A travel mode control system and a crane

Abstract

The application discloses a kind of travel mode control systems and crane, the control system includes controller, controller is connected with battery box, battery box is powered for controller;The input end of the controller is connected angle sensor, multiple pressure sensors, and its output end is connected axle differential combination cylinder, transfer case differential combination cylinder, transfer case low gear combination cylinder, transfer case high gear combination cylinder, mechanical drive combination cylinder, hydraulic drive combination cylinder and multiple inter-wheel differential combination cylinders by electromagnetic valve group;Wherein, the electromagnetic valve group is connected with air cylinder;The controller receives various input signals and autonomously adjusts output control signal to control whether each electromagnetic valve in electromagnetic valve group is powered, air cylinder sends gas to the electromagnetic valve powered, and then controls the corresponding cylinder work.The technical scheme of the application can automatically switch various travel modes to adapt to different travel conditions.

Description

Technical Field

[0001] This invention relates to engineering machinery technology, specifically to a driving mode control system and a crane. Background Technology

[0002] All-terrain cranes operate in various modes, such as the registered mode (vehicle weight ≤ 55t), the 12t axle load mode, and the heavy-load relocation mode. Furthermore, the heavy-load relocation mode has multiple variations, such as traveling with the full boom and outriggers, traveling with the full boom, outriggers, and counterweight, traveling with the full boom, outriggers, and superlift, etc. In different modes, the axle loads and total weight vary, resulting in different requirements for drive capability, steering capability, tire load capacity, and driver comfort. Simultaneously, all-terrain cranes operate in complex environments, ranging from well-maintained asphalt and concrete roads to rough, potholed surfaces. The same vehicle in different road conditions places varying demands on the vehicle's drive and travel systems.

[0003] When a vehicle is lightly loaded, its requirements for the overall driving capacity, steering capacity, and tire load-bearing capacity are relatively low; while when a vehicle is heavily loaded, its requirements for the overall driving capacity and steering capacity are higher. At the same time, on sloping roads, the requirements for the rear axle driving capacity will increase; on muddy roads, the requirements for the overall anti-slip capacity will increase; furthermore, the driver's comfort requirements are different under various road conditions.

[0004] All-terrain cranes often include multiple functions, such as inter-axle differential, high and low gears of the transfer case, hydraulic drive combination, steering mode, etc. The driver needs to select various functions according to road conditions and vehicle status, which is cumbersome and difficult to select. At the same time, engineering vehicles generally have a long service life, and the electrical control functions are prone to failure.

[0005] like Figure 1 and Figure 2As shown, the existing control system includes hydraulic components such as a hydraulic oil tank 61, a steering pump 62, a steering gear 63, steering cylinders 64-69, steering hoses, and connectors. Steering cylinders 64-69 are divided into large and small chambers. The hydraulic oil tank 61 is hydraulically connected to the steering pump 62, which in turn is hydraulically connected to the steering gear 63. The steering gear 63 is connected to the steering cylinders 64-69, with each cylinder's large and small chamber connected to its corresponding chamber. The steering gear 63 is also connected to the hydraulic oil tank 61. Its operating mechanism is as follows: The steering pump 62 rotates continuously under the drive of the engine or transmission, drawing hydraulic oil from the hydraulic oil tank 61 to supply the entire steering hydraulic circuit. When the steering wheel is in the neutral position, the steering gear 63 is also in the neutral position, and the oil drawn from the pump flows directly back to the hydraulic oil tank 61 after passing through the steering gear 63. When the steering wheel is turned right, the steering gear 63 shifts position. Hydraulic oil, after passing through the steering gear 63, enters the large chambers of the left steering cylinders 65, 67, and 69, and the small chambers of the right steering cylinders 64, 66, and 68. Further, the hydraulic oil in the small chambers of the left steering cylinders 65, 67, and 69, and the large chambers of the right steering cylinders 64, 66, and 68, flows back to the hydraulic oil tank 61 through the steering gear 63. This achieves a right turn. Turning the steering wheel left is the opposite. The system also includes electrical components such as a battery box 71, an operating switch 72, wiring, and connectors. The battery box 71 is connected to one end of the operating switch 72, and the other end of the operating switch 72 is connected to the solenoid valve assembly 82. Its operating principle is as follows: the battery box 71 supplies power to the entire electrical system. The on / off state of the operating switch 72 controls whether the solenoid valves in the solenoid valve assembly 82 are energized. Energized solenoid valves control the corresponding cylinder movements.

[0006] The control scheme shown above can meet the basic needs of the vehicle, but it has the following shortcomings: (1) The two steering oil pumps used in the steering system are both long power take-off oil pumps, and their output oil volume is constant. When the steering demand is small, the excess oil is returned directly to the oil tank through the steering gear 63 valve core, resulting in serious power waste in the steering system.

