Railway and highway dual-use chassis hydraulic system, hydraulic chassis and railway and highway dual-use vehicle

Abstract

The embodiment of the present application provides a hydraulic system for a combined road-rail chassis, a hydraulic chassis, and a combined road-rail vehicle. The system includes a running hydraulic unit connected to the locomotive running mechanism for controlling the locomotive to perform corresponding running actions on roads, rails, and track slabs; a steering and braking unit including a steering unit and a braking unit, where the steering unit is used to control the steering action of the locomotive during road running, and the braking unit is used to brake the locomotive running on roads, rails, and track slabs; a guiding hydraulic unit including a steel wheel guiding unit and a side guiding unit, where the steel wheel guiding unit is used to guide the locomotive running on rails, and the side guiding unit is used to guide the locomotive running on track slabs. By using the combined road-rail hydraulic system provided in the embodiment of the present application, the chassis can not only run on rails but also run on track slabs without laid rails, and can be applied to various high-speed rail track construction scenarios.

Description

Technical Field

[0001] The present application relates to the field of hydraulic technology, and in particular to a road-rail dual-purpose chassis hydraulic system, a hydraulic chassis and a road-rail dual-purpose vehicle. Background Art

[0002] With the development of society and economy, the demand for rail vehicles has increased rapidly. The operation of rail vehicles requires the construction of supporting facilities, such as tracks, platforms, cables, etc. Under normal circumstances, after the track is laid, a special rail engineering vehicle will run on the track to carry out the next step of facility setting (such as laying cables, etc.). However, due to the current large demand for track construction, the construction of track facilities is usually tight and the task is heavy. It is often the case that track plates are laid but rails are not laid, or that track plates and rails are not laid and other facilities need to be set up simultaneously with rails or laid first. Under this working condition, rail engineering vehicles cannot arrive at the site for construction, which will cause delays in the construction period.

[0003] As a new type of vehicle equipment, the dual-purpose chassis for road and rail, due to its unique structure and usage, can solve the problem that during the construction of railways, construction vehicles cannot enter the railway due to the lack of track slabs and rails. It can alleviate the construction period pressure faced by the construction of my country's railway system and has high application value. However, when the track slabs are laid but the rails are not laid, the engineering vehicles need to run on the track slabs. At this time, the engineering vehicles cannot damage the track slabs or overturn. Most of the dual-purpose chassis for road and rail engineering machinery on the market are in two operating states: road running and rail running. They are not designed for the case of laying track slabs and cannot be applied to the special working conditions of high-speed railway line construction. Summary of the invention

[0004] In order to solve one of the above-mentioned technical defects, a road-rail dual-purpose chassis hydraulic system, a hydraulic chassis and a road-rail dual-purpose vehicle are provided in the embodiments of the present application.

[0005] According to a first aspect of an embodiment of the present application, a road-rail dual-purpose chassis hydraulic system is provided, comprising:

[0006] A running hydraulic unit, which is connected to the locomotive running mechanism and is used to control the locomotive to perform corresponding running actions on the road, rails and track plates;

[0007] A steering and braking unit, the steering and braking unit comprises a steering unit and a braking unit, wherein the steering unit is used to control the steering action of the locomotive when it is traveling on a road, and the braking unit is used to brake the locomotive when it is traveling on a road, rail or track plate;

[0008] The guiding hydraulic unit, which includes a steel wheel guiding unit and a side guiding unit. The steel wheel guiding unit is used to guide the locomotive running on the rail, and the side guiding unit is used to guide the locomotive running on the track slab.

[0009] According to the second aspect of the embodiments of the present application, a road-rail dual-purpose hydraulic chassis is provided. This chassis adopts the road-rail dual-purpose hydraulic system as described above.

[0010] According to the third aspect of the embodiments of the present application, a road-rail dual-purpose vehicle is provided. This vehicle includes the road-rail dual-purpose chassis as described above and a running mechanism arranged under the chassis.

[0011] For the road-rail dual-purpose vehicle adopting the road-rail dual-purpose hydraulic system provided in the embodiments of the present application, the running hydraulic unit, the steering and braking unit, and the guiding hydraulic unit cooperate with each other under the action of the locomotive control system, acting on the running mechanism of the locomotive, realizing the running, braking, and steering functions of the road-rail dual-purpose vehicle on the road, railway, and track slab. At the same time, the purpose that the road-rail dual-purpose chassis can run in a trackless and track-bound state can be achieved, and the practicability is strong. Description of the Drawings

[0012] The drawings described herein are used to provide a further understanding of the present application and form a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation to the present application. In the drawings:

