Auxiliary drive device of semi-trailer, semi-trailer and control method thereof

Abstract

The present application discloses an auxiliary drive device for a semi-trailer, a semi-trailer and a control method thereof, and relates to the technical field of automobile trains. The device comprises: a power module, which is installed on the semi-trailer; a hydraulic drive module, which comprises a hydraulic control component, a free-wheel valve component and a drive wheel component, wherein the power output end of the power module is connected to the hydraulic control component via the hydraulic control component, the hydraulic control component is used to drive the state switching of the free-wheel valve component, and the free-wheel valve component is used to control the drive wheel component to be in a driven state or a non-driven state; a control module, which is used to control the power module and the hydraulic drive module to realize the start and stop, drive control and braking control of the auxiliary drive device of the semi-trailer; the power module is independent of the semi-tractor, and the control of the power module does not require obtaining the coordinated control signal of the tractor engine, so that the semi-trailer equipped with the auxiliary drive system has high interchangeability with existing tractors on the market, a wide range of applicability and good economy.

Description

Technical Field

[0001] The present application relates to the technical field of automobile trains, and in particular to an auxiliary drive device of a semi-trailer, a semi-trailer and a control method thereof. Background Art

[0002] Motor trains are an important means of transport for land transportation, particularly suitable for long-distance land transport of heavy equipment such as tracked armored vehicles and construction machinery. They offer advantages such as fast transport response, flexible transport routes, high transport capacity, and good economic efficiency. Motor trains consist of a tractor and trailer, typically driven by the tractor and carried by a semi-trailer. With the increasing diversification of transport conditions and road conditions, there has been a growing trend to add auxiliary drive systems to semi-trailers to improve their gradeability and ability to pass on low-adhesion surfaces. To improve economic efficiency, semi-trailer drive systems are typically required to operate part-time, turning the drive system on and off according to driving conditions. Due to the high-torque drive characteristics of hydraulic motors and the flexible transmission characteristics of hydraulic arrangements, in the field of heavy equipment transportation, semi-trailer auxiliary drive systems typically utilize hydraulic transmission rather than electric or mechanical transmission.

[0003] Common hydraulic transmission-based auxiliary drive systems for semi-trailers can be categorized as either non-independent or independent, depending on the powertrain layout. The non-independent system shares a powertrain with the tractor; the independent system has the powertrain located within the semi-trailer, independently providing power to the semi-trailer. While the non-independent system offers the advantages of a unified powertrain, relatively simple control design, and improved economy, its long and thick hydraulic transmission lines make it unsuitable for a cross-connection between the tractor and semi-trailer. Furthermore, it suffers from relatively slow drive response and poor interchangeability with the tractor. The independent system, on the other hand, offers advantages such as high interchangeability with the tractor and fast drive response.

[0004] Whether a semitrailer's auxiliary drive system can coordinate with the tractor's drive has always been a technical challenge in the development of these systems, particularly for systems with independent powertrains. Depending on whether the coordinated control of the semitrailer's auxiliary drive relies on inputs from the tractor's engine, vehicle speed, or other relevant status signals, these systems can be categorized as active and passive. Active coordinated control systems require signals such as the tractor's engine speed or vehicle speed to coordinate speeds, resulting in poor interchangeability between semitrailers and tractors and making them unsuitable for matching tractors and semitrailers of different models. Furthermore, the speed signal has low accuracy, making control difficult and prone to drive incoordination. Passive coordinated control systems achieve coordinated drive between the semitrailer and tractor without requiring coordinated control signals from the tractor, further improving the interchangeability between auxiliary drive semitrailers and tractors. Developing passive coordinated control systems is a significant challenge. Summary of the Invention

[0005] The purpose of this application is to provide an auxiliary drive device for a semi-trailer and a semi-trailer, so as to solve, to a certain extent, the technical problems of high drive coordination control requirements, poor drive coordination and poor interchangeability between the existing semi-trailer with auxiliary drive function and the tractor.

[0006] To solve the above technical problems, this application adopts the following technical solutions:

[0007] A first aspect of the present application provides an auxiliary drive device for a semi-trailer, the auxiliary drive device comprising: a power module, mounted on the semi-trailer; a hydraulic drive module, comprising a hydraulic control component, a free-wheel valve component and a drive wheel component, through which the power output end of the power module is connected to the hydraulic control component, the hydraulic control component is used to drive the state switching of the free-wheel valve component, and the free-wheel valve component is used to control the drive wheel component to be in a driven state or a non-driven state; a control module, the control module being used to control the power module and the hydraulic drive module to realize starting and stopping, drive control and braking control of the auxiliary drive device of the semi-trailer.

