Hydraulic control system for empty car shunting machine

Abstract

A kind of hydraulic control system of empty car shunting machine, including the hydraulic station of empty car shunting machine car body top, oil tank, oil pump, first integrated valve block, second integrated valve block are arranged inside the hydraulic station, the oil inlet of oil pump is communicated with the oil outlet of oil tank, the oil outlet of oil pump is simultaneously communicated with the oil inlet of first integrated valve block, second integrated valve block, the oil outlet of first integrated valve block, second integrated valve block is communicated with oil tank, two working oil ports of first integrated valve block are used to control swing cylinder action, to control the action of two pitch arms of empty car shunting machine;Second integrated valve block is provided with pressure reducing valve in, high-pressure hydraulic oil flowing into second integrated valve block is reduced after pressure reducing valve and enters latch oil cylinder, and the action of car coupler on the top of pitch arm of empty car shunting machine is controlled by latch oil cylinder.This design not only the hydraulic control system in can be applicable to the empty car shunting machine of two empty car lines of push car operation, and simple structure.

Description

Technical Field

[0001] This invention relates to a hydraulic control system, and more particularly to a hydraulic control system for an empty car shunting locomotive, specifically applicable to controlling the tilting boom movement of an empty car shunting locomotive. Background Technology

[0002] An empty car shunting locomotive is a type of locomotive equipment used in railway systems. According to the dispatching plan and instructions, the empty car shunting locomotive can perform precise traction and braking control on open wagons, accurately moving open wagons from one position to another to meet the vehicle dispatching requirements of the railway system.

[0003] Existing empty car shunting locomotives typically employ a fixed boom structure, and each locomotive is usually only responsible for pushing empty cars on one empty car track. When the shunting locomotive needs to handle pushing cars on two empty car tracks (6.5 meters apart), the existing empty car shunting locomotives and their hydraulic systems cannot meet the requirements. Summary of the Invention

[0004] The purpose of this invention is to overcome the problem that existing empty car shunting locomotives and their hydraulic systems cannot handle the pushing operations of two empty car lines simultaneously, and to provide a hydraulic control system for an empty car shunting locomotive.

[0005] To achieve the above objectives, the technical solution of the present invention is: A hydraulic control system for an empty car shunting locomotive includes a main tilting boom, an auxiliary tilting boom, and an empty car shunting locomotive body. A left pin cylinder and a left coupler are mounted on the top of the main tilting boom, with the left pin cylinder controlling the rotation of the left coupler's hook tongue. The middle of the main tilting boom is hinged to one end of a connecting rod, and the bottom of the main tilting boom is hinged to one side of the empty car shunting locomotive body. The other side of the empty car shunting locomotive body is hinged to the bottom of the auxiliary tilting boom, and the middle of the auxiliary tilting boom is hinged to the other end of a connecting rod. A right pin cylinder and a right coupler are mounted on the top of the auxiliary tilting boom, with the right pin cylinder controlling the rotation of the right coupler's hook tongue. A swing cylinder is mounted on the shunting locomotive body, with the output end of the swing cylinder connected to one end of a pull rod, and the other end of the pull rod hinged to the middle of the main tilting boom. The hydraulic control system includes a hydraulic station installed on the top of the empty shunting locomotive. The hydraulic station is equipped with an oil tank, an oil pump, a first integrated valve block, and a second integrated valve block. The oil pump inlet is connected to the oil tank outlet. The first integrated valve block includes a first electromagnetic reversing valve. The P port of the first electromagnetic reversing valve is connected to the oil outlet of the oil pump, the T port of the first electromagnetic reversing valve is connected to the oil return port of the oil tank, and the A port and B port of the first electromagnetic reversing valve are respectively connected to the two working oil ports of the swing cylinder. The second integrated valve block includes a second electromagnetic directional valve, a third electromagnetic directional valve, a first pressure reducing valve, and a second pressure reducing valve. The T port of the second electromagnetic directional valve is connected to the oil return port of the oil tank. The P port of the second electromagnetic directional valve is connected to the oil outlet of the oil pump through the first pressure reducing valve. The A port and B port of the second electromagnetic directional valve are respectively connected to the rodless chamber and the rod chamber of the left pin cylinder. The T port of the third electromagnetic directional valve is connected to the oil return port of the oil tank. The P port of the third electromagnetic directional valve is connected to the oil outlet of the oil pump through the second pressure reducing valve. The A port and B port of the third electromagnetic directional valve are respectively connected to the rodless chamber and the rod chamber of the right pin cylinder.

[0006] The first integrated valve block further includes a stacked hydraulic control check valve and a first stacked one-way throttle valve. The stacked hydraulic control check valve and the first stacked one-way throttle valve are disposed in the oil line between the first solenoid directional valve and the swing cylinder. The first oil inlet of the stacked hydraulic control check valve is connected to the A port of the first solenoid directional valve, the second oil inlet of the stacked hydraulic control check valve is connected to the B port of the first solenoid directional valve, the first oil outlet of the stacked hydraulic control check valve is connected to the first oil inlet of the first stacked one-way throttle valve, the second oil outlet of the stacked hydraulic control check valve is connected to the second oil inlet of the first stacked one-way throttle valve, the first oil outlet of the first stacked one-way throttle valve is connected to the first working oil port of the swing cylinder, and the second oil outlet of the first stacked one-way throttle valve is connected to the second working oil port of the swing cylinder.

[0007] The first integrated valve block also includes a stacked bidirectional relief valve. The first oil inlet of the stacked bidirectional relief valve is connected to the first oil outlet of the first stacked one-way throttle valve. The second oil inlet of the stacked bidirectional relief valve is connected to the second oil outlet of the first stacked one-way throttle valve. The first oil outlet of the stacked bidirectional relief valve is connected to the first working oil port of the swing cylinder. The second oil port of the stacked bidirectional relief valve is connected to the second working oil port of the swing cylinder.

