A braking and deceleration driving assistance device based on CAN bus

Abstract

The present invention discloses a braking and deceleration driving assistance device based on CAN bus, which belongs to the technical fields of driving, deceleration assistance and the like of vehicles such as automobiles. A braking and deceleration driving assistance device based on CAN bus comprises a brake disc, a car body, a caliper arranged on the top of the brake disc, and a hydraulic oil pipeline fixed at the end of the caliper. The brake disc, the caliper and the hydraulic oil pipeline are all outside the car body, and the other end of the hydraulic oil pipeline is fixedly connected with a brake assembly, and the brake assembly is completely inside the car body. It can accurately determine the current operating state of the car, and can skip the driver's state during braking and deceleration driving assistance, so as to realize real-time grasp of braking and deceleration, effectively improve the reaction efficiency of braking and deceleration driving assistance, and improve driving safety.

Description

Technical Field

[0001] The present invention relates to the technical fields of driving and deceleration assistance of vehicles such as automobiles, and more specifically to a braking and deceleration driving assistance device based on a CAN bus. Background Art

[0002] CAN bus is a serial data communication protocol developed by BOSCH in Germany in the early 1980s to solve the data exchange between numerous control and test instruments in modern cars. It is a multi-master bus, and the communication medium can be twisted pair, coaxial cable or optical fiber. The communication rate can reach 1MBPS. The CAN bus communication interface integrates the physical layer and data link layer functions of the CAN protocol, which can complete the framing of communication data, including bit filling, data block encoding, cyclic redundancy check, priority determination and other tasks. At the same time, the CAN protocol uses CRC check and can provide corresponding error handling functions to ensure the reliability of data communication.

[0003] Braking and deceleration driving assistance is a function designed for drivers to provide mandatory braking support in emergency situations. When the driver faces an emergency and may not be able to make a braking decision quickly or the brake pedal is not stepped on hard enough, this function can intervene quickly to assist in fast and effective braking. Usually, in the face of emergency braking scenarios, up to 90% of drivers do not react quickly enough when braking, resulting in delayed judgment. The brake assist system is designed to address this pain point. It can effectively assist the driver to increase the braking force to the maximum and significantly shorten the braking distance, thereby effectively preventing or reducing the occurrence of accidents.

[0004] At present, during conventional brake assist, the vehicle computer is required to determine whether brake deceleration intervention is needed based on the driver's action status. This method has a longer reaction path and still takes a certain amount of reaction time, thereby reducing the reaction efficiency of brake deceleration driving assistance.

[0005] Therefore, in view of this, the existing structure is studied and improved, and a braking and deceleration driving assistance device based on CAN bus is provided, in order to achieve a more practical purpose. Summary of the invention

[0006] 1. Technical issues to be solved

[0007] In view of the problems existing in the prior art, the purpose of the present invention is to provide a braking and deceleration driving assistance device based on CAN bus, which can accurately determine the current operating state of the car, skip the driver's state during braking and deceleration driving assistance, and realize real-time grasp of braking and deceleration, effectively improving the response efficiency of braking and deceleration driving assistance and improving driving safety.

[0008] 2. Technical solution

[0009] To solve the above problems, the present invention adopts the following technical solutions.

[0010] A CAN bus-based braking and deceleration driving assistance device comprises a brake disc, a car body, a caliper arranged on the top of the brake disc, and a hydraulic oil pipeline fixed to the end of the caliper, wherein the brake disc, the caliper and the hydraulic oil pipeline are all located outside the car body, and the other end of the hydraulic oil pipeline is fixedly connected with a brake assembly, and the brake assembly is completely located inside the car body;

[0011] The brake assembly comprises a brake pedal, the output end of the brake pedal is provided with a brake oil cylinder, the output end of the brake oil cylinder is fixedly connected to an oil storage square tube, the output end of the oil storage square tube is fixed to one end of a hydraulic oil pipeline, two sides of one end of the oil storage square tube are fixedly installed with a No. 1 solenoid valve, the oil storage square tube is connected to a No. 1 brake auxiliary assembly through one of the No. 1 solenoid valves, the oil storage square tube is connected to a No. 2 brake auxiliary assembly through another No. 1 solenoid valve, the No. 1 brake auxiliary assembly and the No. 2 brake auxiliary assembly have the same structure, and the two are symmetrically arranged;

