Chassis travel and track change hydraulic control system and crane
Through the combination of the six-channel central swivel joint body and components such as high and low speed control solenoid valves and rail-changing control valve groups, the problems of single functions and poor versatility of the hydraulic system of the crawler crane are solved, and multifunctional control and cost reduction are achieved.
Patent Information
- Application Number
- CN202210414717.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2022-04-20
- Publication Date
- 2025-08-12
- Estimated Expiration
- 2042-04-20
AI Technical Summary
The hydraulic system of the existing crawler crane has a single function and poor versatility of the center swivel joint body, which leads to high production costs, difficult assembly and difficult restructuring.
The six-channel central swivel joint body is adopted, combining high and low speed control solenoid valves, rail-changing control valve groups, hydraulic switching valves and rail-changing oil cylinders, and multi-functional control is achieved through the control pressure grading design to reduce the number of channels of the central swivel joint body.
It achieves the satisfaction of multifunctional control needs, reduces the manufacturing cost of the center slewing joint body, improves versatility and production efficiency, and facilitates the transformation of finished vehicle functions.
Smart Images
Figure CN114962362B_ABST
Abstract
Description
Technical Field
[0001] The invention relates to a chassis travel and track change hydraulic control system and a crane, belonging to the technical field of crawler cranes. Background Art
[0002] Crawler chassis traveling machinery, such as crawler cranes, often increases the crawler chassis span to improve the stability or lifting capacity of the whole machine. However, the increase in crawler chassis span weakens the main machine's passability and also affects its transportation convenience and economy. In order to ensure the stability of the whole machine while also having the advantages of walking passability and transportation convenience, crawler chassis traveling machinery is often equipped with a crawler track changing function. Figure 1 The diagram below shows track change for a crawler chassis. During normal loading, the chassis maintains a wide gauge, ensuring stability and lifting capacity. When traveling or transporting in confined spaces, track change reduces the chassis gauge to a narrow gauge, ensuring adequate transportability.
[0003] Due to market demand, a single crawler crane often features a crawler chassis with various functions. Currently, a common approach is to utilize different center slewing joints. These are crucial hydraulic components that connect the hydraulic circuits of the crawler crane's upper and lower hydraulic systems. Mounted on the crawler chassis frame using a seat ring structure, they require high flatness (often requiring post-weld machining). Normally, a crawler crane with only travel functionality requires a center slewing joint with at least five channels: four for the left and right main travel oil circuits and one for the travel motor drain. Additional oil circuits are required for high and low travel speeds, track shifting, or other functions. The more channels a center slewing joint has, the larger it becomes, requiring changes to the seat ring mounting dimensions, and increasing the space and cost required for assembly and maintenance.
[0004] The differences between the center swivel joint body and the vehicle frame on which it is mounted due to the track chassis's functional characteristics not only hinder the universality of the center swivel joint body and the vehicle frame on which it is mounted, but also increase the workload and difficulty of production material organization and assembly, further increasing costs. The differences in the center swivel joint body also bring considerable difficulty and cost to the subsequent modification of finished vehicles with new functions. Summary of the Invention
[0005] In order to solve the deficiencies of the prior art, the purpose of the present invention is to provide a chassis travel and track change hydraulic control system and a crane, which solves the problems of single function of the hydraulic system and poor versatility of the center rotary joint body in the prior art.
[0006] In order to achieve the above objectives, the present invention adopts the following technical solutions:
[0007] A chassis travel and track change hydraulic control system includes a high-speed and low-speed control solenoid valve, a track change control valve group, a center rotary joint body, a hydraulically controlled switching valve, a track change cylinder, a first travel motor and a second travel motor. The center rotary joint body is provided with six channels. The hydraulically controlled switching valve is used to control the high and low speed of travel and the track change function.
