Hydraulic switching control system of rack railway train wheel and rack railway train

Abstract

This invention provides a hydraulic switching control system for the wheels of a rack train and a rack train itself. The hydraulic switching control system for the rack train wheels provided by this invention includes a first hydraulic pump, a roller control valve group, a gear control valve group, and two hydraulic motors. Both the roller control valve group and the gear control valve group include a first valve group and a second valve group. The first valve group is connected between the oil port of the first hydraulic pump and one of the two hydraulic motors to control the on / off connection between the two oil ports of the hydraulic motor and the oil port of the first hydraulic pump. The second valve group is connected between the two oil ports of the hydraulic motor to control the on / off connection between the two oil ports of the hydraulic motor. The two hydraulic motors are respectively connected to the rolling steel wheel and the meshing gear of the rack train. This invention provides a hydraulic switching control system for the wheels of a rack train and a rack train, which can smoothly switch the power between the rolling steel wheel and the meshing gear during the operation of the rack train.

Description

Technical Field

[0001] This invention relates to the field of rack trains, and more particularly to a hydraulic switching control system for rack train wheels and a rack train. Background Technology

[0002] A cogwheel railway is a type of mountain railway with steep gradients. Similar to a regular train, a cogwheel train has two pairs of steel wheels rolling along the tracks. However, unlike a regular train, a cogwheel train has a set of gears between the two pairs of steel wheels at the bottom. Correspondingly, the middle section of the track used by a cogwheel train typically has a toothed track (called a cogwheel). When the cogwheel train is climbing or descending a slope, in addition to the steel wheels rolling along the tracks, the gears between the steel wheels also roll along the cogwheel, thus ensuring the stability of the cogwheel train when traveling on slopes. It can be understood that when the cogwheel train is traveling on a slope, its propulsion mainly comes from the gears, while when traveling on a straight track, its propulsion mainly comes from the steel wheels. Therefore, when the cogwheel train moves from a straight track to a slope or vice versa, a power switch between the steel wheels and the gears is required.

[0003] In the existing technology, the power switching between gears and steel wheels is mainly accomplished through mechanical transmission. For example, the solutions with patent publication numbers CN208024791U and CN209634473U are both completed by using a clutch to switch the power between gears and steel wheels. This method of switching the power between gears and steel wheels generally requires stopping the train first and then restarting it after the switching is completed. Therefore, it is time-consuming and often generates relatively large vibrations during the switching process. Summary of the Invention

[0004] To address at least one of the problems mentioned in the background art, the present invention provides a hydraulic switching control system for the wheels of a rack train and a rack train, which can switch power between rolling steel wheels and meshing gears during the operation of the rack train, and the switching process is smooth.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] In a first aspect, the present invention provides a hydraulic switching control system for the wheels of a rack train, comprising a first hydraulic pump, a roller control valve group, a gear control valve group, and two hydraulic motors; both the roller control valve group and the gear control valve group include a first valve group and a second valve group, the first valve group being connected between an oil port of the first hydraulic pump and one of the two hydraulic motors, so as to control the on / off connection between the two oil ports of the hydraulic motor and the oil port of the first hydraulic pump; the second valve group being connected between the two oil ports of the hydraulic motor, so as to control the on / off connection between the two oil ports of the hydraulic motor; one of the two hydraulic motors is connected to the rolling steel wheel of the rack train for transmission, and the other is connected to the meshing gear of the rack train for transmission.

[0007] As an optional implementation, the first hydraulic pump is a closed-loop pump, and the first valve group includes a first directional valve, a first cartridge valve, and a second cartridge valve. The inlet of the first directional valve is connected to the port of the first hydraulic pump, and the working port of the first directional valve is connected to the control ports of the first cartridge valve and the second cartridge valve, respectively. The hydraulic switching control system also includes an oil tank, and the return port of the first directional valve is connected to the oil tank. The two ports of the hydraulic motor are the first port and the second port, respectively. The first main port of the first cartridge valve is connected to the port of the first hydraulic pump, and the second main port of the first cartridge valve is connected to the first port. The first main port of the second cartridge valve is connected to the port of the first hydraulic pump, and the second main port of the second cartridge valve is connected to the second port.