[0012] The No. 1 brake auxiliary component includes an independent pressure oil pump, the output end of the independent pressure oil pump is provided with a hydraulic oil storage cylinder, one end of the hydraulic oil storage cylinder is provided with a hydraulic oil diversion elbow, one end of the hydraulic oil diversion elbow is fixedly installed with a funnel-shaped oil delivery pipe, the funnel-shaped oil delivery pipe is arranged at the port of the No. 1 solenoid valve, the side of the hydraulic oil storage cylinder is provided with a hydraulic oil replenishing tank, one end of the hydraulic oil replenishing tank is fixedly provided with a power booster pump, and the independent pressure oil pump, the hydraulic oil storage cylinder, the hydraulic oil diversion elbow, the hydraulic oil replenishing tank and the power booster pump are all installed with a lifting bracket by bolts.

[0013] Furthermore, one end side of the output shaft of the brake cylinder is connected to a continuous support frame via a bearing, and the bottom end of the continuous support frame is fixed to the car body via bolts.

[0014] Furthermore, the independent pressure oil pump is connected to a CAN controller via a signal wire, a pressure sensor is fixedly installed inside the brake oil cylinder, and the pressure sensor is connected to the CAN controller via a signal wire.

[0015] Furthermore, the CAN controller is connected to a plurality of distance sensing radars via signal wires, and the distance sensing radars are installed on the outside of the vehicle housing;

[0016] The CAN controller is connected to a speed sensor via a signal wire, and the speed sensor is located inside a vehicle housing.

[0017] Furthermore, a No. 1 flange is installed at one end of the funnel-shaped oil pipeline, and the funnel-shaped oil pipeline is connected to one end of a No. 1 solenoid valve through the No. 1 flange.

[0018] Furthermore, a No. 2 solenoid valve is fixedly installed on the side of the end of the hydraulic oil storage cylinder away from the independent pressure oil pump, and a No. 2 flange is provided at the end of the No. 2 solenoid valve away from the hydraulic oil storage cylinder, and the No. 2 solenoid valve is connected to the hydraulic oil replenishing tank through the No. 2 flange.

[0019] Furthermore, a return spring is arranged inside the hydraulic oil storage cylinder, and a propulsion piston is fixedly installed at the output end of the independent pressure oil pump, and one end of the propulsion piston is in contact with the return spring.

[0020] Furthermore, the vertical cross-sectional area of ​​the hydraulic oil storage cylinder is larger than the vertical cross-sectional area of ​​the hydraulic oil diversion elbow, and the vertical cross-sectional area of ​​the hydraulic oil diversion elbow is larger than the maximum vertical cross-sectional area of ​​the funnel-shaped oil pipeline.

[0021] 3. Beneficial effects

[0022] Compared with the prior art, the advantages of the present invention are:

[0023] ① In this solution, the CAN controller receives signals from the distance sensor radar, speed sensor and pressure sensor in real time, and then determines whether braking is required based on the signals, and is convenient for accurately determining the current operating status of the car;

[0024] ② In this solution, the CAN controller will detect whether the No. 1 brake assist component and the No. 2 brake assist component are in normal working condition. At the same time, when the CAN controller determines that braking is needed based on the signals of the distance sensor radar and the speed sensor, and determines that the brake component has not triggered the braking condition based on the signal of the pressure sensor, it will control any one of the No. 1 brake assist component and the No. 2 brake assist component to brake. In this way, the driver's status can be skipped during braking and deceleration driving assistance, and real-time grasp of braking and deceleration can be achieved, which effectively improves the response efficiency of braking and deceleration driving assistance and improves driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention;

[0026] Figure 2 It is a schematic structural diagram of a brake assembly, a first brake assist assembly and a second brake assist assembly in the present invention;

[0027] Figure 3 For the present invention Figure 2 The structural diagram of the enlarged part A in the middle;

[0028] Figure 4 For the present invention Figure 2 The schematic diagram of the structure after the enlargement of part B in the middle;

[0029] Figure 5 It is a structural schematic diagram of the hydraulic oil storage cylinder in the present invention;

[0030] Figure 6 It is a schematic diagram of the distribution structure of the relevant structures involved in braking in the entire automobile of the present invention;

[0031] Figure 7 It is a control schematic diagram of the CAN bus in the present invention.