[0008] In some embodiments, the power module includes: an engine, which is used to provide power to the hydraulic drive module; a transfer case, which is installed at the power output end of the engine; a fuel supply assembly, which is connected to the engine, and the fuel supply assembly is used to provide fuel to the engine; an air intake assembly, which is connected to the engine, and the air intake assembly is used to provide air for internal combustion in the engine; an exhaust assembly, which is connected to the engine, and the exhaust assembly is used to remove exhaust gas generated during the engine combustion operation; a cooling assembly, which is connected to the engine, and the cooling assembly is used to cool the engine when the engine is working.

[0009] In some embodiments, the hydraulic control component includes: a control oil circuit, which is used to drive the switching of the working state of the free-wheel valve assembly; a driving oil circuit, which is used to provide pressurized oil to the free-wheel valve assembly; and an oil tank, which is respectively connected to the control oil circuit and the driving oil circuit.

[0010] In some embodiments, the control oil circuit includes: a pilot valve, which is connected to the free-wheel valve assembly through a control pipeline, and the pilot valve controls the on and off of the hydraulic control pipeline of the free-wheel valve assembly, thereby controlling the switching of the working state of the free-wheel valve assembly; a gear pump, which is installed at one of the power output ports of the transfer case, and the gear pump is connected to the pilot valve through an oil supply pipeline, and the gear pump is used to provide pressure oil to the pilot valve, and the gear pump is connected to the oil tank.

[0011] In some embodiments, the drive oil circuit includes: a drive pump, installed at one of the power output ports of the transfer case, the drive pump is connected to the free-wheel valve assembly through a first drive line and a second drive line, the drive pump is used to provide pressure oil to the free-wheel valve assembly, and the drive pump is connected to the oil tank; an unloading valve, connected to the first drive line and the second drive line respectively, the unloading valve is used to open and close the drive line and the return oil line; a flushing valve, connected to the first drive line, the second drive line and the oil tank respectively, the flushing valve is used to drive the low-pressure side hydraulic oil back to the oil tank through the return oil line; an overflow valve, connected between the first drive line and the second drive line, and used to limit the maximum working pressure of the drive oil circuit; a pressure sensor, arranged on both sides of the drive pump, and the pressure sensor is connected to the control module.

[0012] In some embodiments, the free-wheel valve assembly includes: a cartridge logic valve and a cartridge throttle valve, the control line enters the cartridge logic valve through the cartridge throttle valve, the cartridge logic valve is connected to the drive wheel assembly through a first logic oil circuit and a second logic oil circuit, and the cartridge logic valve controls the working state of the drive wheel assembly by controlling the on and off of the first logic oil circuit and the second logic oil circuit.

[0013] In some embodiments, the driving wheel assembly includes a wheel, a driving motor and a two-way speed limiting valve. The power output end of the driving motor is connected to the wheel. The plug-in logic valve is connected to the two ends of the driving motor through a first logic oil circuit and a second logic oil circuit. The two-way speed limiting valve is respectively connected to the first logic oil circuit and the second logic oil circuit.

[0014] In some embodiments, the control module includes: a hardware control component, the hardware control component is used to control the auxiliary device in hardware; and a software control component, the software control component is used to control the auxiliary device in program.

[0015] A second aspect of the present application provides a semi-trailer, wherein the auxiliary drive device on the semi-trailer has a power module that is relatively independent from the power system of the tractor.

[0016] A third aspect of the present application provides a method for controlling a driving device of a semi-trailer, wherein the control method is applied to the semi-trailer and comprises the following steps:

[0017] Get the startup command:

[0018] In response to the start command, starting an engine of the drive device;

[0019] Use the direction gear switch to select the driving direction and speed gear required;

[0020] According to the driving conditions, the gear of the drive device is selected through the pressure gear switch;

[0021] According to driving needs, the engine speed is controlled by the throttle. When the engine speed is between the starting speed and the idle speed, the drive device stops working; when the engine speed is higher than the starting speed, the drive device is controlled to work and output power; when the main control unit receives a brake signal from the brake pedal, the drive device stops working; when the main control unit does not receive a brake signal from the brake pedal, the power output of the drive device is restored.

[0022] It can be seen from the above technical solution that this application has at least the following advantages and positive effects:

[0023] The auxiliary drive device of a semi-trailer in the present application adopts hydraulic drive, has strong driving force, and can greatly improve the climbing ability of the automobile train on mountain terrain; the power module is independent of the tractor, and the control of the power module does not require the acquisition of the engine speed, vehicle speed or other coordinated signals of the tractor, so that the semi-trailer equipped with the auxiliary drive system has high interchangeability with existing tractors on the market, a wide range of applicability and good economy.