[0007] (2) Tire pressure is generally fixed, the tire pressure is constant, and it is impossible to inflate or deflate the tire, which cannot adapt to different load requirements.

[0008] (3) Low level of automation. The control of inter-axle differential, inter-wheel differential, transfer case differential, disengagement, hydraulic drive, transfer case high gear, transfer case low gear, etc. are all controlled by separate switches. For the driver, the operation is cumbersome and improper operation may cause vehicle damage.

[0009] (4) The control method is simple and there is no emergency plan after a failure occurs. Summary of the Invention

[0010] Purpose of the invention: The purpose of this invention is to provide a driving mode control system and crane that can automatically switch between various driving modes to adapt to different driving conditions.

[0011] Technical Solution: The driving mode control system of the present invention includes a controller connected to a battery box, which supplies power to the controller. The controller's input terminal is connected to an angle sensor and multiple pressure sensors. Its output terminal is connected to an inter-axle differential engagement cylinder, a transfer case differential engagement cylinder, a transfer case low-gear engagement cylinder, a transfer case high-gear engagement cylinder, a mechanical drive engagement cylinder, a hydraulic drive engagement cylinder, and multiple inter-wheel differential engagement cylinders via a solenoid valve assembly. The solenoid valve assembly is connected to an air reservoir. The angle sensor detects the tilt angle of the road surface where the vehicle is located and sends it to the controller. The steering pressure sensor detects the pressure of the hydraulic fluid in the steering cylinder and sends it to the controller. The bridge load pressure sensor detects the pressure of the hydraulic fluid in the suspension cylinder, and the controller calculates the weight supported by the suspension cylinder. The controller receives various input signals and autonomously adjusts the output control signal to control whether each solenoid valve in the solenoid valve assembly is energized. The air reservoir supplies air to the energized solenoid valves, thereby controlling the corresponding cylinders to operate.

[0012] It also includes a mechanical valve assembly and multiple two-way check valves. The input end of each mechanical valve in the mechanical valve assembly is connected to an air storage tank, and the output end of the mechanical valve is connected to one air inlet of the two-way check valve. The output end of the solenoid valve in the solenoid valve assembly is connected to the other air inlet of the two-way check valve, and the outlet of the two-way check valve is connected to the corresponding cylinder.

[0013] It also includes an electromagnetic proportional valve and a mechanical pressure regulating valve. The electromagnetic proportional valve is connected to the output terminal of the controller. The air inlet of the electromagnetic proportional valve is connected to the air storage tank, and its air outlet is connected to the tire. The air inlet of the mechanical pressure regulating valve is connected to the air storage tank, and its air outlet is connected to the tire.

[0014] It also includes a detachable oil pump and a steering pump power take-off cylinder. The input end of the detachable oil pump is connected to the hydraulic oil tank, and its output end is connected to the second steering cylinder. The steering pump power take-off cylinder is connected to the outlet of a two-way check valve, and the two inlets of the two-way check valve are respectively connected to a solenoid valve group and a mechanical valve group. The detachable oil pump has two states: detached and engaged, controlled by the steering pump power take-off cylinder, which saves steering power and reduces hydraulic oil consumption.

[0015] It also includes a pressure sensor installed between the outlet of the long power take-off pump and the inlet of the steering gear. The vehicle steering pressure is obtained through the pressure sensor. When the required steering pressure detected by the pressure sensor is lower than the set value, the controller controls the solenoid valve connected to the power take-off cylinder of the steering pump to de-energize. At this time, the power take-off cylinder of the steering pump is in a disengaged state, and the steering pressure value is detected by the pressure sensor.

[0016] The controller's input terminal is also connected to a control knob. The control knob is operated to select the driving mode. The controller controls the solenoid valve group to be energized according to the command, and the air tank sends air to the solenoid valve group or the solenoid proportional valve, thereby controlling the corresponding cylinder to work or inflating and deflating the tires. When the automatic control mode fails, the driving mode is selected by operating the control knob.

[0017] Limit switches are installed on the inter-axle differential engagement cylinder, transfer case differential engagement cylinder, transfer case low-gear engagement cylinder, transfer case high-gear engagement cylinder, mechanical drive engagement cylinder, hydraulic drive engagement cylinder, and multiple inter-wheel differential engagement cylinders to obtain inter-axle differential feedback, transfer case differential feedback, transfer case low-gear feedback, transfer case high-gear feedback, mechanical drive feedback signals, and hydraulic drive feedback signals. The controller is connected to a display, and the limit switches on each cylinder are connected to the input terminal of the controller. Each limit switch transmits feedback information to the controller, and the controller displays the feedback information on the display to facilitate monitoring of the vehicle status.

[0018] The present invention also includes a crane employing a travel mode control system.