[0008] One end of the No. 1 and No. 2 channels of the central rotary joint body is connected to the main travel oil circuit, and the other end is connected to the inlet and outlet of the second travel motor main;
[0009] One end of the No. 3 channel of the central rotary joint body is connected to the oil tank, and the other end is connected to the leakage port of the reversing control chamber of the hydraulic control switching valve, the oil drain port of the first travel motor and the oil drain port of the second travel motor respectively;
[0010] One end of the fourth channel of the center rotary joint body is connected to the oil port B of the track change control valve group, and the other end is connected to the reversing control chamber of the hydraulic control switching valve and the high and low speed control chambers of the first and second travel motors. The oil port A of the track change control valve group is connected to the high and low speed control solenoid valve. The track change control valve group is used to control the pressure of the oil port B;
[0011] One end of the fifth and sixth channels of the central rotary joint body is connected to the main travel oil circuit, and the other end is connected to the inlet and outlet of the first travel motor and the track change cylinder through the hydraulic control switching valve.
[0012] Furthermore, the aforementioned track change control valve group includes a pressure reducing valve, a shuttle valve and a track change control solenoid valve. The oil port A of the track change control valve group is respectively connected to the oil inlet of the pressure reducing valve and the track change control solenoid valve, the oil outlet of the pressure reducing valve and the track change control solenoid valve are respectively connected to the two ends of the shuttle valve, and the oil outlet of the shuttle valve is connected to the oil port B of the track change control valve group.
[0013] Furthermore, the aforementioned track change control solenoid valve is a two-position three-way solenoid valve, including oil port C, oil port D and oil port E;
[0014] When the track change control solenoid valve is energized, oil port D is connected to oil port E, and oil port A is connected to the shuttle valve through the pressure reducing valve and the track change control solenoid valve respectively;
[0015] When the track change control solenoid valve loses power, oil port C and oil port E are connected, and oil port A is only connected to the shuttle valve through the pressure reducing valve.
[0016] Furthermore, the aforementioned hydraulically controlled switching valve is a two-position six-way valve;
[0017] When the pressure in channel 4 is higher than the switching requirement pressure of the hydraulically controlled switching valve, channels 5 and 6 are connected to the track-changing cylinder through the hydraulically controlled switching valve, otherwise they are connected to the first travel motor.
[0018] Furthermore, the aforementioned high and low speed control solenoid valve is a two-position three-way solenoid valve;
[0019] When the high and low speed control solenoid valves are energized, the high and low speed control solenoid valves are connected to the track change control valve group.
[0020] A crane comprises any one of the aforementioned chassis travel and track change hydraulic control systems.
[0021] The beneficial effects achieved by the present invention are:
[0022] 1. Achieve more control requirements with the least control oil circuit, realize the use of a center rotary joint body with relatively few channels, reduce the manufacturing cost of the center rotary joint body, and this hydraulic system can adapt to multiple functions.
[0023] 2. The universality of the main components when different functions of the product are selected is realized: when putting products with different optional functions into production, it is only necessary to add or remove the corresponding components for the individual required functions without changing the center rotary joint body. The center rotary joint body has the universality of universality, which is convenient for mass production and beneficial to production, procurement and cost control.
[0024] 3. Facilitate the modification of finished vehicles to add new functions: During modification, it is only necessary to add or remove the corresponding components for the required functions without replacing the main components or modifying important structural parts. The modification is simple, easy and low-cost. BRIEF DESCRIPTION OF THE DRAWINGS
[0025] Figure 1 It is a schematic diagram of track change of crawler chassis;
[0026] Figure 2 The invention relates to a crawler crane chassis traveling and track changing hydraulic control system.
[0027] The meanings of the reference numerals in the figure are: 1-high and low speed control solenoid valve; 2-track change control valve group; 21-pressure reducing valve; 22-track change control solenoid valve; 23-shuttle valve; 3-center rotary joint body; 4-hydraulic control switching valve; 5-track change cylinder; 6-first travel motor; 7-second travel motor. DETAILED DESCRIPTION
[0028] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention.