[0024] A semi-trailer in the present application has a large driving force by being provided with a hydraulically driven auxiliary drive device, which can greatly improve the climbing ability of the automobile train on mountain terrain; the power module is independent of the tractor, and the control of the power module does not require obtaining the engine speed, vehicle speed or other coordinated signals of the tractor, so that the semi-trailer equipped with the auxiliary drive system has high interchangeability with existing tractors on the market, a wide range of applications and good economy.

[0025] The present application provides a method for controlling a driving device of a semi-trailer. By providing an auxiliary driving device driven by hydraulic means, the driving force is large, and the climbing ability of a car train on mountainous terrain can be greatly improved. The power module is independent of the semi-trailer, and the drive coordination control does not require obtaining the engine speed, vehicle speed or other coordination signals of the tractor, so that the semi-trailer equipped with the auxiliary driving system is highly interchangeable with existing tractors on the market, has a wide range of applications, and is economical. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0027] Figure 1 1 is a schematic structural diagram of an auxiliary drive device for a semi-trailer according to an embodiment;

[0028] Figure 21 is a schematic structural diagram of a power module of an auxiliary drive device of a semi-trailer according to an embodiment;

[0029] Figure 3 1 is a schematic structural diagram of a hydraulic drive module of an auxiliary drive device of a semi-trailer according to an embodiment;

[0030] Figure 4 1 is a schematic structural diagram of a free-wheel valve assembly of a hydraulic drive module of an auxiliary drive device of a semi-trailer according to an embodiment;

[0031] Figure 5 is a control framework diagram of a hydraulic control module of an auxiliary drive device of a semi-trailer according to an embodiment;

[0032] Figure 6 A control flow chart of a hydraulic drive module of an auxiliary drive device of a semi-trailer according to an embodiment.

[0033] The reference numerals are as follows: 100, power module; 110, engine; 120, transfer case; 130, fuel supply assembly; 140, intake assembly; 150, exhaust assembly; 160, cooling assembly; 200, hydraulic drive module; 210, free wheel valve assembly; 211, first cartridge logic valve; 212, second cartridge logic valve; 213, third cartridge logic valve; 214, fourth cartridge logic valve; 215, cartridge throttle valve; 202, fuel tank; 20 3. Pilot valve; 204. Gear pump; 205. Drive pump; 206. Unloading valve; 207. Flushing valve; 208. Overflow valve; 209. Pressure sensor; 221. Wheel; 222. Drive motor; 223. Speed ​​limiting valve; 300. Control module; 401. Oil supply line; 402. Control line; 403. Return oil line; 404. First drive line; 405. Second drive line; 406. First logic oil circuit; 407. Second logic oil circuit. DETAILED DESCRIPTION

[0034] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0035] In the description of this application, it should be understood that the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0036] The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the technical features being referred to. Thus, a feature identified as "first," "second," or "third" may explicitly or implicitly include one or more of such features. Throughout the description of this application, unless otherwise specified, "plurality" means two or more.

[0037] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "connected," "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0038] See also Figure 1 and Figure 2 .

[0039] Figure 1 and Figure 2: This is a structural schematic diagram of an auxiliary drive device for a semi-trailer in an embodiment of the present application. As shown in the figure, the device includes: a power module 100, which is installed on the semi-trailer; a hydraulic drive module 200, which includes a hydraulic control component, a free-wheel valve component 210 and a drive wheel component. Through the hydraulic control component, the power output end of the power module 100 is connected to the hydraulic control component, and the hydraulic control component is used to drive the state switching of the free-wheel valve component 210, and the free-wheel valve component 210 is used to control the drive wheel component to be in a driven state or a non-driven state; a control module 300, and the control module 300 is used to control the power module 100 and the hydraulic drive module 200 to realize the start and stop, drive control and braking control of the auxiliary drive device of the semi-trailer. It adopts hydraulic drive with strong driving force, which can greatly improve the climbing ability of the automobile train on mountain terrain; the power module 100 is independent of the semi-trailer, so the control of the power module 100 does not require obtaining the semi-trailer's engine 110, vehicle speed or other related signals, making the semi-trailer equipped with the auxiliary drive system highly interchangeable with existing tractors on the market, with a wide range of applications and good economy.

