Low energy consumption operation precision control system and method for truck

Abstract

The application provides a low-energy operation precision control system and method for a truck, which comprises a tipping bucket variable pump, an oil return filter, a heat dissipation variable pump, a pressure control valve, a tipping bucket multi-way valve, a tipping bucket control valve group, a tipping bucket rodless cavity pressure sensor, a tipping bucket oil cylinder, a tipping bucket rod cavity pressure sensor, a hydraulic oil radiator, a temperature control valve, a radiator group one, a radiator pump outlet pressure sensor, a radiator control valve, a radiator group two, a radiator pump safety valve and an oil tank. The application can realize linear proportional control, energy-saving proportional control and high-efficiency proportional control of tipping bucket action.

Description

Technical Field

[0001] This invention belongs to the field of pressure drive technology, and in particular relates to a low-energy-consumption precision control system and method for truck operation. Background Technology

[0002] Mining trucks, as a primary means of transporting minerals, are widely used in non-coal mines for ore transportation due to their high efficiency and convenient relocation. However, during use, road conditions are often complex. Currently, the tipping control system can only achieve linear control via a handle. Because the load on the hydraulic cylinder varies at different tipping angles, linear control is prone to pressure shocks. Furthermore, relying solely on brakes during operation can easily lead to brake overheating and accelerated brake pad wear. Summary of the Invention

[0003] The purpose of this invention is to provide a low-energy-consumption precision control system and method for trucks, which can realize multi-mode tipping and is stable and energy-saving during operation.

[0004] A low-energy-consumption precision control system for trucks includes:

[0005] The tipping bucket multi-way valve 5 includes an electro-proportional pressure reducing valve 5.1, a reversing valve 5.3, and a pressure compensator 5.4;

[0006] The oil inlet of the pressure compensator 5.4 is connected to the P port of the tipping multi-way valve 5, and its oil outlet is connected to the A port of the reversing valve 5.3.

[0007] The C port of the reversing valve 5.3 is connected to the A port of the tipping multi-way valve 5, its D port is connected to the B port of the tipping multi-way valve 5, and its B port is connected to the oil tank 17.

[0008] The pilot pressure reducing valve 5.2's port 2 is connected to the electro-proportional pressure reducing valve 3's port 1, and the electro-proportional pressure reducing valve 3's port 2 is connected to the directional valve 5.3's port a.

[0009] The tipping bucket control valve assembly 6 includes a check valve 6.2, a pressure reducing valve 6.3, a two-position normally closed solenoid directional valve 6.4, and a two-position normally open solenoid directional valve 6.5;

[0010] Among them, one oil port of the two normally open solenoid directional valve 6.5 is connected to port B1 of the tipping control valve group 6, and the other oil port is connected to port B of the tipping control valve group 6.

[0011] One port of the two normally closed solenoid directional valve 6.4 is connected to port B1 of the tipping control valve group 6, and the other port is connected to the inlet of the check valve 6.2 and the outlet of the pressure reducing valve 6.3. The outlet of the check valve 6.2 and the inlet of the pressure reducing valve 6.3 are both connected to port A1 of the tipping control valve group 6.

[0012] The tipping variable pump 1 has its P port connected to the P port of the tipping multi-way valve 5, and its LS port connected to the LS port of the tipping multi-way valve 5.

[0013] The A port of the tipping bucket multi-way valve 5 is connected to the A port of the tipping bucket control valve 6, and the B port is connected to the B port of the tipping bucket control valve 6.

[0014] The A1 port of the tipping control valve 6 is connected to the A port of the tipping cylinder 8, the B1 port is connected to the B port of the tipping cylinder 8, the MA port is connected to the tipping rodless chamber pressure sensor 7, and the MB port is connected to the tipping rod chamber pressure sensor 9.

[0015] The T port of the tipping bucket multi-way valve 5 is connected to the T1 port of the tipping bucket control valve 6;

[0016] Under linear proportional control, oil enters through port A of the tipping cylinder 8 and returns through port B; the two-position normally closed solenoid directional valve 6.4 is in the normally closed position, the two-position normally open solenoid directional valve 6.5 is in the normally open position, the pressure compensator 5.4 is in the lower position, the electro-proportional pressure reducing valve 5.1 is on, and the directional valve 5.3 is in the lower position.

[0017] Under high-efficiency control conditions, oil enters through port A of the tipping cylinder 8 and returns through port B; the two-position normally closed solenoid directional valve 6.4 is open, the two-position normally open solenoid directional valve 6.5 is closed, the pressure compensator 5.4 is in its lower position, the electro-proportional pressure reducing valve 5.1 is open, and the directional valve 5.3 is in its lower position.

