Fuzzy control rotary force drive system

Abstract

The utility model relates to power drive system technical field especially fuzzy control rotary power drive system, including pump control module, flow pressure control module and wheel module that communicate in proper order, flow pressure control module is used for according to wheel module's load to control pump control module flow delivery, pump control module includes oil tank, main pump and flow regulation actuating mechanism, when using, flow pressure control module according to wheel module's load to control pump control module's flow regulation actuating mechanism, reach control main pump flow output flow, realize to steering system and time flow and pressure compensation, and enough satisfy big load, the occasion of speed demand variable big, and can according to actual working condition to the ability of output characteristic carries out self -adaptation adjustment, steering motor control is smooth, only can satisfy basic steering drive demand, can also in the emergence such as pit, make the vehicle have autonomous ability, ensure that the vehicle runs stably reliable.

Description

Technical Field

[0001] This utility model relates to the field of power drive system technology, and in particular to a fuzzy control power drive system. Background Technology

[0002] In heavy vehicles, especially those used for transporting goods under harsh conditions and those requiring precise steering systems, accurate control of steering power is essential. For example, when a vehicle is traveling on potholes or bumpy roads, it is prone to getting stuck. In such cases, the system needs to be able to respond quickly and intervene with power output to help the vehicle get out of trouble in a timely manner.

[0003] The existing technology currently has the following main shortcomings: 1. The steering power input method is singular, lacking the ability to adaptively adjust the output characteristics according to actual working conditions; 2. The steering motor lacks a smooth control strategy and can only meet basic steering drive requirements. Once it falls into a pit or other situation, the vehicle often loses its ability to get out of trouble on its own and can only rely on external rescue. 3. In the current steering system, the flow and pressure compensation mechanisms have not been effectively implemented, while these functions are crucial for maintaining the dynamic stability and precise control of the system. Utility Model Content

[0004] The technical problem to be solved by this utility model is: in order to solve the problems of the single steering power input method of existing heavy vehicles, the lack of smooth control strategy for steering motors, and the failure to effectively implement the flow and pressure compensation mechanism, a fuzzy control steering power drive system is provided.

[0005] The technical solution adopted by this utility model to solve its technical problem is: a fuzzy control power drive system, including a pump control module, a flow and pressure control module and a wheel module connected in sequence, wherein the flow and pressure control module is used to control the flow delivery of the pump control module according to the load of the wheel module; The pump control module includes an oil tank, a main pump, and a flow regulation actuator. The flow and pressure control module includes a pilot-operated two-position two-way throttle valve and a first throttle valve. The input end of the main pump is connected to the oil tank, and the output end of the main pump is connected to the input end of the first throttle valve. The output end of the first throttle valve is connected to the P3 port of the two-position two-way throttle valve. The B3 port of the two-position two-way throttle valve is connected to the wheel module. The P3 port of the two-position two-way throttle valve is connected to the right pilot port E3 port of the two-position two-way throttle valve. The left pilot port E4 port of the two-position two-way throttle valve is connected to port D. Port D is located between the wheel module and the B3 port of the two-position two-way throttle valve. A return spring is provided on the left side of the two-position two-way throttle valve. The flow regulation actuator is drivenly connected to the flow regulation end of the main pump and is used to control the output flow of the main pump according to the pressure difference across the first throttle valve. Compared to existing technologies, the flow and pressure control module controls the flow regulation actuator of the pump control module based on the load of the wheel drive module, thereby controlling the main pump's output flow and achieving timely flow and pressure compensation for the steering system. It can meet the needs of high loads and high speed requirements, and has the ability to adaptively adjust the output characteristics according to actual working conditions. The steering motor control is smooth, which not only meets the basic steering drive requirements, but also enables the vehicle to autonomously get out of trouble in situations such as falling into pits, ensuring stable and reliable vehicle operation.