[0008] As an optional implementation, the second valve group includes a second directional valve and a third cartridge valve. The inlet of the second directional valve is connected to the port of the first hydraulic pump, the working port of the second directional valve is connected to the control port of the third cartridge valve, the return port of the second directional valve is connected to the oil tank, the first main port of the third cartridge valve is connected to the second main port of the first cartridge valve, and the second main port of the third cartridge valve is connected to the second main port of the second cartridge valve.

[0009] As an optional implementation, the hydraulic switching control system also includes multiple shuttle valves, each shuttle valve having two inlets and one outlet. The two inlets of the shuttle valve are connected between the two ports of the first hydraulic pump, and the outlet of the shuttle valve is connected to the inlet of either the first or second directional valve.

[0010] As an optional implementation, it also includes a first relief valve and a second relief valve, wherein the oil inlet of the first relief valve is connected to the first main oil port of the third cartridge valve, the oil return port of the first relief valve is connected to the oil tank, the oil inlet of the second relief valve is connected to the second main oil port of the third cartridge valve, and the oil return port of the second relief valve is connected to the oil tank.

[0011] As an optional implementation, the first directional valve is a two-position three-way normally open solenoid valve, and the second directional valve is a two-position three-way normally closed solenoid valve.

[0012] As an optional implementation, it also includes an engine, a second hydraulic pump, and a third relief valve. The first and second hydraulic pumps are both connected to the engine drive. The suction port of the second hydraulic pump is connected to the oil tank. The inlet of the third relief valve is connected to the outlet of the second hydraulic pump. The return port of the third relief valve is connected to the oil tank.

[0013] As an optional implementation, a third directional valve is also included, with its inlet connected to the outlet of the second hydraulic pump and its return port connected to the oil tank.

[0014] As an optional implementation, a fourth relief valve is also included. The second hydraulic pump is a double hydraulic pump, which includes an oil inlet, a first oil outlet, and a second oil outlet. The oil inlet of the second hydraulic pump is connected to the oil tank. The oil inlet of the third directional valve and the oil inlet of the third relief valve are both connected to the first oil outlet of the second hydraulic pump. The oil inlet of the fourth relief valve is connected to the second oil outlet of the second hydraulic pump, and the oil return port of the fourth relief valve is connected to the oil tank.

[0015] In a second aspect, the present invention also provides a rack train, including any of the hydraulic switching control systems described in the first aspect.

[0016] The hydraulic switching control system for the wheels of a rack train provided by this invention includes a first hydraulic pump, a roller control valve group, a gear control valve group, and two hydraulic motors. Both the roller control valve group and the gear control valve group include a first valve group and a second valve group. The first valve group is connected between the oil port of the first hydraulic pump and one of the two hydraulic motors to control the on / off connection between the two oil ports of the hydraulic motor and the oil port of the first hydraulic pump. The second valve group is connected between the two oil ports of the hydraulic motor to control the on / off connection between the two oil ports of the hydraulic motor. One of the two hydraulic motors is connected to the rolling steel wheel of the rack train, and the other is connected to the meshing gear of the rack train. The hydraulic switching control system for rack train wheels provided by this invention, when switching the power between the rolling steel wheel and the meshing gear of the rack train, can control the on / off connection between the two oil ports of the hydraulic motor and the oil port of the first hydraulic pump through the first valve group, and can control the on / off connection between the two oil ports of the hydraulic motor through the second valve group. This allows the first hydraulic pump to provide rotational power to different hydraulic motors, which in turn drive the rolling steel wheel or the meshing gear to rotate, thus completing the power switching. Specifically, for example, when the first valve group controls the two oil ports of the hydraulic motor connected to the rolling steel wheel to disconnect from the first hydraulic pump, and simultaneously the second valve group controls the two oil ports of the hydraulic motor to connect, since the hydraulic pressure at the two oil ports of the hydraulic motor is the same, it will not be able to provide power to the rolling steel wheel itself. However, because the two oil ports of the hydraulic motor are connected, the hydraulic pressure at the two oil ports is the same, and it cannot provide power to the rolling steel wheel itself. The hydraulic motor, connected to the outside, can form a closed hydraulic circulation path and rotate freely. When power needs to be supplied to the rolling steel wheel via the hydraulic motor, the inlet of the hydraulic motor can be connected to the outlet of the first hydraulic pump through the first valve group. At the same time, the inlet and outlet of the hydraulic motor can be disconnected through the second valve group, so that the high-pressure oil from the first hydraulic pump can enter the hydraulic motor, thereby driving the hydraulic motor to rotate. The hydraulic motor drives the rolling steel wheel to roll along the rail. Similarly, if power needs to be supplied to the meshing gear, a similar operation method to controlling the rolling steel wheel can be used, which will not be elaborated here. In this way, the power switching between the rolling steel wheel and the meshing gear of the rack train can be completed without stopping the train. Moreover, since the switching is carried out through the hydraulic system, the switching process is smoother than the existing mechanical switching. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1A schematic diagram of a hydraulic switching control system for a rack train wheel provided in an embodiment of the present invention;

