CN203601258U - Engineering vehicle chassis brake control system and crane - Google Patents
Engineering vehicle chassis brake control system and crane Download PDFInfo
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- CN203601258U CN203601258U CN201320636890.6U CN201320636890U CN203601258U CN 203601258 U CN203601258 U CN 203601258U CN 201320636890 U CN201320636890 U CN 201320636890U CN 203601258 U CN203601258 U CN 203601258U
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Abstract
The utility model discloses an engineering vehicle chassis brake control system and a crane, and relates to the technical field of engineering vehicles. The technical problem that in the prior art, brake capacity is poor is solved. The engineering vehicle chassis brake control system comprises a foot brake valve, a first foot relay valve, a left triaxial brake chamber, a right triaxial brake chamber and a first air storage tank, wherein an air inlet of the first foot relay valve is communicated with an air outlet of the first air storage tank, one of two air outlets of the first foot relay valve is communicated with a service brake air flow inlet of the left triaxial brake chamber, and the other one of the air outlets of the first foot relay valve is communicated with a service brake air flow inlet of the left triaxial brake chamber. The crane comprises a rear axle brake air channel, and the rear axle brake air channel comprises the engineering vehicle chassis brake control system. The brake performance of a crane chassis brake control system is improved.
Description
Technical field
The utility model relates to engineering truck technical field, relate in particular to a kind of engineering vehicle chassis braking control system and the hoisting crane of this project vehicle chassis braking control system is set, the full Terrain Cranes of this project vehicle chassis braking control system is particularly set.
Background technology
At present, the mode that brake system mainly adopts, is mainly divided into mechanical braking, hydraulic braking and compression air brake according to the type of transmission of braking energy.
1) mechanical braking: because lock torque is large, reliability is high, effective and be used, but this kind of brake structure complexity handled sensitieness and reaction rapidity is poor.
2) hydraulic braking: there is the Portable power saving of manipulation, be quick on the draw, the feature such as simple in structure, quality is little, but hydraulic braking moment shakiness, piping layout difficulty, therefore generally combines use with compression air brake structure.
3) compression air brake: there is braking rapidly steadily, brake off feature thoroughly rapidly, Energy Transfer is safe and reliable, pollution-free, handles Portable power saving to alleviate the labour intensity of chaufeur, is Energy Transfer mode the most frequently used in current brake system.
At present, the complete conventional braking control system of Terrain Cranes is double loop gas circuit braking control system.Car load brake system comprises service brake, braking during standstill, emergency braking and auxiliary braking; the high pressure gas of being exported by Air compressor filter and enter four-loop protection valve through dryer; form four independently pneumatic circuits; these four loops connect respectively high-pressure gas container, guarantee that each loop moment meets required air pressure while braking.Wherein:
21 loops and 22 loop general control service brakes, after the foot brake valves that is connected with two loops is opened, air pressure reaches certain pressure rear foot relay valve to be opened, and starts respectively, to each vehicle bridge air chamber air feed, to realize service brake; Foot brake valves is for split brake system, and loop, front and back is independent, is the control setup of service brake.Pin relay valve can shorten air chamber pressure setting time in when braking; When brake off, rapidly air chamber air pressure is discharged.
23 loop general control braking during standstills, this loop moment is connected with each braking during standstill air chamber, and in the time that the hand brake valve being connected with this loop is opened, air pressure reaches certain pressure defensive position relay valve to be opened, and each vehicle bridge air chamber is communicated with exhausr port, realizes braking during standstill; Hand brake valve is used for handling spring energy-storage brake repair room, makes braking during standstill safe and reliable.Hand relay valve uses in the time of braking during standstill, with the differential interlocking of pin relay valve, prevents that service brake and braking during standstill from working simultaneously.
24 loops are used for controlling emergency braking and auxiliary braking, and after being connected to electromagnetic valve on this loop and being unlocked, loop provides high pressure gas for brake cylinder, realizes emergency braking and auxiliary braking.
As shown in Figure 1, the conventional braking control system of full Terrain Cranes that prior art provides, this control system is generally take two bridges as one group, adopt a pin relay valve 53, two abs valves 52 are controlled the service brake of two bridges, adopt a hand relay valve 540 to control the braking during standstill of two bridges
Wherein: abs valve also can be called: anti-lock braking system(ABS), ABS is that Anti-lock Braking System(Chinese can be translated as: anti-lock brake control system) abbreviation, this valve is for the anti-lock control of service brake process wheel, is the attachment characteristic based between motor tire and road surface and the hightech brake system developed.Its wheel " locking " and occur the requirement of breakking away from prevent emergency brake process, reaches and improves the active safety device that Riding Stability of Automobile and direction control are object.
