Brake valve group for hydrostatic transmission system of railway engineering machinery vehicle

Abstract

Provided is a brake valve group for a hydrostatic transmission system of a railway engineering machinery vehicle, belonging to the technical field of brake valves. The brake valve group is composed of a valve body, a proportional relief valve, four electromagnetic reversing valves, two one-way valves and four pressure sensors. When the vehicle is in emergency braking, the vehicle can be quickly braked, and the reverse torque applied to the engine can be infinitely reduced when going downhill to achieve an auxiliary braking function. The brake valve group not only protects the engine and running hydraulic circuit components from damage, so that the running function of the vehicle can operate normally and the safety of the vehicle is ensured, but also the hydraulic running valve group has small braking energy loss and higher safety performance.

Description

Technical Field

[0001] The invention belongs to the technical field of brake valves, and in particular relates to a brake valve group used in a hydrostatic transmission system of a railway engineering machinery vehicle. Background Art

[0002] Rail engineering machinery vehicles all have the function of self-propelled driving, and many of them are self-propelled by hydraulic transmission. Usually, this hydraulic drive is realized by a closed hydraulic system consisting of a variable hydraulic pump and a variable hydraulic motor. The engine drives the hydraulic pump to output pressure oil, which drives the hydraulic motor installed on the axle gear box, and the hydraulic motor drives the wheels to rotate to realize the vehicle's movement. By changing the displacement of the hydraulic pump and hydraulic motor, the vehicle speed can be infinitely adjusted from zero to maximum. The system working pressure changes automatically with the load.

[0003] Due to the heavy weight of rail engineering machinery vehicles, they have greater inertia when traveling at high speeds. When the vehicle encounters a long downhill slope or needs to slow down at high speed, the pump control handle is usually pulled back to reduce the pump output flow to achieve deceleration. However, due to the inertia of the vehicle, the motor is still in a high-speed operation state. At this time, the motor will become a pump condition, and the pump will become a motor condition. The high-pressure chamber in the system becomes a low-pressure chamber, and the low-pressure chamber becomes a high-pressure chamber, thereby generating hydraulic braking. At the same time, the hydraulic pump will cause a back-stopping effect on the engine. Since the back-stopping force that the engine can withstand is limited, if no measures are taken, when the back-stopping force is too high, that is, the reverse hydraulic braking force is too large, it may cause damage to the engine, or damage the hydraulic components in the travel drive circuit, causing the vehicle's travel function to be lost, and even threatening the vehicle's operating safety.

[0004] To solve the above problems, the patent number CN201820726680.9 discloses a closed hydraulic travel drive system reverse brake valve group, including a valve body, an electro-hydraulic reversing valve installed in the valve body, the electro-hydraulic reversing valve connected to the plug-in overflow valve, and the valve body including oil port A and oil port B, which are respectively connected to the output oil port A and output oil port B of the travel drive pump; the valve body also includes an oil port X connected to the external control oil and an oil port Y connected to the oil tank. The valve group can set different reverse brake pressure values ​​according to the installed power of the engine, effectively limit the maximum reverse hydraulic braking force of the travel system, control the size of the hydraulic pump's reverse holding force on the engine, and protect the engine and the travel hydraulic circuit components from damage. However, although the patent solves the reverse holding effect caused by the hydraulic pump on the engine, its braking energy loss is large, and the safety is still not reliable and stable enough. Therefore, it is necessary to propose improvements. Summary of the invention

[0005] The technical problem solved by the present invention is: to provide a brake valve group for a hydrostatic transmission system of a railway engineering machinery vehicle. In the present invention, when the vehicle is in emergency braking, the vehicle can be quickly braked, and the reverse torque applied to the engine can be controlled when going downhill to realize the auxiliary braking function, which not only protects the engine and the running hydraulic circuit components from damage, so that the running function of the vehicle can operate normally and ensure the safety of the vehicle, but also the hydraulic running valve group has small braking energy loss and higher safety performance.