[0006] To implement the flow regulation actuator, in preferred embodiments, the flow regulation actuator includes a two-position three-way directional valve and a hydraulic cylinder. The B1 port of the two-position three-way directional valve, the left pilot port Z1 port of the two-position three-way directional valve, and the rod-side chamber of the hydraulic cylinder are all connected to port F. Port F is located between the output end of the main pump and the input end of the first throttle valve. The rodless chamber of the hydraulic cylinder is connected to port K3 of the two-position three-way directional valve. The right pilot port K of the two-position three-way directional valve is connected to port G. Port G is located between the output end of the first throttle valve and port P3 of the two-position two-way throttle valve. Port A2 of the two-position three-way directional valve is connected to the oil tank. The extended end of the hydraulic cylinder is drively connected to the flow regulation end of the main pump. The pressure at both ends of the first throttle valve controls the switching of the two-position three-way directional valve, thereby controlling the extension or retraction of the hydraulic cylinder, and realizing that the extended end of the hydraulic cylinder controls the output flow rate of the main pump.

[0007] To prevent large flow rates from impacting the hydraulic cylinder, in some preferred embodiments, a second throttle valve is provided between the rodless chamber of the hydraulic cylinder and the K3 port of the two-position three-way directional valve. The second throttle valve limits the input and output speed of the oil in the rodless chamber of the cylinder. At high flow rates, the second throttle valve stabilizes the flow rate, preventing impact.

[0008] To enable oil replenishment to the suction side of the drive motor during emergency stops, in some preferred embodiments, the flow and pressure control module further includes a one-way valve. The input end of the one-way valve is connected to port D, which is located at the input end of the wheel module and connected to port B3 of the two-position two-way throttle valve. The output end of the one-way valve is port E5, which is connected to port E4, the left pilot end of the two-position two-way throttle valve. By restricting oil backflow through the one-way valve, oil replenishment to the suction side of the drive motor is achieved during emergency stops, resulting in a smoother stop for the drive motor.

[0009] To prevent system overload and provide system protection, in some preferred embodiments, the flow and pressure control module further includes a relief valve. The E6 port of the relief valve is connected to the E5 port of the one-way valve output. The E9 port of the relief valve is connected to its E10 port and the output of the main pump. The E11 and E12 ports of the relief valve are connected, and the overflow port of the relief valve is connected to the oil tank. The relief valve is connected to both the main pump and the drive module. When the load exceeds the set pressure, overflow will occur from the relief valve, protecting the system.

[0010] To ensure the safe operation of the system, in some preferred embodiments, the system further includes a return oil control module. This module includes a return oil filter element and a pressure signal switch. The input end of the return oil filter element is connected to port A2 of a two-position three-way directional valve, and the output end is connected to the oil tank. The pressure signal switch is connected in parallel with the return oil filter element, and a pressure testing port is provided at the output end of the return oil filter element. By analyzing the filtration performance of the return oil filter element, the pressure detected at the pressure testing port in the oil circuit is fed back and calibrated. This allows the oil circuit at the pressure signal switch to open, enabling the oil to directly enter the oil tank and ensuring the safe operation of the system.

[0011] To prevent oil from flowing back into the cylinder, in some preferred embodiments, a third throttle valve is provided between the input end of the return oil filter element and port A2 of the two-position three-way directional valve. The third throttle valve creates a pressure difference between port A2 of the two-position three-way directional valve and the input end of the return oil filter element, preventing oil backflow.

[0012] In order to better utilize the oil in the internal leakage port and prevent oil leakage from causing pollution and waste of resources, in some preferred embodiments, the internal leakage port of the main pump is connected to the H port, which is located between the input end of the third throttle valve and the return oil filter element.

[0013] To realize the wheel-driven module, in some preferred embodiments, the wheel-driven module includes a drive motor, the input end of which is connected to port B3 of a two-position two-way throttle valve, and the output end of which is connected to an oil tank.