[0029] This embodiment discloses a chassis travel and track change hydraulic control system, such as Figure 2 As shown, it includes a high-speed and low-speed control solenoid valve 1, a track change control valve group 2, a center rotary joint body 3, a hydraulically controlled switching valve 4, a track change cylinder 5, a first travel motor 6, and a second travel motor 7. Among them, the track change control valve group 2 includes a pressure reducing valve 21, a shuttle valve 23, and a track change control solenoid valve 22, and the center rotary joint body 3 is provided with six channels.
[0030] The vehicle control oil circuit passes through the high and low speed control solenoid valve 1 and the track change control valve group 2 in sequence, and is connected to the No. 4 channel of the center rotary joint body 3. One end of the No. 4 channel of the center rotary joint body 3 is connected to the oil port B of the track change control valve group 2, and the other end is respectively connected to the reversing control chamber of the hydraulic control switching valve 4, the high and low speed control chambers of the first travel motor 6 and the second travel motor 7. The oil port A of the track change control valve group 2 is connected to the high and low speed control solenoid valve 1; two of the main oil circuits for vehicle travel pass through the No. 1 and No. 2 channels of the center rotary joint body 3. The channel is directly connected to the inlet and outlet of the main oil circuit of the second travel motor 7, and the other two channels are connected to the two main oil circuit ports of the hydraulically controlled switching valve 4 through the fifth and sixth channels of the center rotary joint body 3. The other four main oil circuit ports of the hydraulically controlled switching valve 4 are respectively connected to the inlet and outlet of the track change cylinder 5 and the inlet and outlet of the main oil circuit of the first travel motor 6; the vehicle oil drain channel is connected to the leakage port of the reversing control chamber of the hydraulically controlled switching valve 4 and the oil drain ports of the first travel motor 6 and the second travel motor 7 through the third channel of the center rotary joint body 3.
[0031] Port A of track change control valve assembly 2 is connected to the oil inlet of pressure reducing valve 21 and track change control solenoid valve 22, respectively. The oil outlet of pressure reducing valve 21 and track change control solenoid valve 22 are connected to both ends of shuttle valve 23, respectively. The oil outlet of shuttle valve 23 is connected to port B of track change control valve assembly 2. Track change control solenoid valve 22 is a two-position, three-way solenoid valve, including ports C, D, and E. When track change control solenoid valve 22 is energized, ports D and E connect, and port A connects to shuttle valve 23 through pressure reducing valve 21 and track change control solenoid valve 22, respectively. When track change control solenoid valve 22 is de-energized, ports C and E connect, and port A connects only to pressure reducing valve 21 and shuttle valve 23.
[0032] When the crawler chassis needs to have high and low speed and crawler track change functions on the basis of basic walking, the hydraulic control system can meet the requirements of the central rotary joint body 3 with 6 channels. Its specific working principle is as follows:
[0033] 1) If the high and low speed control solenoid valve 1 loses power, the vehicle control oil is blocked by the high and low speed control solenoid valve 1 and cannot enter the channel of the central rotary joint body 3, thereby failing to enter the high and low speed control chamber of the first travel motor 6. The chassis can only travel at low speed (the track change control solenoid valve 22 in the track change control valve group 2 also does not need power. In fact, whether it is powered or not has no effect).