[0008] The second integrated valve block also includes a second superimposed one-way throttle valve disposed on the oil line between the second solenoid directional valve and the left pin cylinder, and a third superimposed one-way throttle valve disposed on the oil line between the third solenoid directional valve and the right pin cylinder. The first oil inlet of the second superimposed one-way throttle valve is connected to the A port of the second solenoid directional valve, the first oil outlet of the second superimposed one-way throttle valve is connected to the rodless chamber of the left pin cylinder, the second oil inlet of the second superimposed one-way throttle valve is connected to the B port of the second solenoid directional valve, and the second oil outlet of the second superimposed one-way throttle valve is connected to the rod chamber of the left pin cylinder. The first oil inlet of the third superimposed one-way throttle valve is connected to port A of the third electromagnetic directional valve, the first oil outlet of the third superimposed one-way throttle valve is connected to the rodless chamber of the right pin cylinder, the second oil inlet of the third superimposed one-way throttle valve is connected to port B of the third electromagnetic directional valve, and the second oil outlet of the third superimposed one-way throttle valve is connected to the rod chamber of the right pin cylinder.

[0009] The second integrated valve block also includes a stacked relief valve, the oil inlet of which is connected to the oil outlet of the oil pump, and the oil outlet of which is connected to the oil return port of the oil tank.

[0010] A one-way valve is provided at the oil outlet of the oil pump. The oil inlet of the one-way valve is connected to the oil outlet of the oil pump. The oil outlet of the one-way valve is also connected to the P port of the first solenoid directional valve, the oil inlet of the first pressure reducing valve, and the oil inlet of the second pressure reducing valve. An oil pump outlet pressure gauge is provided at the oil outlet of the one-way valve.

[0011] The hydraulic control system also includes a pressure gauge switch. The M1 interface of the pressure gauge switch is connected to the rodless chamber of the left pin cylinder and the rodless chamber of the right pin cylinder. The M2 interface of the pressure gauge switch is connected to the rod chamber of the left pin cylinder and the rod chamber of the right pin cylinder. The M3 and M4 interfaces of the pressure gauge switch are connected to the two working ports of the swing cylinder, respectively. The M5 interface of the pressure gauge switch is connected to the oil outlet of the first pressure reducing valve and the oil outlet of the second pressure reducing valve. The M6 ​​interface of the pressure gauge switch is connected to the oil inlet of the check valve.

[0012] The oil tank is equipped with an electric heater, a temperature switch, and a level gauge. The temperature signal output terminal of the temperature switch is connected to the control circuit of the electric heater. An oil return filter is installed at the oil return port of the oil tank, and an air filter is installed on the top of the oil tank. The interior of the oil tank is connected to the atmosphere through the air filter.

[0013] The hydraulic control system also includes an electric motor, the power output end of which is connected to the oil pump. The oil pump is a swashplate piston pump, and the oil inlet of the oil pump is connected to the oil outlet of the oil tank in sequence through a rubber joint, a butterfly valve, and an oil suction filter.

[0014] The hydraulic control system also includes a fourth solenoid directional valve. The P port of the fourth solenoid directional valve is connected to the rodless chamber of the servo cylinder inside the piston pump, the A port of the fourth solenoid directional valve is connected to the oil outlet of the oil pump, and the B port of the fourth solenoid directional valve is connected to the oil inlet of the control valve inside the oil pump.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: 1. In the hydraulic control system of an empty car shunting machine of the present invention, a main pitching arm and an auxiliary pitching arm are respectively arranged on both sides of the empty car shunting machine body. The main pitching arm and the auxiliary pitching arm are respectively responsible for the empty car pushing operation on one empty car line. At the same time, since the middle part of the main pitching arm is hinged to one end of the connecting rod, the bottom of the main pitching arm is hinged to one side of the empty car shunting machine body, the other side of the empty car shunting machine body is hinged to the bottom of the auxiliary pitching arm, and the middle part of the auxiliary pitching arm is hinged to the other end of the connecting rod, the empty car shunting machine body, The main pitching boom, auxiliary pitching boom, and connecting rod form a four-bar linkage mechanical design. A swing cylinder is installed on the shunting locomotive body. One end of the swing cylinder is driven by a connecting rod, and the other end of the connecting rod is hinged to the middle of the main pitching boom. The swing cylinder only needs to control the raising and lowering of the main pitching boom via the connecting rod to simultaneously control the raising and lowering of the auxiliary pitching boom. Therefore, in the hydraulic control system of an empty shunting locomotive, the raising and lowering of both pitching booms on the empty shunting locomotive can be controlled by a single swing cylinder, resulting in a simple hydraulic system structure. Therefore, in this design, the raising and lowering of both pitching booms on the empty shunting locomotive can be controlled by a single swing cylinder, resulting in a simple hydraulic system structure.

[0016] 2. In the hydraulic control system of an empty car shunting locomotive of the present invention, the bottom of the main pitching arm is hinged to one side of the empty car shunting locomotive body, and the other side of the empty car shunting locomotive body is hinged to the bottom of the auxiliary pitching arm. The middle part of the main pitching arm and the middle part of the auxiliary pitching arm are connected by a connecting rod. Therefore, when the swing cylinder drives the main pitching arm to rise, the auxiliary pitching arm falls. At this time, the auxiliary pitching arm acts as a counterweight for the main pitching arm. When the swing cylinder drives the auxiliary pitching arm to rise, the main pitching arm falls. At this time, the main pitching arm acts as a counterweight for the auxiliary pitching arm. Therefore, during the operation of the swing cylinder, the load of the swing cylinder changes with the position of the main pitching arm and the auxiliary pitching arm. Since the oil pump is a swashplate piston pump, the oil pump flow rate can be adjusted according to the load change to adapt to the load change of the swing cylinder caused by the position change of the main pitching arm and the auxiliary pitching arm. Therefore, the oil pump in this design is a swashplate piston pump. During the movement of the main and auxiliary pitch arms, the oil pump flow rate can be adjusted according to the load change of the swing cylinder to ensure smooth operation of the hydraulic system.