[0040] See also Figure 3 ;

[0041] In this embodiment, the power module 100 includes: an engine 110, which is used to provide power to the test hydraulic drive module 200; a transfer case 120, which is installed at the power output end of the engine 110; an oil supply component 130, which is connected to the engine 110, and the oil supply component 130 is used to provide fuel to the engine 110; an air intake component 140, which is connected to the engine 110, and the air intake component 140 is used to provide air for internal combustion of the engine 110; an exhaust component 150, which is connected to the engine 110, and the exhaust component 150 is used to remove exhaust gas generated during combustion of the engine 110; a cooling component 160, which is connected to the engine 110, and the cooling component 160 is used to cool the engine 110 when the engine 110 is working.

[0042] In this embodiment, the hydraulic control component includes: a control oil circuit, which is used to drive the switching of the working state of the free-wheel valve assembly 210; a driving oil circuit, which is used to provide pressurized oil to the free-wheel valve assembly 210; and an oil tank 202, which is connected to the control oil circuit and the driving oil circuit respectively.

[0043] In the specific implementation process of this embodiment, the oil tank 202 is composed of a tank body and a filter. The oil tank 202 is used to provide hydraulic oil for the operation of the hydraulic circuit and assist the hydraulic circuit in heat dissipation.

[0044] In this embodiment, the oil tank 202 further includes an oil return line 403 , and the oil return line 403 is used to recover the pressure oil in the control oil line, the drive oil line, and the free-wheel valve assembly 210 .

[0045] In this embodiment, the control oil circuit includes:

[0046] The pilot valve 203 is connected to the free-wheel valve assembly 210 through a control oil circuit. The pilot valve 203 controls the on-off of the hydraulic control line of the free-wheel valve assembly 210 , thereby controlling the switching of the working state of the free-wheel valve assembly 210 .

[0047] In the specific implementation of this embodiment, pilot valve 203 is a two-position, three-way solenoid valve. Port B of gear pump 204 is connected to port A of pilot valve 203 via oil supply line 401. Port B of pilot valve 203 is connected to port F of freewheel valve assembly 210 via control line 402. Port T of pilot valve 203 is connected to oil return line 403. When the solenoid valve of pilot valve 203 is energized, ports A and B of pilot valve 203 are connected, and the pressurized oil output by gear pump 204 enters port F of the freewheel valve after passing through pilot valve 203, thereby controlling freewheel valve assembly 210 to enter a driven operating state. When the solenoid valve of the pilot valve 203 is not energized, the A port and the B port of the pilot valve 203 are disconnected, and the B port of the pilot valve 203 is connected to the T port, so that the pressure oil of the F port of the free-wheel valve assembly 210 is connected to the return oil circuit 403 through the pilot valve 203, thereby controlling the free-wheel valve assembly 210 to enter a non-driven state.

[0048] The gear pump 204 is installed at one of the power output ports of the transfer case 120 . The gear pump 204 is connected to the pilot valve 203 via an oil supply line 401 . The gear pump 204 is used to provide pressurized oil to the pilot valve 203 . The gear pump 204 is connected to the oil tank 202 .

[0049] During the specific implementation of this embodiment, the gear pump 204A port is connected to the hydraulic oil tank 202, and the gear pump 204B port is connected to the A port of the pilot valve 203 through the oil supply line 401, providing pressure oil for the pilot valve 203 to control the free wheel valve.

[0050] In this embodiment, the driving oil circuit includes:

[0051] a drive pump 205 installed at one of the power output ports of the transfer case 120 , the drive pump 205 being connected to the freewheel valve assembly 210 via a first drive line 404 and a second drive line 405 , the drive pump 205 being used to provide pressurized oil to the freewheel valve assembly 210 , and the drive pump 205 being connected to the oil tank 202 ;

[0052] During the specific implementation of this embodiment, the A port of the driving pump 205 is connected to the A port of the free-wheel valve assembly 210 through the first driving pipeline 404, and the high pressure output from the A port of the driving pump 205 passes through the free-wheel valve assembly 210 and then through the first logic oil circuit 406 to drive the driving motor 222 in the forward direction; the B port of the driving pump 205 is connected to the B port of the free-wheel valve through the second driving pipeline 405, and the high pressure output from the B port of the driving pump 205 passes through the free-wheel valve assembly 210 and then through the second logic oil circuit 407 to drive the driving motor 222 in the reverse direction; the S port of the driving pump 205 is connected to the oil suction port of the oil tank 202, which is the oil suction port of the built-in oil replenishment pump of the driving pump 205, and replenishes hydraulic oil for the first driving pipeline 404 and the second driving pipeline 405; the T port of the driving pump 205 is connected to the oil return port of the hydraulic oil tank 202, and is used for the internal leakage shell return oil and overflow return oil of the driving pump 205. The driving pump 205 is provided with a solenoid valve for adjusting the displacement size and direction, so as to realize the control of the driving speed and driving direction.

