shaking of the car 310 relative to the frame 320 is reduced or eliminated, the impact force of the car 310 on the frame 320 is reduced, thereby reducing the risk of breakage of the frame 320.

First locking subassembly 160 and second locking subassembly 190 are in the locking state, and then first booster 130 does not act on first limit valve 140, and second booster 170 does not act on second limit valve 180, and first limit valve 140 and second limit valve 180 are all in the off-state this moment, prevent that the fluid of fluidic device from flowing to the switching-over valve, promptly, fluidic device and pneumatic cylinder 150 are in the off-state to can prevent pneumatic cylinder 150 malfunction, promote factor of safety.

After the lifting solenoid valve 120 is turned on, the fluid in the fluid device flows to the first booster 130 through the lifting solenoid valve 120, then flows from the first booster 130 to the second booster 170, and flows to the first limit valve 140 after flowing out from the second booster 170. After the fluid flows to the first booster 130, the first booster 130 starts to work, and after the first booster 130 starts to work, the first locking assembly 160 is pushed to switch to the unlocking state, at this time, the left sides of the carriage 310 and the frame 320 are unlocked from each other, that is, the first locking assembly 160 loses the constraint on the left sides of the carriage 310 and the frame 320. After the fluid flows to the second booster 170, the second booster 170 starts to work, and after the second booster 170 starts to work, the second locking assembly 190 is pushed to switch to the unlocking state, at this time, the right sides of the carriage 310 and the frame 320 are unlocked from each other, that is, the second locking assembly 190 loses the constraint on the right sides of the carriage 310 and the frame 320.

The first booster 130 also drives the first limit valve 140 to switch to the working state, and the second booster 170 also drives the second limit valve 180 to switch to the working state. When the first limit valve 140 and the second limit valve 180 are both in the working state, the fluid flowing out of the second booster 170 flows to the first limit valve 140, then flows from the first limit valve 140 to the second limit valve 180, and then flows from the second limit valve 180 to the direction valve, so that the direction valve control hydraulic cylinder 150 performs the lifting action. At this time, the hydraulic cylinder 150 drives the rear side of the car 310 to be lifted upward with respect to the frame 320, so that the rear side of the car 310 is tilted upward with respect to the front side of the car 310, thereby facilitating unloading of the cargo loaded in the car 310.

As can be seen from the above, after the lift solenoid valve 120 is turned on, the first booster 130, the second booster 170, the first limit valve 140 and the second limit valve 180 are sequentially communicated. At this time, the fluid supplied from the fluid device flows to the direction change valve of the hydraulic cylinder 150 through the first booster 130, the second booster 170, the first limit valve 140, and the second limit valve 180 in sequence. In other words, if either one of the first limit valve 140 and the second limit valve 180 is not in an operating state, fluid cannot flow to the direction valve. The first limit valve 140 and the second limit valve 180 must be operated at the same time, and fluid flows to the direction valve to operate the direction valve control cylinder 150.

The first limit valve 140 is in an operating state, and the first push rod 132 of the first booster 130 must push the first piston 142 of the first limit valve 140. The first push rod 132 of the first booster 130 pushes the first piston 142 of the first limit valve 140 and also pushes the second hook 162 to rotate, that is, when the first limit valve 140 is in an operating state, the second hook 162 and the first hook 161 are in a state of being disengaged from each other.

The second limit valve 180 is in an operating state, and the second push rod of the second booster 170 must push the second piston of the second limit valve 180. The second push rod of the second booster 170 pushes the second piston of the second limit valve 180 and also simultaneously pushes the second hook 162 to rotate, that is, when the second limit valve 180 is in a working state, the second hook 162 and the second hook 162 are in a state of being separated from each other.

That is, the first limit valve 140 can be operated only when the first locking assembly 160 is in the unlocked state. When the second locking assembly 190 is in the unlocked state, the second limit valve 180 can be in the working state. Therefore, only when the first latch assembly 160 and the second latch assembly 190 are in the unlocked state, the fluid can flow to the directional valve smoothly, so that the directional valve controls the hydraulic cylinder 150 to perform the lifting motion. Thus, the hydraulic cylinder 150 can be prevented from being erroneously operated, and the safety factor is increased.