[0006] The technical solution adopted by the present invention is as follows: a brake valve group for a hydrostatic transmission system of a railway engineering machinery vehicle comprises a valve body, wherein a proportional relief valve, four electromagnetic reversing valves, namely, electromagnetic reversing valve I, electromagnetic reversing valve II, electromagnetic reversing valve III, and electromagnetic reversing valve IV, and two check valves, namely, check valve I and check valve II, are arranged inside the valve body; oil ports A1, A2, B1, B2 and oil ports AM1, AM2, BM1, and BM2 are arranged on the outer wall of the valve body; the liquid inlets of the check valve I and the check valve II are connected and connected to the liquid outlet of the proportional relief valve, the liquid outlet of the check valve I is connected to the oil ports B1 and B2 and the oil ports BM1 and BM2, and the The liquid outlet of the one-way valve II is connected to the oil ports A1, A2 and the oil ports AM1, AM2; an interface of the electromagnetic reversing valve I is connected to the oil ports A1, A2 and the oil ports AM1, AM2, and another interface of the electromagnetic reversing valve I is connected to the oil ports B1, B2 and the oil ports BM1, BM2; the electromagnetic reversing valve II and the electromagnetic reversing valve IV are connected in series and connected to an interface of the electromagnetic reversing valve III, another interface of the electromagnetic reversing valve II is connected to the oil ports A1, A2 and the oil ports AM1, AM2, another interface of the electromagnetic reversing valve IV is connected to the oil ports B1, B2 and the oil ports BM1, BM2, and another interface of the electromagnetic reversing valve III is connected to the proportional relief valve.

[0007] To further limit the above technical solution, the valve body is also provided with four pressure sensors, namely pressure sensor I, pressure sensor II, pressure sensor III, and pressure sensor IV. The pressure sensor I and pressure sensor II are both connected to the oil ports A1, A2 and the oil ports AM1, AM2, and the pressure sensor III and pressure sensor IV are both connected to the oil ports B1, B2 and the oil ports BM1, BM2.

[0008] As a further limitation of the above technical solution, the proportional relief valve adopts a plug-in inverse proportional relief valve.

[0009] To further limit the above technical solution, the four solenoid reversing valves, namely solenoid reversing valve I, solenoid reversing valve II, solenoid reversing valve III and solenoid reversing valve IV, are all plug-in two-position two-way solenoid reversing valves.

[0010] To further limit the above technical solution, a Y1 port for connecting to the hydraulic oil tank of the rail car is provided on the outer wall of the valve body, and the solenoid reversing valve I, solenoid reversing valve II, solenoid reversing valve III, and solenoid reversing valve IV all adopt plug-in two-position two-way solenoid reversing valves with external oil leakage ports, and the oil leakage ports of the solenoid reversing valve I, solenoid reversing valve II, solenoid reversing valve III, and solenoid reversing valve IV are connected to the hydraulic oil tank through the Y1 port.

[0011] To further limit the above technical solution, the oil ports A1, A2, B1, and B2 are used to connect to the A and B ports of the two running pumps on the vehicle, and the oil ports AM1, AM2, BM1, and BM2 are used to connect to the A and B ports of the running motor on the vehicle.

[0012] The advantages of the present invention compared with the prior art are:

[0013] This brake valve group is composed of 1 proportional relief valve, 4 solenoid reversing valves, 2 one-way valves and 4 pressure sensors. When the vehicle is in emergency braking, it can achieve rapid braking of the vehicle. When going downhill, it can infinitely reduce the reverse torque applied to the engine to achieve auxiliary braking function. This brake valve group not only protects the engine and running hydraulic circuit components from damage, so that the vehicle's running function can operate normally and ensure vehicle safety, but also the hydraulic running valve group has small braking energy loss and higher safety performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is the principle diagram of the present invention;

[0015] Figure 2 It is a structural schematic diagram of the present invention. DETAILED DESCRIPTION

[0016] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0017] It should be noted that, in this article, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions. The elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0018] See also Figure 1-2 , details of the embodiments of the present invention.

[0019] A brake valve group for a hydrostatic transmission system of a railway engineering machinery vehicle comprises a valve body 11, wherein the valve body 11 is provided with a proportional relief valve 5, four solenoid reversing valves, namely, solenoid reversing valve I1, solenoid reversing valve II4, solenoid reversing valve III6, and solenoid reversing valve IV7, two one-way valves, namely, one-way valve I10 and one-way valve II12, and four pressure sensors, namely, pressure sensor I2, pressure sensor II3, pressure sensor III8, and pressure sensor IV9; the outer wall of the valve body 11 is provided with oil ports A1, A2, B1, and B2 for connecting to ports A and B of two running pumps on the vehicle, oil ports AM1, AM2, BM1, and BM2 for connecting to ports A and B of a running motor on the vehicle, and a Y1 port for connecting to a hydraulic oil tank of a rail vehicle.