[0017] 3. The second integrated valve block in the hydraulic control system of an empty car shunting machine of the present invention includes a second electromagnetic directional valve, a third electromagnetic directional valve, a first pressure reducing valve, and a second pressure reducing valve. The T port of the second electromagnetic directional valve is connected to the return port of the oil tank, and the P port of the second electromagnetic directional valve is connected to the outlet port of the oil pump through the first pressure reducing valve. The A port and B port of the second electromagnetic directional valve are respectively connected to the rod chamber and rodless chamber of the left pin cylinder. The T port of the third electromagnetic directional valve is connected to the return port of the oil tank, and the P port of the third electromagnetic directional valve is connected to the outlet port of the oil pump through the second pressure reducing valve. The A port and B port of the third electromagnetic directional valve are respectively connected to the rod chamber and rodless chamber of the right pin cylinder. After the high-pressure hydraulic oil flows out of the oil pump, part of the high pressure enters the first integrated valve block and controls the swing cylinder to move, while the other part of the high-pressure hydraulic oil enters the second integrated valve block. The high-pressure hydraulic oil entering the second integrated valve block is reduced in pressure by the pressure reducing valve before entering the pin cylinder. The oil pressure of the pin cylinder is controlled by the pressure reducing valve to avoid damage to the pin mechanism. Therefore, in this design, no pressure reducing valve is installed in the first integrated valve block. High-pressure hydraulic oil enters the swing cylinder and drives the pitch arm to rise and fall. A pressure reducing valve is installed in the second integrated valve block. The hydraulic oil entering the second integrated valve block is depressurized by the pressure reducing valve and then enters the pin cylinder, which can avoid damage to the pin mechanism.

[0018] 4. In the hydraulic control system of an empty shunting machine according to the present invention, the second integrated valve block further includes a third superimposed relief valve. The oil inlet of the third superimposed relief valve is connected to the oil outlet of the oil pump, and the oil outlet of the third superimposed relief valve is connected to the oil tank. When the pressure of the entire hydraulic system exceeds the limit, the third superimposed relief valve is activated to prevent overpressure in the hydraulic system. Therefore, in this design, by setting a third superimposed relief valve between the oil pump outlet and the oil tank return port, overpressure in the hydraulic system is effectively prevented. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of the present invention.

[0020] Figure 2 This is a top view of the structure of an empty shunting locomotive.

[0021] Figure 3 This is a schematic diagram showing the hydraulic station installed on the top of the empty shunting locomotive.

[0022] Figure 4 This is a schematic diagram of a hydraulic power unit.

[0023] Figure 5 This is a side view of the hydraulic station.

[0024] In the diagram: Main pitch arm 1, Left pin cylinder 11, Left coupler 12, Auxiliary pitch arm 2, Right pin cylinder 21, Right coupler 22, Empty car shunting locomotive body 3, Connecting rod 4, Swing cylinder 5, Tie rod 51, Oil tank 6, Electric heater 61, Temperature switch 62, Level gauge 63, Return oil filter 64, Air filter 65, Oil pump 7, Check valve 71, Oil pump outlet pressure gauge 72, Electric motor 73, Rubber joint 74, Butterfly valve 75, Suction... Oil filter 76, first integrated valve block 8, first solenoid directional valve 81, stacked hydraulic control check valve 82, first stacked one-way throttle valve 83, stacked two-way relief valve 84, second integrated valve block 9, second solenoid directional valve 91, third solenoid directional valve 92, first pressure reducing valve 93, second pressure reducing valve 94, second stacked one-way throttle valve 95, third stacked one-way throttle valve 96, stacked relief valve 97, pressure gauge switch 10. Detailed Implementation

[0025] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0026] See Figures 1 to 5 A hydraulic control system for an empty shunting locomotive is disclosed. The locomotive includes a main pitching boom 1, an auxiliary pitching boom 2, and an empty shunting locomotive body 3. A left pin cylinder 11 and a left coupler 12 are provided at the top of the main pitching boom 1. The left pin cylinder 11 controls the rotation of the hook tongue of the left coupler 12. The left coupler 12 is used to connect the main pitching boom 1 and the empty car. The middle part of the main pitching boom 1 is hinged to one end of a connecting rod 4. The bottom of the main pitching boom 1 is hinged to one side of the empty shunting locomotive body 3. The other side of the empty shunting locomotive body 3 is hinged to the bottom of the auxiliary pitching boom 2. The middle part of the auxiliary pitching boom 2 is hinged to the other end of the connecting rod 4. A right pin cylinder 21 and a right coupler 22 are provided at the top of the auxiliary pitching boom 2. The right pin cylinder 21 controls the rotation of the hook tongue of the right coupler 22. The right coupler 22 is used to connect the auxiliary pitching boom 2 and the empty car.

[0027] like Figure 2 , Figure 3 As shown, the shunting locomotive body 3 is equipped with a swing cylinder 5, which controls the pitching motion of the main pitch arm 1. The end of the output shaft of the swing cylinder 5 is fixedly connected to one end of a rocker arm, and the other end of the rocker arm is hinged to one end of a pull rod 51. The other end of the pull rod 51 is hinged to the middle of the main pitch arm 1. The rotating shaft of the swing cylinder 5 reciprocates, driving the rocker arm to swing back and forth, thereby pulling the main pitch arm 1 to perform the lifting and lowering action. Since the empty shunting locomotive body 3, the main pitch arm 1, the auxiliary pitch arm 2, and the connecting rod 4 form a four-bar linkage mechanical design structure, when the main pitch arm 1 is raised, the auxiliary pitch arm 2 lowers with the main pitch arm 1, and when the main pitch arm 1 is lowered, the auxiliary pitch arm 2 rises with the main pitch arm 1.