[0018] Preferably, it further includes:

[0019] The variable pump 3 and the radiator control valve 14 are connected to the P port of the radiator control valve 14, the P port of the pressure control valve 4, and the P port of the radiator pump safety valve 16.

[0020] The LS port of the cooling variable pump 3 is connected to the LS port of the pressure control valve 4.

[0021] The MP port of the radiator control valve 14 is connected to the outlet pressure sensor 13 of the radiator pump, the A port is connected to the A port of radiator group one 12, the A1 port is connected to the A port of radiator group two 15, and the T port is connected to the B port of radiator group one 12.

[0022] The B port of radiator assembly 2 15 is connected to the P port of temperature control valve 11.

[0023] Port A of temperature control valve 11 is connected to the oil inlet of hydraulic oil cooler 10;

[0024] The tipping control valve 6 is connected to port T2, the hydraulic oil cooler 10 outlet, and the temperature control valve 11 port B.

[0025] The L port of the tipping bucket multi-way valve 5, the L port of the tipping bucket control valve 6, the L port of the radiator control valve 14, and the T port of the pressure control valve 4 are connected to the oil tank 17.

[0026] The radiator control valve 14 includes: an electro-proportional pressure reducing valve 14.1, an electro-proportional pressure reducing valve 2 14.2, and an electro-proportional speed regulating valve 14.3.

[0027] Port 1 of electro-proportional pressure reducing valve 2 14.2, port 1 of electro-proportional pressure reducing valve 1 14.1, and port 1 of electro-proportional speed regulating valve 14.3 are all connected to port P of radiator control valve 14.

[0028] Port 2 of electro-proportional pressure reducing valve 14.2 is connected to port A of radiator control valve 14; Port 2 of electro-proportional pressure reducing valve 14.1 is connected to port B of radiator control valve 14.

[0029] The No. 2 port of the electro-proportional speed control valve 14.3 is connected to the T port of the radiator control valve 14;

[0030] After the No. 3 port of the electro-proportional pressure reducing valve 14.1 is connected to the No. 3 port of the electro-proportional pressure reducing valve 14.2, it is connected to the oil tank 17 through the L port of the radiator control valve 14.

[0031] A method for precise control of low-energy operation of trucks includes the following steps:

[0032] The linear proportional control steps include the oil inlet process at port A and the oil return process at port B of the tipping cylinder 8.

[0033] Oil enters through port A of tipping cylinder 8: Oil from tipping variable pump 1 enters port P of tipping multi-way valve 5, and oil passes through pressure compensator 5.4 and enters port A of reversing valve 5.3;

[0034] The oil flows through port C of directional valve 5.3, then sequentially into port A of tipping multi-way valve 5, port A of tipping control valve 6, port A1 of tipping control valve 6, and finally into port A of tipping cylinder 8.

[0035] Oil return from port B of tipping cylinder 8: The oil flows sequentially through port B1 of tipping control valve 6, two-position normally open solenoid directional valve 6.5, and port B of tipping control valve 6, and enters port B of tipping multi-way valve 5.

[0036] The oil flows back to the oil tank 17 through ports D and B of the reversing valve 5.3;

[0037] The output pressure of the electro-proportional pressure reducing valve 5.1 is proportional to the control current. The valve core displacement of the reversing valve 5.3 depends on the pressure at port a. The pressure at port a is connected to port 2 of the electro-proportional pressure reducing valve 5.1. The controller outputs a current control signal proportional to the handle angle to the electro-proportional pressure reducing valve 5.1 to achieve linear control of the reversing valve.

[0038] The steps of efficient control: Under linear proportional control, when the pressure detected by the tipping rodless chamber pressure sensor 7 is lower than the system rated pressure × cylinder piston rod cross section / cylinder piston area, the two-position normally closed solenoid directional valve 6.4 is opened and the two-position normally open solenoid directional valve 6.5 is closed. The oil flows sequentially through port B1 of the tipping control valve 6, the two-position normally closed solenoid directional valve 6.4, and the check valve 6.2. At this time, the pressure reducing valve 6.3 is not open for backflow, and the cylinder is in a differential working state, that is, the oil in the rod chamber returns to the rodless chamber, the extension speed increases, the tipping time is shortened, and the working efficiency is improved.