[0019] The working principle of this invention is as follows: This solution collects suspension cylinder pressure signals, vehicle body angle sensor signals, steering pressure sensor signals, road condition signals, etc., and outputs control signals after processing by the controller. This controls the operation of solenoid valves and electromagnetic proportional valves, thereby achieving control of the movement of various cylinders and tire pressure. Simultaneously, the execution status of the actions is judged by stroke position monitoring signals, tire pressure signals, steering pressure signals, etc., and prompts and alarms are provided. Furthermore, this solution has multiple control modes. When automatic control fails or malfunctions, the driving mode can be selected directly via the control knob; alternatively, the entire control system can be controlled individually through centrally arranged mechanical valves and mechanical pressure regulating valves.

[0020] Beneficial effects: Compared with the prior art, the technical solution of the present invention has the following beneficial effects: (1) It has a high degree of automation and can automatically match the vehicle driving mode according to the vehicle status, including driving mode, load-bearing mode, anti-slip mode, steering action mode, etc., simplifying the operation steps of engineering vehicles, reducing the difficulty of operating engineering vehicles, and is suitable for different driving conditions; (2) The braking mode can be manually adjusted according to different driving conditions and selected by one button through the knob; (3) It can automatically inflate and deflate the tires, and the tire pressure is adjusted according to the load to adapt to different load requirements; (4) When the steering pressure requirement is small, only the long power take-off oil pump rotates, and the oil pump can be disengaged and in a disengaged state, not participating in the circuit, thereby saving steering power and reducing the loss of hydraulic oil; (5) When the automatic mode and the electronic control mode fail, the mechanical control mode can be used. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of a pneumatic control system in the prior art;

[0022] Figure 2 This is a schematic diagram illustrating the application of a pneumatic control system in existing technology.

[0023] Figure 3 This is a schematic diagram of the driving mode control system described in this invention;

[0024] Figure 4 This is a schematic diagram illustrating the application of the driving mode control system described in this invention;

[0025] Figure 5 A flowchart illustrating the selected operation method;

[0026] Figure 6 This is a flowchart illustrating the automatic control method.

[0027] Figure 7 This is a flowchart illustrating the electric control method;

[0028] Figure 8 This is a flowchart illustrating the mechanical control method. Detailed Implementation

[0029] The technical solution of the present invention will now be described in detail with reference to specific embodiments and accompanying drawings.

[0030] like Figure 3 and Figure 4As shown, the hydraulic control system of the present invention includes the following components: hydraulic oil tank 11, detachable oil pump 121, long power take-off oil pump 122, steering gear 13, steering cylinders 14-19, air reservoir 21, solenoid valve group 22, mechanical valve group 23, solenoid proportional valve 24, mechanical pressure regulating valve 25, wheel differential engagement cylinders 31-35, axle differential engagement cylinder 36, transfer case differential engagement cylinder 37, transfer case low gear engagement cylinder 41, transfer case high gear engagement cylinder 42, mechanical drive engagement cylinder 43, and hydraulic drive engagement cylinder 44. 4. Steering pump power take-off cylinder 45, battery box 51, controller 52, road condition selection knob 501, angle sensor 502, pressure sensor 504 / 509, bridge load pressure sensor 505~508, inter-wheel differential travel switch 511, inter-axle differential travel switch 512, transfer case differential travel switch 513, transfer case high gear travel switch 514, transfer case low gear travel switch 515, mechanical drive engagement travel switch 516, hydraulic drive engagement travel switch 517, control knob 518, display 519. In this design, the angle sensor 502 can be mounted on the vehicle frame, the cab floor, or other locations; it can detect the inclination angle of the road surface where the vehicle is located and send the data to the controller 52. The steering pressure sensor 504 is installed between the pump outlet and the steering gear 13 inlet; it can detect the pressure of the hydraulic fluid in the steering cylinder and send the data to the controller 52. The bridge load pressure sensors 505-508 can be installed at the large or small cavity end of the suspension cylinder (also called the support cylinder), or on the oil pipe connected to that end; they can detect the pressure of the hydraulic fluid in the suspension cylinder, and then the controller 52 calculates the weight supported by the suspension cylinder. The suspension cylinder is used to support the sprung mass of the vehicle, similar to the leaf springs of a typical commercial vehicle.

[0031] like Figure 3 As shown, in this pneumatic control system, solenoid valve 1 and mechanical valve 1 control the steering cylinder power take-off cylinder, further controlling the number of steering cylinders in operation to achieve multiple steering mode control; solenoid valve 2 and mechanical valve 2 control the mechanical drive cylinder, and solenoid valve 3 and mechanical valve 3 control the hydraulic drive cylinder, achieving control over the number of drive axles; solenoid valves 4 and 5 and mechanical valves 4 and 5 control the high and low gears of the transfer case, thereby controlling the torque of the transmission system, and combined with the control over the number of drive axles, achieving selection of multiple drive modes; solenoid valve 6 and mechanical valve 6 control the inter-axle differential cylinder, solenoid valve 7 and mechanical valve 7 control the inter-wheel differential cylinder, and solenoid valve 8 and mechanical valve 8 control the transfer case differential cylinder. By controlling the inter-axle differential, inter-wheel differential, and whether the transfer case differential is locked, multiple anti-skid modes can be selected; solenoid proportional valve 3 and mechanical pressure regulating valve 25 control tire inflation, thereby controlling tire pressure, achieving selection of multiple load-bearing modes, and combined with multiple steering modes, achieving multiple driving mode control.