[0028] The hydraulic control system includes a hydraulic station installed on the top of the empty shunting locomotive body 3, the structure of which is as follows: Figure 4 , Figure 5 As shown, the hydraulic station is equipped with an oil tank 6, an oil pump 7, a first integrated valve block 8, and a second integrated valve block 9. The oil pump 7 is a swashplate piston pump. The oil inlet of the oil pump 7 is connected to the oil outlet of the oil tank 6. The oil outlet of the oil pump 7 is also connected to the oil inlet of the first integrated valve block 8 and the oil inlet of the second integrated valve block 9. The first integrated valve block 8 is used to control the movement of the swing cylinder 5, and the second integrated valve block 9 is used to control the movement of the two pin cylinders.

[0029] The first integrated valve block 8 includes a first electromagnetic directional valve 81, a stacked hydraulic control check valve 82, a first stacked one-way throttle valve 83, and a stacked bidirectional relief valve 84, as follows. Figure 1 As shown, the first solenoid directional valve 81 is a three-position four-way directional valve with a Y-type neutral position function. When the first solenoid directional valve 81 is in the neutral position, its A, B, and T ports are connected. The P port of the first solenoid directional valve 81 is connected to the oil outlet of the oil pump 7, the T port of the first solenoid directional valve 81 is connected to the oil return port of the oil tank 6, the A port of the first solenoid directional valve 81 is connected to the first oil inlet of the stacked hydraulic control check valve 82, and the B port of the first solenoid directional valve 81 is connected to the stacked hydraulic control check valve 82. The second oil inlet is connected, the first oil outlet of the superimposed hydraulic control check valve 82 is connected to the first oil inlet of the first superimposed check valve 83, the second oil outlet of the superimposed hydraulic control check valve 82 is connected to the second oil inlet of the first superimposed check valve 83, the first oil outlet of the first superimposed check valve 83 is connected to the first working oil port of the swing cylinder 5, and the second oil outlet of the first superimposed check valve 83 is connected to the second working oil port of the swing cylinder 5. When the first solenoid directional valve 81 is in the left position, the hydraulic oil pumped by the oil pump 7 flows out from port B of the first solenoid directional valve 81, passes sequentially through the second inlet of the stacked hydraulic control check valve 82, the second outlet of the stacked hydraulic control check valve 82, the second inlet of the first stacked one-way throttle valve 83, and the second port of the first stacked one-way throttle valve 83, and then enters the second working port of the swing cylinder 5. The hydraulic oil in the first working port of the swing cylinder 5 passes sequentially through the first outlet of the first stacked one-way throttle valve 83, the first inlet of the first stacked one-way throttle valve 83, the first outlet of the stacked hydraulic control check valve 82, and the first inlet of the stacked hydraulic control check valve 82, and then returns to port A of the first solenoid directional valve 81. When the first solenoid directional valve 81 is in the right position, the flow pattern of the hydraulic oil between the first solenoid directional valve 81 and the swing cylinder 5 is the opposite of that when the first solenoid directional valve 81 is in the left position.

[0030] The first integrated valve block 8 also includes a stacked bidirectional relief valve 84. The first oil inlet of the stacked bidirectional relief valve 84 is connected to the first oil outlet of the first stacked one-way throttle valve 83. The second oil inlet of the stacked bidirectional relief valve 84 is connected to the second oil outlet of the first stacked one-way throttle valve 83. The first oil outlet of the stacked bidirectional relief valve 84 is connected to the first working oil port of the swing cylinder 5. The second oil port of the stacked bidirectional relief valve 84 is connected to the second working oil port of the swing cylinder 5. The superimposed bidirectional relief valve 84 is composed of two relief valves connected in reverse parallel. When the pressure at the first inlet of the superimposed bidirectional relief valve 84 exceeds the threshold, the first inlet of the superimposed bidirectional relief valve 84 is connected to the second outlet of the superimposed bidirectional relief valve 84. At this time, the high-pressure hydraulic oil at the first inlet of the superimposed bidirectional relief valve 84 flows from the inside of the superimposed bidirectional relief valve 84 to the second outlet of the superimposed bidirectional relief valve 84. When the pressure at the second inlet of the superimposed bidirectional relief valve 84 exceeds the threshold, the second inlet of the superimposed bidirectional relief valve 84 is connected to the first outlet of the superimposed bidirectional relief valve 84. At this time, the hydraulic oil at the second inlet of the superimposed bidirectional relief valve 84 flows from the inside of the superimposed bidirectional relief valve 84 to the second inlet of the superimposed bidirectional relief valve 84. The superimposed bidirectional relief valve 84 acts as a safety valve. When the oil circuit pressure inside the first integrated valve block 8 is abnormal, the superimposed bidirectional relief valve 84 can relieve the pressure and stabilize the pressure of the swing cylinder 5 and its control oil circuit.

[0031] The second integrated valve block 9 includes a second solenoid directional valve 91, a third solenoid directional valve 92, a first pressure reducing valve 93, a second pressure reducing valve 94, a second stacked one-way throttle valve 95, and a third stacked one-way throttle valve 96. The second solenoid directional valve 91 and the third solenoid directional valve 92 are both two-position four-way directional valves, such as... Figure 1 As shown, the T port of the second electromagnetic directional valve 91 is connected to the return port of the oil tank 6, the P port of the second electromagnetic directional valve 91 is connected to the outlet port of the first pressure reducing valve 93, the inlet port of the first pressure reducing valve 93 is connected to the outlet port of the oil pump 7, the A port of the second electromagnetic directional valve 91 is connected to the first inlet port of the second superimposed one-way throttle valve 95, the B port of the second electromagnetic directional valve 91 is connected to the second inlet port of the second superimposed one-way throttle valve 95, the first outlet port of the second superimposed one-way throttle valve 95 is connected to the rodless chamber of the left pin cylinder 11, and the second outlet port of the second superimposed one-way throttle valve 95 is connected to the rod chamber of the left pin cylinder 11.