[0039] The steps of energy-saving control are as follows: Based on the pressure signals from the tipping rodless chamber pressure sensor 17 and the tipping rodless chamber pressure sensor 29, the controller adjusts the opening and closing degree of the electro-proportional pressure reducing valve 35.1 to avoid large fluctuations in engine speed caused by sudden load changes. During the lifting process, the controller adjusts the electro-proportional pressure reducing valve 35.1 in real time according to the engine speed and engine load rate parameters to control the pump output power, so that the engine always operates in a relatively energy-saving range.

[0040] Preferably, the method further includes a heat dissipation control step, specifically including:

[0041] When the truck is on a non-downhill section: the controller controls the pressure control valve 4, the electro-proportional pressure reducing valve 14.1, and the electro-proportional pressure reducing valve 2 14.2 according to the heat dissipation required by the radiator assembly 12 and the radiator assembly 2 15, thereby controlling the heat dissipation of the hydraulic oil radiator 10.

[0042] When the truck is on a downhill section: it needs to continuously provide braking force to counteract the truck's gravitational acceleration. The controller calculates the current working flow of radiator assembly 12 and radiator assembly 25 based on the current system operating temperature obtained by the temperature sensor and the current values ​​of electro-proportional pressure reducing valve 14.1 and electro-proportional pressure reducing valve 24.2, thereby obtaining the current flow through the radiator.

[0043] Based on the current engine speed and the rated displacement of the cooling pump, the controller calculates the rated flow rate of the cooling pump. The difference between the two is the excess displacement of the cooling pump. Based on the excess displacement value, the opening of the electro-proportional speed control valve 14.3 is controlled to make the pump work at the maximum displacement without affecting the flow rate required by the radiator.

[0044] Based on the maximum operating temperature value designed for the hydraulic system, the controller calculates the rated heat dissipation of the hydraulic system.

[0045] The controller calculates the current heat dissipation of the hydraulic system based on the radiator inlet flow rate, oil temperature, and current hydraulic system temperature; the difference between the rated heat dissipation and the current heat dissipation is the heat dissipation margin.

[0046] The current of the electro-proportional speed control valve 14.3 is controlled by the controller, thereby controlling the flow rate through the electro-proportional speed control valve 14.3. The heating power (kW) of the electro-proportional speed control valve 14.3 is equal to the pressure difference between its inlet and outlet (MPa) × flow rate (L / min) / 60.

[0047] The controller monitors the system temperature and controls the heat dissipation power; by controlling the heat dissipation power, it makes full use of the heat dissipation margin; the heat dissipation of the radiator increases, which means that the output power of the heat dissipation variable pump 3 increases.

[0048] Therefore, by increasing the absorption power of the cooling variable pump 3 relative to the fuel tank 17, braking is provided for the truck.

[0049] Compared with the prior art, the advantages of the present invention are:

[0050] (1) It can realize linear proportional control, energy-saving proportional control and high-efficiency proportional control of the tipping action, and can realize functions such as tipping cylinder floating and high speed.

[0051] When the bucket is weighed, the tipping cylinder needs to float. At this time, the two-position normally closed solenoid directional valve 6.1 and the two-position normally closed solenoid directional valve 6.4 need to be opened. The rodless chamber of the cylinder passes through port A1 of the tipping control valve 6 to port 1 of the two-position normally closed solenoid directional valve 6.1, and then through the two-position normally closed solenoid directional valve 6.1 to port T1 of the tipping control valve 6, and connects to the oil tank 17.

[0052] When the high-speed function requires efficient vehicle operation, the tipping cylinder needs to extend quickly. When the pressure detected by the tipping rodless chamber pressure sensor 7 is lower than the system rated pressure × cylinder piston rod cross section / cylinder piston area, the two-position normally closed solenoid directional valve 6.4 is opened and the two-position normally open solenoid directional valve 6.5 is closed. The oil flows sequentially through port B1 of the tipping control valve 6, the two-position normally closed solenoid directional valve 6.4, and the check valve 6.2. At this time, the cylinder is in a differential working state, and the extension speed increases.

[0053] (2) The radiator group control can control the system to work in the optimal temperature range and can realize downhill auxiliary braking function. Attached Figure Description

[0054] Figure 1 Hydraulic connection schematic diagram for a low-energy-consumption precision control system for trucks;

[0055] Figure 2 This is a schematic diagram of the hydraulic connection principle of the tipping bucket multi-way valve;

[0056] Figure 3 This is a schematic diagram of the hydraulic connection principle of the tipping bucket control valve assembly.