The first locking assembly 160 and the hydraulic cylinder 150 are linked by the first booster 130 and the first limit valve 140, and the second locking assembly 190 and the hydraulic cylinder 150 are linked by the second booster 170 and the second limit valve 180. Before the carriage is lifted, the first locking assembly 160 and the second locking assembly 190 are both in an unlocked state, the first locking assembly 160 and/or the second locking assembly 190 are prevented from starting to ascend without unlocking the carriage, the risk that the carriage and the carriage are deformed due to the first locking assembly 160 and/or the second locking assembly 190 is reduced, and the safety factor is increased. In addition, the whole process is automatically completed, the first locking assembly 160 and the second locking assembly 190 do not need to be manually operated to switch the states, and the operation difficulty is reduced.

In addition, first booster 130, second booster 170, first limit valve 140, second limit valve 180 connect gradually on connecting pipe 101, also belong to the linkage state, in other words, any one of them part goes wrong, and pneumatic cylinder 150 can not move, and then has increased factor of safety, and whole process automation is accomplished, has reduced the operation degree of difficulty.

In some embodiments, second locking assembly 190 is identical in construction to first locking assembly 160. The second locking assembly 190 includes a third hook and a fourth hook, the third hook is used for being fixedly connected with the carriage 310, and the fourth hook is used for being fixedly connected with the right side of the frame 320.

In the locked state, the third and fourth hooks are connected to each other to connect the car 310 and the frame 320; in the unlocked state, the third hook and the fourth hook are disengaged from each other to disengage the car 310 and the frame 320.

The third hook and the fourth hook are both approximately L-shaped, the third hook comprises a third connecting rod and a third locking rod which are fixedly connected with each other at the end parts, and the third connecting rod and the third locking rod are approximately at an included angle of 90 degrees. The fourth hook comprises a fourth connecting rod and a fourth locking rod which are fixedly connected at the end parts, and the fourth connecting rod and the fourth locking rod are approximately at an included angle of 90 degrees.

The end part of the third connecting rod far away from the third locking rod is fixedly connected with the carriage 310, and the end part of the fourth connecting rod far away from the fourth locking rod is rotatably connected with the third booster. And the axial directions of the third connecting rod and the fourth connecting rod are parallel to the Z-axis direction. Under the locking state, third locking pole and fourth locking pole support each other and press, and third couple and fourth couple demonstrate the state of mutual hook-and-loop this moment. Specifically be the axial of third locking pole and fourth locking pole all is on a parallel with the X axle direction, and the fourth locking pole is range upon range of to support and press the upside at third locking pole. Therefore, the mutual connection of the carriage 310 and the frame 320 is realized, and the violent shaking of the carriage 310 relative to the frame 320 is prevented. Under the unlocking state, the second booster 170 pushes the fourth connecting rod to rotate so as to drive the fourth locking rod to be separated from the third locking rod gradually, so that the carriage 310 and the frame 320 are separated from each other, and the carriage 310 is prevented from being influenced to unload.

The second locking assembly 190 with the structure is simple in structure, good in connection effect, easy to process, easy to install and low in cost, and can be directly switched between a connection state and a separation state.

In some embodiments, the second booster 170 includes a second sleeve, a second spring, and a second push rod; the second sleeve has a second chamber; the second chamber is respectively communicated with the inside of the connecting pipe 101 and the second limit valve 180; the second spring is located in the second chamber, one end of the second push rod is fixedly connected with the second spring, the other end of the second push rod is rotatably connected with the fourth hook, and the second push rod is fixedly connected with the second limiting valve 180.

The fluid device also flows from the first booster 130 to the second chamber, so that the fluid pushes the second spring, and the second spring pushes the second push rod, so that the second push rod drives the fourth hook to rotate to be separated from the third hook; and the second push rod drives the second limit valve 180 to switch from the off state to the working state.

The other end of the second push rod is rotatably connected with a fourth hook, in particular to the end part of a fourth connecting rod, which is rotatably connected with the fourth hook, of the other end of the second push rod. And the second push rod is connected with a fourth connecting rod of the fourth hook through a second rotating shaft. The second booster 170 has a simple structure and a low cost, and can well drive the second locking assembly 190 to switch to the unlocking state.

In some embodiments, the second limit valve 180 is identical in structure to the first limit valve 140. The second limiting valve 180 comprises a second limiting cylinder and a second piston, the second piston is located inside the second limiting cylinder, and one end of the second piston extends out of the second limiting cylinder and is fixedly connected with a second push rod of the second booster 170. The wall of the second limiting cylinder is provided with a second hole, and the second hole is communicated with the inside of the second limiting cylinder and the inside of the connecting pipe 101.