[0032] The controller 52 is connected to the battery box 51, which supplies power to the controller 52. The input of the controller 52 is connected to the angle sensor 502, the pressure sensor 504, and the bridge load pressure sensors 505-508. Its output is connected to the inter-shaft differential engagement cylinder 36, the transfer case differential engagement cylinder 37, the transfer case low gear engagement cylinder 41, the transfer case high gear engagement cylinder 42, the mechanical drive engagement cylinder 43, the hydraulic drive engagement cylinder 44, and the inter-wheel differential engagement cylinders 31-35 through the solenoid valve group 22. The air inlets of each solenoid valve in the solenoid valve group 22 are connected by air pressure and then connected to the air reservoir 21. The air outlets of the solenoid valves are connected by air pressure to each actuating cylinder. At the same time, actuating cylinders with the same function are also connected by air pressure.

[0033] The mechanical valve group 23 contains the same number of mechanical valves as the solenoid valve group 22 contains. The input end of each mechanical valve in the mechanical valve group 23 is connected to the air storage tank 21, and the output end of the mechanical valve is connected to one air inlet of the double-way check valve. The output end of the solenoid valve in the solenoid valve group 22 is connected to the other air inlet of the double-way check valve, and the outlet of the double-way check valve is connected to the corresponding cylinder.

[0034] Its working principle is as follows: The air reservoir 21 supplies air to the entire air circuit system. The air inlets of the solenoid valve group 22 and the mechanical valve group 23 are directly connected to the air reservoir 21. The controller 52 receives various input signals and autonomously adjusts the output control signal to control whether each solenoid valve in the solenoid valve group 22 is energized. The air reservoir 21 supplies air to the energized solenoid valve, thereby controlling the corresponding cylinder to work. When a solenoid valve in the solenoid valve group 22 is energized, the air outlet and air inlet of the solenoid valve are connected, the corresponding actuating cylinder receives air, the cylinder actuates, and pushes the corresponding mechanical mechanism to realize the function position switching; when the solenoid valve group 22 is de-energized, the air at its outlet is discharged through the solenoid valve exhaust port, and the actuating cylinder is reset under the action of the spring, realizing the function restoration.

[0035] Angle sensor 502 collects the vehicle's climbing angle and sends it to controller 52. When the input angle value is large, controller 52 outputs a signal to energize the solenoid valve connected to transfer case low-gear engagement cylinder 41, causing transfer case low-gear engagement cylinder 41 to actuate, thereby increasing climbing torque. When the input angle value is small, controller 52 outputs a signal to energize the solenoid valve connected to transfer case high-gear engagement cylinder 42, thereby reducing torque. When bridge load pressure sensors 505, 506, 507, and 508 collect the vehicle's weight, when the weight is large, transfer case low-gear engagement cylinder 41 is activated; when the weight is small, transfer case high-gear engagement cylinder 42 is activated.

[0036] When the axle load pressure sensors 505 and 506 differ significantly, and the axle load pressure sensors 507 and 508 also differ significantly, the wheel load on the left and right sides of the surface differs significantly, resulting in a significant difference in the adhesion provided by the bottom surface, which can easily lead to tire slippage on one side. At this time, the solenoid valves connected to the inter-wheel differential coupling cylinders 31-35 are energized. When the solenoid valves connected to the inter-wheel differential coupling cylinders 31-35 are energized, the inter-wheel differential coupling cylinders 31-35 are activated, pushing the axle to achieve inter-wheel differential lock. When the axle load pressure sensors 505 and 506 differ less significantly, and the axle load pressure sensors 507 and 508 also differ less significantly, the solenoid valves connected to the inter-wheel differential coupling cylinders 31-35 are de-energized. After the solenoid valves connected to the inter-wheel differential coupling cylinders 31-35 are de-energized, the inter-wheel differential coupling cylinders 31-35 exhaust gas through the solenoid valve exhaust port, and the inter-wheel differential lock is released. If the road conditions differ significantly between the left and right tires (e.g., the road surface is hard where the left tire is and soft where the right tire is; or the road surface is dry where the left tire is and wet where the right tire is), it is also necessary to consider the inter-wheel differential.