[0013] Figure 1 It is a functional relationship diagram of the road-rail dual-purpose chassis hydraulic system provided by the embodiments of the present application;

[0014] Figure 2 It is a hydraulic schematic diagram of the running hydraulic unit of the road-rail dual-purpose chassis hydraulic system provided by the embodiments of the present application;

[0015] Figure 3 It is a hydraulic schematic diagram of the steering and braking unit of the road-rail dual-purpose chassis hydraulic system provided by the embodiments of the present application;

[0016] Figure 4 It is a hydraulic schematic diagram of the guiding hydraulic unit of the road-rail dual-purpose chassis hydraulic system provided by the embodiments of the present application;

[0017] Figure 5 It is a hydraulic schematic diagram of the variable displacement piston pump provided by the embodiments of the present application;

[0018] Figure 6 It is a hydraulic schematic diagram of the running motor provided by the embodiments of the present application.

[0019] Reference Signs:

[0020] 1 - Oil suction filter; 2 - Variable piston pump; 3 - Filter; 4 - Pressure switch; 5 - Shuttle valve; 6 - Pressure sensor; 7 - Twin gear train pump; 8 - Relief valve; 9 - Front axle motor; 10 - Rear axle motor;

[0021] 11 - Fill valve; 13 - Accumulator; 14 - Brake valve; 15 - Rear axle service brake; 16 - Front axle service brake; 17 - Stacked reducing valve; 18 - Solenoid directional control valve; 19 - Differential lock; 20 - Rear axle clutch; 21 - Front axle clutch; 22 - Handle valve; 23 - Parking brake; 24 - Steering cylinder; 26 - Steering gear;

[0022] 27 - Manual emergency pump; 28 - Stop valve group; 29 - Triple gear train pump; 30 - Check valve; 31 - Pressure measuring joint; 33 - Air cooler; 34 - Pressure gauge; 35 - Solenoid relief valve group; 37 - Stacked check valve; 38 - Stacked throttle valve; 39 - Right rear vertical cylinder; 40 - Right rear horizontal cylinder; 41 - Left rear horizontal cylinder; 42 - Left rear vertical cylinder; 43 - Rear guide cylinder; 45 - Left front vertical cylinder; 46 - Left front horizontal cylinder; 47 - Right front horizontal cylinder; 48 - Right front vertical cylinder; 49 - Front guide cylinder; 51 - Return oil filter; 52 - Breather valve; 53 - Liquid level gauge; 54 - Temperature control switch; 55 - Two - position four - way solenoid valve;

[0023] 901 - Motor displacement control module; 902 - Flushing valve; 903 - Rotary motor;

[0024] 201 - Piston pump displacement control module; 202 - Piston pump multi - function valve; 203 - Main pump; 204 - Charge pump. Detailed implementation manners

[0025] In order to make the technical solutions and advantages in the embodiments of the present application clearer and more understandable, the following further details the exemplary embodiments of the present application with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than an exhaustive list of all embodiments. It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0026] In the process of realizing this application, the inventor discovered that in the process of high-speed rail construction, due to the current large amount of engineering, tight construction period and heavy tasks, sometimes the track plates are laid but the rails are not laid, or the track plates and rails are not laid, and other facilities need to be set up synchronously with the rails or laid in advance. In this working state, due to the lack of rails, rail engineering vehicles cannot arrive at the site, and only road-rail dual-use engineering vehicles can go to the site for construction. In the case where the track plates are laid but the rails are not laid, the engineering vehicles need to run on the track plates. At this time, the engineering vehicles can neither damage the track plates nor overturn. However, most of the existing road-rail dual-use engineering machinery chassis have two operating states: road running and rail track running. They are not designed for the case where the track plates are laid, and cannot be applied to the special working conditions that occur in the construction of high-speed rail lines.

[0027] In view of the above problems, an embodiment of the present application provides a dual-purpose chassis hydraulic system for road and rail. Figure 1 The working relationship diagram of the hydraulic system of the road-rail dual-purpose chassis provided in the embodiment of the present application is as follows: Figure 1 As shown, the dual-purpose chassis hydraulic system provided in the embodiment of the present application includes: a running hydraulic unit for ensuring the running of the whole vehicle, a steering and braking unit for realizing the steering and braking functions of the whole vehicle when running, and a guide hydraulic unit for realizing the dual-purpose functions of the whole vehicle. The running hydraulic unit, the steering and braking unit, and the guide hydraulic unit are connected through an oil circuit and an oil tank.