[0020] The one-way valve I10 and the one-way valve II12 are connected to the liquid inlet and connected to the liquid outlet of the proportional relief valve 5. The one-way valve I10 outlet is connected to the oil ports B1, B2 and the oil ports BM1, BM2. The one-way valve II12 outlet is connected to the oil ports A1, A2 and the oil ports AM1, AM2. One interface of the electromagnetic reversing valve I1 is connected to the oil ports A1, A2 and the oil ports AM1, AM2. Another interface of the electromagnetic reversing valve I1 is connected to the oil ports B1, B2 and the oil ports BM1, BM2. The magnetic reversing valve Ⅱ4 and the electromagnetic reversing valve Ⅳ7 are connected in series with one interface of the electromagnetic reversing valve Ⅲ6. The other interface of the electromagnetic reversing valve Ⅱ4 is connected with the oil ports A1, A2 and the oil ports AM1, AM2. The other interface of the electromagnetic reversing valve Ⅳ7 is connected with the oil ports B1, B2 and the oil ports BM1, BM2. The other interface of the electromagnetic reversing valve Ⅲ6 is connected with the proportional relief valve 5. The oil drain ports of the electromagnetic reversing valve Ⅰ1, the electromagnetic reversing valve Ⅱ4, the electromagnetic reversing valve Ⅲ6 and the electromagnetic reversing valve Ⅳ7 are connected to the hydraulic oil tank through the Y1 port. The pressure sensor Ⅰ2 and the pressure sensor Ⅱ3 are both connected with the oil ports A1, A2 and the oil ports AM1, AM2 and are used to monitor the pressure there. The pressure sensor Ⅲ8 and the pressure sensor Ⅳ9 are both connected with the oil ports B1, B2 and the oil ports BM1, BM2 and are used to monitor the pressure there.

[0021] The proportional relief valve 5 adopts a plug-in inverse proportional relief valve, that is, the larger the control current, the lower the opening pressure value, and has the function of power-off safety protection; energy-saving braking at different vehicle speeds can be achieved by adjusting the current value of the inverse proportional relief valve according to the vehicle speed.

[0022] The four solenoid reversing valves, namely, solenoid reversing valve Ⅰ1, solenoid reversing valve Ⅱ4, solenoid reversing valve Ⅲ6, and solenoid reversing valve Ⅳ7, are all plug-in two-position two-way solenoid reversing valves with external oil leakage ports. The brake valve group is powered off by the solenoid reversing valve Ⅰ1, the solenoid reversing valve Ⅱ4, and the solenoid reversing valve Ⅳ7, so that the A port and the B port of the two running pumps of the vehicle are connected.

[0023] The working principle of this brake valve group:

[0024] When the vehicle is running normally, the two-position two-way solenoid reversing valve Ⅰ1, solenoid reversing valve Ⅱ4, solenoid reversing valve Ⅲ6, and solenoid reversing valve Ⅳ7 are energized, and the valves are all in the closed state. The proportional relief valve 5 has no control current and is in the maximum opening pressure state. When the vehicle stops in an emergency, the solenoid reversing valve Ⅰ1, solenoid reversing valve Ⅱ4, and solenoid reversing valve Ⅳ7 are powered off, and the valves are immediately opened. At this time, the A and B ports of the vehicle's running pump are connected under the premise of ensuring that the flow meets the requirements, that is, the low-pressure side and the high-pressure side of the running pump are short-circuited, and the hydraulic motor no longer outputs torque to the gearbox, thereby realizing the auxiliary braking function. By controlling the current of the proportional relief valve 5, the pressure of the oil returning from the motor side is controlled, thereby preventing the engine from being over-pressurized and causing excessive reverse torque.

[0025] When the vehicle is in a downhill state, the vehicle accelerates downward under the action of its own weight, and the working conditions of the vehicle's running pump and running motor begin to change. The running motor is in the pump working condition, and the running pump is in the motor working condition. At this time, the vehicle engine will bear the back-drag torque from the hydraulic pump. When the monitoring values ​​of pressure sensor Ⅱ3 and pressure sensor Ⅲ8 are almost equal, the electromagnetic reversing valve Ⅱ4 (or electromagnetic reversing valve Ⅳ7, that is, the high-pressure side electromagnetic reversing valve) and electromagnetic reversing valve Ⅲ6 are powered off, and the valve is immediately opened. At the same time, a suitable control current is applied to the proportional relief valve 5. The proportional relief valve 5 is fully opened, and the oil flows to the low-pressure side through the proportional relief valve 5. By controlling the opening pressure of the proportional relief valve 5, the output pressure of the pump is controlled, thereby controlling the back-drag torque of the pump, and realizing the control of the size of the back-drag power of the pump on the engine, thereby achieving the auxiliary braking function.