[0019] Figure 2 This is a schematic diagram of the roller control valve group and the gear control valve group in a hydraulic switching control system for a rack train wheel provided in an embodiment of the present invention.

[0020] Explanation of reference numerals in the attached figures:

[0021] 100-Hydraulic switching control system;

[0022] 110 - First hydraulic pump;

[0023] 120 - First valve group;

[0024] 121 - First directional control valve;

[0025] 122 - First cartridge valve;

[0026] 123 - Second cartridge valve;

[0027] 130 - Second valve group;

[0028] 131 - Second directional valve;

[0029] 132 - Third cartridge valve;

[0030] 140 - Hydraulic motor;

[0031] 150-fuel tank;

[0032] 160-Shuttle valve;

[0033] 170 - First relief valve;

[0034] 180 - Second relief valve;

[0035] 190-Engine;

[0036] 200 - Second hydraulic pump;

[0037] 210 - Third relief valve;

[0038] 220 - Third directional valve;

[0039] 230 - Fourth relief valve;

[0040] 240-Accumulator;

[0041] 250 - Clutch control valve assembly;

[0042] 260 - Reducer control valve assembly. Detailed Implementation

[0043] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0044] In this application, the terms “upper,” “lower,” “left,” “right,” “front,” “back,” “top,” “bottom,” “inner,” “outer,” “vertical,” “horizontal,” “lateral,” and “longitudinal” indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing the invention and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or to be constructed and operated in a specific orientation.

[0045] Furthermore, in addition to indicating direction or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in certain situations to indicate a dependency or connection. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0046] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0047] Furthermore, the terms "first," "second," etc., are primarily used to distinguish different devices, elements, or components (which may be the same or different in specific type and construction), and are not intended to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0048] When a rack train travels on an incline, its forward propulsion mainly comes from gears. When traveling on a straight track, its forward propulsion mainly comes from steel wheels. Therefore, when a rack train moves from a straight track to an incline or vice versa, a power switch between the steel wheels and gears is required. In existing technology, this power switch is generally accomplished through mechanical transmission. This method typically requires stopping the train before restarting, which is time-consuming and often generates significant vibration during the switch.

[0049] In view of this, the present invention provides a hydraulic switching control system for the wheels of a rack train. When switching the power between the rolling steel wheel and the meshing gear of the rack train, the first valve group controls the connection between the two oil ports of the hydraulic motor and the oil port of the first hydraulic pump, and the second valve group controls the connection between the two oil ports of the hydraulic motor. This allows the first hydraulic pump to provide rotational power to different hydraulic motors, which in turn drive the rolling steel wheel or the meshing gear to rotate, thus completing the power switching. Specifically, for example, when the first valve group disconnects the two oil ports of the hydraulic motor connected to the rolling steel wheel from the first hydraulic pump, and the second valve group connects the two oil ports of the hydraulic motor, the hydraulic pressure at the two oil ports of the hydraulic motor is the same, so it cannot provide power to the rolling steel wheel itself. However, due to the hydraulic motor's... The two oil ports are connected externally, and the hydraulic motor itself can form a closed hydraulic circulation path, allowing it to rotate freely. When power needs to be supplied to the rolling steel wheel via the hydraulic motor, the oil inlet of the hydraulic motor can be connected to the oil outlet of the first hydraulic pump through the first valve group. At the same time, the oil inlet and outlet of the hydraulic motor can be disconnected through the second valve group, allowing the high-pressure oil from the first hydraulic pump to enter the hydraulic motor, thereby driving the hydraulic motor to rotate. The hydraulic motor then drives the rolling steel wheel to roll along the rail. Similarly, if power needs to be supplied to the meshing gear, a similar operating method can be used, which will not be elaborated here. In this way, the power switching between the rolling steel wheel and the meshing gear of the rack train can be completed without stopping the train. Moreover, because the switching is performed through a hydraulic system, the switching process is smoother than existing mechanical switching methods.