[0028] The running hydraulic unit is connected to the locomotive running mechanism and is used to control the locomotive to perform corresponding running actions on the road, rails and track plates;

[0029] The steering brake unit includes a steering unit and a brake unit, wherein the steering unit is used to control the steering action of the locomotive when it is running on the road, and the brake unit is used to brake the locomotive when it is running on the road, rails and track plates;

[0030] The guide hydraulic unit comprises a steel wheel guide unit and a side guide unit, wherein the steel wheel guide unit is used to guide the locomotive running on the steel rails, and the side guide unit is used to guide the locomotive running on the track plate.

[0031] The above-mentioned running hydraulic unit, steering brake unit and guide hydraulic unit cooperate with each other under the control system of the locomotive, act on the running mechanism of the locomotive, realize the running, braking and steering functions of the road-rail dual-purpose vehicle on roads, railways and track plates, and at the same time can realize the purpose of the road-rail dual-purpose chassis to run in both trackless and tracked states.

[0032] The specific structures of each unit will be further described below in conjunction with the accompanying drawings. Since multiple identical standard components such as solenoid valves and pressure switches are often used in a hydraulic system, in the following description, the same coding will be used for the same type of standard components located at different positions. It should be noted that components with the same number only represent that they are the same type of hydraulic components, such as pressure switches, overflow valves, solenoid directional control valves, etc., and do not represent that they are the same hydraulic component.

[0033] Figure 2 The hydraulic schematic diagram of the running hydraulic unit of the road-rail dual-purpose chassis hydraulic system provided by the embodiment of the present application is as Figure 2 shown. The running hydraulic unit includes a variable displacement piston pump 2, a two-stage gear train pump 7, and a running motor. The inlet port of the variable displacement piston pump 2 is connected to the hydraulic oil tank. The two-stage gear train pump 7 includes a front pump and a rear pump. The oil ports of the variable displacement piston pump 2 and the running motor are connected by an oil circuit to form a closed hydraulic circuit, providing power for the running transmission mechanism. The oil ports of the variable displacement piston pump 2 and the running motor in the running hydraulic unit adopt a closed system. The power generated by the engine of the road-rail dual-purpose vehicle is transmitted to the running motor through the variable displacement piston pump 2, and after being decelerated by the running transmission mechanism such as a gearbox, it drives the wheels of the road-rail dual-purpose vehicle to rotate. The oil circuit of the two-stage gear train pump 7 is connected to other hydraulic units to supply oil to other hydraulic units such as the steering and braking unit. The running hydraulic unit is used to drive the road-rail dual-purpose vehicle to run.

[0034] Furthermore, to ensure the smooth operation of the system, as Figure 2 shown, the running hydraulic unit further includes an oil suction filter 1, a filter 3, a pressure switch 4, a shuttle valve 5, a pressure sensor 6, and an overflow valve 8. The oil suction filter 1 is arranged on the hydraulic oil tank and is used to filter impurities in the hydraulic oil. The pressure switch 4, the filter 3, and the shuttle valve 5 are respectively connected to the oil ports of the variable displacement piston pump 2. The pressure sensor 6 is arranged on the shuttle valve 5, and the overflow valve 8 is arranged on the oil circuit of the outlet of the rear pump in the two-stage gear train pump 7.

[0035] The embodiment of the present application provides a specific implementation manner of the running motor. Figure 6 The hydraulic schematic diagram of the running motor provided by the embodiment of the present application is as Figure 6As shown in the figure, the traveling motor includes a front axle motor 9 and a rear axle motor 10. The front axle motor 9 and the rear axle motor 10 have the same model specifications, and both include a motor displacement control module 901, a flushing valve 902, and a rotary motor 903 connected by an oil circuit. Among them, the displacement control module 901 can infinitely or two-point control the displacement of the rotary motor according to an electrical signal. When the control current changes between the variable starting pressure and the variable ending pressure, the displacement of the rotary motor 903 will correspondingly change between the maximum and the minimum; the flushing valve 902 relies on the pressure at the high-pressure end to push the valve core, sending the hydraulic oil at the low-pressure end back to the fuel tank while maintaining the low-pressure, and the flushing valve 902 is mainly used to release the hot oil in the system, playing a role in cooling and heat dissipation.

[0036] The embodiment of the present application also provides a specific implementation manner of the variable displacement piston pump. Figure 5 For the hydraulic schematic diagram of the variable displacement piston pump provided by the embodiment of the present application, as Figure 5 shown, the variable displacement piston pump 2 includes a piston pump displacement control module 201, a piston pump multi-functional valve 202, a main pump 203, and a makeup oil pump 204 that form a closed hydraulic circuit through an oil circuit. The makeup oil pump 204 is connected to the main pump 203 through a flange and is connected to the low-pressure side of the closed hydraulic circuit through a check valve. An overflow valve is also provided on the oil circuit of the makeup oil pump 204.