[0057] Figure 4This is a schematic diagram of the hydraulic connection principle of the radiator control valve.

[0058] Figure 5 This is a flowchart of the tipping bucket control process;

[0059] Figure 6 This is a flowchart for the transportation process control.

[0060] Among them, 1-tilting variable pump, 2-return oil filter, 3-cooling variable pump, 4-pressure control valve,

[0061] 5-Tilting multi-way valve, 5.1-Electro-proportional pressure reducing valve III, 5.2-Pilot pressure reducing valve, 5.3-Directional control valve, 5.4-Pressure compensator,

[0062] 6-Tipping control valve assembly; 6.1-Electro-proportional throttle valve; 6.2-Check valve; 6.3-Pressure reducing valve; 6.4-Two-position normally closed solenoid directional valve; 6.5-Two-position normally open solenoid directional valve.

[0063] 7- Bucket tipping rodless chamber pressure sensor one; 8- Bucket tipping cylinder; 9- Bucket tipping rod chamber pressure sensor two; 10- Hydraulic oil radiator; 11- Temperature control valve; 12- Radiator assembly one; 13- Radiator pump outlet pressure sensor; 14- Radiator control valve; 14.1- Electro-proportional pressure reducing valve one; 14.2- Electro-proportional pressure reducing valve two; 14.3- Electro-proportional speed control valve.

[0064] 15-Radiator assembly 2, 16-Radiator pump safety valve, 17-Oil tank. Implementation

[0065] The truck low-energy operation precision control system and method of the present invention will be described in more detail below with reference to the schematic diagrams, which illustrate preferred embodiments of the invention. It should be understood that those skilled in the art can modify the invention described herein while still achieving the advantageous effects of the invention. Therefore, the following description should be understood as being of general knowledge to those skilled in the art and is not intended to limit the invention.

[0066] like Figures 1-4 A low-energy-consumption precision control system for trucks includes: a tipper multi-way valve 5 and a tipper control valve group 6.

[0067] The tipping bucket multi-way valve 5 includes an electro-proportional pressure reducing valve 5.1, a reversing valve 5.3, and a pressure compensator 5.4.

[0068] The oil inlet of the pressure compensator 5.4 is connected to the P port of the tipping bucket multi-way valve 5, and its oil outlet is connected to the A port of the reversing valve 5.3.

[0069] The C port of the reversing valve 5.3 is connected to the A port of the tipping multi-way valve 5, its D port is connected to the B port of the tipping multi-way valve 5, and its B port is connected to the oil tank 17.

[0070] The oil outlet of the electro-proportional pressure reducing valve 3 (5.1) is connected to the pilot oil port of the directional valve 5.3.

[0071] The tipping bucket control valve assembly 6 includes a check valve 6.2, a pressure reducing valve 6.3, a two-position normally closed solenoid directional valve 6.4, and a two-position normally open solenoid directional valve 6.5.

[0072] Among them, one oil port of the two normally open solenoid directional valve 6.5 is connected to port B1 of the tipping control valve group 6, and the other oil port is connected to port B of the tipping control valve group 6.

[0073] One port of the two normally closed solenoid directional valve 6.4 is connected to port B1 of the tipping control valve group 6, and the other port is connected to the inlet of the check valve 6.2 and the outlet of the pressure reducing valve 6.3. The outlet of the check valve 6.2 and the inlet of the pressure reducing valve 6.3 are both connected to port A1 of the tipping control valve group 6.

[0074] The tipping variable pump 1 has its P port connected to the P port of the tipping multi-way valve 5, and its LS port connected to the LS port of the tipping multi-way valve 5.

[0075] The A port of the tipping bucket multi-way valve 5 is connected to the A port of the tipping bucket control valve 6, and the B port is connected to the B port of the tipping bucket control valve 6.

[0076] The A1 port of the tipping control valve 6 is connected to the A port of the tipping cylinder 8, the B1 port is connected to the B port of the tipping cylinder 8, the MA port is connected to the tipping rodless chamber pressure sensor 7, and the MB port is connected to the tipping rod chamber pressure sensor 9.

[0077] The T port of the tipping bucket multi-way valve 5 is connected to the T1 port of the tipping bucket control valve 6.

[0078] Under linear proportional control, oil enters through port A of the tipping cylinder 8 and returns through port B; the two-position normally closed solenoid directional valve 6.4 is in the normally closed position, the two-position normally open solenoid directional valve 6.5 is in the normally open position, the pressure compensator 5.4 is in the lower position, the electro-proportional pressure reducing valve 5.1 is on, and the directional valve 5.3 is in the lower position.