[0050] Figure 1 A schematic diagram of a hydraulic switching control system for a rack train wheel provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the roller control valve group and gear control valve group in a hydraulic switching control system for a rack train wheel provided in an embodiment of the present invention. (See reference...) Figure 1 and Figure 2This invention provides a hydraulic switching control system 100 for a rack train wheel, comprising a first hydraulic pump 110, a roller control valve group, a gear control valve group, and two hydraulic motors 140. Both the roller control valve group and the gear control valve group include a first valve group 120 and a second valve group 130. The first valve group 120 is connected between an oil port of the first hydraulic pump 110 and one of the two hydraulic motors 140, controlling the on / off connection between the two oil ports of the hydraulic motor 140 and the oil port of the first hydraulic pump 110. The second valve group 130 is connected between the two oil ports of the hydraulic motor 140, controlling the on / off connection between the two oil ports of the hydraulic motor 140. One of the two hydraulic motors 140 is connected to the rolling steel wheel of the rack train, and the other is connected to the meshing gear of the rack train.

[0051] The hydraulic switching control system 100 for the rack train wheels provided in this embodiment of the invention can control the connection and disconnection of the two oil ports of the hydraulic motor 140 with the oil port of the first hydraulic pump 110 through the first valve group 120, and the connection and disconnection between the two oil ports of the hydraulic motor 140 through the second valve group 130, so that the first hydraulic pump 110 provides rotational power to different hydraulic motors 140, and the hydraulic motors 140 drive the rolling steel wheel or the meshing gear to rotate, thereby completing the power switching. Specifically, for example, when the first valve group 120 controls the two oil ports of the hydraulic motor 140 connected to the rolling steel wheel to disconnect from the first hydraulic pump 110, and at the same time, the second valve group 130 controls the two oil ports of the hydraulic motor 140 to connect, since the hydraulic pressure at the two oil ports of the hydraulic motor 140 is the same, it will not be able to provide power to the rolling steel wheel itself, but because the hydraulic motor... The two oil ports of the hydraulic motor 140 are connected to the outside. The hydraulic motor 140 itself can form a closed hydraulic circulation path and can rotate freely. When it is necessary to provide power to the rolling steel wheel through the hydraulic motor 140, the oil inlet of the hydraulic motor 140 can be connected to the oil outlet of the first hydraulic pump 110 through the first valve group 120. At the same time, the oil inlet and oil outlet of the hydraulic motor 140 can be disconnected through the second valve group 130. Then the high-pressure oil of the first hydraulic pump 110 can enter the hydraulic motor 140, thereby driving the hydraulic motor 140 to rotate. The hydraulic motor 140 drives the rolling steel wheel to roll along the rail. Similarly, if it is necessary to provide power to the meshing gear, a similar operation method as controlling the rolling steel wheel can be used, which will not be elaborated here. In this way, the power switching between the rolling steel wheel and the meshing gear of the rack train can be completed without stopping the train. Moreover, since the switching is carried out through the hydraulic system, the switching process is smoother than the existing mechanical switching.