[0037] In the traveling hydraulic unit of the variable displacement piston pump 2 with the above structure, a pressure switch 4 and a filter 3 are installed at the oil outlet of the makeup oil pump. The filter 3 is used to further filter the impurities in the hydraulic oil entering the variable displacement piston pump 2, and the pressure switch 4 is used to detect the pressure of the makeup oil pump.

[0038] Among them, the main spool of the displacement control module 201 is connected to the swash plate of the variable displacement piston pump 2 through a mechanical feedback link. Controlling the position of the main spool is affected by both the electrical input signal and the feedback signal of the swash plate position of the variable displacement piston pump, thereby realizing closed-loop control of the displacement. At the same time, the proportional control of the swash plate angle of the pump is realized by changing the input signal of the displacement control module 201.

[0039] Further, the multi-functional valve 202 includes a pressure limiting valve and a high-pressure overflow valve. When the system pressure reaches the pressure limit value, the pressure limiting valve opens and then pushes the swash plate of the variable displacement piston pump 2 towards the middle position to reduce the displacement and limit the action of the system pressure; when the load changes suddenly and causes sudden overload, the high-pressure overflow valve comes into play to realize overpressure protection of the system.

[0040] Figure 3 For the hydraulic schematic diagram of the steering and braking unit of the rail-road dual-purpose chassis hydraulic system provided by the embodiment of the present application; as Figure 3As shown, the steering brake unit includes a filling valve 11, a steering gear 26, a steering cylinder 24, a clutch and a brake, wherein the filling valve 11 is used to supply oil to the accumulator, the brake and the clutch air hydraulic facilities, and its oil inlet is connected to the oil outlet of the rear pump in the double gear series pump 7 through an oil circuit. A pressure switch 4 is provided on the filling valve 11. The steering brake unit is used to realize the steering and braking functions of the road-rail dual-purpose vehicle when it is running.

[0041] The brakes in the steering brake unit include a front axle service brake 16 , a rear axle service brake 15 and a parking brake 23 .

[0042] An accumulator 13 is provided in the oil circuits between the filling valve 11 and the front axle service brake 16 and between the filling valve 11 and the rear axle service brake 15. The filling valve 11 flushes the accumulator 13. After the accumulator 13 is filled with oil, the excess oil flows back to the oil tank through the O port of the filling valve 11. The accumulator 13 provides an oil source for the front axle service brake 16 and the rear axle service brake 15. A brake valve 14 is also provided in the oil circuits between the front axle service brake 16, the rear axle service brake 15 and the accumulator 13. The brake valve 14 is connected to the front axle service brake 16 and the rear axle service brake 15 through a shuttle valve. The operator controls the brake valve 14 by pedal operation to realize the service brake and release of the chassis axle.

[0043] The parking brake 23 is directly provided with a pressure oil source by the filling valve 11, and a handle valve 22 is provided on the oil path connecting the parking brake 23 and the filling valve 11. The handle valve 22 is connected to the parking brake 23, and the operator realizes the parking brake and release of the chassis axle by controlling the handle valve 22.

[0044] The oil inlet of the steering gear 26 is connected to the front pump in the double gear series pump 7, and the steering gear 26 is connected to the steering cylinder 24. The oil line between the steering gear 26 and the steering cylinder 24 is provided with an electromagnetic reversing valve 18. The double gear series pump 7 supplies oil through the steering gear 26 and the steering cylinder. The steering cylinder 24 is connected to the mechanical steering structure on the chassis. The operator controls the steering gear through the steering wheel to drive the steering cylinder 24 to work, and the steering cylinder 24 drives the mechanical steering structure on the chassis to move, thereby realizing chassis steering.

[0045] In some specific embodiments, the clutch in the steering brake unit includes a front axle clutch 21 and a rear axle clutch 20, and a set of superimposed pressure reducing valve 17 and electromagnetic reversing valve 18 are respectively provided in the oil circuits connecting the front axle clutch 21 and the filling valve 11, and the rear axle clutch 20 and the filling valve 11. In the oil circuit, the electromagnetic reversing valve 18 is located at one end close to the clutch oil inlet, and the superimposed pressure reducing valve 17 is located at the front end of the electromagnetic reversing valve 18. The clutch is used to control the combination and release of the travel motor and the axle gearbox.

[0046] Further, in some specific embodiments, the steering brake unit further includes a differential lock 19. The differential lock 19 is communicated with the oil outlet of the fluid filling valve 11. A stacking pressure reducing valve 17 and a solenoid directional control valve 18 are also provided on the oil path where the differential lock 19 is communicated with the fluid filling valve 11. In the oil path, the solenoid directional control valve 18 is located at one end close to the oil inlet of the differential lock 19, and the stacking pressure reducing valve 17 is located at the front end of the solenoid directional control valve 18.