[0053] In this embodiment, a closed drive circuit is formed between the first drive pipeline 404 and the second drive pipeline 405. When the drive motor 222 is driven in the forward direction, the first drive pipeline 404 is the drive side and the second drive pipeline 405 is the return oil side. When the drive motor 222 is driven in the reverse direction, the second drive pipeline 405 is the drive side and the first drive pipeline 404 is the return oil side.

[0054] An unloading valve 206 is connected to the first driving pipeline 404 and the second driving pipeline 405 respectively, and the unloading valve 206 is used to open and close the driving pipeline and the oil return pipeline;

[0055] In the specific implementation of this embodiment, unloading valve 206 is a two-position, two-way solenoid valve. Port A of unloading valve 206 is connected to first drive line 404, and port B of unloading valve 206 is connected to second drive line 405. When ports A and B of unloading valve 206 are connected, the first and second drive lines are connected, unloading the high pressure in the drive circuit and protecting drive pump 205. During this time, the drive system cannot be driven. When ports A and B of unloading valve 206 are disconnected, the first and second drive lines are disconnected, ensuring that drive pump 205 provides high-pressure driving oil to freewheel valve assembly 210.

[0056] A flushing valve 207 is connected to the first drive pipeline, the second drive pipeline and the oil tank 202 respectively. The flushing valve 207 is used to drive the low-pressure side hydraulic oil to return to the oil tank 202 through the return oil pipeline;

[0057] In the specific implementation of this embodiment, the flushing valve 207 is a two-position, three-way hydraulically controlled valve. Port A of the flushing valve 207 is connected to the first drive line, port B of the flushing valve 207 is connected to the second drive line 405, and port T of the flushing valve 207 is connected to the return oil line 403. During forward drive, the first drive line is high-pressure drive, and the second drive line is low-pressure return oil. The pressure at port A of the flushing valve 207 is higher than the pressure at port B, and port B of the flushing valve 207 is connected to port T. The low-pressure oil in the third drive line enters the return oil line 403 through port T of the flushing valve 207 and returns to the oil tank 202, thereby cooling and filtering the high-temperature hydraulic oil in the drive circuit. Similarly, when driving in reverse, the third drive pipe is high-pressure driven, the first drive pipeline is low-pressure return oil, the pressure at the B port of the flushing valve 207 is higher than the pressure at the A port, the A port of the flushing valve 207 is connected to the T port, and the low-pressure oil in the first drive pipeline enters the system return oil circuit 403 through the T port of the flushing valve 207 and returns to the oil tank 202.

[0058] The overflow valve 208 is connected between the first drive pipeline and the second drive pipeline, and is used to limit the maximum working pressure of the drive oil circuit;

[0059] In the specific implementation of this embodiment, port A of relief valve 208 is connected to the first drive pipeline, port B of relief valve 208 is connected to the second drive pipeline, and port T of relief valve 208 is connected to the return oil line 403. When the pressure at port A of relief valve 208 exceeds the set operating pressure, port A of relief valve 208 connects to port T, allowing high-pressure oil to enter return oil line 403, thereby keeping the operating pressure of the first drive pipeline below the set driving pressure. When the pressure at port B of relief valve 208 exceeds the set operating pressure, port B of relief valve 208 connects to port T, allowing high-pressure oil to enter return oil line 403, thereby keeping the operating pressure of all three drive pipelines below the set driving pressure, thus achieving the purpose of high-pressure drive protection.

[0060] The pressure sensors 209 are provided on both sides of the driving pump 205 . The pressure sensors 209 are connected to the control module 300 . There are two pressure sensors 209 , which are respectively connected to the first driving pipeline and the second driving pipeline.

[0061] See also Figure 4 :

[0062] In some embodiments, the free-wheel valve assembly 210 includes: a cartridge logic valve and a cartridge throttle valve 215. The control oil circuit enters the cartridge logic valve through the cartridge throttle valve 215. The cartridge logic valve is connected to the drive wheel assembly through the first logic oil circuit 406 and the second logic oil circuit 407. The cartridge logic valve controls the working state of the drive wheel assembly by controlling the on and off of the first logic oil circuit 406 and the second logic oil circuit 407.