[0037] The road condition selection knob 501 reads road condition information and sends it to the controller 52. When the road condition information indicates a bumpy road, the controller 52 outputs a signal to energize the solenoid valves connected to the inter-axle differential engagement cylinder 36 and the transfer case differential engagement cylinder 37. This activates the inter-axle differential engagement cylinder 36 and the transfer case differential engagement cylinder 37, thereby synchronizing the power control at the input ends of each drive axle and preventing a single axle from slipping into a pothole. When the road condition information indicates a flat road, the controller 52 outputs a signal to energize the solenoid valves connected to the inter-axle differential engagement cylinder 36 and the transfer case differential engagement cylinder 37, thereby canceling the synchronization control at the input ends of each drive axle. When the angle sensor 502 detects a large slope, the inter-axle differential engagement cylinder 36 and the transfer case differential engagement cylinder 37 close; when the angle sensor 502 detects a small slope, the inter-axle differential engagement cylinder 36 and the transfer case differential engagement cylinder 37 disengage.

[0038] Angle sensor 502 collects the vehicle's climbing angle and sends it to controller 52. When the input angle value is large, controller 52 outputs a signal to energize the solenoid valve connected to mechanical drive cylinder 43, causing mechanical drive cylinder 43 to actuate and thus increasing the climbing torque. Furthermore, when the input angle value is even larger, controller 52 outputs a signal to energize the solenoid valve connected to hydraulic drive cylinder 44, causing hydraulic drive cylinder 44 to actuate and thus increasing the climbing torque. When the input angle value is small, controller 52 outputs a signal to de-energize the solenoid valves connected to mechanical drive cylinder 43 and hydraulic drive cylinder 44, thus reducing the torque.

[0039] A pressure sensor 509 is installed on the tire. The pressure sensor 509 is connected to the input terminal of the controller 52. The output terminal of the controller 52 is connected to the electromagnetic proportional valve 24. The air inlet of the electromagnetic proportional valve 24 is connected to the air reservoir 21, and the air outlet is connected to one air inlet of a double-way check valve. The air inlet of the mechanical pressure regulating valve 25 is connected to the air reservoir 21, and the air outlet is connected to the other air inlet of the double-way check valve. The air outlet of the double-way check valve is connected to the tire.

[0040] A tire pressure sensor 509 detects the tire pressure and inputs the pressure value to a controller 52. The controller 52 assesses the tire pressure. When the tire pressure is low, the controller 52 outputs a signal to energize the electromagnetic proportional valve 24, causing the air reservoir 21 to inflate the tire. When the tire pressure reaches the required level, the controller 52 stops outputting control signals, the electromagnetic proportional valve 24 is de-energized, and inflation ceases. When the tire pressure is high, air is automatically released through the outlet of the electromagnetic proportional valve 24, thus achieving automatic tire inflation and deflation to adapt to different load requirements. Alternatively, the tire can be manually inflated or deflated by operating the mechanical pressure regulating valve 25.

[0041] Each of the steering cylinders 14-19 has a large chamber and a small chamber. The hydraulic oil tank 11 is hydraulically connected to the detachable oil pump 121 and the long power take-off pump 122. The detachable oil pump 121 and the long power take-off pump 122 are also hydraulically connected to the steering gear 13. The steering gear 13 is hydraulically connected to the steering cylinders 14-19. For cylinders on the same side of the steering cylinders 14-19, their large and small chambers are connected. In this embodiment, the first steering cylinder 14, the third steering cylinder 16, and the fifth steering cylinder 18 are on the right side, and their large and small chambers are connected. The second steering cylinder 15, the fourth steering cylinder 17, and the sixth steering cylinder 19 are on the left side, and their large and small chambers are connected. The steering gear 13 is also connected to the hydraulic oil tank 11. The input end of the detachable oil pump 121 is connected to the hydraulic oil tank 11, and its output end is connected to the steering cylinders 14 / 16 / 18. Steering cylinders 14 / 16 / 18 all belong to... Figure 3 Steering cylinder 2 is located in the middle. The input end of the long power take-off pump 122 is connected to the hydraulic oil tank 11, and its output end is connected to steering cylinders 15 / 17 / 19. Steering cylinders 15 / 17 / 19 all belong to... Figure 3The steering cylinder 1 is connected to the power take-off cylinder 45 of the steering pump. The power take-off cylinder 45 is connected to the output of the controller 52 via a solenoid valve. The inlet of the solenoid valve is connected to the air reservoir 21, and its outlet is connected to the power take-off cylinder 45. The disengageable pump 121 has two states: disengaged and engaged, controlled by the power take-off cylinder 45. To ensure that vehicle operation is not affected in the event of a malfunction, a mechanical valve is added. The inlet of this mechanical valve is connected to the air reservoir 21, and its outlet is connected to one inlet of a double-way check valve. The solenoid valve connected to the power take-off cylinder 45 is connected to the other inlet of the double-way check valve, and the outlet of the double-way check valve is connected to the power take-off cylinder 45. This allows the operation of the power take-off cylinder 45 to be controlled manually via the mechanical valve.