[0032] The T port of the third electromagnetic directional valve 92 is connected to the return port of the oil tank 6; the P port of the third electromagnetic directional valve 92 is connected to the outlet port of the second pressure reducing valve 94; the inlet port of the second pressure reducing valve 94 is connected to the outlet port of the oil pump 7; the A port of the third electromagnetic directional valve 92 is connected to the first inlet port of the third stacked one-way throttle valve 96; the B port of the third electromagnetic directional valve 92 is connected to the second inlet port of the third stacked one-way throttle valve 96; the first outlet port of the third stacked one-way throttle valve 96 is connected to the rodless chamber of the right pin cylinder 21; and the second outlet port of the third stacked one-way throttle valve 96 is connected to the rod chamber of the right pin cylinder 21. Both the second stacked one-way throttle valve 95 and the third stacked one-way throttle valve 96 are composed of a one-way valve and a throttle valve connected in parallel, and both are used to control the flow rate and volume of hydraulic oil.

[0033] The second integrated valve block 9 also includes a stacked relief valve 97. The inlet of the stacked relief valve 97 is connected to the outlet of the oil pump 7, and the outlet of the stacked relief valve 97 is connected to the return port of the oil tank 6. The stacked relief valve 97 regulates the system pressure of the entire hydraulic system to prevent overall overpressure of the hydraulic system.

[0034] The hydraulic control system also includes a check valve 71, the oil inlet of which is connected to the oil outlet of the oil pump 7. The oil outlet of the check valve 71 is also connected to the P port of the first solenoid directional valve 81, the oil inlet of the first pressure reducing valve 93, and the oil inlet of the second pressure reducing valve 94. The check valve 71 prevents hydraulic oil from flowing back to the oil pump 7. An oil pump outlet pressure gauge 72 for detecting the pressure of the hydraulic oil pumped out by the oil pump is also installed on the oil outlet pipeline of the check valve 71.

[0035] The hydraulic control system also includes an electric motor 73, whose power output shaft is driven by an oil pump 7. The oil pump 7 is a swashplate piston pump, and the oil inlet of the oil pump 7 is connected to the oil outlet of the oil tank 6 in sequence through a rubber joint 74, a butterfly valve 75, and an oil suction filter 76.

[0036] The hydraulic control system also includes a fourth solenoid directional valve 77. The P port of the fourth solenoid directional valve 77 is connected to the rodless chamber of the servo cylinder inside the piston pump. The T port of the fourth solenoid directional valve 77 is not conductive. The A port of the fourth solenoid directional valve 77 is connected to the oil outlet of the oil pump 7, and the B port of the fourth solenoid directional valve 77 is connected to the oil inlet of the control valve inside the oil pump 7. The control valve block inside the oil pump 7 is used to regulate the flow rate of the oil pump, and the fourth solenoid directional valve 77 is used to unload the oil pump and adjust the swashplate angle inside the oil pump 7, providing safety protection for the oil pump.

[0037] The oil tank 6 is equipped with an electric heater 61, a temperature switch 62, and a level gauge 63. The temperature signal output terminal of the temperature switch 62 is connected to the control circuit of the electric heater 61. The temperature switch 62 is used to detect the internal temperature of the oil tank 6, and the level gauge 63 is used to detect the hydraulic oil level in the oil tank 6.

[0038] An oil return filter 64 is provided at the oil return port of the oil tank 6, which can prevent impurities from entering the oil tank 6.

[0039] An air filter 65 is installed on the top of the oil tank 6. The interior of the oil tank 6 is connected to the atmosphere through the air filter 65. The air filter 65 prevents dust in the air from entering the oil tank 6 and avoids hydraulic oil contamination.

[0040] The hydraulic control system also includes a pressure gauge switch 10. The M1 interface of the pressure gauge switch 10 is connected to the rodless chamber of the left pin cylinder 11 and the rodless chamber of the right pin cylinder 21. The M2 interface of the pressure gauge switch 10 is connected to the rod chamber of the left pin cylinder 11 and the rod chamber of the right pin cylinder 21. The M3 and M4 interfaces of the pressure gauge switch 10 are respectively connected to the two working ports of the swing cylinder 5. The M5 interface of the pressure gauge switch 10 is connected to the oil outlet of the first pressure reducing valve 93 and the oil outlet of the second pressure reducing valve 94. The M6 ​​interface of the pressure gauge switch 10 is connected to the oil inlet of the check valve 71.

[0041] Pressure gauge switch 10 detects the oil pressure in the lifting pin oil circuit via interfaces M1 and M2, detects the oil pressure in the swing cylinder 5 via interfaces M3 and M4, detects the oil pressure at the outlet of the pressure reducing valve via interface M5, and detects the oil pump outlet pressure via interface M6. Pressure gauge switch 10 monitors the oil pressure of the entire hydraulic system and triggers corresponding alarms or operations when the oil pressure at various points in the hydraulic system reaches a set threshold.

[0042] The hydraulic station is also equipped with a junction box, which is connected to an external power source and distributes power to various electric and electrical control devices, such as electric motors 73, electrically controlled valves, and detection elements. The electrical control box can also be equipped with control circuits and controllers for controlling various electric and electrical control devices in other systems.

[0043] The principle of this invention is explained as follows: After the plunger-type oil pump 7 obtains mechanical energy from the motor 73 through the flexible coupling, it draws oil from the oil outlet of the oil tank through the oil filter and outputs high-pressure oil. After the high-pressure oil flows out of the oil outlet of the plunger-type oil pump 7, it is divided into two parts. One part of the high-pressure oil enters the first integrated valve block, passes through the stacked valve group in the first integrated valve, and then enters the swing cylinder 5 to control the swing cylinder 5 to move. The swing cylinder 5, the pull rod 51, the main pitch arm 1, the connecting rod 4, and the auxiliary pitch arm 2 are linked together to control the raising and lowering of the two booms. The other part of the high-pressure oil enters the second integrated valve block and is divided into two paths in the second integrated valve block. The two paths of hydraulic oil in the second integrated valve block are reduced in pressure by the pressure reducing valve, and after passing through the stacked valve group in the first integrated valve, they enter the left pin cylinder 11 and the right pin cylinder 21 respectively to control the movement of the left pin cylinder 11 and the right pin cylinder 21, thereby controlling the rotation of the hook tongues of the left coupler 12 and the right coupler 22.