[0063] In the specific implementation process of this embodiment, the free-wheel valve assembly 210 includes a first cartridge logic valve 211, a second cartridge logic valve 212, a third cartridge logic valve 213, a fourth cartridge logic valve 214 and a cartridge throttle valve 215. The pressure oil of the control line 402 reaches the F port of the four cartridge logic valves through the cartridge throttle valve 215, so that the A port and the B port of the first cartridge logic valve 211 and the third cartridge logic valve 213 are connected, and the A port and the B port of the second cartridge logic valve 212 and the fourth cartridge logic valve 214 are disconnected, so that the A port in the free-wheel valve assembly 210 is connected to the AM port, and the B port of the free-wheel valve assembly 210 is connected to the B port. The M port is connected, and the free-wheel valve assembly 210 enters the driving working state; the pressure oil in the control line 402 is cut off, and the four cartridge logic valves are self-reset by springs. The A port and B port of the first cartridge logic valve 211 and the third cartridge logic valve 213 are disconnected, and the A port and B port of the second cartridge logic valve 212 and the fourth cartridge logic valve 214 are disconnected, so that the first logic oil circuit 406 and the second logic oil circuit 407 in the free-wheel valve assembly 210 are disconnected at the same time. At the same time, the AM port in the free-wheel valve assembly 210 is connected to the BM port, and is connected to the oil tank 202 through the return oil circuit 403. At this time, the free-wheel valve assembly 210 enters the non-driving state.

[0064] See also Figure 3 :

[0065] In this embodiment, the driving wheel assembly includes a wheel 221, a driving motor 222 and a two-way speed limiting valve 223. The power output end of the driving motor 222 is connected to the wheel 221. The plug-in logic valve is connected to the two ends of the driving motor 222 through the first logic oil circuit 406 and the second logic oil circuit 407. The two-way speed limiting valve 223 is respectively connected to the first logic oil circuit 406 and the second logic oil circuit 407.

[0066] During the specific implementation of this embodiment, the drive motor 222 is a radial piston motor having two working states: freewheel and drive. The drive state can achieve low-speed, high-torque driving and torque drive in a relatively low-power state; the freewheel state can achieve high-speed follow-up driving to meet the needs of high-speed driving of automobiles and trains. The two working states are switched by the freewheel valve assembly 210.

[0067] During the specific implementation of this embodiment, the two-way speed limiting valve 223 is located between the freewheel valve and the freewheel motor. The two-way limit valve is used to limit the oil inlet flow of the freewheel motor, protecting the motor from overspeeding while meeting the maximum driving speed, and preventing the entire vehicle from losing drive due to slipping of some wheels 221.

[0068] See also Figure 5 :

[0069] In this embodiment, the control module 300 includes: a hardware control component, which is used to control the auxiliary device in hardware; and a software control component, which is used to control the auxiliary device in program.

[0070] In this embodiment, the hardware control component includes:

[0071] The main control unit includes a control box which is a micro-control core unit. The control box is arranged in the semi-trailer and is equipped with a controller, a relay and a wiring connector.

[0072] The remote control is installed in the cab and connected to the control box. The remote control is a wireless remote control with a wired function. When working, it is usually placed in the tractor cab and is centrally controlled by the tractor cab. It mainly controls the system switch of the semi-trailer auxiliary drive, the front and rear direction switching, the high and low speed gear switching, the pressure gear switching and the driving mode switching. The remote control also has a system status and alarm information display.

[0073] In other embodiments, the remote control may also be a wireless remote control.

[0074] The actuator is mainly used to drive the displacement control electromagnet of the pump 205, the electromagnet of the pilot valve 203, and the electromagnet of the unloading valve 206, and is used to receive electrical control signals and drive the corresponding components to work.

[0075] Sensor; mainly a pressure sensor 209 connected to the drive circuit, which collects drive pressure information and provides a drive control system.

[0076] The distribution box is used to supply power to the control box and the remote control; the distribution box is equipped with contactors, time delay relays and fuses, etc., and is the core unit of power distribution. Preferably, the distribution box is also equipped with a generator and a battery. The power supply and distribution system composed of the distribution box supplies power to the engine 110 control unit and the main control unit.

[0077] In this embodiment, information is exchanged between the main control unit and the engine 110 via CAN communication, and between the remote control and the main control unit via CAN communication. Each sensor provides input to the main control unit via voltage analog signals. The main control unit controls the operation of each solenoid valve via current signals. Wireless communication is possible between the remote control terminal and the remote control receiver.

[0078] A second aspect of this embodiment provides a semi-trailer, wherein the auxiliary drive device on the semi-trailer has a power module that is relatively independent from the power system of the tractor.

[0079] See also Figure 6 .