[0042] Its working mechanism is as follows: When the steering wheel is in the center position, the steering gear 13 is also in the center position. The oil drawn from the long power take-off pump 122 flows directly back to the hydraulic oil tank 11 after passing through the steering gear 13. When the steering wheel turns right, the steering gear 13 shifts position, and the hydraulic oil, after passing through the steering gear 13, enters the large chambers of the second steering cylinder 15, the fourth steering cylinder 17, and the sixth steering cylinder 19 on the left, and the small chambers of the first steering cylinder 14, the third steering cylinder 16, and the fifth steering cylinder 18 on the right. Then, the hydraulic oil in the small chambers of the second steering cylinder 15, the fourth steering cylinder 17, and the sixth steering cylinder 19, and the large chamber of the first steering cylinder 14, the third steering cylinder 16, and the fifth steering cylinder 18 flows back to the hydraulic oil tank 11 through the steering gear 13. This achieves right turn of the vehicle. The opposite is true when the steering wheel turns left.

[0043] The disengageable hydraulic pump 121 and the long-term power take-off (LTP) hydraulic pump 122 rotate under the drive of the engine or transmission. The LTP hydraulic pump 122 is always in operation, while the disengageable pump 121 has two states: disengaged and engaged. A pressure sensor 504 is installed between the outlet of the LTP hydraulic pump 122 and the inlet of the steering gear 13. The pressure sensor 504 obtains the vehicle's steering pressure. When the required steering pressure detected by the pressure sensor 504 is lower than the set value, the solenoid valve 53 is not energized and remains in a normally open state. At this time, the large and small chambers of the first steering cylinder 14, the third steering cylinder 16, and the fifth steering cylinder 18 on the right side are connected and connected to the hydraulic oil tank 11 to prevent back pressure. When the required steering pressure detected by the pressure sensor 504 is higher than the set value, the solenoid valve 53 is energized and remains in a disconnected state. At this time, the large and small chambers of the first steering cylinder 14, the third steering cylinder 16, and the fifth steering cylinder 18 on the right side are not connected, allowing normal steering assistance to be provided to the steering system. The controller 52 energizes the solenoid valve connected to the power take-off cylinder 45 of the steering pump, at which time the power take-off cylinder 45 of the steering pump is in the engaged state.

[0044] The advantage of this solution is that when the required steering force is small, the long-term power take-off pump 122 rotates, while the disengaged pump 121 remains disengaged and does not participate in the circuit, thus saving steering power and reducing hydraulic oil consumption. The specific implementation process is as follows: The engine or transmission, or other power mechanism, has a power take-off mechanism, which is divided into a normally engaged part and a disengaged part. The normally engaged part rotates with the engine or transmission, while the disengaged part is connected to the power input end of the disengaged pump via a flange or spline. Under normal circumstances, the normally engaged part and the disengaged part are separate. When there is air in the inlet of the power take-off engagement cylinder 45, the internal lever pushes the disengaged part of the power take-off mechanism to engage with the normally engaged part. The normally engaged part then drives the disengaged part to rotate, which in turn drives the disengaged pump 121 to rotate, and the disengaged pump 121 begins to work.

[0045] When the automatic control system malfunctions, different driving modes can be selected manually. The specific implementation is as follows: The input terminal of the controller 52 is also connected to the road condition selection knob 501. The driving mode is selected by operating the road condition selection knob 501. The controller 52 controls the corresponding solenoid valve to be energized according to the instruction. The air tank 21 sends air to the solenoid valve, thereby controlling the corresponding cylinder to work.

[0046] Limit switches 511-517 are installed on the inter-axle differential engagement cylinder 36, transfer case differential engagement cylinder 37, transfer case low-gear engagement cylinder 41, transfer case high-gear engagement cylinder 42, mechanical drive engagement cylinder 43, hydraulic drive engagement cylinder 44, and multiple inter-wheel differential engagement cylinders to obtain inter-axle differential feedback, transfer case differential feedback, transfer case low-gear feedback, transfer case high-gear feedback, mechanical drive feedback signals, and hydraulic drive feedback signals. The output terminal of the controller 52 is connected to the display 519, and the limit switches on each cylinder are connected to the input terminal of the controller 52. Each limit switch transmits feedback information to the controller 52, and the controller 52 displays the feedback information through the display 519.

[0047] like Figure 5 As shown, the control system of this scheme includes three operating modes: automatic control, electric control, and mechanical control. For ease of understanding, all the circuits and pneumatic paths included in this scheme are shown below:

[0048] Control Circuit 1 (Automatic Control): Suspension pressure sensor, angle sensor, control knob 2 signal (road condition information), steering pressure sensor, etc. — Controller input — Controller — Controller output — Solenoid valve control terminal, solenoid proportional valve control terminal, etc.; The workflow diagram of the automatic control mode is as follows: Figure 6 As shown.