[0014] In some preferred embodiments, the wheel drive module further includes a feedback valve, which is located between the oil tank and the output end of the drive motor. The E2 port of the feedback valve is connected to the E1 port, and the E1 port is located between the B3 port of the two-position two-way throttle valve and the input end of the drive motor. A pilot cross-check pipeline is set at the input and output ends of the drive motor to adjust the flow rate at the E2 port of the feedback valve. The opening size of the E2 port is appropriately changed in real time according to the load force of the drive motor to protect the smooth operation of the drive motor.

[0015] The beneficial effects of this utility model are as follows: When the fuzzy control power drive system of this utility model is in use, the flow and pressure control module controls the flow regulation actuator of the pump control module according to the load of the wheel drive module, thereby controlling the main pump flow output flow, realizing timely flow and pressure compensation for the steering system, and meeting the needs of situations with large loads and increased speed requirements. It also has the ability to adaptively adjust the output characteristics according to actual working conditions, and the steering motor control is smooth. It can not only meet the basic steering drive requirements, but also enable the vehicle to have autonomous extrication capabilities in situations such as falling into pits, ensuring stable and reliable vehicle operation. The fuzzy control of the flow and pressure control module achieves precise control of the pump control module, avoiding the problems of existing heavy vehicles having a single steering power input method, lack of smooth control strategy for the steering motor, and ineffective implementation of flow and pressure compensation mechanisms. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0017] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a schematic diagram of the pump control module in this utility model; Figure 3 This is a schematic diagram of the flow and pressure control module in this utility model; Figure 4 This is a structural schematic diagram of the wheel module in this utility model. Figure 5 This is a schematic diagram of the oil return control module in this utility model.

[0018] In the diagram: 1. Pump control module, 101. Oil tank, 102. Main pump, 103. Flow regulation actuator, 1031. Two-position three-way directional valve, 1032. Oil cylinder, 1033. Second throttle valve, 104. Third throttle valve; 2. Flow and pressure control module, 201, two-position two-way throttle valve, 202, first throttle valve, 203, check valve, 204, relief valve; 3. Wheel drive module, 301. Drive motor, 302. Feedback valve; 4. Oil return control module, 401. Oil return filter element, 402. Pressure signal switch, 403. Pressure test port. Detailed Implementation

[0019] like Figure 1-5 As shown, a fuzzy control steering drive system includes a pump control module 1, a flow and pressure control module 2, and a wheel drive module 3 connected in sequence. The wheel drive module 3 is connected to an external power load. In this embodiment, the wheel drive module 3 is connected to the steering system. The flow and pressure control module 2 is used to control the flow delivery of the pump control module 1 according to the load of the wheel drive module 3. Pump control module 1 includes an oil tank 101, a main pump 102, and a flow regulating actuator 103. The main pump 102 is a hydraulic pump. Flow and pressure control module 2 includes a pilot-operated two-position two-way throttle valve 201 and a first throttle valve 202. The input end of the main pump 102 is connected to the oil tank 101, and the output end of the main pump 102 is connected to the input end of the first throttle valve 202. The output end of the first throttle valve 202 is connected to the P3 port of the two-position two-way throttle valve 201, and the B3 port of the two-position two-way throttle valve 201 is connected to the wheel module 3. The two-position two-way throttle valve 201 is connected to port P3 and port E3 on the right side of the two-position two-way throttle valve 201. The two-position two-way throttle valve 201 is connected to port D on port E4 on the left side. Port D is located between the wheel module 3 and port B3 of the two-position two-way throttle valve 201. A reset spring is provided on the left side of the two-position two-way throttle valve 201. The flow regulating actuator 103 is connected to the flow regulating end of the main pump 102 and is used to control the output flow of the main pump 102 according to the pressure difference across the first throttle valve 202.