In service brake control system, 4 mouthfuls, the control mouth of pin relay valve 53 is connected with foot brake valves 51, and 21 mouthfuls of air extractor ducts and hand relay valve 540 are controlled mouthfuls 41 mouthfuls and be connected, realize pin relay valve 53 and hand relay valve 540 differential; 22 mouthfuls of pin relay valve 53 air extractor ducts are connected with the left and right side air chamber of two bridges through left and right half-bridge abs control valve, realize vehicle bridge service brake.
In braking during standstill control system, 42 mouthfuls, the control mouth of hand relay valve 540 is connected with hand brake valve, and 21 mouthfuls, 22 mouthfuls of air extractor ducts are connected with two bridge air chambers respectively, realize two bridge braking during standstills.
In brake servo circuit, 21 mouthfuls of connection complete machine leading portion vehicle bridge braking gas circuits of foot brake valves 51,22 mouthfuls connect trailing portion vehicle bridge braking gas circuit.
At least there is following technical matters in the full Terrain Cranes braking control system that as shown in Figure 1, prior art provides:
21 mouthfuls of the air extractor ducts of pin relay valve 53 and hand relay valve 540 are controlled mouthfuls 41 mouthfuls and are connected that to realize two valves differential, 22 mouthfuls of the air extractor ducts of pin relay valve 53 are all air chamber air feed of two bridges simultaneously, this mode makes each half-bridge air chamber get 22 mouthful of 1/4th gas of pin relay valve 53 air extractor duct, cause in braking procedure air demand insufficient, braking pressure extends setting time, braking potential weakens, higher to pin relay valve 53 reliability requirements.
Emergency brake system, air chamber on two braking during standstill control bridges shares a hand relay valve 540, when service brake sudden failure, emergency brake intake efficiency is lower, emergency braking ability a little less than.
In brake servo circuit, 21 mouthfuls of connection complete machine leading portion vehicle bridge braking gas circuits of foot brake valves 51,22 mouthfuls connect trailing portion vehicle bridge braking gas circuit, due to epicoele air extractor duct (21 mouthfuls) pressure ratio cavity of resorption air extractor duct (22 mouthfuls) pressure ordinary priority 0.2～0.3bar, when service brake, the braking of front end vehicle bridge is prior to rear trailer bridge braking, under force of inertia effect, cause bowing before car load, service brake stationarity is poor.
In sum, the existing brake control mode as shown in Figure 1 adopting for full Terrain Cranes, in service brake, all air chambers of two bridges, simultaneously by the air extractor duct 22 confession gas of pin relay valve 53, cause in braking procedure air demand insufficient, and braking potential weakens.And two braking during standstill control bridges share a hand relay valve 540, emergency braking ability a little less than.Service brake middle front part divides vehicle bridge braking prior to the braking of trailing portion vehicle bridge, and complete machine braking stationarity is poor.
Utility model content
One of them object of the present utility model is to propose a kind of engineering vehicle chassis braking control system and hoisting crane, has solved prior art and has had the weak technical matters of braking potential.Many technique effects that optimal technical scheme of the present invention can produce refer to below sets forth.
For achieving the above object, the utility model provides following technical scheme:
The engineering vehicle chassis braking control system that the utility model embodiment provides, comprises foot brake valves, the first pin relay valve, the left compressed air brake cylinder of three axles, the right compressed air brake cylinder of three axles and the first air tank, wherein:
The air extractor duct of described foot brake valves is connected with the control mouth of described the first pin relay valve;
The admission port of described the first pin relay valve is connected with the air extractor duct of described the first air tank;
One of them is connected two air extractor ducts of described the first pin relay valve with the service brake air flow inlet of the left compressed air brake cylinder of described three axle;
Wherein another is connected with the service brake air flow inlet of the right compressed air brake cylinder of described three axle two air extractor ducts of described the first pin relay valve.
At one, preferably or alternatively in embodiment, described engineering vehicle chassis braking control system also comprises the first abs valve and the second abs valve, wherein:
One of them is connected two air extractor ducts of described the first pin relay valve with the service brake air flow inlet of the left compressed air brake cylinder of described three axle by described the first abs valve, wherein: one of them is connected two air extractor ducts of the admission port of described the first abs valve and described the first pin relay valve, and the air extractor duct of described the first abs valve is connected with the service brake air flow inlet of the left compressed air brake cylinder of described three axle;
Wherein another is connected with the service brake air flow inlet of the right compressed air brake cylinder of described three axle by described the second abs valve two air extractor ducts of described the first pin relay valve, wherein: wherein another is connected two air extractor ducts of the admission port of described the second abs valve and described the first pin relay valve, and the air extractor duct of described the second abs valve is connected with the service brake air flow inlet of the right compressed air brake cylinder of described three axle.