[0044] Example 1: A hydraulic control system for an empty car shunting locomotive includes a main pitching boom 1, an auxiliary pitching boom 2, and an empty car shunting locomotive body 3. A left pin cylinder 11 and a left coupler 12 are mounted on the top of the main pitching boom 1. The left pin cylinder 11 controls the rotation of the hook tongue of the left coupler 12. The middle part of the main pitching boom 1 is hinged to one end of a connecting rod 4, and the bottom of the main pitching boom 1 is hinged to one side of the empty car shunting locomotive body 3. The other side of the empty car shunting locomotive body 3 is hinged to the bottom of the auxiliary pitching boom 2, and the middle part of the auxiliary pitching boom 2 is hinged to the other end of the connecting rod 4. The top of the locomotive is equipped with a right pin cylinder 21 and a right coupler 22. The right pin cylinder 21 controls the rotation of the hook tongue of the right coupler 22. The locomotive body 3 is equipped with a swing cylinder 5. The output end of the swing cylinder 5 is connected to one end of the pull rod 51, and the other end of the pull rod 51 is hinged to the middle of the main tilting arm 1. The hydraulic control system includes a hydraulic station installed on the top of the empty locomotive body 3. The hydraulic station is equipped with an oil tank 6, an oil pump 7, a first integrated valve block 8, and a second integrated valve block 9. The oil inlet of the oil pump 7 is connected to the oil outlet of the oil tank 6. The first integrated valve block 8 includes a first solenoid directional valve 81, the P port of which is connected to the oil outlet of the oil pump 7, the T port of which is connected to the oil return port of the oil tank 6, and the A and B ports of which are respectively connected to the two working oil ports of the swing cylinder 5; the second integrated valve block 9 includes a second solenoid directional valve 91, a third solenoid directional valve 92, a first pressure reducing valve 93, and a second pressure reducing valve 94, the T port of which is connected to the oil return port of the oil tank 6, and the A and B ports of which are respectively connected to the two working oil ports of the swing cylinder 5; Port P is connected to the oil outlet of oil pump 7 via the first pressure reducing valve 93. Port A and Port B of the second electromagnetic directional valve 91 are connected to the rod chamber and rodless chamber of the left pin cylinder 11, respectively. Port T of the third electromagnetic directional valve 92 is connected to the return port of oil tank 6. Port P of the third electromagnetic directional valve 92 is connected to the oil outlet of oil pump 7 via the second pressure reducing valve 94. Port A and Port B of the third electromagnetic directional valve 92 are connected to the rod chamber and rodless chamber of the right pin cylinder 21, respectively.The first integrated valve block 8 further includes a stacked hydraulic control check valve 82 and a first stacked one-way throttle valve 83. The stacked hydraulic control check valve 82 and the first stacked one-way throttle valve 83 are disposed in the oil circuit between the first solenoid directional valve 81 and the swing cylinder 5. The first oil inlet of the stacked hydraulic control check valve 82 is connected to port A of the first solenoid directional valve 81, the second oil inlet of the stacked hydraulic control check valve 82 is connected to port B of the first solenoid directional valve 81, the first oil outlet of the stacked hydraulic control check valve 82 is connected to the first oil inlet of the first stacked one-way throttle valve 83, and the second oil outlet of the stacked hydraulic control check valve 82 is connected to the second oil inlet of the first stacked one-way throttle valve 83. The first oil outlet of the first stacked one-way throttle valve 83 is connected to... The first working port of the swing cylinder 5 is connected, and the second outlet of the first stacked one-way throttle valve 83 is connected to the second working port of the swing cylinder 5; the first integrated valve block 8 also includes a stacked two-way relief valve 84, the first inlet of the stacked two-way relief valve 84 is connected to the first outlet of the first stacked one-way throttle valve 83, the second inlet of the stacked two-way relief valve 84 is connected to the second outlet of the first stacked one-way throttle valve 83, the first outlet of the stacked two-way relief valve 84 is connected to the first working port of the swing cylinder 5, and the second port of the stacked two-way relief valve 84 is connected to the second working port of the swing cylinder 5; the second integrated valve block 9 also includes a valve disposed between the second solenoid directional valve 91 and the left pin cylinder 11. The oil circuit includes a second superimposed one-way throttle valve 95 and a third superimposed one-way throttle valve 96 located on the oil circuit between the third solenoid directional valve 92 and the right pin cylinder 21; the first oil inlet of the second superimposed one-way throttle valve 95 is connected to port A of the second solenoid directional valve 91, the first oil outlet of the second superimposed one-way throttle valve 95 is connected to the rodless chamber of the left pin cylinder 11, the second oil inlet of the second superimposed one-way throttle valve 95 is connected to port B of the second solenoid directional valve 91, and the second oil outlet of the second superimposed one-way throttle valve 95 is connected to the rod chamber of the left pin cylinder 11; the first oil inlet of the third superimposed one-way throttle valve 96 is connected to port A of the third solenoid directional valve 92, and the first oil outlet of the third superimposed one-way throttle valve 96 .... The oil outlet is connected to the rodless chamber of the right pin cylinder 21; the second oil inlet of the third stacked one-way throttle valve 96 is connected to the B port of the third electromagnetic directional valve 92; the second oil outlet of the third stacked one-way throttle valve 96 is connected to the rod chamber of the right pin cylinder 21; the second integrated valve block 9 also includes a stacked relief valve 97, the oil inlet of the stacked relief valve 97 is connected to the oil outlet of the oil pump 7, and the oil outlet of the stacked relief valve 97 is connected to the return oil port of the oil tank 6; the hydraulic control system also includes a motor 73, the power output end of the motor 73 is driven by the oil pump 7, the oil pump 7 is a swashplate piston pump, and the oil inlet of the oil pump 7 is connected to the oil outlet of the oil tank 6 in sequence through a rubber joint 74, a butterfly valve 75, and an oil suction filter 76;The hydraulic control system further includes a fourth solenoid directional valve 77. The P port of the fourth solenoid directional valve 77 is connected to the rodless chamber of the servo cylinder inside the oil pump 7; the A port of the fourth solenoid directional valve 77 is connected to the oil outlet of the oil pump 7; and the B port of the fourth solenoid directional valve 77 is connected to the oil inlet of the control valve inside the oil pump 7.