[0052] like Figure 1 and Figure 2As shown in the above embodiment, the first hydraulic pump 110 is a closed-loop pump, and the first valve group 120 may include a first directional valve 121, a first cartridge valve 122, and a second cartridge valve 123. The oil inlet of the first directional valve 121 is connected to the oil port of the first hydraulic pump 110, and the working oil port of the first directional valve 121 is connected to the control oil ports of the first cartridge valve 122 and the second cartridge valve 123, respectively. The hydraulic switching control system 100 also includes an oil tank 150, and the oil return port of the first directional valve 121 is connected to the oil tank 150. The two oil ports of the hydraulic motor 140 are the first oil port and the second oil port, respectively. The first main oil port of the first cartridge valve 122 is connected to the oil port of the first hydraulic pump 110, and the second main oil port of the first cartridge valve 122 is connected to the first oil port. The first main oil port of the second cartridge valve 123 is connected to the oil port of the first hydraulic pump 110, and the second main oil port of the second cartridge valve 123 is connected to the second oil port. It is understandable that when the inlet and working port of the first directional valve 121 are connected, the oil flowing from the first hydraulic pump 110 can sequentially pass through the inlet, outlet, and control port of the first cartridge valve 122, thereby disconnecting the first and second main ports of the first cartridge valve 122, preventing oil from flowing from the first hydraulic pump 110 into the hydraulic motor 140. Similarly, the second cartridge valve 123 is also in the open state, preventing oil from flowing from the first hydraulic pump 110 into the hydraulic motor 140, leaving the hydraulic motor 140 in a powerless state.

[0053] In the above embodiment, the second valve group 130 may include a second directional valve 131 and a third cartridge valve 132. The inlet of the second directional valve 131 is connected to the port of the first hydraulic pump 110, the working port of the second directional valve 131 is connected to the control port of the third cartridge valve 132, the return port of the second directional valve 131 is connected to the oil tank 150, the first main port of the third cartridge valve 132 is connected to the second main port of the first cartridge valve 122, and the second main port of the third cartridge valve 132 is connected to the second main port of the second cartridge valve 123. It can be understood that when the inlet and working ports of the second directional valve 131 are disconnected, the hydraulic fluid can flow sequentially from one port of the hydraulic motor 140 through the second main port of the second cartridge valve 123, the first main port of the second cartridge valve 123, and the second main port of the first cartridge valve 122, and then return to the other port of the hydraulic motor 140, forming a closed loop. At this time, the hydraulic motor 140 is in a floating state (can rotate freely).

[0054] It is understood that both the roller control valve assembly and the gear control valve assembly include a first valve assembly 120 and a second valve assembly 130. Let's assume that the hydraulic motor 140 controlled by the first valve assembly 120 and the second valve assembly 130 in the roller control valve assembly is connected to the rolling steel wheel of the rack train, and that the hydraulic motor 140 controlled by the first valve assembly 120 and the second valve assembly 130 in the gear control valve assembly is connected to the meshing gear of the rack train. When the rack train is on a straight section of railway and is stopped or moving without power, the first directional valve in the roller control valve assembly can be controlled. When the oil inlet and working port of valve 121 are connected, the oil inlet and working port of the second directional valve 131 in the control roller control valve group are disconnected, allowing the rolling steel wheel of the rack train to rotate freely without power. Simultaneously, the oil inlet and working port of the first directional valve 121 in the gear control valve group are connected, while the oil inlet and working port of the second directional valve 131 in the gear control valve group are disconnected, thus controlling the meshing gear of the rack train to rotate freely without power. When the rack train needs to travel normally on a straight rail, the oil inlet and working port of the first directional valve 121 in the roller control valve group are disconnected, while the oil inlet and working port of the second directional valve 131 in the roller control valve group are connected, providing power to the rolling steel wheel of the rack train, which then runs along the rail under the drive of the rolling steel wheel.