[0026] This brake valve group can achieve rapid braking of the vehicle when the vehicle is in emergency braking, and can control the reverse torque applied to the engine when going downhill to achieve auxiliary braking function. It not only protects the engine and running hydraulic circuit components from damage, allowing the vehicle's running function to operate normally and ensuring vehicle safety, but also the hydraulic running valve group has low braking energy loss and higher safety performance.

[0027] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

[0028] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A brake valve group for a hydrostatic transmission system of a railway engineering vehicle, comprising a valve body (11), characterized in that: The valve body (11) is provided with a proportional relief valve (5), four solenoid reversing valves, namely, solenoid reversing valve I (1), solenoid reversing valve II (4), solenoid reversing valve III (6), and solenoid reversing valve IV (7), and two check valves, namely, check valve I (10) and check valve II (12); the outer wall of the valve body (11) is provided with oil ports A1, A2, B1, B2 and oil ports AM1, AM2, BM1, BM2; the liquid inlets of the check valve I (10) and the check valve II (12) are connected and connected to the liquid outlet of the proportional relief valve (5); the liquid outlet of the check valve I (10) is connected to the oil ports B1, B2 and the oil ports BM1, BM2; the liquid outlet of the check valve II (12) is connected to the oil ports B1, B2 and the oil ports BM1, BM2; The electromagnetic reversing valve Ⅰ(1) has one interface connected to the oil ports A1, A2 and the oil ports AM1, AM2, and another interface of the electromagnetic reversing valve Ⅰ(1) is connected to the oil ports B1, B2 and the oil ports BM1, BM2; the electromagnetic reversing valve Ⅱ(4) and the electromagnetic reversing valve Ⅳ(7) are connected in series and connected to one interface of the electromagnetic reversing valve Ⅲ(6), another interface of the electromagnetic reversing valve Ⅱ(4) is connected to the oil ports A1, A2 and the oil ports AM1, AM2, another interface of the electromagnetic reversing valve Ⅳ(7) is connected to the oil ports B1, B2 and the oil ports BM1, BM2, and another interface of the electromagnetic reversing valve Ⅲ(6) is connected to the proportional relief valve (5).

2. The brake valve group for the hydrostatic transmission system of a railway engineering machinery vehicle according to claim 1, characterized in that: The valve body (11) is also provided with four pressure sensors, namely, pressure sensor I (2), pressure sensor II (3), pressure sensor III (8), and pressure sensor IV (9). The pressure sensor I (2) and pressure sensor II (3) are both connected to oil ports A1, A2 and oil ports AM1, AM2, and the pressure sensor III (8) and pressure sensor IV (9) are both connected to oil ports B1, B2 and oil ports BM1, BM2.

3. The brake valve group for the hydrostatic transmission system of a railway engineering machinery vehicle according to claim 2, characterized in that: The proportional relief valve (5) is a plug-in type inverse proportional relief valve.

4. The brake valve group for the hydrostatic transmission system of a railway engineering machinery vehicle according to claim 2, characterized in that: The four electromagnetic reversing valves, namely electromagnetic reversing valve I (1), electromagnetic reversing valve II (4), electromagnetic reversing valve III (6) and electromagnetic reversing valve IV (7), are all plug-in type two-position two-way electromagnetic reversing valves.

5. The brake valve group for the hydrostatic transmission system of a railway engineering machinery vehicle according to claim 4, characterized in that: The outer wall of the valve body (11) is provided with a Y1 port for connecting to a hydraulic oil tank of a rail vehicle. The electromagnetic reversing valve I (1), the electromagnetic reversing valve II (4), the electromagnetic reversing valve III (6), and the electromagnetic reversing valve IV (7) are all plug-in two-position two-way electromagnetic reversing valves with an external oil drain port. The oil drain ports of the electromagnetic reversing valve I (1), the electromagnetic reversing valve II (4), the electromagnetic reversing valve III (6), and the electromagnetic reversing valve IV (7) are connected to the hydraulic oil tank through the Y1 port.

6. The brake valve group for the hydrostatic transmission system of a railway engineering machinery vehicle according to claim 1, characterized in that: The oil ports A1, A2, B1, and B2 are used to be connected to the A and B ports of two running pumps on the vehicle, and the oil ports AM1, AM2, BM1, and BM2 are used to be connected to the A and B ports of the running motor on the vehicle.

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