[0080] A third aspect of the present application provides a method for controlling a drive device of a semi-trailer, the method being applied to the semi-trailer. The method is a software control component of the drive device and comprises the following steps:

[0081] Get the startup command;

[0082] In response to the start command, starting an engine of the drive device;

[0083] Specifically, when the semitrailer's emergency stop switch is off, turning on the control system switch powers on the control system and puts it into a ready-to-operate state. Turning off the system switch shuts down the system. Turning on the engine 110 start switch starts the engine 110; turning off the engine 110 start switch shuts down the engine 110. In an emergency, turning on the emergency stop switch shuts down the system and power output.

[0084] Use the direction gear switch to select the driving direction and speed gear required;

[0085] Specifically, the driving direction and speed gear required for driving are selected through the direction gear switch, and the neutral gear can also be selected to put the free wheel valve 201 in the free wheel position and control the displacement of the driving pump 205 to zero.

[0086] According to the driving conditions, the gear of the drive device is selected through the pressure gear switch;

[0087] Specifically, according to the driving conditions, the pressure gear switch is used to select the low pressure, medium pressure and high pressure gears required for driving.

[0088] According to driving needs, the engine speed is controlled by the throttle. When the engine speed is between the starting speed and the idle speed, the drive device stops working; when the engine speed is higher than the starting speed, the drive device is controlled to work and output power; when the main control unit receives a brake signal from the brake pedal, the drive device stops working; when the main control unit does not receive a brake signal from the brake pedal, the power output of the drive device is restored;

[0089] Specifically, the brake signal can be obtained from the semitrailer's brake light signal. The drive pressure sensor 209 acquires real-time pressure signals on the drive and return sides of the closed drive circuit. When "drive pressure - return pressure ≤ set value," the drive pressure at that instantaneous speed is determined to be too low and insufficient for driving output at that speed, requiring control to stop. This means the vehicle automatically enters a freewheeling state and disengages from the drive. When "drive pressure - return pressure > set value," the drive pressure at that instantaneous speed is sufficient for driving output, and relevant drive control can continue. A self-designed PID controller adjusts the displacement of the drive pump 205 in real time to maintain the system's real-time drive pressure near the target drive pressure corresponding to the selected pressure level. Simultaneously, an allowable power or torque limit control is implemented to prevent engine 110 overload and flameout due to drive control overshoot. Stable drive pressure indicates good drive synergy between the semitrailer and tractor, and the vehicle can stably provide the required driving force to the tractor.

[0090] It can be seen from the above technical solution that this application has at least the following advantages and positive effects:

[0091] The auxiliary drive device of a semi-trailer in the present application adopts hydraulic drive, has strong driving force, and can greatly improve the climbing ability of the automobile train on mountain terrain; the power module is independent of the tractor, and the control of the power module does not require the acquisition of the engine speed, vehicle speed or other coordinated signals of the tractor, so that the semi-trailer equipped with the auxiliary drive system has high interchangeability with existing tractors on the market, a wide range of applicability and good economy.

[0092] A semi-trailer in the present application has a large driving force by being provided with a hydraulically driven auxiliary drive device, which can greatly improve the climbing ability of the automobile train on mountain terrain; the power module is independent of the tractor, and the control of the power module does not require obtaining the engine speed, vehicle speed or other coordinated signals of the tractor, so that the semi-trailer equipped with the auxiliary drive system has high interchangeability with existing tractors on the market, a wide range of applications and good economy.

[0093] The present application provides a method for controlling a driving device of a semi-trailer. By providing an auxiliary driving device driven by hydraulic means, the driving force is large, and the climbing ability of a car train on mountainous terrain can be greatly improved. The power module is independent of the semi-trailer, and the drive coordination control does not require obtaining the engine speed, vehicle speed or other coordination signals of the tractor, so that the semi-trailer equipped with the auxiliary driving system is highly interchangeable with existing tractors on the market, has a wide range of applications, and is economical.