[0047] The operator realizes the locking and releasing of the differential lock 19, and the engaging and releasing of the front axle clutch 21 and the rear axle clutch 20 by controlling the solenoid directional control valve 18.

[0048] Further, in some specific embodiments, a solenoid directional control valve 18 is also provided on the oil path between the steering gear 26 and the steering cylinder 24. A pressure switch 4 is also provided on the fluid filling valve 11 for overload protection of the fluid filling valve 11.

[0049] Figure 4 The hydraulic schematic diagram of the guiding hydraulic unit of the road-rail dual-purpose chassis hydraulic system provided by the embodiment of the present application is as Figure 4 shown. The guiding hydraulic unit includes a triple gear train pump 29, a guiding cylinder and a side guiding cylinder. The oil inlet of the triple gear train pump 29 is communicated with the hydraulic oil tank and provides a pressure oil source for the guiding cylinder and the side guiding cylinder. The guiding cylinder acts on the guiding wheels for guiding when the road-rail dual-purpose vehicle travels on the track, and the side guiding cylinder acts on the side guiding wheels for guiding when the road-rail dual-purpose vehicle travels on the track slab. The guiding hydraulic unit is used to realize the road-rail dual-purpose function of the road-rail dual-purpose vehicle.

[0050] The triple gear train pump 29 is formed by three gear pumps connected in series in the oil path. As Figure 3 shown, the oil inlets of the three gear pumps are respectively communicated with the hydraulic oil tank. For the convenience of distinction, the gear pumps in the figure are sequentially called the first-stage gear pump, the second-stage gear pump and the third-stage gear pump of the triple gear train pump 29 from left to right. It should be noted that the left-right order in the figure is not necessarily the same as the actual installation position. In practice, it should be judged as the first-stage gear pump of the triple gear train pump 29 according to the position of the gear pump in the oil path rather than the actual mechanical structure position.

[0051] Further, the guiding oil cylinders and side guiding oil cylinders in the guiding hydraulic unit are supplied with pressure oil source by the second gear pump in the triple gear train pump 29. An electromagnetic directional valve 18, a stacked one-way valve 37 and a stacked throttle valve 38 are arranged at the front end of the oil cylinder to control the telescoping of each oil cylinder. The oil outlet of the stacked throttle valve 38 is respectively communicated with the oil inlets of the guiding oil cylinder and the side guiding oil cylinder. The oil outlet of the triple gear train pump 29 is provided with a one-way valve 30, a pressure measuring joint 31 and a relief valve 8. The one-way valve 30 is used to prevent the oil from flowing back, the pressure measuring joint 31 is used to connect the pressure measuring equipment for oil pressure measurement, and the relief valve 8 protects the oil circuit from pressure. When the oil pressure exceeds the set threshold, the relief valve 8 opens to release the oil circuit pressure.

[0052] The hydraulic oil flows from the oil tank to the oil inlet of the triple gear train pump 29 through the pipeline, and supplies oil to the guiding oil cylinder and the side guiding oil cylinder through the triple gear train pump 29, the electromagnetic directional valve 18, the stacked one-way valve 37 and the stacked throttle valve 38. The guiding oil cylinder is divided into two groups: the front guiding oil cylinder 49 and the rear guiding oil cylinder 43. The front guiding oil cylinder 49 and the rear guiding oil cylinder 43 each include 2 oil cylinders. The oil circuit in front of each oil cylinder is separately controlled by a group of electromagnetic directional valve 18, stacked one-way valve 37 and stacked throttle valve 38, ensuring that the front and rear guiding wheels can contact the rail simultaneously according to the design. A pressure switch 4 is arranged between the stacked throttle valve 38 and the guiding wheel, which is used for pressure overload protection of the system after the guiding wheel presses the rail tightly; The side guiding oil cylinder is divided into two groups: the front side guiding oil cylinder and the rear side guiding oil cylinder. The front side guiding oil cylinder includes the left front horizontal oil cylinder 46, the left front vertical oil cylinder 45, the right front vertical oil cylinder 48 and the right front horizontal oil cylinder 47; The rear side guiding oil cylinder includes the left rear horizontal oil cylinder 41, the left rear vertical oil cylinder 42, the right rear vertical oil cylinder 39 and the right rear horizontal oil cylinder 40. The oil circuit in front of each oil cylinder is separately controlled by a group of electromagnetic directional valve 18, stacked one-way valve 37 and stacked throttle valve 38, ensuring that the side guiding wheel can clamp the track slab according to the design to ensure the smooth operation of the rail-road vehicle without tipping over. An electromagnetic relief valve group 35 is arranged on the return oil circuit between the oil outlet of the triple gear train pump 29 and the hydraulic oil tank, and a pressure gauge 34 is arranged on the electromagnetic relief valve group 35.