[0020] The flow regulating actuator 103 includes a two-position three-way directional valve 1031 and a hydraulic cylinder 1032. The B1 port of the two-position three-way directional valve 1031, the left pilot port Z1 of the two-position three-way directional valve 1031, and the rod-side chamber of the hydraulic cylinder 1032 are all connected to the F port. The F port is located between the output end of the main pump 102 and the input end of the first throttle valve 202. The rodless chamber of the hydraulic cylinder 1032 is connected to the K3 port of the two-position three-way directional valve 1031. The right pilot port K of the two-position three-way directional valve 1031 is connected to the G port. Port G is located between the output end of the first throttle valve 202 and port P3 of the two-position two-way throttle valve 201. Port A2 of the two-position three-way directional valve 1031 is connected to the oil tank 101. The extended end of the oil cylinder 1032 is connected to the flow regulating end of the main pump 102. A second throttle valve 1033 is provided between the rodless chamber of the oil cylinder 1032 and port K3 of the two-position three-way directional valve 1031.

[0021] The flow and pressure control module 2 also includes a check valve 203 and a relief valve 204. The input end of the check valve 203 is connected to port D, which is located at the input end of the wheel module 3 and connected to port B3 of the two-position two-way throttle valve 201. The output end of the check valve 203 is port E5, which is connected to port E4, the left pilot end of the two-position two-way throttle valve 201. The E6 port of the relief valve 204 is connected to port E5 of the output end of the check valve 203 and port E11 of the relief valve 204. The E9 port of the relief valve 204 is connected to port E10 and the output end of the main pump 102. The E11 and E12 ports of the relief valve 204 are connected. The overflow port of the relief valve 204 is connected to the oil tank 101.

[0022] The system also includes a return oil control module 4, which includes a return oil filter element 401 and a pressure signal switch 402. The input end of the return oil filter element 401 is connected to the A2 port of the two-position three-way directional valve 1031, and the output end of the return oil filter element 401 is connected to the oil tank 101. The pressure signal switch 402 controls the switch and is connected in parallel with the return oil filter element 401. The output end of the return oil filter element 401 is provided with a pressure measuring port 403. A third throttle valve 104 is provided between the input end of the return oil filter element 401 and the A2 port of the two-position three-way directional valve 1031. The internal leakage port of the main pump 102 is connected to the H port, which is located between the third throttle valve 104 and the input end of the return oil filter element 401.

[0023] The wheel module 3 includes a drive motor 301. The input end of the drive motor 301 is connected to the B3 port of the two-position two-way throttle valve 201, and the output end of the drive motor 301 is connected to the oil tank 101. The wheel module 3 also includes a feedback valve 302, which is located between the oil tank 101 and the output end of the drive motor 301. The E2 port of the feedback valve 302 is connected to the E1 port, which is located between the B3 port of the two-position two-way throttle valve 201 and the input end of the drive motor 301.

[0024] The working principle is as follows: When the main pump 102 is drawing oil and the drive motor 301 needs power oil to drive, the return oil control module 4 has no filter element obstruction, ensuring the oil intake of the system. During the return oil operation, the return oil filter element 401 is responsible for filtering the hydraulic oil in the system to ensure the safe operation of the system. When there are too many impurities in the hydraulic oil and the return oil filter element 401 is blocked, the return oil pressure rises and is fed back to the pressure signal switch 402. At this time, the control signal of the flow and pressure control module 2 will reduce or stop the output of power oil to the drive motor 301 according to the feedback of the pressure signal switch 402. The pump control module 1 returns to its original position, and the pressure oil output of the main pump 102 also decreases. At the same time, a small amount of hydraulic oil can pass through the pressure signal switch 402 to achieve bypass.

[0025] In the operation of the pump control module 1, the oil output from the main pump 102 passes through the first throttle valve 202 and is then connected to the two-position three-way directional valve 1031 via the LS connecting pipe. Ports B1, A2, and K3 of the two-position three-way directional valve 1031 are the working oil ports, while ports K and Z1 of the two-position three-way directional valve 1031 are the control oil ports. Port K3 is connected to the rodless chamber of the cylinder 1032, so that the pressure oil passes through port K3-A2 to achieve the displacement output of the cylinder 10320.