When the second booster 170 does not act on the second limit valve 180, that is, the second push rod of the second booster 170 does not push the second piston to slide along the wall of the second limit cylinder, the second piston closes the second hole, so that the inside of the second limit cylinder and the inside of the connecting pipe 101 are in a disconnected state, and therefore, the fluid cannot flow to the reversing valve through the second limit valve 180, so that the fluid device and the hydraulic cylinder 150 are in a disconnected state.

The second booster 170 pushes the second limiting valve 180 to switch to a working state, that is, the second push rod of the second booster 170 pushes the second piston to slide along the wall of the second limiting cylinder, at this time, the second piston is exposed out of the second hole, so that the inside of the second limiting cylinder and the inside of the connecting pipe 101 are in a communication state, and therefore, the fluid can flow through the second limiting valve 180 to the reversing valve, so that the reversing valve controls the hydraulic cylinder 150 to perform a lifting action.

The second limiting valve 180 with the structure is simple in structure, easy to install and low in cost.

In some embodiments, closure system 100 further comprises: a descent solenoid valve 200; the lowering solenoid valve 200 is connected to the connection pipe 101 and is located between the fluid device and the hydraulic cylinder 150. With the descent solenoid valve 200 turned on, the fluid of the fluid device flows to the directional valve through the descent solenoid valve 200 to cause the directional valve control cylinder 150 to perform the descent motion. The descent solenoid valve 200 is a direct-acting solenoid valve. The direct-acting solenoid valve includes a solenoid, a closing member, a valve seat, and the like. After the solenoid valve 200 is energized, the solenoid coil in the solenoid valve 200 generates electromagnetic force to lift the closure member from the valve seat, and the direct-acting solenoid valve is in the on state. At this time, the fluid can enter the interior of the direct-acting solenoid valve from one end of the direct-acting solenoid valve and then flow out of the direct-acting solenoid valve from the other end.

When the down solenoid 200 is turned on, the lift solenoid 120 is turned off. The fluid of the fluid device flows to the direction valve through the lowering solenoid valve 200, and the direction valve controls the hydraulic cylinder 150 to perform a lowering motion.

In some embodiments, closure system 100 further comprises: a slow descent solenoid valve 210; the descent solenoid valve 210 is connected to the connection pipe 101 and is located between the fluid device and the hydraulic cylinder 150. When the slow down solenoid valve 210 is turned on, the fluid of the fluid device flows to the direction switching valve through the slow down solenoid valve 210, so that the direction switching valve controls the hydraulic cylinder 150 to perform the slow down operation. The slow lowering solenoid valve 210 is a direct-acting solenoid valve. The direct-acting solenoid valve includes a solenoid, a closure member, a valve seat, and the like. After the slow down solenoid valve 210 is energized, the solenoid coil in the slow down solenoid valve 210 generates electromagnetic force to lift the closure member from the valve seat, and the direct acting solenoid valve is in a conducting state. At this time, the fluid can enter the interior of the direct-acting solenoid valve from one end of the direct-acting solenoid valve and then flow out of the direct-acting solenoid valve from the other end.

When the slow lowering solenoid valve 210 is turned on, the lifting solenoid valve 120 is not turned on. The fluid of the fluid device flows to the directional valve through the slow lowering solenoid valve 210, and the directional valve controls the hydraulic cylinder 150 to perform a slow lowering motion.

It can be understood that only one of the lift solenoid valve 120, the lower solenoid valve 200, and the slow-down solenoid valve 210 can be in the on state at a time, and the other two are in the off state.

Although both the lowering solenoid valve 200 and the slow lowering solenoid valve 210 can cause the hydraulic cylinder 150 to perform a lowering operation, the lowering solenoid valve 200 can cause a large amount of fluid to flow to the directional valve of the hydraulic cylinder 150 in a unit time after being turned on, and thus the hydraulic cylinder 150 can rapidly lower the car 310. After the slow lowering solenoid valve 210 is turned on, less fluid can be made to flow to the directional control valve of the hydraulic rod per unit time, and therefore, the hydraulic cylinder 150 can slowly lower the car 310.