[0079] Under high-efficiency control conditions, oil enters through port A of the tipping cylinder 8 and returns through port B; the two-position normally closed solenoid directional valve 6.4 is open, the two-position normally open solenoid directional valve 6.5 is closed, the pressure compensator 5.4 is in its lower position, the electro-proportional pressure reducing valve 5.1 is open, and the directional valve 5.3 is in its lower position.

[0080] In this embodiment, a heat dissipation module is further included.

[0081] Specifically: the variable pump 3 and the radiator control valve 14 are connected to the P port of the radiator control valve 14, the P port of the pressure control valve 4, and the P port of the radiator pump safety valve 16.

[0082] The LS port of the cooling variable pump 3 is connected to the LS port of the pressure control valve 4.

[0083] The MP port of the radiator control valve 14 is connected to the outlet pressure sensor 13 of the radiator pump, the A port is connected to the A port of radiator group one 12, the A1 port is connected to the A port of radiator group two 15, and the T port is connected to the B port of radiator group one 12.

[0084] The B port of radiator assembly 2 15 is connected to the P port of temperature control valve 11.

[0085] Port A of the temperature control valve 11 is connected to the oil inlet of the hydraulic oil cooler 10.

[0086] The tipping control valve 6 is connected to port T2, the hydraulic oil cooler 10 to port B of the temperature control valve 11.

[0087] The L port of the tipping bucket multi-way valve 5, the L port of the tipping bucket control valve 6, the L port of the radiator control valve 14, and the T port of the pressure control valve 4 are connected to the oil tank 17.

[0088] The radiator control valve 14 includes: an electro-proportional pressure reducing valve 14.1, an electro-proportional pressure reducing valve 2 14.2, and an electro-proportional speed regulating valve 14.3.

[0089] Port 1 of electro-proportional pressure reducing valve 2 14.2, port 1 of electro-proportional pressure reducing valve 1 14.1, and port 1 of electro-proportional speed regulating valve 14.3 are all connected to port P of radiator control valve 14.

[0090] Port 2 of electro-proportional pressure reducing valve 14.2 is connected to port A of radiator control valve 14; Port 2 of electro-proportional pressure reducing valve 14.1 is connected to port B of radiator control valve 14.

[0091] The No. 2 port of the electro-proportional speed control valve 14.3 is connected to the T port of the radiator control valve 14.

[0092] Low-energy operation and precise control methods for trucks:

[0093] 1. The steps of linear proportional control include the oil inlet process at port A and the oil return process at port B of the tipping cylinder 8;

[0094] Oil enters through port A of tipping cylinder 8: Oil from tipping variable pump 1 enters port P of tipping multi-way valve 5, and oil passes through pressure compensator 5.4 and enters port A of reversing valve 5.3;

[0095] The oil flows through port C of directional valve 5.3, then sequentially into port A of tipping multi-way valve 5, port A of tipping control valve 6, port A1 of tipping control valve 6, and finally into port A of tipping cylinder 8.

[0096] Oil return from port B of tipping cylinder 8: The oil flows sequentially through port B1 of tipping control valve 6, two-position normally open solenoid directional valve 6.5, and port B of tipping control valve 6, and enters port B of tipping multi-way valve 5.

[0097] The oil flows back to the oil tank 17 through ports D and B of the reversing valve 5.3.

[0098] 2. Steps for efficient control: Under linear proportional control, open the two-position normally closed solenoid directional valve 6.4 and close the two-position normally open solenoid directional valve 6.5. The oil flows sequentially through port B1 of the tipping control valve 6, the two-position normally closed solenoid directional valve 6.4, the check valve 6.2, and the pressure reducing valve 6.3.

[0099] in, Figure 5 The "high-efficiency control module" refers to

[0100] 3. Energy-saving control steps: Based on the pressure signals from the tipping bucket rodless chamber pressure sensor 7 and the tipping bucket rodless chamber pressure sensor 9, the controller adjusts the opening and closing degree of the gentle control electro-proportional pressure reducing valve 5.1.

[0101] in, Figure 5 The "energy-saving control module" refers to the electro-proportional pressure reducing valve 5.1, the reversing valve 5.3, the pressure compensator 5.4, the tipping bucket rodless chamber pressure sensor 7, and the tipping bucket rodless chamber pressure sensor 9. The controller proportionally outputs a control signal to the electro-proportional pressure reducing valve 5.1.