[0045] Example 2: Example 2 is basically the same as Example 1, except that: A one-way valve 71 is provided at the oil outlet of the oil pump 7. The oil inlet of the one-way valve 71 is connected to the oil outlet of the oil pump 7. The oil outlet of the one-way valve 71 is also connected to the P port of the first solenoid directional valve 81, the oil inlet of the first pressure reducing valve 93, and the oil inlet of the second pressure reducing valve 94. An oil pump outlet pressure gauge 72 is provided at the oil outlet of the one-way valve 71.

[0046] Example 3: Example 3 is basically the same as Example 2, except that: The oil tank 6 is equipped with an electric heater 61, a temperature switch 62, and a level gauge 63. The temperature switch 62 is used to detect the internal temperature of the oil tank 6, and the temperature signal output terminal of the temperature switch 62 is connected to the control circuit of the electric heater 61. The level gauge 63 is used to detect the hydraulic oil level in the oil tank 6. A return oil filter 64 is installed at the return oil port of the oil tank 6, and an air filter 65 is installed on the top of the oil tank 6. The interior of the oil tank 6 is connected to the atmosphere through the air filter 65.

[0047] The hydraulic control system also includes a pressure gauge switch 10. The M1 interface of the pressure gauge switch 10 is connected to the rodless chamber of the left pin cylinder 11 and the rodless chamber of the right pin cylinder 21. The M2 interface of the pressure gauge switch 10 is connected to the rod chamber of the left pin cylinder 11 and the rod chamber of the right pin cylinder 21. The M3 and M4 interfaces of the pressure gauge switch 10 are respectively connected to the two working ports of the swing cylinder 5. The M6 ​​interface of the pressure gauge switch 10 is connected to the oil outlet of the first pressure reducing valve 93 and the oil outlet of the second pressure reducing valve 94. The M6 ​​interface of the pressure gauge switch 10 is connected to the oil inlet of the one-way valve 71.

[0048] The above description is only a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. Any equivalent modifications or changes made by those skilled in the art based on the content disclosed in the present invention should be included within the scope of protection set forth in the claims.

Claims

1. A hydraulic control system for an empty car shunting machine, characterized in that: The empty car shunting locomotive includes a main pitch arm (1), an auxiliary pitch arm (2), and an empty car shunting locomotive body (3). The top of the main pitch arm (1) is equipped with a left pin cylinder (11) and a left coupler (12). The left pin cylinder (11) controls the rotation of the hook tongue of the left coupler (12). The middle part of the main pitch arm (1) is hinged to one end of the connecting rod (4), and the bottom of the main pitch arm (1) is hinged to one side of the empty car shunting locomotive body (3). The other side of the empty car shunting locomotive body (3) is connected to the auxiliary pitch arm. (2) is hinged at the bottom, the middle part of the auxiliary pitch arm (2) is hinged to the other end of the connecting rod (4), the top of the auxiliary pitch arm (2) is provided with a right pin cylinder (21) and a right coupler (22), the right pin cylinder (21) controls the rotation of the hook tongue of the right coupler (22), the shunting locomotive body (3) is provided with a swing cylinder (5), the output end of the swing cylinder (5) is connected to one end of the pull rod (51), and the other end of the pull rod (51) is hinged to the middle part of the main pitch arm (1); The hydraulic control system includes a hydraulic station installed on the top of the empty shunting locomotive body (3). The hydraulic station is equipped with an oil tank (6), an oil pump (7), a first integrated valve block (8), and a second integrated valve block (9). The oil inlet of the oil pump (7) is connected to the oil outlet of the oil tank (6). The first integrated valve block (8) includes a first electromagnetic reversing valve (81). The P port of the first electromagnetic reversing valve (81) is connected to the oil outlet of the oil pump (7), the T port of the first electromagnetic reversing valve (81) is connected to the oil return port of the oil tank (6), and the A port and B port of the first electromagnetic reversing valve (81) are connected to the two working oil ports of the swing cylinder (5) respectively. The second integrated valve block (9) includes a second solenoid directional valve (91), a third solenoid directional valve (92), a first pressure reducing valve (93), and a second pressure reducing valve (94). The T port of the second solenoid directional valve (91) is connected to the return port of the oil tank (6), and the P port of the second solenoid directional valve (91) is connected to the outlet port of the oil pump (7) through the first pressure reducing valve (93). The A port and B port of the second solenoid directional valve (91) are respectively connected to the left... The rodless chamber of the pin cylinder (11) and the rod chamber of the left pin cylinder (11) are connected. The T port of the third electromagnetic reversing valve (92) is connected to the oil return port of the oil tank (6). The P port of the third electromagnetic reversing valve (92) is connected to the oil outlet of the oil pump (7) through the second pressure reducing valve (94). The A port and B port of the third electromagnetic reversing valve (92) are connected to the rodless chamber and the rod chamber of the right pin cylinder (21) respectively.