At one, preferably or alternatively in embodiment, described engineering vehicle chassis braking control system also comprises hand brake valve, first-hand relay valve and the second air tank, wherein:
One of them is connected two control mouths of described first-hand relay valve with the air extractor duct of described foot brake valves, and wherein another is connected with the air extractor duct of described hand brake valve two control mouths of described first-hand relay valve;
The admission port of described first-hand relay valve is connected with the air extractor duct of described the second air tank; One of them is connected two air extractor ducts of described first-hand relay valve with the braking during standstill air flow inlet of the left compressed air brake cylinder of described three axle, and wherein another is connected with the braking during standstill air flow inlet of the right compressed air brake cylinder of described three axle two air extractor ducts of described first-hand relay valve.
At one, preferably or alternatively in embodiment, described engineering vehicle chassis braking control system also comprises the left compressed air brake cylinder of four axles, the right compressed air brake cylinder of four axles, crus secunda relay valve and tripod relay valve, wherein:
The control mouth of described crus secunda relay valve is connected with the air extractor duct of described the first abs valve, and the air extractor duct of described crus secunda relay valve is connected with the service brake air flow inlet of the left compressed air brake cylinder of described four axle;
The control mouth of described tripod relay valve is connected with the air extractor duct of described the second abs valve, and the air extractor duct of described tripod relay valve is connected with the service brake air flow inlet of the right compressed air brake cylinder of described four axle;
Described crus secunda relay valve and described tripod relay valve admission port separately are all connected with the air extractor duct of described the first air tank.
At one, preferably or alternatively in embodiment, described engineering vehicle chassis braking control system also comprises second-hand's relay valve, wherein:
One of them is connected two control mouths of described second-hand's relay valve with the air extractor duct of described foot brake valves, and wherein another is connected with the air extractor duct of described hand brake valve two control mouths of described second-hand's relay valve;
The admission port of described second-hand's relay valve is connected with the air extractor duct of described the second air tank, one of them is connected two air extractor ducts of described second-hand's relay valve with the braking during standstill air flow inlet of the left compressed air brake cylinder of described four axle, and wherein another is connected with the braking during standstill air flow inlet of the right compressed air brake cylinder of described four axle two air extractor ducts of described second-hand's relay valve.
At one, preferably or alternatively in embodiment, the left compressed air brake cylinder of described three axle, the right compressed air brake cylinder of described three axle, the left compressed air brake cylinder of described four axle and the right compressed air brake cylinder of described four axle are energy stroage spring formula compressed air brake cylinder.
At one preferably or alternatively in embodiment, the epicoele air extractor duct that the air extractor duct of described foot brake valves is foot brake valves.
The hoisting crane that the utility model embodiment provides, comprises leading portion vehicle bridge braking gas circuit and trailing portion vehicle bridge braking gas circuit, wherein:
Described trailing portion vehicle bridge braking gas circuit comprises the engineering vehicle chassis braking control system that the arbitrary technical scheme of the utility model provides.
At one, preferably or alternatively in embodiment, the epicoele air extractor duct of described foot brake valves is connected with described trailing portion vehicle bridge braking gas circuit, and the cavity of resorption air extractor duct of described foot brake valves is braked gas circuit with described leading portion vehicle bridge and is connected.
At one, preferably or alternatively in embodiment, described hoisting crane is full Terrain Cranes.
Based on technique scheme, the utility model embodiment at least can produce following technique effect:
In the engineering vehicle chassis braking control system that the utility model embodiment provides, two air extractor ducts of the first pin relay valve are the left compressed air brake cylinder of three axles simultaneously, the right compressed air brake cylinder air feed of three axles, for the technical scheme that only uses each air chamber air feed that an air extractor duct of pin relay valve is multiple vehicle bridge with respect to prior art, the charge flow rate of the utility model air chamber is obviously larger, intake efficiency is obviously higher, guarantee thus the left compressed air brake cylinder of three axles, the right compressed air brake cylinder air demand of three axles is more abundant, contribute to shorten in service brake air pressure setting time, strengthen braking potential, improve deceleration and stopping performance, there is the weak technical matters of braking potential so solved prior art.The optimal technical scheme that the utility model provides can also guarantee that each air chamber air demand of each vehicle bridge is all more abundant.
In addition the optimal technical scheme that, the utility model embodiment provides compared with prior art at least can also produce following technique effect:
1, the braking control system that the utility model embodiment provides is double-loop air autocontrol system, adopts pin relay valve control service brake, and hand relay valve control braking during standstill is given vent to anger and controlled hand relay valve and realize the differentiating control of braking with foot brake valves simultaneously.41 mouthfuls, hand relay valve control mouth is connected with foot brake valves control gas circuit, realize hand relay valve and pin relay valve is differential, make 21 mouthfuls of pin relay valve air extractor ducts, 22 mouthfuls all for vehicle bridge service brake air feed, guarantee that in service brake, air chamber air feed is abundant, shorten braking pressure setting time, improved service brake ability.
2, in the utility model embodiment to the vehicle bridge of abs control valve is not installed, left and right half-bridge increases respectively a pin relay valve control service brake, at left and right half-bridge under different pavement conditions, by two pin relay valves, left and right wheel is controlled respectively, made car load more effectively adapt to complex road condition.