Referring to fig. 7, the carriage 310 descends or slowly descends to make the first hook 161 of the first locking assembly not contact the second hook 162, and when the carriage descends or slowly descends continuously, the first hook 161 contacts the second hook 162; next, under the action of gravity of the carriage 310, the carriage 310 drives the first hook 161 to push the second hook 162, so that the second hook 162 rotates counterclockwise by overcoming the elastic force of the first spring, when the first locking rod 164 of the first hook 161 extends to the lower side of the second locking rod 166 of the second hook 162, the pushing force of the first hook 161 on the first hook 162 disappears, the first spring resets, and drives the second hook 162 to rotate clockwise to the hook of the first hook 161 and the second hook 162, specifically, the first locking rod 164 is stacked on the upper side of the second locking rod 166.

The second locking assembly 190 has the same reason as the first locking assembly, when the carriage 310 descends or slowly descends, the third hook of the second locking assembly 190 does not contact the fourth hook, and when the carriage continues to descend or slowly descends, the third hook contacts the fourth hook; then under the action of gravity of the carriage 310, the carriage 310 drives the third hook to push the fourth hook, so that the fourth hook overcomes the elastic force of the first spring and rotates in the counterclockwise direction, when the third locking rod of the third hook extends to the lower side of the fourth locking rod of the fourth hook, the pushing force of the third hook on the first hook 162 disappears, the first spring resets, the fourth hook is driven to rotate clockwise to the third hook and the fourth hook fastener, and specifically, the third locking rod is stacked on the upper side of the fourth locking rod.

In some embodiments, closure system 100 further comprises: a rise switch 220, a fall switch 230, and a slow fall switch 300. The ascending switch 220 is electrically connected to the ascending solenoid valve 120, the descending switch 230 is electrically connected to the descending solenoid valve 200, and the slow descending switch 300 is electrically connected to the slow descending solenoid valve 210. When the up switch 220 is closed, the lift solenoid valve 120 is turned on; when the down switch 230 is turned on, the down solenoid valve 200 is turned on; when the slow down switch 300 is closed, the slow down solenoid valve 210 is turned on.

The ascending switch 220, the descending switch 230 and the slow descending switch 300 may be disposed at a vehicle head, specifically, in a cab, or may be disposed on a vehicle frame 320. When it is desired to lift the car 310 for unloading, the user may press the lift switch 220 to close the lift switch 220. When it is desired to lower the car 310, the user may press the down switch 230 to close the down switch 230. When the car 310 needs to be slowly lowered, the user can press the slow-lowering switch 300 to close the slow-lowering switch 300.

Although some specific embodiments of the present application have been described in detail by way of example, it should be understood by those skilled in the art that the above examples are for illustrative purposes only and are not intended to limit the scope of the present application. It will be appreciated by those skilled in the art that modifications may be made to the above embodiments without departing from the scope and spirit of the present application. The scope of the application is defined by the appended claims.

Claims (10)

1. A latching system for a vehicle, the vehicle comprising a cabin and a frame; characterized in that the locking system for a vehicle comprises: the device comprises a fluid device, a lifting electromagnetic valve, a first booster, a first limit valve, a hydraulic cylinder and a first locking component; the hydraulic cylinder comprises a reversing valve;

the fluid device, the lifting electromagnetic valve, the first booster, the first limit valve and the hydraulic cylinder are sequentially connected through connecting pipes; the first locking assembly is arranged on a first side of the vehicle and is connected with the first booster, and the first locking assembly is used for controlling connection and disconnection of the carriage and the first side of the frame;

the first locking component is in a locking state under the condition that the lifting solenoid valve is closed;

under the condition that the lifting electromagnetic valve is conducted, fluid of the fluid device sequentially flows to the lifting electromagnetic valve and the first booster, so that the first booster pushes the first locking assembly to be switched from a locking state to an unlocking state, and the first booster pushes the first limiting valve to be switched from a disconnecting state to a working state; after the first limiting valve is in a working state, the fluid flowing out of the first booster flows to the reversing valve through the first limiting valve, so that the reversing valve controls the hydraulic cylinder to perform lifting action.

2. The latching system for a vehicle of claim 1, wherein said first latch assembly comprises a first hook for fixed connection to said cabin and a second hook for fixed connection to said frame;

in the locked state, the first hook and the second hook are connected with each other to connect the carriage with the frame; in the unlocked state, the first hook and the second hook are disengaged from each other, so that the carriage is disengaged from the frame.