[0053] Further, in some specific embodiments, the guiding hydraulic unit further includes an emergency system. The emergency system includes a manual emergency pump 27 communicated with the hydraulic oil tank and a stop valve group 28 communicated with the oil outlet of the manual emergency pump 27, which is used to switch the emergency recovery of different devices. Once a failure occurs to the rail-road vehicle on the railway, the device can be recovered emergently to avoid interfering with the construction.

[0054] An oil return filter 51 is also arranged on the common return oil circuit of the triple gear train pump 29 and the manual emergency pump 27, which is used to filter the impurities in the oil circuit to avoid polluting the oil in the hydraulic oil tank.

[0055] Furthermore, in some specific embodiments, the guide hydraulic unit 3 also includes a heat dissipation system, which includes an air cooler 33. The air cooler 33 is connected to the pressure oil port of the first gear pump in the triple gear series pump 29 through a two-position four-way solenoid valve 55. The air cooler 33 has a temperature control switch 54. When the temperature exceeds 45°C, the two-position four-way solenoid valve is turned on, and the air cooler 33 starts to work to dissipate heat until the temperature drops below the set value.

[0056] In addition, a breathing valve 52, a liquid level meter 53 and a temperature control switch 54 are also provided on the oil circuit of the guide hydraulic unit.

[0057] An embodiment of the present application also provides a dual-purpose road-rail chassis, which includes the above dual-purpose road-rail chassis hydraulic system.

[0058] The embodiment of the present application also provides a road-rail dual-purpose vehicle, which includes the above-mentioned road-rail dual-purpose chassis and a running mechanism arranged under the chassis.

[0059] When a road-rail dual-purpose vehicle using the road-rail dual-purpose chassis hydraulic system and road-rail dual-purpose chassis provided by the embodiment of the present application is traveling on a road or a railway, the plunger variable pump rotates, and the oil enters the plunger variable pump from the oil tank through the oil suction filter in sequence, and then enters the front axle motor and the rear axle motor, driving the two motors to rotate forward and reverse, and driving the chassis to move forward and backward. The plunger variable pump controls the displacement of the running pump and the motor steplessly through the displacement control module, thereby controlling the running speed of the chassis.

[0060] When a road-rail dual-purpose vehicle is running on rails, the oil is delivered to the front and rear guide cylinders through the triple gear series pump and the electromagnetic reversing valves, superimposed one-way valves and superimposed throttle valves corresponding to the front and rear guide cylinders, pushing the cylinders down and causing the guide wheels to press the rails, thereby realizing the track guiding function of the guide wheels.

[0061] When the road-rail dual-use vehicle is running trackless on the railway, the oil is transported to the corresponding cylinder through the triple gear series pump through the electromagnetic reversing valve, superimposed non-return valve and superimposed throttle valve corresponding to the side guide cylinder, pushing the cylinder to extend and descend, so that the side guide wheels press the two sides of the track plate to achieve the guiding effect, thereby ensuring the road-rail dual-use chassis to run trackless on the high-speed railway track plate.

[0062] Compared with the prior art, the hydraulic system for the dual-purpose chassis for road and rail provided in the embodiment of the present application adopts a wheeled chassis, and provides power for the movement of the chassis through a closed hydraulic system. The oil replenishment is performed by an oil replenishment pump, which continuously draws oil from the oil tank and outputs sufficient hydraulic oil to the low-pressure side of the closed circuit through a one-way valve. Since the low-pressure side is replenished with oil, the main pump has a higher operating performance.

[0063] Secondly, the dual-purpose road-rail chassis hydraulic system provided by the embodiments of the present application is equipped with two sets of guiding device hydraulic systems, which can not only enable the chassis to travel on the rail through wheel guiding, but also clamp both sides of the track slab through side guiding cylinders to meet the requirement of traveling on the track slab without laid rails.

[0064] Finally, the dual-purpose road-rail chassis hydraulic system provided by the embodiments of the present application uses a clutch to control the engagement and disconnection of the traveling motor and the axle. It is engaged during normal traveling and disconnected during being towed, which plays a role in protecting the hydraulic system. The axle is equipped with a differential lock to control the engagement and disconnection of the left and right axles of the axle. Under the road conditions where the wheels may be suspended, the differential lock is engaged to enable the wheels to obtain effective power and get out of trouble.

[0065] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present application.

[0066] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically defined.