3, in the utility model embodiment, braking during standstill control bridge is installed respectively a hand relay valve, and 1 mouthful of hand relay valve admission port is directly connected with air tank, airshed loss is little, in the time that driving unexpected braking lost efficacy, improve emergent braking during standstill intake efficiency, strengthened its emergency brake ability.
In prior art, two braking during standstill bridges share a hand relay valve, and the braking during standstill air chamber of two bridges is completely by a hand relay valve admission port 1 confession gas, and charge flow rate and efficiency are significantly less than the technical scheme that the utility model embodiment proposes.
4,21 mouthfuls of connection complete machine trailing portion vehicle bridge braking gas circuits of foot brake valves in the utility model embodiment, 22 mouthfuls connect leading portion vehicle bridge braking gas circuit, have improved the stationarity of car load service brake.
In sum, the brake control mode that the engineering vehicle chassis braking control system that the utility model embodiment provides adopts, by optimizing the mode of pin relay valve and hand relay valve, has changed the order of connection of the differential mode of pin relay valve and hand relay valve and 21 mouthfuls, 22 mouthfuls control loops of foot brake valves.The pin relay valve that this braking control system increases and hand relay valve more can be controlled service brake and the braking during standstill of vehicle bridge effectively, meet it in complex road condition and braking requirement in emergency circumstances.This mode prior to the braking of leading portion vehicle bridge, has improved the stationarity of car load service brake in the braking of service brake posterior part vehicle bridge.
Accompanying drawing explanation
Accompanying drawing described herein is used to provide further understanding of the present utility model, forms the application's a part, and schematic description and description of the present utility model is used for explaining the utility model, does not form improper restriction of the present utility model.In the accompanying drawings:
Fig. 1 is the schematic diagram of the annexation between the full Terrain Cranes chassis braking control system chief component providing in prior art;
The schematic diagram of the annexation between the engineering vehicle chassis braking control system chief component that Fig. 2 provides for the utility model embodiment;
Reference numeral: 51, foot brake valves; 52, abs valve; 521, the first abs valve; 522, the second abs valve; 53, pin relay valve; 531, the first pin relay valve; 532, crus secunda relay valve; 533, tripod relay valve; 54, hand brake valve; 540, hand relay valve; 541, first-hand relay valve; 542, second-hand's relay valve; 55, compressed air brake cylinder; 551, the left compressed air brake cylinder of three axles; 552, the right compressed air brake cylinder of three axles; 561, the left compressed air brake cylinder of four axles; 562, the right compressed air brake cylinder of four axles; 571, the first air tank; 572, the second air tank.
The specific embodiment
Can understand the distinctive points between content of the present utility model and the utility model and prior art with reference to accompanying drawing Fig. 1～Fig. 2 and word content below.Below by accompanying drawing and enumerate the mode of optional embodiment more of the present utility model, the technical solution of the utility model (comprising optimal technical scheme) is described in further detail.It should be noted that: any technical characterictic in the present embodiment, any technical scheme is all one or more in technical characterictic or the optional technical scheme of plurality of optional, cannot exhaustive all alternative technical characterictics of the present utility model and alternative technical scheme in order to describe succinct need in presents, also the embodiment that is not easy to each technical characterictic all emphasizes that it is one of optional numerous embodiments, so those skilled in the art should know: arbitrary technological means that the utility model can be provided is replaced or any two or more technological means or technical characterictic that the utility model is provided combine mutually and obtain new technical scheme.Any technical characterictic in the present embodiment and any technical scheme all do not limit protection domain of the present utility model, protection domain of the present utility model should comprise those skilled in the art do not pay creative work thinkable any alternate embodiments and those skilled in the art any two or more technological means that the utility model is provided or technical characterictic combine mutually and the new technical scheme that obtains.
The utility model embodiment provides all more preferably engineering vehicle chassis braking control systems and the hoisting crane of this project vehicle chassis braking control system is set of a kind of braking potential and service brake stationarity.
As shown in Figure 2, the engineering vehicle chassis braking control system that the utility model embodiment provides, comprises foot brake valves 51, the first pin relay valve 531, the left compressed air brake cylinder 551 of three axles, the right compressed air brake cylinder 552 of three axles and the first air tank 571, wherein:
The air extractor duct (the epicoele air extractor duct that the air extractor duct of this foot brake valves 51 is preferably foot brake valves 51 is 21 mouthfuls) of foot brake valves 51 is connected with the control mouth of the first pin relay valve 531.
The admission port of the first pin relay valve 531 is connected with the air extractor duct of the first air tank 571.
One of them is connected two air extractor ducts of the first pin relay valve 531 with the service brake air flow inlet (this entrance drives the left compressed air brake cylinder 551 of three axles to carry out the required air-flow of service brake operation for inputting) of the left compressed air brake cylinder 551 of three axles.