[0102] like Figure 5 As shown, linear control of the tipping cylinder can be achieved by controlling the electro-proportional signal curve of the tipping multi-way valve (5). Energy-saving control and high-efficiency control can be achieved by jointly controlling the electro-proportional signal curve of the tipping multi-way valve (5) and (6.1) the electro-proportional throttle valve, the two-position two-normally closed solenoid directional valve (6.4), and the two-position two-normally open solenoid directional valve (6.5).

[0103] The energy-saving control is implemented by dividing the tipping unloading process into three stages: the initial stage, the intermediate stage, and the final stage. A low flow rate is used during the initial stage when high pressure is applied, a high flow rate is used during the intermediate stage, and a low flow rate is used during the final stage. The specific control curve is controlled by a built-in controller, which can be corrected during debugging. The lowering process includes both active and floating descent. The initial descent process is generally controlled by the active descent control valve 5.2, which detects the pressure in the rodless chamber 7 and the rod chamber 8 of the lifting cylinder, calculates the return oil resistance, and controls the return oil resistance when the rod chamber pressure 8 is lower than the rodless chamber pressure 7. After the value is set, the descent is switched to floating mode. The two-position normally closed solenoid directional valve 6.4 is opened. The rodless chamber of the oil cylinder passes through port A1 of the tipping control valve 6 to port 1 of the two-position normally closed solenoid directional valve 6.1. After passing through port 6.1, it reaches port T1 of the tipping control valve 6, which is connected to the oil tank 17. The proportional throttle valve 6.1 controls the descent speed. During the floating process, the main pump does not work, which can save energy. By controlling the floating descent speed, the impact can be reduced. While saving energy, the impact is reduced, and the overall reliability of the machine is improved.

[0104] The efficient control system divides the tipping action into three stages: an initial high-pressure stage, a middle high-speed stage, and a final deceleration stage. During the descent, it employs both active descent and floating descent.

[0105] in, Figure 5 The "high-efficiency control module" refers to the tipping bucket control valve 6, which outputs a proportional control signal from the controller to the pressure reducing valve 6.3. The signal transmission path is: handle - controller - corresponding valve.

[0106] 4. The steps for heat dissipation control specifically include:

[0107] like Figure 6 The radiator's operating mode is determined based on the engine's operating status.

[0108] When the truck is on a non-downhill section of road, the controller controls the pressure control valve 4, the electro-proportional pressure reducing valve 14.1, and the electro-proportional pressure reducing valve 14.2 according to the heat dissipation required by the radiator assembly 12 and the radiator assembly 25, thereby controlling the heat dissipation of the hydraulic oil radiator 10.

[0109] When the truck is on a downhill section, it needs to continuously provide braking force to counteract the truck's gravitational acceleration. At this time, the system works in auxiliary braking mode. The controller calculates the heat dissipation margin based on the current system operating parameters, and releases the heat dissipation margin by controlling the electric proportional speed control valve 14.3. By increasing the absorption power of the heat dissipation variable pump 3, the system can provide braking for the truck, thereby reducing the braking power and reducing brake pad wear.

[0110] Among them, the "heat dissipation power margin" is calculated based on the flow rate of the hydraulic oil flowing through the hydraulic oil radiator and the system temperature, and is adjusted in real time according to the actual temperature to control the hydraulic system to operate below the maximum design temperature.

[0111] The above are merely preferred embodiments of the present invention and do not constitute any limitation on the present invention. Any equivalent substitutions or modifications made by those skilled in the art to the technical solutions and content disclosed in the present invention without departing from the scope of the present invention shall be deemed to have remained within the protection scope of the present invention.