[0049] Control Circuit 2 (Electric Control): Control Knob 1 (Driving Mode Selection) — Controller Input — Controller — Controller Output — Solenoid Valve Control Terminal, Solenoid Proportional Valve Control Terminal, etc.; The flowchart of the electric control method is as follows: Figure 7 As shown.

[0050] Mechanical control: Manual control of all mechanical valves and mechanical pressure regulating valves; the workflow diagram of the mechanical control method is as follows. Figure 8 As shown.

[0051] Feedback circuit: Position switch signal, tire pressure signal, steering pressure signal — controller input — controller — display;

[0052] Control air circuit 1: air tank — solenoid valve inlet — solenoid valve — solenoid valve outlet — first inlet of double-way check valve — outlet of double-way check valve — cylinder;

[0053] Control air path 2: air tank — mechanical valve inlet — mechanical valve — mechanical valve outlet — double-way check valve second inlet — double-way check valve outlet — cylinder;

[0054] Control air path 3: air tank — electromagnetic proportional valve inlet — electromagnetic proportional valve — electromagnetic proportional valve outlet — first inlet of double-way check valve — outlet of double-way check valve — tire;

[0055] Control air path 4: air tank — mechanical pressure regulating valve inlet — mechanical pressure regulating valve — mechanical pressure regulating valve outlet — second inlet of double-way check valve — outlet of double-way check valve — tire;

[0056] Control oil circuit 1: Hydraulic oil tank—long power take-off pump—steering cylinder 1;

[0057] Control oil circuit 2: Hydraulic oil tank - detachable oil pump - steering cylinder 2.

[0058] The following is a list of preset driving modes for this solution:

[0059] Preset driving mode list

[0060]

[0061]

[0062] It should be noted that the modes shown in the above "Preset Driving Mode List" are only one example, and their specific contents may vary; the number of various modes may vary, for example, there may be 3 or 5 anti-slip modes; the pressure settings or axle loads may vary, for example, in load mode 1, the tire pressure A1 can be set to 0.85MPa.

[0063] The usage of the four drive modes is shown in the table below:

[0064] Drive mode 1: Light load + small slope angle (≤10°);

[0065] Drive mode 2: Light load + large slope angle (>10°), heavy load + small slope angle (≤10°);

[0066] Drive mode 3: Heavy load + large slope angle (>10°), super heavy load + small slope angle (≤10°);

[0067] Drive mode 4: Heavy load + steep incline (>10°).

[0068] The usage of the four anti-slip modes is as follows:

[0069] Anti-slip mode 1: Used in high-speed mode, it allows steering and is less likely to damage the axle and transfer case structure;

[0070] Anti-slip mode 2: Used in low-speed mode, allows for small-angle steering, but carries the risk of axle damage. Use on muddy or soft surfaces; used when axle slippage is relatively rare.

[0071] Anti-slip mode 3: Used in low-speed mode, allows for small-angle steering, but carries the risk of damaging the axle and transfer case. Use on muddy or soft surfaces; use when there are multiple slippage points.

[0072] Anti-slip mode 4: Used in low-speed mode. Do not turn at small angles, as this is the most likely to damage the axle and transfer case. Use on muddy or soft roads. Use when both tires are slipping.

[0073] The present invention also includes a crane employing the above control system.

Claims

1. A travel mode control system characterized by: Includes a controller (52), which is connected to a battery box (51), and the battery box (51) supplies power to the controller (52); The input end of the controller (52) is connected to the road condition selection knob (501), angle sensor (502), steering pressure sensor (504), and multiple bridge load pressure sensors. Its output end is connected to the inter-axle differential engagement cylinder (36), transfer case differential engagement cylinder (37), transfer case low gear engagement cylinder (41), transfer case high gear engagement cylinder (42), mechanical drive engagement cylinder (43), hydraulic drive engagement cylinder (44), steering pump power take-off engagement cylinder (45), and multiple wheel differential engagement cylinders through the solenoid valve group (22). The solenoid valve group (22) is connected to the air tank (21). Among them, the angle sensor (502) detects the tilt angle of the road surface where the vehicle is located and sends it to the controller (52); the steering pressure sensor (504) detects the pressure of the oil in the steering cylinder and sends it to the controller (52); the bridge load pressure sensors (505~508) among the multiple bridge load pressure sensors detect the pressure of the oil in the suspension cylinder at different positions of the vehicle, and then the controller (52) calculates the weight supported by the suspension cylinder; the controller (52) receives various input signals and autonomously adjusts the output control signal to control whether each solenoid valve in the solenoid valve group (22) is energized, and the air tank (21) sends air to the energized solenoid valve, thereby controlling the corresponding cylinder to work; When the controller (52) receives the tilt angle signal of the road surface where the vehicle is located from the angle sensor (502), it outputs a signal to control whether the solenoid valves five, four, two and three in the solenoid valve group (22) are energized, thereby controlling whether the transfer case low gear engagement cylinder (41), transfer case high gear engagement cylinder (42), mechanical drive engagement cylinder (43) and hydraulic drive engagement cylinder (44) are energized, so as to realize the adjustment or maintenance of the high / low gear status of the transfer case, the adjustment or maintenance of the number of drive axles, and the completion of drive mode selection; When the controller (52) receives the pressure signal of the oil in the steering cylinder from the steering pressure sensor (504), it outputs a control signal to control whether the solenoid valve in the solenoid valve group (22) is energized, and then controls whether the steering pump power take-off cylinder (45) is pneumatically pneumatic, so as to realize the adjustment or maintenance of the state of the detachable oil pump (121) and complete the steering mode selection. The input terminal of the controller (52) is connected to the pressure sensor (509). The pressure sensor (509) detects the tire pressure and sends it to the controller (52). After receiving the signal, the controller (52) outputs a control signal to control whether the electromagnetic proportional valve (24) is energized, so as to realize tire inflation and deflation, adjust tire pressure, and complete the load mode selection. The controller (52) receives the pressure signals of the oil in the suspension cylinders at different positions of the vehicle detected by the bridge load pressure sensor (505~508) and the selection command sent by the road condition selection knob (501). The controller (52) outputs signals to control whether the solenoid valves seven, six and eight in the solenoid valve group (22) are energized, and then controls the inter-wheel differential engagement cylinder (31~35), the inter-axle differential engagement cylinder (36) and the transfer case differential engagement cylinder (37) to realize the engagement and disengagement of the differential engagement cylinders at different transmission positions and complete the anti-slip mode selection.