3. The latch system for a vehicle of claim 2, wherein the first booster includes a first sleeve, a first spring, and a first push rod; the first sleeve has a first chamber; the first chamber is communicated with the connecting pipe and the interior of the first limiting valve respectively; the first spring is positioned in the first cavity, one end of the first push rod is fixedly connected with the first spring, and the other end of the first push rod is rotatably connected with the second hook and is fixedly connected with the first limiting valve;

the fluid device provides fluid into the first chamber, so that the fluid pushes the first spring, the first spring pushes the first push rod, and the first push rod drives the second hook to rotate to be separated from the first hook; and enabling the first push rod to drive the first limiting valve to be switched to a working state from a disconnection state.

4. The locking system for a vehicle according to any one of claims 1 to 3, characterized by further comprising: the second booster, the second limit valve and the second locking assembly;

the second booster and the second limit valve are respectively connected with the connecting pipe, the second booster is positioned between the first booster and the first limit valve, and the second limit valve is positioned between the first limit valve and the hydraulic cylinder; the second locking assembly is arranged on the second side of the vehicle and is connected with the second booster, and the second locking assembly is used for controlling connection and disconnection of the carriage and the second side of the frame; the first side and the second side are opposite sides of the vehicle in the width direction;

under the condition that the lifting solenoid valve is closed, the second locking assembly is in a locking state;

under the condition that the lifting electromagnetic valve is conducted, the fluid provided by the fluid device also flows from the first booster to the second booster, so that the second booster pushes the second locking assembly to be switched from a locking state to an unlocking state, and the second booster pushes the second limiting valve to be switched from a disconnecting state to a working state; after the second limiting valve is in a working state, fluid flowing out of the second booster sequentially flows to the reversing valve through the first limiting valve and the second limiting valve, so that the reversing valve controls the hydraulic cylinder to perform lifting action.

5. The latching system for a vehicle of claim 4, wherein said second latch assembly comprises a third latch hook for fixed connection to said cabin and a fourth latch hook for fixed connection to said frame;

in the locked state, the third hook and the fourth hook are connected with each other to connect the carriage with the frame; and in the unlocking state, the third hook and the fourth hook are mutually separated, so that the carriage is separated from the frame.

6. The latch system for a vehicle of claim 5, wherein the second booster includes a second sleeve, a second spring, and a second push rod; the second sleeve has a second chamber; the second chamber is respectively communicated with the connecting pipe and the interior of the second limiting valve; the second spring is positioned in the second chamber, one end of the second push rod is fixedly connected with the second spring, and the other end of the second push rod is rotatably connected with the fourth hook and is fixedly connected with the second limiting valve;

the fluid device also flows from the first booster to the second chamber, so that the fluid pushes the second spring, and the second spring pushes the second push rod, so that the second push rod drives the fourth hook to rotate to be separated from the third hook; and the second push rod drives the second limiting valve to be switched to a working state from a disconnected state.

7. The latch system for a vehicle according to claim 4, further comprising: a descending solenoid valve; the descending electromagnetic valve is connected with the connecting pipe and is positioned between the fluid device and the hydraulic cylinder;

when the descending solenoid valve is turned on, the fluid of the fluid device flows to the reversing valve through the descending solenoid valve, so that the reversing valve controls the hydraulic cylinder to perform a descending action.

8. The latch system for a vehicle according to claim 7, further comprising: a slow descending electromagnetic valve; the slow descending electromagnetic valve is connected with the connecting pipe and is positioned between the fluid device and the hydraulic cylinder;

and under the condition that the slow descending electromagnetic valve is conducted, fluid of the fluid device flows to the reversing valve through the slow descending electromagnetic valve, so that the reversing valve controls the hydraulic cylinder to perform slow descending action.

9. The latching system for a vehicle of claim 8, further comprising: an ascending switch, a descending switch and a slow descending switch;

the ascending switch is electrically connected with the lifting electromagnetic valve, the descending switch is electrically connected with the descending electromagnetic valve, and the slow descending switch is electrically connected with the slow descending electromagnetic valve;

when the lifting switch is closed, the lifting electromagnetic valve is conducted; when the descending switch is turned on, the descending electromagnetic valve is turned on; and under the condition that the slow descending switch is closed, the slow descending electromagnetic valve is conducted.

10. A vehicle, characterized by comprising: a car, a frame and a locking system for a vehicle as claimed in any one of claims 1 to 9;

the locking system is arranged on the carriage and the frame, and the carriage inclines and lifts relative to the frame under the condition that the hydraulic cylinder is controlled by the reversing valve to perform lifting action.

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