Claims

1. A low energy consumption operation precision control system for a truck, characterized by, include: The tipping bucket multi-way valve (5) includes an electro-proportional pressure reducing valve (5.1), a reversing valve (5.3), and a pressure compensator (5.4). The oil inlet of the pressure compensator (5.4) is connected to the P port of the tipping multi-way valve (5), and its oil outlet is connected to the A port of the reversing valve (5.3). The C port of the reversing valve (5.3) is connected to the A port of the tipping multi-way valve (5), its D port is connected to the B port of the tipping multi-way valve (5), and its B port is connected to the oil tank (17). The pilot pressure reducing valve (5.2) has port 2 connected to port 1 of the electro-proportional pressure reducing valve (5.1), and the electro-proportional pressure reducing valve (5.1) has port 2 connected to port a of the directional valve (5.3). The tipping bucket control valve assembly (6) includes a check valve (6.2), a pressure reducing valve (6.3), a two-position normally closed solenoid directional valve (6.4), and a two-position normally open solenoid directional valve (6.5). Among them, one oil port of the two normally open solenoid directional valve (6.5) is connected to port B1 of the tipping control valve group (6), and the other oil port is connected to port B of the tipping control valve group (6). One port of the two normally closed solenoid directional valve (6.4) is connected to port B1 of the tipping control valve group (6), and the other port is connected to the inlet of the check valve (6.2) and the outlet of the pressure reducing valve (6.3). The outlet of the check valve (6.2) and the inlet of the pressure reducing valve (6.3) are both connected to port A1 of the tipping control valve group (6). The tipping variable pump (1) has its P port connected to the P port of the tipping multi-way valve (5) and its LS port connected to the LS port of the tipping multi-way valve (5). The A port of the tipping bucket multi-way valve (5) is connected to the A port of the tipping bucket control valve group (6), and the B port is connected to the B port of the tipping bucket control valve group (6); The A1 port of the tipping control valve group (6) is connected to the A port of the tipping cylinder (8), the B1 port is connected to the B port of the tipping cylinder (8), the MA port is connected to the tipping rodless chamber pressure sensor one (7), and the MB port is connected to the tipping rod chamber pressure sensor two (9). The T port of the tipping bucket multi-way valve (5) is connected to the T1 port of the tipping bucket control valve group (6); Under linear proportional control, oil enters through port A of the tipping cylinder (8) and returns through port B; the two-position normally closed solenoid directional valve (6.4) is in the normally closed position, the two-position normally open solenoid directional valve (6.5) is in the normally open position, the pressure compensator (5.4) is in the lower position, the electro-proportional pressure reducing valve (5.1) is turned on, and the directional valve (5.3) is in the lower position. Under high-efficiency control conditions, oil enters through port A of the tipping cylinder (8) and returns through port B; the two-position normally closed solenoid directional valve (6.4) is turned on, the two-position normally open solenoid directional valve (6.5) is turned off, the pressure compensator (5.4) is in its lower position, the electro-proportional pressure reducing valve (5.1) is turned on, and the directional valve (5.3) is in its lower position. The variable pump (3) and the radiator control valve (14) are connected to the P port of the radiator control valve (14), the P port of the pressure control valve (4), and the P port of the radiator pump safety valve (16). The LS port of the cooling variable pump (3) is connected to the LS port of the pressure control valve (4). The MP port of the radiator control valve (14) is connected to the outlet pressure sensor (13) of the radiator pump, the A port is connected to the A port of radiator group one (12), the A1 port is connected to the A port of radiator group two (15), and the T port is connected to the B port of radiator group one (12). The B port of radiator assembly 2 (15) is connected to the P port of temperature control valve (11); Port A of the temperature control valve (11) is connected to the oil inlet of the hydraulic oil cooler (10); The T2 port of the tipping control valve group (6), the oil outlet of the hydraulic oil radiator (10), and the B port of the temperature control valve (11) are connected; The L port of the tipping bucket multi-way valve (5), the L port of the tipping bucket control valve group (6), the L port of the radiator control valve (14), and the T port of the pressure control valve (4) are connected to the oil tank (17). Among them, the radiator control valve (14) includes: an electro-proportional pressure reducing valve one (14.1), an electro-proportional pressure reducing valve two (14.2), and an electro-proportional speed regulating valve (14.3). Port 1 of the electro-proportional pressure reducing valve 2 (14.2), port 1 of the electro-proportional pressure reducing valve 1 (14.1), and port 1 of the electro-proportional speed regulating valve (14.3) are all connected to port P of the radiator control valve (14). Port 2 of the electro-proportional pressure reducing valve 2 (14.2) is connected to port A of the radiator control valve (14); Port 2 of the electro-proportional pressure reducing valve 1 (14.1) is connected to port B of the radiator control valve (14); The No. 2 port of the electro-proportional speed control valve (14.3) is connected to the T port of the radiator control valve (14); After the No. 3 port of the electro-proportional pressure reducing valve 1 (14.1) is connected to the No. 3 port of the electro-proportional pressure reducing valve 2 (14.2), it is connected to the oil tank (17) through the L port of the radiator control valve (14).