[0026] When in use, when the drive motor 301 is driven by the main pump 102 to generate action, the first throttle valve 202 has an opening in the initial state. The main pump 102 starts to adjust the flow according to the opening of the first throttle valve 202, and the two-position two-way throttle valve 201 at the output end of the first throttle valve 202 is fully opened. The LS pipeline applies the feedback signal to the right side of the two-position three-way directional valve 1031. At this time, the pressure oil output by the main pump 1024 passes through the Z1 and B1 ports of the two-position three-way directional valve 1031 and pushes the valve core of the two-position three-way directional valve 1031 to the right. The pressure oil output from the first throttle valve 202 is connected to the K port of the right pilot end of the two-position three-way directional valve 1031. Obviously, the pressure at the Z1 port is greater than the pressure at the K port. At this time, the oil from the B1 port to the K3 port of the two-position three-way directional valve 1031 enters the rodless chamber of the cylinder 1032 through the second throttle valve 1033. The extended end of the cylinder 1032 extends and pushes the output flow of the main pump 102 to increase. At this time, the main pump 102 increases its displacement. If the load on the drive motor 301 increases or the speed requirement increases, the pilot ports E4 and E3 of the two-position two-way throttle valve 201 are fully opened. The oil passes through port D and the check valve 203 to transmit pressure and flow information to the LS pipeline, and then enters the pilot port E4 of the two-position two-way throttle valve 201. It acts on the right side of the two-position three-way directional valve 1031. However, after comparing its Z1 port and K port, the flow output of the main pump 102 is controlled in real time. When the load pressure is too high, the K port of the two-position three-way directional valve 1031 is greater than the Z1 port of the two-position three-way directional valve 1031. The flow of the oil cylinder 1032 will pass through port K3 to port A2 and be unloaded back to the oil tank 101 to protect the system.

[0027] The inlet and outlet of the drive motor 301 are equipped with pilot mutual inspection pipelines, which can adjust the feedback to the E2 port of the valve 302. The opening size is appropriately changed in real time according to the load force of the drive motor 301 to protect the motor and ensure smooth operation.

[0028] The function of relief valve 204 is to overflow when the load exceeds the set pressure. That is, the output end of the main pump is connected to port E9 of the relief valve. Port E9 of the relief valve will return the oil to the oil tank through port E10 and protect the system. When the drive motor 301 is running, the one-way valve 203 replenishes oil to the suction side of the motor during emergency stop, making the motor stop more smoothly. When the drive motor 301 is overloaded and the main pump 102 has internal leakage, the oil can be discharged from the drive motor 301 through the one-way valve 203 and the overflow valve 204 to the oil tank 101, and the H port of the main pump 102 is discharged into the return oil control system to achieve filtration and purification.

[0029] The function of the two-position two-way throttle valve 201 is as follows: When the drive motor 301 experiences overspeed, i.e., overflow demand, the oil flows through port D, through check valve 203, into LS, and feeds back to the two-position three-way directional valve 1031. The E4 and E3 ports of the two-position two-way throttle valve 201 compare pressures to make the main pump 102 adjust the output flow in real time. The oil in the overloaded part flows back to the oil tank through the E6, E11 and E12 ports of the relief valve.

[0030] Based on the above-described preferred embodiments of this utility model, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the technical concept of this utility model. The technical scope of this utility model is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A fuzzy control-driven rotational power system, characterized in that: It includes a pump control module (1), a flow and pressure control module (2) and a wheel module (3) connected in sequence. The flow and pressure control module (2) is used to control the flow delivery of the pump control module (1) according to the load of the wheel module (3). The pump control module (1) includes an oil tank (101), a main pump (102), and a flow regulating actuator (103). The flow and pressure control module (2) includes a pilot-operated two-position two-way throttle valve (201) and a first throttle valve (202). The input end of the main pump (102) is connected to the oil tank (101), and the output end of the main pump (102) is connected to the input end of the first throttle valve (202). The output end of the first throttle valve (202) is connected to the P3 port of the two-position two-way throttle valve (201). The B3 port of the two-position two-way throttle valve (201) is connected to the wheel module (3). The two-position two-way throttle valve (201) is connected to the right pilot port E3 of the two-position two-way throttle valve (201), and the left pilot port E4 of the two-position two-way throttle valve (201) is connected to the port D. The port D is located between the wheel module (3) and the two-position two-way throttle valve (201). A reset spring is provided on the left side of the two-position two-way throttle valve (201). The flow regulating actuator (103) is connected to the flow regulating end of the main pump (102) and is used to control the output flow of the main pump (102) according to the pressure difference between the two ends of the first throttle valve (202).