[0094] The above are only specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. An auxiliary drive device for a semi-trailer, characterized in that: The auxiliary drive device comprises: Power module, installed on the semi-trailer; A hydraulic drive module, comprising a hydraulic control assembly, a free-wheel valve assembly, and a drive wheel assembly, wherein the power output end of the power module is connected to the hydraulic control assembly via the hydraulic control assembly, the hydraulic control assembly is used to drive the state switching of the free-wheel valve assembly, and the free-wheel valve assembly is used to control the drive wheel assembly to be in a driven state or a non-driven state; A control module, the control module is used to control the power module and the hydraulic drive module to realize the start and stop, drive control and braking control of the auxiliary drive device of the semi-trailer; The hydraulic control assembly includes: A control oil circuit, the control oil circuit being used to drive the switching of the working state of the free-wheel valve assembly; a driving oil circuit, the driving oil circuit being used to provide pressurized oil to the free-wheel valve assembly; The control oil circuit includes: A pilot valve is connected to the free-wheel valve assembly through a control pipeline. The pilot valve controls the on-off of the hydraulic control pipeline of the free-wheel valve assembly, thereby controlling the switching of the working state of the free-wheel valve assembly; The free wheel valve assembly includes: a cartridge logic valve and a cartridge throttle valve, the control line enters the cartridge logic valve through the cartridge throttle valve, the cartridge logic valve is connected to the drive wheel assembly through a first logic oil circuit and a second logic oil circuit, and the cartridge logic valve controls the working state of the drive wheel assembly by controlling the on and off of the first logic oil circuit and the second logic oil circuit; The driving oil circuit includes: The overflow valve is connected between the first drive pipeline and the second drive pipeline and is used to limit the maximum working pressure of the drive oil circuit.

2. The auxiliary drive device of a semi-trailer according to claim 1, characterized in that: The power module includes: an engine, the engine being used to provide power to the hydraulic drive module; a transfer case, the transfer case being mounted at a power output end of the engine; An oil supply assembly connected to the engine, the oil supply assembly is used to provide fuel to the engine; An air intake assembly connected to the engine, the air intake assembly is used to provide air for internal combustion of the engine; An exhaust assembly connected to the engine, the exhaust assembly being used to remove exhaust gas generated during combustion operation of the engine; A cooling assembly is connected to the engine and is used to cool the engine when the engine is working.

3. The auxiliary drive device of a semi-trailer according to claim 2, characterized in that: The hydraulic control assembly includes: The oil tank is connected to the control oil circuit and the drive oil circuit respectively.

4. The auxiliary drive device for a semi-trailer according to claim 3, characterized in that: The control oil circuit includes: A gear pump is installed at one of the power output ports of the transfer case. The gear pump is connected to the pilot valve through an oil supply line. The gear pump is used to provide pressure oil to the pilot valve. The gear pump is connected to the oil tank.

5. The auxiliary drive device for a semi-trailer according to claim 3, characterized in that: The driving oil circuit includes: a drive pump installed at one of the power output ports of the transfer case, the drive pump being connected to the free-wheel valve assembly via a first drive line and a second drive line, the drive pump being used to provide pressurized oil to the free-wheel valve assembly, and the drive pump being connected to an oil tank; an unloading valve, connected to the first drive pipeline and the second drive pipeline respectively, and used for opening and closing the drive pipeline and the oil return pipeline; A flushing valve is connected to the first drive pipeline, the second drive pipeline and the oil tank respectively, and is used to drive the low-pressure side hydraulic oil to return to the oil tank through the return oil pipeline; The pressure sensors are arranged on both sides of the driving pump, and the pressure sensors are connected to the control module.

6. The auxiliary drive device for a semi-trailer according to claim 1, characterized in that: The driving wheel assembly includes a wheel, a driving motor and a two-way speed limiting valve. The power output end of the driving motor is connected to the wheel. The plug-in logic valve is connected to the two ends of the driving motor through a first logic oil circuit and a second logic oil circuit. The two-way speed limiting valve is respectively connected to the first logic oil circuit and the second logic oil circuit.

7. The auxiliary drive device for a semi-trailer according to claim 1, characterized in that: The control module includes: A hardware control component, the hardware control component is used to control the auxiliary drive device in hardware; A software control component is used to programmatically control the auxiliary drive device.

8. A semi-trailer, characterized in that: The semi-trailer is provided with the auxiliary drive device according to any one of claims 1 to 7, and the power module of the drive device is relatively independent of the power system of the tractor.

9. A method for controlling a driving device of a semi-trailer, the method being used to control the semi-trailer according to claim 8, characterized in that: The following steps are involved: Get the startup command: In response to the start command, starting an engine of the drive device; Use the direction gear switch to select the driving direction and speed gear required; According to the driving conditions, the gear of the drive device is selected through the pressure gear switch; According to driving needs, the engine speed is controlled by the throttle. When the engine speed is between the starting speed and the idle speed, the drive device stops working; when the engine speed is higher than the starting speed, the drive device is controlled to work and output power; when the main control unit receives a brake signal from the brake pedal, the drive device stops working; when the main control unit does not receive a brake signal from the brake pedal, the power output of the drive device is restored.

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