[0055] When the rack train travels to an uphill section, the inlet and working port of the first directional valve 121 in the gear control valve group can be disconnected. At this time, the oil flowing out of the first hydraulic pump 110 includes at least three paths. The first path flows into the hydraulic motor 140 connected to the rolling steel wheel drive after passing through the first cartridge valve 122 in the roller control valve group. The second and third paths flow into the hydraulic motor 140 from two different ports connected to the meshing gear drive. Therefore, the starting process of the hydraulic motor 140 connected to the meshing gear will become relatively smooth, and it will be in a low-power starting state. Since the hydraulic motor 140 itself forms a closed circuit, it can also rotate freely. In this way, it can avoid overload starting due to too much high-pressure oil rushing into the hydraulic motor 140 in an instant, and can effectively reduce the impact force of switching from rolling steel wheel drive to meshing gear drive. Next, the inlet and working port of the first directional valve 121 in the roller control valve group can be reconnected, and then the inlet and working port of the second directional valve 131 in the gear control valve group can be reconnected, gradually increasing the amount of oil flowing into the hydraulic motor 140 connected to the gear, further ensuring the smooth switching of train wheel power. Similarly, a similar method can be used when switching from gear drive to rolling steel wheel drive, which will not be elaborated here.

[0056] In the above embodiments, the hydraulic switching control system 100 may further include multiple shuttle valves 160. Each shuttle valve 160 has two inlets and one outlet. The two inlets of the shuttle valve 160 are connected between the two ports of the first hydraulic pump 110, and the outlet of the shuttle valve 160 is connected to the inlet of either the first directional valve 121 or the second directional valve 131. The high-pressure oil output by the shuttle valve 160 ensures the immediate response of the directional valve.

[0057] The above embodiments may further include a first overflow valve 170 and a second overflow valve 180. The oil inlet of the first overflow valve 170 is connected to the first main oil port of the third cartridge valve 132, and the oil return port of the first overflow valve 170 is connected to the oil tank 150. The oil inlet of the second overflow valve 180 is connected to the second main oil port of the third cartridge valve 132, and the oil return port of the second overflow valve 180 is connected to the oil tank 150. The overflow valves prevent excessive oil pressure in the oil circuit.

[0058] In the above embodiments, the first reversing valve 121 can be a two-position three-way normally open solenoid valve, and the second reversing valve 131 is a two-position three-way normally closed solenoid valve.

[0059] The above embodiment may further include an engine 190, a second hydraulic pump 200, and a third relief valve 210. Both the first hydraulic pump 110 and the second hydraulic pump 200 are drive-connected to the engine 190. The suction port of the second hydraulic pump 200 is connected to the oil tank 150, the inlet port of the third relief valve 210 is connected to the outlet port of the second hydraulic pump 200, and the return port of the third relief valve 210 is connected to the oil tank 150. When the rack train descends a slope, the oil from the second hydraulic pump 200 can overflow back to the oil tank 150 through the third relief valve 210. In this way, a certain load can be applied to the main shaft of the engine 190, which is drive-connected to it, through the second hydraulic pump 200 to prevent the engine 190 from running away.

[0060] In the above embodiments, a third directional valve 220 may also be included. The inlet of the third directional valve 220 is connected to the outlet of the second hydraulic pump 200, and the return port of the third directional valve 220 is connected to the oil tank 150. When the rack train is going uphill or traveling on a straight section of road, the third directional valve 220 can be in the open state, and the oil from the second hydraulic pump 200 can directly enter the oil tank 150 after passing through the third directional valve 220. When the rack train is going downhill, the third directional valve 220 can be closed, and the third relief valve 210 begins to function.

[0061] In the above embodiments, a fourth relief valve 230 may also be included. The second hydraulic pump 200 is a double hydraulic pump, which includes an oil inlet, a first oil outlet, and a second oil outlet. The oil suction port of the second hydraulic pump 200 is connected to the oil tank 150. The oil inlet of the third directional valve 220 and the oil inlet of the third relief valve 210 are both connected to the first oil outlet of the second hydraulic pump 200. The oil inlet of the fourth relief valve 230 is connected to the second oil outlet of the second hydraulic pump 200, and the oil return port of the fourth relief valve 230 is connected to the oil tank 150.

[0062] like Figure 1 As shown, in the above embodiment, it may also include an accumulator 240, a clutch control valve group 250, and a reducer control valve group 260. The accumulator 240 can be charged by the second hydraulic pump 200. The accumulator 240 is connected to the clutch control valve group 250 and the reducer control valve group 260 to supply oil to the two valve groups. The clutch is located between the reducer and the hydraulic motor 140. The output shaft of the reducer is connected to the rolling steel wheel or meshing gear of the rack train. The clutch control valve group 250 controls the connection or disconnection of the clutch and the hydraulic motor 140. The reducer control valve group 260 controls the transmission ratio of the reducer output shaft.