Wherein another is connected with the service brake air flow inlet (this entrance drives the right compressed air brake cylinder 552 of three axles to carry out the required air-flow of service brake operation for inputting) of the right compressed air brake cylinder 552 of three axles two air extractor ducts of the first pin relay valve 531.
Two air extractor ducts of the first pin relay valve 531 are the left compressed air brake cylinder 551 of three axles simultaneously, right compressed air brake cylinder 552 air feed of three axles, for the technical scheme that only uses each air chamber air feed that an air extractor duct of pin relay valve is multiple vehicle bridge with respect to prior art, the charge flow rate of the utility model air chamber is obviously larger, intake efficiency is obviously higher, guarantee thus the left compressed air brake cylinder 551 of three axles, right compressed air brake cylinder 552 air demands of three axles are more abundant, the optimal technical scheme that the utility model provides can also guarantee that each air chamber air demand of each vehicle bridge is more abundant, so contribute to shorten in service brake air pressure setting time, strengthen braking potential, improve deceleration and stopping performance.
As preferably or alternatively embodiment of one, engineering vehicle chassis braking control system also comprises the first abs valve 521 and the second abs valve 522, wherein:
One of them is connected two air extractor ducts of the first pin relay valve 531 with the service brake air flow inlet of the left compressed air brake cylinder 551 of three axles by the first abs valve 521, wherein: one of them is connected two air extractor ducts of the admission port of the first abs valve 521 and the first pin relay valve 531, and the air extractor duct of the first abs valve 521 is connected with the service brake air flow inlet of the left compressed air brake cylinder 551 of three axles.
Wherein another is connected with the service brake air flow inlet of the right compressed air brake cylinder 552 of three axles by the second abs valve 522 two air extractor ducts of the first pin relay valve 531, wherein: wherein another is connected two air extractor ducts of the admission port of the second abs valve 522 and the first pin relay valve 531, and the air extractor duct of the second abs valve 522 is connected with the service brake air flow inlet of the right compressed air brake cylinder 552 of three axles.
In service brake control loop, sharing a pin relay valve for the left and right half-bridge of the vehicle bridge that abs control valve is installed is that the first pin relay valve 531 is controlled, 21 mouthfuls, 22 mouthfuls of pin relay valve air extractor ducts are connected with air chamber through left and right half-bridge abs control valve, control mouthfuls 4 mouthfuls and are connected with foot brake valves 51.
As preferably or alternatively embodiment of one, engineering vehicle chassis braking control system also comprises hand brake valve 54, first-hand relay valve 541 and the second air tank 572, wherein:
One of them is connected two control mouths of first-hand relay valve 541 with the air extractor duct of foot brake valves 51, and wherein another is connected with the air extractor duct of hand brake valve 54 two control mouths of first-hand relay valve 541.
The admission port of first-hand relay valve 541 is connected with the air extractor duct of the second air tank 572.One of them is connected two air extractor ducts of first-hand relay valve 541 with the braking during standstill air flow inlet (this entrance drives the left compressed air brake cylinder 551 of three axles to carry out the required air-flow of braking during standstill operation for inputting) of the left compressed air brake cylinder 551 of three axles, and wherein another is connected with the braking during standstill air flow inlet (this entrance drives the right compressed air brake cylinder 552 of three axles to carry out the required air-flow of braking during standstill operation for inputting) of the right compressed air brake cylinder 552 of three axles two air extractor ducts of first-hand relay valve 541.
First-hand relay valve 541 is controlled 41 mouthfuls, mouth and is connected with the air extractor duct of foot brake valves 51, guarantee to control first-hand relay valve 541 in off working state when the first pin relay valve 531 is worked, realize the first pin relay valve 531 differential with second-hand's relay valve 542, controlling mouthfuls 42 mouthfuls controls gas circuit with hand brake valve 54 and is connected, make 21 mouthfuls, 22 mouthfuls of pin relay valve (for example: first-hand relay valve 541) air extractor ducts all for vehicle bridge service brake air feed, guarantee that in service brake, air chamber air feed is abundant, shorten braking pressure setting time, improved service brake ability.
As preferably or alternatively embodiment of one, engineering vehicle chassis braking control system also comprises the left compressed air brake cylinder 561 of four axles, the right compressed air brake cylinder 562 of four axles, crus secunda relay valve 532 and tripod relay valve 533, wherein:
The control mouth of crus secunda relay valve 532 is connected with the air extractor duct of the first abs valve 521, and the air extractor duct of crus secunda relay valve 532 is connected with the service brake air flow inlet (this entrance drives the left compressed air brake cylinder 561 of four axles to carry out the required air-flow of service brake operation for inputting) of the left compressed air brake cylinder 561 of four axles.