[0067] In the present application, unless otherwise clearly specified and limited, the terms such as "installed", "connected", "connected to", "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection, an electrical connection or can communicate with each other; it can be directly connected, or indirectly connected through an intermediate medium, and can be the internal connection of two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific situations.

[0068] Although the preferred embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they know the basic creative concept. Therefore, the appended claims are intended to be construed as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0069] Obviously, those skilled in the art can make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, this application is also intended to include these modifications and variations.

Claims

1. A hydraulic system for a road-rail dual-purpose chassis, characterized in that: The above-mentioned road-rail dual-purpose chassis hydraulic system includes: A running hydraulic unit, which is connected to the locomotive running mechanism and is used to control the locomotive to perform corresponding running actions on roads, rails and track slabs; A steering and braking unit, which includes a steering unit and a braking unit. The steering unit is used to control the steering action of the locomotive when running on the road, and the braking unit is used to brake the locomotive running on roads, rails and track slabs; A guiding hydraulic unit, which includes a steel wheel guiding unit and a side guiding unit. The steel wheel guiding unit is used to guide the locomotive running on the rail, and the side guiding unit is used to guide the locomotive running on the track slab; The guiding hydraulic unit includes a triple gear train pump (29), guiding oil cylinders and side guiding oil cylinders. The inlet of the triple gear train pump (29) is communicated with the hydraulic oil tank. The triple gear train pump (29) provides a pressure oil source for the guiding oil cylinders and the side guiding oil cylinders. The guiding oil cylinders act on the guiding wheels for guiding when the road-rail dual-purpose vehicle runs on the track, and the side guiding oil cylinders act on the side guiding wheels for guiding when the road-rail dual-purpose vehicle runs on the track slab; The side guiding oil cylinders are divided into two groups: front side guiding oil cylinders and rear side guiding oil cylinders. The front side guiding oil cylinders include a left front horizontal oil cylinder (46), a left front vertical oil cylinder (45), a right front vertical oil cylinder (48), and a right front horizontal oil cylinder (47); the rear side guiding oil cylinders include a left rear horizontal oil cylinder (41), a left rear vertical oil cylinder (42), a right rear vertical oil cylinder (39), and a right rear horizontal oil cylinder (40). The oil circuit in front of each oil cylinder is independently controlled by a group of electromagnetic directional valves (18), stacked one-way valves (37) and stacked throttle valves (38).

2. The road-rail dual-purpose chassis hydraulic system according to claim 1, characterized in that: The running hydraulic unit includes a variable plunger pump (2), a double gear train pump (7) and a running motor. The inlet of the variable plunger pump (2) is communicated with the hydraulic oil tank. The double gear train pump (7) includes a front pump and a rear pump. The outlet of the variable plunger pump (2) is communicated with the running motor through an oil circuit to form a closed hydraulic circuit and provide power for the running transmission mechanism; The steering and braking unit includes a filling valve (11), a steering gear (26), a steering oil cylinder (24), a clutch and a brake. The inlet of the filling valve (11) is communicated with the outlet of the rear pump in the double gear train pump (7) through an oil circuit. The filling valve (11) provides an oil source for the clutch and the brake. The inlet of the steering gear (26) is communicated with the front pump in the double gear train pump (7), and the steering gear (26) is communicated with the steering oil cylinder (24).

3. The rail-road dual-purpose chassis hydraulic system according to claim 2, wherein: The traveling hydraulic unit further includes an oil suction filter (1), a filter (3), a pressure switch (4), a shuttle valve (5), a pressure sensor (6), and a relief valve (8). The oil suction filter (1) is disposed on the connection to the hydraulic oil tank. The pressure switch (4), the filter (3), and the shuttle valve (5) are respectively connected to the oil ports of the variable displacement piston pump (2). The pressure sensor (6) is disposed on the shuttle valve (5). The relief valve (8) is disposed on the oil path of the outlet of the rear pump in the double gear train pump (7).

4. The combined road-rail chassis hydraulic system according to claim 3, wherein: The traveling motor includes a front axle motor (9) and a rear axle motor (10). Both the front axle motor (9) and the rear axle motor (10) include a motor displacement control module (901), a flushing valve (902), and a rotary motor (903) connected through an oil path.

5. The rail-road dual-purpose chassis hydraulic system according to claim 2, wherein: The steering and braking unit further includes an accumulator (13). The brakes in the steering and braking unit include a front axle service brake (16), a rear axle service brake (15), and a parking brake (23). The accumulator (13) is disposed on the oil path connecting the filling valve (11) to the front axle service brake (16) and the rear axle service brake (15). The filling valve (11) fills the accumulator (13). The accumulator (13) provides an oil source for the front axle service brake (16) and the rear axle service brake (15). A brake valve (14) is also provided on the oil path between the front axle service brake (16), the rear axle service brake (15), and the accumulator (13). The filling valve (11) provides a pressure oil source for the parking brake (23). A handle valve (22) is provided on the oil path connecting the parking brake (23) to the filling valve (11).