[0063] The hydraulic switching control system 100 for the wheels of a rack train provided in this embodiment of the invention includes a first hydraulic pump 110, a roller control valve group, a gear control valve group, and two hydraulic motors 140. Both the roller control valve group and the gear control valve group include a first valve group 120 and a second valve group 130. The first valve group 120 is connected between the oil port of the first hydraulic pump 110 and one of the two hydraulic motors 140, so as to control the on / off connection between the two oil ports of the hydraulic motor 140 and the oil port of the first hydraulic pump 110. The second valve group 130 is connected between the two oil ports of the hydraulic motor 140, so as to control the on / off connection between the two oil ports of the hydraulic motor 140. One of the two hydraulic motors 140 is connected to the rolling steel wheel of the rack train, and the other is connected to the meshing gear of the rack train. The hydraulic switching control system 100 for the rack train wheels provided in this embodiment of the invention can control the connection and disconnection of two oil ports of the hydraulic motor 140 with the oil port of the first hydraulic pump 110 through the first valve group 120, and the connection and disconnection between the two oil ports of the hydraulic motor 140 through the second valve group 130, so that the first hydraulic pump 110 provides rotational power to different hydraulic motors 140, and the hydraulic motors 140 drive the rolling steel wheel or the meshing gear to rotate, thereby completing the power switching. Specifically, for example, when the first valve group 120 controls the two oil ports of the hydraulic motor 140 connected to the rolling steel wheel to disconnect from the first hydraulic pump 110, and at the same time, the second valve group 130 controls the two oil ports of the hydraulic motor 140 to connect, since the hydraulic pressure at the two oil ports of the hydraulic motor 140 is the same, it will not be able to provide power to the rolling steel wheel. Since the two oil ports of the hydraulic motor 140 are connected to the outside, the hydraulic motor 140 itself can form a closed hydraulic circulation path, and the hydraulic motor 140 can rotate freely. When it is necessary to provide power to the rolling steel wheel through the hydraulic motor 140, the oil inlet of the hydraulic motor 140 can be connected to the oil outlet of the first hydraulic pump 110 through the first valve group 120. At the same time, the oil inlet and oil outlet of the hydraulic motor 140 can be disconnected through the second valve group 130. Then the high-pressure oil of the first hydraulic pump 110 can enter the hydraulic motor 140, thereby driving the hydraulic motor 140 to rotate. The hydraulic motor 140 drives the rolling steel wheel to roll along the rail. Similarly, if it is necessary to provide power to the meshing gear, a similar operation method as controlling the rolling steel wheel can be used, which will not be elaborated here. In this way, the power switching between the rolling steel wheel and the meshing gear of the rack train can be completed without stopping the train, and the switching process is smoother than the existing mechanical switching.

[0064] Furthermore, this embodiment of the invention also provides a rack train, including any of the hydraulic switching control systems 100 described in the above embodiments. Since the rack train of this embodiment uses the hydraulic switching control system 100 described in the above embodiments, the rack train can complete the power switching between the rolling steel wheel and the meshing gear without stopping. Moreover, the switching process is smoother than the existing mechanical switching, thus improving the running efficiency and safety of the rack train.

[0065] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A hydraulic switching control system for rack train wheels, characterized in that, The system includes a first hydraulic pump, a roller control valve assembly, a gear control valve assembly, and two hydraulic motors. Both the roller control valve assembly and the gear control valve assembly include a first valve assembly and a second valve assembly. The first valve assembly is connected between an oil port of the first hydraulic pump and one of the two hydraulic motors to control the connection between the two oil ports of the hydraulic motor and the oil port of the first hydraulic pump. The second valve assembly is connected between two oil ports of the hydraulic motor to control the connection between the two oil ports of the hydraulic motor. One of the two hydraulic motors is connected to the rolling steel wheel of the rack train, and the other is connected to the meshing gear of the rack train. The hydraulic switching control system is configured to: when it is necessary to switch from the rolling steel wheel drive to the meshing gear drive, first control the first valve group of the gear control valve group to connect the oil circuit between the first hydraulic pump and the hydraulic motor corresponding to the meshing gear, while keeping the second valve group in the gear control valve group connected to the two oil ports of the corresponding hydraulic motor. Then, the first valve group in the roller control valve group is controlled to disconnect the oil circuit between the first hydraulic pump and the hydraulic motor corresponding to the rolling steel wheel, while the second valve group in the roller control valve group is kept disconnected from the two oil ports of the corresponding hydraulic motor. Finally, the second valve group in the gear control valve group is controlled to disconnect the connection between the two oil ports of the corresponding hydraulic motor.