2. A low energy consumption operation precision control method for a truck, the control method being based on the low energy consumption operation precision control system for a truck according to claim 1, characterized in that, Includes the following steps: The steps of linear proportional control include the oil inlet process at port A and the oil return process at port B of the tipping cylinder (8); Oil enters through port A of the tipping cylinder (8): the oil in the tipping variable pump (1) enters port P of the tipping multi-way valve (5), and the oil enters port A of the reversing valve (5.3) through the pressure compensator (5.4); The oil flows through port C of the reversing valve (5.3), then sequentially into port A of the tipping multi-way valve (5), port A of the tipping control valve group (6), port A1 of the tipping control valve group (6), and finally into port A of the tipping cylinder (8). Oil return from port B of tipping cylinder (8): The oil flows sequentially through port B1 of tipping control valve group (6), two-position normally open solenoid directional valve (6.5), and port B of tipping control valve group (6) into port B of tipping multi-way valve (5). The oil flows back to the oil tank (17) through ports D and B of the reversing valve (5.3); The output pressure of the electro-proportional pressure reducing valve three (5.1) is proportional to the control current. The valve core displacement of the reversing valve (5.3) depends on the pressure at port a. The pressure at port a is connected to port 2 of the electro-proportional pressure reducing valve three (5.1). The controller outputs a current control signal proportional to the handle angle to the electro-proportional pressure reducing valve three (5.1) to achieve linear control of the reversing valve. The steps of efficient control: Under the linear proportional control, when the pressure detected by the tipping rodless chamber pressure sensor (7) is lower than the rated pressure of the system × the cross section of the cylinder piston rod / the piston area of ​​the cylinder, the two-position normally closed solenoid directional valve (6.4) is opened and the two-position normally open solenoid directional valve (6.5) is closed. The oil flows through the B1 port of the tipping control valve group (6), the two-position normally closed solenoid directional valve (6.4), and the check valve (6.2) in sequence. At this time, the pressure reducing valve (6.3) is not open for backflow, and the cylinder is in a differential working state, that is, the oil in the rod chamber returns to the rodless chamber, the extension speed increases, the tipping time is shortened, and the working efficiency is improved. The steps of energy-saving control are as follows: Based on the pressure signals from the first (7) and the second (9) pressure sensors of the tipping rodless chamber, the controller adjusts the opening and closing degree of the third (5.1) electro-proportional pressure reducing valve to avoid large fluctuations in engine speed caused by sudden load changes. During the lifting process, the controller adjusts the third (5.1) electro-proportional pressure reducing valve in real time according to the engine speed and engine load rate parameters to control the pump output power so that the engine always works in a relatively energy-saving range.

3. The low energy operation precision control method for truck as claimed in claim 2 wherein, It also includes steps for heat dissipation control, specifically including: When the truck is on a non-downhill section: the controller controls the pressure control valve (4), the electro-proportional pressure reducing valve (14.1), and the electro-proportional pressure reducing valve (14.2) according to the heat dissipation required by the radiator group one (12) and the radiator group two (15), thereby controlling the heat dissipation of the hydraulic oil radiator (10). When the truck is on a downhill section: it needs to continuously provide braking force to counteract the truck's gravitational acceleration. The controller calculates the current working flow of radiator group one (12) and radiator group two (15) based on the current system operating temperature obtained by the temperature sensor and the current values ​​of the electro-proportional pressure reducing valve one (14.1) and electro-proportional pressure reducing valve two (14.2), thereby obtaining the current flow through the radiator. Referring to the current engine speed and the rated displacement of the cooling pump, the controller calculates the rated flow rate of the cooling pump. The difference between the two is the excess displacement of the cooling pump. Based on the excess displacement value, the opening of the electro-proportional speed control valve (14.3) is controlled to make the pump work at the maximum displacement without affecting the required flow rate of the radiator. Based on the maximum operating temperature value designed for the hydraulic system, the controller calculates the rated heat dissipation of the hydraulic system. The controller calculates the current heat dissipation of the hydraulic system based on the radiator inlet flow rate, oil temperature, and current hydraulic system temperature; the difference between the rated heat dissipation and the current heat dissipation is the heat dissipation margin. The current of the electro-proportional speed control valve (14.3) is controlled by the controller, thereby controlling the flow rate through the electro-proportional speed control valve (14.3); The controller controls the heating power of the electro-proportional speed control valve (14.3) by monitoring the system temperature; By controlling the heat dissipation power, the heat dissipation margin is fully utilized; the heat dissipation of the radiator increases, that is, the output power of the heat dissipation variable pump (3) increases; Thus, by increasing the absorption power of the cooling variable pump (3) relative to the fuel tank (17), braking is provided for the truck.

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