2. The fuzzy control power drive system according to claim 1, characterized in that: The flow regulating actuator (103) includes a two-position three-way directional valve (1031) and a hydraulic cylinder (1032). The B1 port of the two-position three-way directional valve (1031), the Z1 port of the left pilot end of the two-position three-way directional valve (1031), and the rod-side chamber of the hydraulic cylinder (1032) are all connected to the F port. The F port is located between the output end of the main pump (102) and the input end of the first throttle valve (202). The rodless chamber of the hydraulic cylinder (1032) is connected to… The K3 port of the two-position three-way directional valve (1031) is connected, the right pilot port K of the two-position three-way directional valve (1031) is connected to the G port, the G port is located between the output end of the first throttle valve (202) and the P3 port of the two-position two-way throttle valve (201), the A2 port of the two-position three-way directional valve (1031) is connected to the oil tank (101), and the extended end of the oil cylinder (1032) is connected to the flow regulating end of the main pump (102) via a transmission connection.

3. The fuzzy control power drive system according to claim 2, characterized in that: A second throttle valve (1033) is provided between the rodless chamber of the hydraulic cylinder (1032) and the K3 port of the two-position three-way directional valve (1031).

4. The fuzzy control power drive system according to claim 2, characterized in that: The flow and pressure control module (2) also includes a one-way valve (203). The input end of the one-way valve (203) is connected to port D. Port D is located at the input end of the wheel module (3) and connected to port B3 of the two-position two-way throttle valve (201). The output end of the one-way valve (203) is port E5. Port E5 is connected to port E4, the pilot end of the two-position two-way throttle valve (201) on the left side.

5. The fuzzy control power drive system according to claim 4, characterized in that: The flow and pressure control module (2) also includes an overflow valve (204). The E6 port of the overflow valve (204) is connected to the E5 port of the output end of the one-way valve (203). The E9 port of the overflow valve (204) is connected to its E10 port and the output end of the main pump (102) respectively. The E11 port and E12 port of the overflow valve (204) are connected. The overflow port of the overflow valve (204) is connected to the oil tank (101).

6. The fuzzy control rotational drive system according to claim 2, characterized in that: The system also includes a return oil control module (4), which includes a return oil filter element (401) and a pressure signal switch (402). The input end of the return oil filter element (401) is connected to the A2 port of the two-position three-way reversing valve (1031), and the output end of the return oil filter element (401) is connected to the oil tank (101). The pressure signal switch (402) controls the switch and is connected in parallel with the return oil filter element (401). The output end of the return oil filter element (401) is provided with a pressure measuring port (403).

7. The fuzzy control rotational drive system according to claim 6, characterized in that: A third throttle valve (104) is provided between the input end of the return oil filter element (401) and the A2 port of the two-position three-way reversing valve (1031).

8. The fuzzy control power drive system according to claim 7, characterized in that: The internal leakage port of the main pump (102) is connected to the H port, which is located between the third throttle valve (104) and the input end of the return oil filter element (401).

9. The fuzzy control power drive system according to claim 1, characterized in that: The wheel module (3) includes a drive motor (301), the input end of which is connected to the B3 port of the two-position two-way throttle valve (201), and the output end of which is connected to the oil tank (101).

10. The fuzzy control power drive system according to claim 9, characterized in that: The wheel module (3) also includes a feedback valve (302), which is located between the oil tank (101) and the output end of the drive motor (301). The E2 port of the feedback valve (302) is connected to the E1 port, and the E1 port is located between the B3 port of the two-position two-way throttle valve (201) and the input end of the drive motor (301).

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