6. The hydraulic system for the road-rail dual-purpose chassis according to claim 5, wherein: The clutches in the steering and braking unit include a front axle clutch (21) and a rear axle clutch (20). The filling valve (11) provides a pressure oil source for the front axle clutch (21) and the rear axle clutch (20). A stacking pressure reducing valve (17) and an electromagnetic directional control valve (18) are provided on the oil path connecting the front axle clutch (21) and the rear axle clutch (20) to the filling valve (11).

7. The combined road-rail chassis hydraulic system according to claim 6, characterized in that: An electromagnetic directional control valve (18) is also provided on the oil path between the steering gear (26) and the steering cylinder (24). A pressure switch (4) is provided on the filling valve (11).

8. The hydraulic system for the railway-highway dual-purpose chassis according to claim 1, characterized in that: The guiding cylinders and side guiding cylinders in the guiding hydraulic unit are supplied with pressure oil from the second gear pump in the triple gear train pump (29). An electromagnetic directional control valve (18), a stacking check valve (37), and a stacking throttle valve (38) are provided on the front end oil path of the guiding cylinders and side guiding cylinders. The outlet of the stacking throttle valve (38) is respectively connected to the inlet oil ports of the guiding cylinders and side guiding cylinders. A check valve (30), a pressure measuring joint (31), and a relief valve (8) are provided at the outlet of the triple gear train pump (29).

9. The combined road-rail chassis hydraulic system according to claim 8, characterized in that: A pressure switch (4) is provided on the oil path between the stacking throttle valve (38) and the guiding cylinder.

10. The dual-purpose railway and highway chassis hydraulic system according to claim 9, characterized in that: An electromagnetic relief valve group (35) is provided on the return oil path between the pressure oil port of the triple gear train pump (29) and the hydraulic oil tank. A pressure gauge (34) is provided on the electromagnetic relief valve group (35).

11. The rail-road dual-purpose chassis hydraulic system according to claim 10, characterized in that: The guiding hydraulic unit further includes an emergency system, which includes a manual emergency pump (27) communicated with the hydraulic oil tank and a stop valve group (28) communicated with the oil outlet of the manual emergency pump (27).

12. The rail-road dual-purpose chassis hydraulic system according to claim 11, characterized in that: The guiding hydraulic unit further includes a heat dissipation system, which includes an air cooler (33). The air cooler (33) is communicated with the pressure oil port of the first gear pump in the triple gear train pump (29) through a two-position four-way solenoid valve (55).

13. The railway-highway dual-purpose chassis hydraulic system according to any one of claims 2-7, characterized in that: The variable displacement piston pump (2) includes a piston pump displacement control module (201), a piston pump multi-functional valve (202), a main pump (203) and a makeup oil pump (204) that form a closed hydraulic circuit through an oil path. The makeup oil pump (204) is connected to the main pump (203) through a flange and is communicated with the low-pressure side of the closed hydraulic circuit through a check valve. An overflow valve is also provided on the oil path of the makeup oil pump (204).

14. The rail-road dual-purpose chassis hydraulic system according to claim 13, characterized in that: The main spool of the displacement control module (201) is connected to the swash plate of the variable displacement piston pump (2) through a mechanical feedback link. The position of the main spool is controlled by both an electrical input signal and a feedback signal of the swash plate position of the variable displacement piston pump, thereby realizing closed-loop control of the displacement. At the same time, proportional control of the swash plate angle of the pump is realized by changing the input signal of the displacement control module (201).

15. The rail-road dual-purpose chassis hydraulic system according to claim 14, wherein: The multi-functional valve (202) includes a pressure limiting valve and a high-pressure overflow valve. When the system pressure reaches the pressure limit value, the pressure limiting valve opens, thereby pushing the swash plate of the variable displacement piston pump (2) towards the middle position to reduce the displacement and limit the action of the system pressure. When the load changes instantaneously and causes sudden overload, the high-pressure overflow valve functions to achieve overpressure protection of the system.

16. A road-rail dual-purpose chassis, characterized in that: The rail-road dual-purpose chassis includes the rail-road dual-purpose chassis hydraulic system according to any one of claims 1-15.

17. A vehicle for both railway and road use, characterized in that: It includes the rail-road dual-purpose chassis according to claim 16 and a running mechanism arranged under the chassis.

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