The control mouth of tripod relay valve 533 is connected with the air extractor duct of the second abs valve 522, and the air extractor duct of tripod relay valve 533 is connected with the service brake air flow inlet (this entrance drives the right compressed air brake cylinder 562 of four axles to carry out the required air-flow of service brake operation for inputting) of the right compressed air brake cylinder 562 of four axles.
Crus secunda relay valve 532 and tripod relay valve 533 admission port separately are all connected with the air extractor duct of the first air tank 571.
Adopting respectively a pin relay valve for the left and right half-bridge of the vehicle bridge that abs control valve is not installed is that crus secunda relay valve 532 is controlled service brake, and 4 mouthfuls, pin relay valve control mouth is connected with the abs control valve of the corresponding side of adjacent last vehicle bridge.Crus secunda relay valve 532 and tripod relay valve 533 admission port separately are all directly connected with the air extractor duct of the first air tank 571, and airshed loss is little, in the time of service brake, has improved service brake intake efficiency, has strengthened braking potential.
As preferably or alternatively embodiment of one, engineering vehicle chassis braking control system also comprises second-hand's relay valve 542, wherein:
542 two of second-hand's relay valves are controlled mouth, and one of them is connected with the air extractor duct of foot brake valves 51, and wherein another is connected with the air extractor duct of hand brake valve 54 two control mouths of second-hand's relay valve 542.
The admission port of second-hand's relay valve 542 is connected with the air extractor duct of the second air tank 572, one of them is connected two air extractor ducts of second-hand's relay valve 542 with the braking during standstill air flow inlet of the left compressed air brake cylinder 561 of four axles, and wherein another is connected with the braking during standstill air flow inlet of the right compressed air brake cylinder 562 of four axles two air extractor ducts of second-hand's relay valve 542.
With first-hand relay valve 541 in like manner, second-hand's relay valve 542 is controlled mouthfuls 41 mouthfuls and is connected with the air extractor duct of pin relay valve, has guaranteed when pin relay valve is worked to control hand relay valve in off working state, has further realized the differential of pin relay valve and hand relay valve.Braking during standstill control bridge is installed respectively a hand relay valve, and first-hand relay valve 541 and second-hand's relay valve 542 admission port be separately shown in Fig. 21 mouthful be all directly connected with the second air tank 572, airshed loss is little, in the time that driving unexpected braking lost efficacy, improve emergent braking during standstill intake efficiency, strengthened its emergency brake ability.
As preferably or alternatively embodiment of one, the left compressed air brake cylinder 551 of three axles, the right compressed air brake cylinder 552 of three axles, the left compressed air brake cylinder 561 of four axles and the right compressed air brake cylinder 562 of four axles are energy stroage spring formula compressed air brake cylinder.The technical scheme that the suitable application the utility model of energy stroage spring formula compressed air brake cylinder provides is to strengthen its efficiency that enters for the air-flow braked.
The hoisting crane that the utility model embodiment provides is preferably full Terrain Cranes, and it comprises leading portion vehicle bridge braking gas circuit and trailing portion vehicle bridge braking gas circuit, wherein:
Trailing portion vehicle bridge braking gas circuit comprises the engineering vehicle chassis braking control system that the arbitrary technical scheme of the utility model provides.
Leading portion vehicle bridge comprises a bridge and two bridges, and trailing portion vehicle bridge comprises three bridges and four bridges, and in the utility model, the engineering vehicle chassis braking control system that adopts the arbitrary technical scheme of the utility model to provide is provided for three bridges and quadr--axle vehicle bridge braking gas circuit.Trailing portion vehicle bridge braking gas circuit requires higher to deceleration and stopping performance, so the engineering vehicle chassis braking control system essentiality that adopts the utility model to provide is stronger.
The technical scheme of the engineering vehicle chassis braking control system that certainly, the arbitrary technical scheme of leading portion vehicle bridge employing the utility model provides is also within protection domain of the present utility model.
As preferably or alternatively embodiment of one, the epicoele air extractor duct of foot brake valves 51 (shown in Fig. 2 21 mouthfuls) is connected with trailing portion vehicle bridge braking gas circuit, and the cavity of resorption air extractor duct of foot brake valves 51 (shown in Fig. 2 22 mouthfuls) is braked gas circuit with leading portion vehicle bridge and is connected.
21 mouthfuls of foot brake valves 51 connect whole hoisting crane (being called for short: complete machine) trailing portion vehicle bridge braking gas circuit herein, and 22 mouthfuls connect a bridge braking gas circuit, two bridge braking gas circuits, and one or two bridge braking control principles are identical with three or four bridges.
Because the epicoele air extractor duct air pressure of foot brake valves 51 is than the cavity of resorption air extractor duct air pressure ordinary priority 0.2～0.3bar of foot brake valves 51, so the braking of front end vehicle bridge is prior to rear trailer bridge braking while adopting technique scheme to avoid service brake, under force of inertia effect, cause bowing before car load, thereby improved service brake stationarity.