2. The hydraulic control system of an empty car shunting machine according to claim 1, characterized in that: The first integrated valve block (8) further includes a stacked hydraulic control check valve (82) and a first stacked one-way throttle valve (83). The stacked hydraulic control check valve (82) and the first stacked one-way throttle valve (83) are disposed in the oil line between the first solenoid directional valve (81) and the swing cylinder (5). The first oil inlet of the stacked hydraulic control check valve (82) is connected to the A port of the first solenoid directional valve (81), and the second oil inlet of the stacked hydraulic control check valve (82) is connected to the A port of the first solenoid directional valve (81). Port B is connected, the first oil outlet of the stacked hydraulic check valve (82) is connected to the first oil inlet of the first stacked check valve (83), the second oil outlet of the stacked hydraulic check valve (82) is connected to the second oil inlet of the first stacked check valve (83), the first oil outlet of the first stacked check valve (83) is connected to the first working oil port of the swing cylinder (5), and the second oil outlet of the first stacked check valve (83) is connected to the second working oil port of the swing cylinder (5).

3. The hydraulic control system of an empty car shunting machine according to claim 2, characterized in that: The first integrated valve block (8) also includes a stacked bidirectional relief valve (84). The first oil inlet of the stacked bidirectional relief valve (84) is connected to the first oil outlet of the first stacked one-way throttle valve (83). The second oil inlet of the stacked bidirectional relief valve (84) is connected to the second oil outlet of the first stacked one-way throttle valve (83). The first oil outlet of the stacked bidirectional relief valve (84) is connected to the first working oil port of the swing cylinder (5). The second oil port of the stacked bidirectional relief valve (84) is connected to the second working oil port of the swing cylinder (5).

4. The hydraulic control system of an empty car shunting machine according to claim 1, characterized in that: The second integrated valve block (9) also includes a second stacked one-way throttle valve (95) disposed on the oil line between the second solenoid directional valve (91) and the left pin cylinder (11), and a third stacked one-way throttle valve (96) disposed on the oil line between the third solenoid directional valve (92) and the right pin cylinder (21). The first oil inlet of the stacked second stacked one-way throttle valve (95) is connected to the A port of the second electromagnetic reversing valve (91), the first oil outlet of the stacked second stacked one-way throttle valve (95) is connected to the rodless chamber of the left pin cylinder (11), the second oil inlet of the stacked second stacked one-way throttle valve (95) is connected to the B port of the second electromagnetic reversing valve (91), and the second oil outlet of the stacked second stacked one-way throttle valve (95) is connected to the rod chamber of the left pin cylinder (11). The first oil inlet of the third superimposed one-way throttle valve (96) is connected to the A port of the third electromagnetic reversing valve (92), the first oil outlet of the third superimposed one-way throttle valve (96) is connected to the rodless chamber of the right pin cylinder (21), the second oil inlet of the third superimposed one-way throttle valve (96) is connected to the B port of the third electromagnetic reversing valve (92), and the second oil outlet of the third superimposed one-way throttle valve (96) is connected to the rod chamber of the right pin cylinder (21).

5. The hydraulic control system of an empty car shunting machine according to claim 4, characterized in that: The second integrated valve block (9) also includes a stacked overflow valve (97), the oil inlet of which is connected to the oil outlet of the oil pump (7), and the oil outlet of the stacked overflow valve (97) is connected to the oil return port of the oil tank (6).

6. The hydraulic control system of an empty car shunting machine according to any one of claims 1-5, characterized in that: A check valve (71) is provided at the oil outlet of the oil pump (7). The oil inlet of the check valve (71) is connected to the oil outlet of the oil pump (7). The oil outlet of the check valve (71) is also connected to the P port of the first solenoid directional valve (81), the oil inlet of the first pressure reducing valve (93), and the oil inlet of the second pressure reducing valve (94). An oil pump outlet pressure gauge (72) is provided at the oil outlet of the check valve (71).

7. The hydraulic control system of an empty car shunting machine according to claim 6, characterized in that: The hydraulic control system also includes a pressure gauge switch (10). The M1 interface of the pressure gauge switch (10) is connected to the rodless chamber of the left pin cylinder (11) and the rodless chamber of the right pin cylinder (21). The M2 interface of the pressure gauge switch (10) is connected to the rod chamber of the left pin cylinder (11) and the rod chamber of the right pin cylinder (21). The M3 and M4 interfaces of the pressure gauge switch (10) are connected to the two working ports of the swing cylinder (5) respectively. The M5 interface of the pressure gauge switch (10) is connected to the oil outlet of the first pressure reducing valve (93) and the oil outlet of the second pressure reducing valve (94). The M6 ​​interface of the pressure gauge switch (10) is connected to the oil inlet of the check valve (71).

8. The hydraulic control system of an empty car shunting machine according to claim 7, characterized in that: The oil tank (6) is equipped with an electric heater (61), a temperature switch (62), and a level gauge (63). The temperature signal output terminal of the temperature switch (62) is connected to the control circuit of the electric heater (61). An oil return filter (64) is provided at the oil return port of the oil tank (6). An air filter (65) is provided on the top of the oil tank (6). The interior of the oil tank (6) is connected to the atmosphere through the air filter (65).

9. The hydraulic control system of an empty car shunting machine according to claim 6, characterized in that: The hydraulic control system also includes an electric motor (73), the power output end of which is connected to the oil pump (7) for transmission. The oil pump (7) is a swashplate piston pump. The oil inlet of the oil pump (7) is connected to the oil outlet of the oil tank (6) in sequence through a rubber joint (74), a butterfly valve (75), and an oil suction filter (76).

10. The hydraulic control system of an empty car shunting machine according to claim 9, characterized in that: The hydraulic control system also includes a fourth electromagnetic directional valve (77), the P port of which is connected to the rodless chamber of the servo cylinder inside the oil pump (7), the A port of which is connected to the oil outlet of the oil pump (7), and the B port of which is connected to the oil inlet of the control valve inside the oil pump (7).

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