2. The travel mode control system according to claim 1, characterized by: It also includes a mechanical valve group (23) and multiple double-pass check valves. The input end of each mechanical valve in the mechanical valve group (23) is connected to an air storage tank (21), and the output end of the mechanical valve is connected to one air inlet of the double-pass check valve. The output end of the solenoid valve in the solenoid valve group (22) is connected to the other air inlet of the double-pass check valve, and the outlet of the double-pass check valve is connected to the corresponding cylinder.

3. The travel mode control system according to claim 1, characterized by: It also includes an electromagnetic proportional valve (24) and a mechanical pressure regulating valve (25). The electromagnetic proportional valve (24) is connected to the output end of the controller (52). The air inlet of the electromagnetic proportional valve (24) is connected to the air storage tank (21), and its air outlet is connected to the tire. The air inlet of the mechanical pressure regulating valve (25) is connected to the air storage tank (21), and its air outlet is connected to the tire.

4. The travel mode control system according to claim 1, characterized by: It also includes a detachable oil pump (121) and a steering pump power take-off cylinder (45), with the input end of the detachable oil pump (121) connected to the hydraulic oil tank (11) and its output end connected to the steering cylinder; The steering pump power take-off cylinder (45) is connected to the outlet of the double-pass check valve, and the two inlets of the double-pass check valve are respectively connected to the solenoid valve group (22) and the mechanical valve group (23); the detachable oil pump (121) has two states: detached and engaged, and is controlled by the steering pump power take-off cylinder (45).

5. The travel mode control system according to claim 4, characterized by: It also includes a pressure sensor (504) installed between the oil outlet of the long power take-off oil pump (122) and the oil inlet of the steering gear (13). The vehicle steering pressure is obtained through the pressure sensor (504). When the required steering pressure detected by the pressure sensor (504) is lower than the set value, the controller (52) controls the solenoid valve connected to the power take-off cylinder (45) of the steering pump to de-energize. At this time, the power take-off cylinder (45) of the steering pump is in a disengaged state.

6. The travel pattern control system according to claim 1, characterized by: The input end of the controller (52) is also connected to the control knob (518). The control knob (518) is operated to select the driving mode. The controller (52) controls the solenoid valve group (22) or the electromagnetic proportional valve (24) to be energized according to the instruction. The air tank (21) sends air to the solenoid valve group (22) or the electromagnetic proportional valve (24), thereby controlling the corresponding cylinder to work or inflating and deflating the tire.

7. The travel pattern control system according to claim 1, characterized by: Limit switches are installed on the inter-axle differential engagement cylinder (36), transfer case differential engagement cylinder (37), transfer case low gear engagement cylinder (41), transfer case high gear engagement cylinder (42), mechanical drive engagement cylinder (43), hydraulic drive engagement cylinder (44), and multiple wheel differential engagement cylinders to obtain inter-axle differential feedback, transfer case differential feedback, transfer case low gear feedback, transfer case high gear feedback, mechanical drive feedback signals, and hydraulic drive feedback; the controller (52) is connected to the display, and the limit switches on each cylinder are connected to the input terminal of the controller (52). Each limit switch transmits feedback information to the controller (52), and the controller (52) displays the feedback information through the display.

8. A crane employing the travel mode control system as described in claim 1.

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