In sum, the utility model at least has the following advantages:
1, in service brake, improve the intake efficiency of compressed air brake cylinder, shortened braking pressure setting time, improved service brake ability;
2, left and right sides wheel is realized the different control policies of controlling according to different road conditions;
3, improve the intake efficiency of emergency braking, improve emergency brake ability;
4, improve the stationarity of complete machine braking under little deceleration/decel.
Above-mentioned arbitrary technical scheme disclosed in the utility model unless otherwise stated, if it discloses number range, so disclosed number range is preferred number range, any it should be appreciated by those skilled in the art: preferred number range is only the obvious or representative numerical value of technique effect in many enforceable numerical value.Because numerical value is more, cannot be exhaustive, so the utility model just discloses part numerical value with casehistory the technical solution of the utility model, and the above-mentioned numerical value of enumerating should not form the restriction of the utility model being created to protection domain.
If used the word such as " first ", " second " to limit parts herein, those skilled in the art should know: the use of " first ", " second " is only used to be convenient to describe above parts are distinguished as not having outside Stated otherwise, and above-mentioned word does not have special implication.
Simultaneously, if above-mentioned the utility model discloses or has related to parts or the framing member of connection fastened to each other, so, unless otherwise stated, be fixedly connected with and can be understood as: can dismantle and be fixedly connected with (for example using bolt or screw to connect), also can be understood as: non-removable being fixedly connected with (for example rivet, weld), certainly, connection fastened to each other also can for example, be replaced (obviously cannot adopt except integrally formed technique) by integral type structure (use foundry technique is integrally formed to be created).
In addition, in the disclosed arbitrary technical scheme of above-mentioned the utility model applied for the term that represents position relationship or shape unless otherwise stated its implication comprise and its approximate, similar or approaching state or shape.Arbitrary parts that the utility model provides can be both to be assembled by multiple independent component parts, the produced separate part of the technique that also can be one of the forming.
Finally should be noted that: above embodiment is only in order to illustrate that the technical solution of the utility model is not intended to limit; Although the utility model is had been described in detail with reference to preferred embodiment, those of ordinary skill in the field are to be understood that: still can modify or part technical characterictic is equal to replacement the specific embodiment of the present utility model; And not departing from the spirit of technical solutions of the utility model, it all should be encompassed in the middle of the technical scheme scope of the utility model request protection.
Claims (10)
1. an engineering vehicle chassis braking control system, is characterized in that, comprises foot brake valves, the first pin relay valve, the left compressed air brake cylinder of three axles, the right compressed air brake cylinder of three axles and the first air tank, wherein:
The air extractor duct of described foot brake valves is connected with the control mouth of described the first pin relay valve;
The admission port of described the first pin relay valve is connected with the air extractor duct of described the first air tank;
One of them is connected two air extractor ducts of described the first pin relay valve with the service brake air flow inlet of the left compressed air brake cylinder of described three axle;
Wherein another is connected with the service brake air flow inlet of the right compressed air brake cylinder of described three axle two air extractor ducts of described the first pin relay valve.
2. engineering vehicle chassis braking control system according to claim 1, is characterized in that, described engineering vehicle chassis braking control system also comprises the first abs valve and the second abs valve, wherein:
One of them is connected two air extractor ducts of described the first pin relay valve with the service brake air flow inlet of the left compressed air brake cylinder of described three axle by described the first abs valve, wherein: one of them is connected two air extractor ducts of the admission port of described the first abs valve and described the first pin relay valve, and the air extractor duct of described the first abs valve is connected with the service brake air flow inlet of the left compressed air brake cylinder of described three axle;
Wherein another is connected with the service brake air flow inlet of the right compressed air brake cylinder of described three axle by described the second abs valve two air extractor ducts of described the first pin relay valve, wherein: wherein another is connected two air extractor ducts of the admission port of described the second abs valve and described the first pin relay valve, and the air extractor duct of described the second abs valve is connected with the service brake air flow inlet of the right compressed air brake cylinder of described three axle.
3. engineering vehicle chassis braking control system according to claim 2, is characterized in that, described engineering vehicle chassis braking control system also comprises hand brake valve, first-hand relay valve and the second air tank, wherein:
One of them is connected two control mouths of described first-hand relay valve with the air extractor duct of described foot brake valves, and wherein another is connected with the air extractor duct of described hand brake valve two control mouths of described first-hand relay valve;
The admission port of described first-hand relay valve is connected with the air extractor duct of described the second air tank; One of them is connected two air extractor ducts of described first-hand relay valve with the braking during standstill air flow inlet of the left compressed air brake cylinder of described three axle, and wherein another is connected with the braking during standstill air flow inlet of the right compressed air brake cylinder of described three axle two air extractor ducts of described first-hand relay valve.