[0034] 2) If the high-speed and low-speed control solenoid valve 1 is energized and the track change control solenoid valve 22 in the track change control valve group 2 is de-energized, the boarding control oil (designed to be controlled at 3-4 MPa) will sequentially pass through the high-speed and low-speed control solenoid valve 1, the pressure reducing valve 21, the shuttle valve 23, and the No. 4 channel of the center rotary joint body 3 to reach the reversing control chamber of the hydraulic control switching valve 4, the high-speed and low-speed control chambers of the first travel motor 6, and the second travel motor 7. Since the control oil is reduced to a low pressure of about 1.8 MPa by the pressure reducing valve 21, this pressure is higher than the pressure required for high and low speed control of the first travel motor 6 and the second travel motor 7 (generally ≥1 MPa), but lower than the switching requirement pressure of the hydraulically controlled switching valve 4 (designed to be 2.5 MPa), the hydraulically controlled switching valve 4 does not reverse, and the main oil circuits of the fifth and sixth channels of the center rotary joint body 3 are connected to the main oil inlet and outlet ports of the first travel motor 6 through the hydraulically controlled switching valve 4, and the main oil circuits of the first and second channels of the center rotary joint body 3 are connected to the main oil inlet and outlet ports of the second travel motor 7 through the hydraulically controlled switching valve 4; at the same time, because the high and low speed control chambers of the first travel motor 6 and the second travel motor 7 are controlled from large displacement to small displacement, high-speed travel of the crawler chassis is achieved.
[0035] 3) If the high-speed and low-speed control solenoid valves 1 are energized, and the track-changing control solenoid valve 22 in the track-changing control valve group 2 is also energized, the vehicle-mounting control oil is connected to the shuttle valve 23 through the high-speed and low-speed control solenoid valves 1, the pressure reducing valve 21, and the track-changing control solenoid valve 22, and then through the No. 4 channel of the central rotary joint body 3 to the reversing control chamber of the hydraulic control switching valve 4 and the high-speed and low-speed control chambers of the first and second travel motors 6 and 7. Since the shuttle valve 23 selects the output of undepressurized control oil (3-4 MPa), the control oil pressure is higher than the reversing pressure required by the hydraulic control switching valve 4. The hydraulic control switching valve 4 is reversed, and the main oil circuits of the No. 5 and No. 6 channels of the central rotary joint body 3 are switched through the hydraulic control switching valve 4 to the inlet and outlet of the track-changing cylinder 5, realizing the crawler track changing function. (Although the displacement of the first travel motor 6 is also reduced at this time, the crawler track changing and traveling functions cannot be operated simultaneously. That is, the chassis does not travel in the track changing state, so the chassis function is not affected.)
[0036] When the crawler chassis is equipped with only high and low speed travel functions on the basis of basic travel, the same 6-way central rotary joint body 3 mentioned above can be used, and the track change control valve group 2, the hydraulic control switching valve 4, and the track change cylinder 5 can be cancelled. The vehicle control oil is directly connected to the No. 4 channel of the central rotary joint body 3 through the high and low speed control solenoid valve 1. The travel motor can be directly controlled to have a large displacement or a small displacement by losing power or gaining power to the high and low speed control solenoid valve 1, thereby realizing the high and low speed travel functions.
[0037] When the crawler chassis is equipped with only the crawler track changing function on the basis of basic walking, the same 6-way central rotary joint body 3 mentioned above can also be used, and the track changing control valve group 2 can be cancelled. The high and low speed control solenoid valve 1 is used to control the reversing of the hydraulic control switching valve 4. The high and low speed control solenoid valve 1 is powered off and on to directly control whether the switching valve is reversed, thereby realizing the switching between the track changing and walking functions of the crawler chassis.
[0038] If the crawler chassis only needs basic travel capabilities, the same six-channel central rotary joint body 3 can be used, eliminating the high-speed and low-speed control solenoid valves 1, the track change control valve group 2, the hydraulically controlled switching valve 4, and the track change cylinder 5. Channel 4 of the central rotary joint body 3 can be blocked with a plug for standby use. Channels 1, 2, 5, and 6 directly drive the main oil circuit of the travel motor, and channel 3 is used to drain oil from the travel motor.