2. The hydraulic switching control system according to claim 1, characterized in that, The first hydraulic pump is a closed-loop pump. The first valve group includes a first directional valve, a first cartridge valve, and a second cartridge valve. The inlet of the first directional valve is connected to the port of the first hydraulic pump. The working port of the first directional valve is connected to the control ports of the first cartridge valve and the second cartridge valve, respectively. The hydraulic switching control system also includes an oil tank. The return port of the first directional valve is connected to the oil tank. The two ports of the hydraulic motor are a first port and a second port, respectively. The first main port of the first cartridge valve is connected to the port of the first hydraulic pump, and the second main port of the first cartridge valve is connected to the first port. The first main port of the second cartridge valve is connected to the port of the first hydraulic pump, and the second main port of the second cartridge valve is connected to the second port.

3. The hydraulic switching control system according to claim 2, characterized in that, The second valve group includes a second directional valve and a third cartridge valve. The inlet of the second directional valve is connected to the port of the first hydraulic pump. The working port of the second directional valve is connected to the control port of the third cartridge valve. The return port of the second directional valve is connected to the oil tank. The first main port of the third cartridge valve is connected to the second main port of the first cartridge valve. The second main port of the third cartridge valve is connected to the second main port of the second cartridge valve.

4. The hydraulic switching control system according to claim 3, characterized in that, The hydraulic switching control system also includes multiple shuttle valves, each shuttle valve having two inlets and one outlet. The two inlets of the shuttle valve are connected between the two ports of the first hydraulic pump, and the outlet of the shuttle valve is connected to the inlet of the first directional valve or the second directional valve.

5. The hydraulic switching control system according to claim 4, characterized in that, It also includes a first overflow valve and a second overflow valve. The oil inlet of the first overflow valve is connected to the first main oil port of the third cartridge valve, and the oil return port of the first overflow valve is connected to the oil tank. The oil inlet of the second overflow valve is connected to the second main oil port of the third cartridge valve, and the oil return port of the second overflow valve is connected to the oil tank.

6. The hydraulic switching control system according to claim 5, characterized in that, The first directional valve is a two-position three-way normally open solenoid valve, and the second directional valve is a two-position three-way normally closed solenoid valve.

7. The hydraulic switching control system according to claim 6, characterized in that, It also includes an engine, a second hydraulic pump, and a third relief valve. The first hydraulic pump and the second hydraulic pump are both connected to the engine. The suction port of the second hydraulic pump is connected to the oil tank. The inlet of the third relief valve is connected to the outlet of the second hydraulic pump. The return port of the third relief valve is connected to the oil tank.

8. The hydraulic switching control system according to claim 7, characterized in that, It also includes a third directional valve, the inlet of which is connected to the outlet of the second hydraulic pump, and the return port of which is connected to the oil tank.

9. The hydraulic switching control system according to claim 8, characterized in that, It also includes a fourth relief valve. The second hydraulic pump is a double hydraulic pump, which includes an oil inlet, a first oil outlet, and a second oil outlet. The oil inlet of the second hydraulic pump is connected to the oil tank. The oil inlet of the third directional valve and the oil inlet of the third relief valve are both connected to the first oil outlet of the second hydraulic pump. The oil inlet of the fourth relief valve is connected to the second oil outlet of the second hydraulic pump. The oil return port of the fourth relief valve is connected to the oil tank.

10. A rack train, characterized in that, Includes any one of the hydraulic switching control systems described in claims 1-9.

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