4. engineering vehicle chassis braking control system according to claim 3, is characterized in that, described engineering vehicle chassis braking control system also comprises the left compressed air brake cylinder of four axles, the right compressed air brake cylinder of four axles, crus secunda relay valve and tripod relay valve, wherein:
The control mouth of described crus secunda relay valve is connected with the air extractor duct of described the first abs valve, and the air extractor duct of described crus secunda relay valve is connected with the service brake air flow inlet of the left compressed air brake cylinder of described four axle;
The control mouth of described tripod relay valve is connected with the air extractor duct of described the second abs valve, and the air extractor duct of described tripod relay valve is connected with the service brake air flow inlet of the right compressed air brake cylinder of described four axle;
Described crus secunda relay valve and described tripod relay valve admission port separately are all connected with the air extractor duct of described the first air tank.
5. engineering vehicle chassis braking control system according to claim 4, is characterized in that, described engineering vehicle chassis braking control system also comprises second-hand's relay valve, wherein:
One of them is connected two control mouths of described second-hand's relay valve with the air extractor duct of described foot brake valves, and wherein another is connected with the air extractor duct of described hand brake valve two control mouths of described second-hand's relay valve;
The admission port of described second-hand's relay valve is connected with the air extractor duct of described the second air tank, one of them is connected two air extractor ducts of described second-hand's relay valve with the braking during standstill air flow inlet of the left compressed air brake cylinder of described four axle, and wherein another is connected with the braking during standstill air flow inlet of the right compressed air brake cylinder of described four axle two air extractor ducts of described second-hand's relay valve.
6. engineering vehicle chassis braking control system according to claim 5, it is characterized in that, the left compressed air brake cylinder of described three axle, the right compressed air brake cylinder of described three axle, the left compressed air brake cylinder of described four axle and the right compressed air brake cylinder of described four axle are energy stroage spring formula compressed air brake cylinder.
7. according to the arbitrary described engineering vehicle chassis braking control system of claim 1-6, it is characterized in that the epicoele air extractor duct that the air extractor duct of described foot brake valves is foot brake valves.
8. a hoisting crane, is characterized in that, comprises leading portion vehicle bridge braking gas circuit and trailing portion vehicle bridge braking gas circuit, wherein:
Described trailing portion vehicle bridge braking gas circuit comprises the arbitrary described engineering vehicle chassis braking control system of claim 1-7.
9. hoisting crane according to claim 8, is characterized in that, the epicoele air extractor duct of described foot brake valves is connected with described trailing portion vehicle bridge braking gas circuit, and the cavity of resorption air extractor duct of described foot brake valves is connected with described leading portion vehicle bridge braking gas circuit.
10. hoisting crane according to claim 8 or claim 9, is characterized in that, described hoisting crane is full Terrain Cranes.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320636890.6U CN203601258U (en) | 2013-10-16 | 2013-10-16 | Engineering vehicle chassis brake control system and crane |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201320636890.6U CN203601258U (en) | 2013-10-16 | 2013-10-16 | Engineering vehicle chassis brake control system and crane |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN203601258U true CN203601258U (en) | 2014-05-21 |
Family
ID=50713951
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201320636890.6U Withdrawn - After Issue CN203601258U (en) | 2013-10-16 | 2013-10-16 | Engineering vehicle chassis brake control system and crane |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN203601258U (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103523001A (en) * | 2013-10-16 | 2014-01-22 | 徐州重型机械有限公司 | Engineering vehicle chassis brake control system and crane |
| CN106004847A (en) * | 2016-07-13 | 2016-10-12 | 徐州重型机械有限公司 | Pneumatic braking system and working vehicle |
| CN107512259A (en) * | 2016-06-16 | 2017-12-26 | 南京理工大学 | A kind of commercial car electronic parking system with emergency brake function |
| CN107697051B (en) * | 2017-11-11 | 2023-10-03 | 吉林大学 | Pneumatic braking system for single-side double-air-chamber axle |
-
2013
- 2013-10-16 CN CN201320636890.6U patent/CN203601258U/en not_active Withdrawn - After Issue
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103523001A (en) * | 2013-10-16 | 2014-01-22 | 徐州重型机械有限公司 | Engineering vehicle chassis brake control system and crane |
| CN107512259A (en) * | 2016-06-16 | 2017-12-26 | 南京理工大学 | A kind of commercial car electronic parking system with emergency brake function |
| CN106004847A (en) * | 2016-07-13 | 2016-10-12 | 徐州重型机械有限公司 | Pneumatic braking system and working vehicle |
| CN107697051B (en) * | 2017-11-11 | 2023-10-03 | 吉林大学 | Pneumatic braking system for single-side double-air-chamber axle |
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| C14 | Grant of patent or utility model | ||
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| AV01 | Patent right actively abandoned |
Granted publication date: 20140521 Effective date of abandoning: 20160427 |
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| AV01 | Patent right actively abandoned |
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| C25 | Abandonment of patent right or utility model to avoid double patenting |