[0039] Thus, the present invention adopts a control pressure stage design and utilizes a newly designed track change control valve group and a hydraulically controlled switching valve to construct a new crawler crane chassis travel and track change control solution. While maintaining the same components of the crawler crane chassis, the present invention can meet the functional requirements of different crawler chassis functional configurations. This is achieved by a central rotary joint body with relatively minimal channels, and has good uniformity and versatility. Even if new functions are added or modified to a finished vehicle, only the components required for the corresponding functions need to be added or removed. The modification is simpler, easier to operate, and has lower costs.
[0040] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.
Claims
1. A chassis travel and track change hydraulic control system, characterized in that: It comprises a high-speed and low-speed control solenoid valve (1), a track change control valve group (2), a central rotary joint body (3), a hydraulically controlled switching valve (4), a track change oil cylinder (5), a first travel motor (6) and a second travel motor (7), wherein the central rotary joint body (3) is provided with six channels, and the hydraulically controlled switching valve (4) is used for controlling the travel and track change functions; One end of the first and second channels of the central rotary joint body (3) is connected to the main travel oil circuit, and the other end is connected to the inlet and outlet of the second travel motor main (7); One end of the third channel of the central rotary joint body (3) is connected to the oil tank, and the other end is respectively connected to the leakage port of the reversing control chamber of the hydraulic control switching valve (4), the oil drain ports of the first travel motor (6) and the second travel motor (7); One end of the fourth channel of the central rotary joint body (3) is connected to the oil port B of the track change control valve group (2), and the other end is respectively connected to the reversing control chamber of the hydraulic control switching valve (4), the high and low speed control chambers of the first travel motor (6) and the second travel motor (7). The oil port A of the track change control valve group (2) is connected to the high and low speed control solenoid valve (1). The track change control valve group (2) is used to control the pressure of the oil port B; One end of the fifth and sixth channels of the central rotary joint body (3) is connected to the main travel oil circuit, and the other end is connected to the inlet and outlet of the first travel motor (6) and the track change cylinder (5) respectively through the hydraulic control switching valve (4).
2. A chassis travel and track change hydraulic control system according to claim 1, characterized in that: The track change control valve group (2) comprises a pressure reducing valve (21), a shuttle valve (23) and a track change control solenoid valve (22); an oil port A of the track change control valve group (2) is respectively connected to an oil inlet of the pressure reducing valve (21) and the track change control solenoid valve (22); an oil outlet of the pressure reducing valve (21) and the track change control solenoid valve (22) are respectively connected to two ends of the shuttle valve (23); and an oil outlet of the shuttle valve (23) is connected to an oil port B of the track change control valve group (2).
3. A chassis travel and track change hydraulic control system according to claim 2, characterized in that: The track change control solenoid valve (22) is a two-position three-way solenoid valve, comprising an oil port C, an oil port D, and an oil port E; When the track change control solenoid valve (22) is energized, the oil port D is connected to the oil port E, and the oil port A is connected to the shuttle valve (23) through the pressure reducing valve (21) and the track change control solenoid valve (22). When the track change control solenoid valve (22) loses power, the oil port C is connected to the oil port E, and the oil port A is only connected to the shuttle valve (23) through the pressure reducing valve (21).
4. The chassis travel and track change hydraulic control system according to claim 1, characterized in that: The hydraulically controlled switching valve (4) is a two-position six-way valve; When the pressure in the fourth channel is higher than the switching demand pressure of the hydraulically controlled switching valve (4), the fifth and sixth channels are connected to the track-changing cylinder (5) via the hydraulically controlled switching valve (4); otherwise, they are connected to the first travel motor (6).
5. The chassis travel and track change hydraulic control system according to claim 1, characterized in that: The high and low speed control solenoid valve (1) is a two-position three-way solenoid valve; When the high and low speed control solenoid valve (1) is energized, the high and low speed control solenoid valve (1) is connected to the track change control valve group (2).
6. A crane, characterized in that: It comprises a chassis travel and track change hydraulic control system as described in any one of claims 1-5.
Citation Information
Patent Citations
Miniature multipurpose spider type crawler chassis
CN112249188A
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CN204185895U