[0032] Description of the numbers in the figure:

[0033] 1. Brake disc;

[0034] 2. Calipers;

[0035] 3. Hydraulic oil pipeline;

[0036] 4. Braking components;

[0037] 401. Brake pedal;

[0038] 402, brake cylinder; 4021, continuous support frame; 4022, pressure sensor;

[0039] 403, oil storage square tube; 404, No. 1 solenoid valve;

[0040] 5. Brake assist assembly No. 1;

[0041] 501, independent pressure oil pump; 5011, CAN controller; 5012, distance sensor radar; 5013, speed sensor;

[0042] 502, hydraulic oil storage cylinder; 5021, solenoid valve No. 2; 5022, flange No. 2; 5023, return spring; 5024, thrust piston;

[0043] 503, hydraulic oil diversion elbow;

[0044] 504, funnel-shaped oil pipeline; 5041, No. 1 flange;

[0045] 505, hydraulic oil replenishing tank; 506, power pump; 507, lifting bracket;

[0046] 6. Brake assist assembly No. 2. DETAILED DESCRIPTION

[0047] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention; it is obvious that the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments, and all other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making creative work are within the scope of protection of the present invention.

[0048] Embodiment 1:

[0049] See also Figure 1 - Figure 6 A CAN bus-based braking and deceleration driving assist device comprises a brake disc 1 and a car body. During the braking operation, the final effect acts on the brake disc 1. A caliper 2 is arranged on the top of the brake disc 1. The caliper 2 is fixed to the car frame and driven by hydraulic pressure. A hydraulic oil pipeline 3 is fixed at the end of the caliper 2. The braking operation mainly drives the hydraulic oil to move along the hydraulic oil pipeline 3. The brake disc 1, the caliper 2 and the hydraulic oil pipeline 3 are all outside the car body. The other end of the hydraulic oil pipeline 3 is fixedly connected with a brake assembly 4, and the brake assembly 4 is completely inside the car body. The brake assembly 4 is a commonly used device for controlling vehicles.

[0050] The brake assembly 4 includes a brake pedal 401, and a brake cylinder 402 is provided at the output end of the brake pedal 401. The output end of the brake cylinder 402 is fixedly connected to an oil storage square tube 403. The output end of the oil storage square tube 403 is fixed to one end of the hydraulic oil pipeline 3. When the car is actively braked, the operator steps on the brake pedal 401, and the brake pedal 401 pushes the brake oil in the brake cylinder 402 to move and inject it into the hydraulic oil pipeline 3, and then reaches the position of the caliper 2 to achieve the braking operation of the caliper 2 on the brake disc 1. The two sides of one end of the oil storage square tube 403 are fixedly installed with a No. 1 solenoid valve 404. The oil storage square tube 403 is connected to a No. 1 brake auxiliary assembly 5 through one of the No. 1 solenoid valves 404. The oil storage square tube 403 is connected to a No. 1 brake auxiliary assembly 5 through another No. 1 solenoid valve 404. The No. 1 solenoid valve 404 is connected to the No. 2 brake assisting assembly 6. The No. 1 brake assisting assembly 5 and the No. 2 brake assisting assembly 6 have the same structure and are symmetrically arranged. The opening and closing state of the No. 1 solenoid valve 404 determines whether the No. 1 brake assisting assembly 5 works. The No. 1 brake assisting assembly 5 is used when braking is required to achieve auxiliary braking before manual braking of the vehicle and provide safety before the vehicle travels. The function of the No. 2 brake assisting assembly 6 is the same as that of the No. 1 brake assisting assembly 5. The No. 1 brake assisting assembly 5 and the No. 2 brake assisting assembly 6 work in coordination. When any one of the two is damaged, an alarm can be triggered, and at the same time, the other can still ensure normal operation. In this way, when repairing the damaged structure, the safety of braking and deceleration can still be guaranteed;

[0051] The No. 1 brake assist component 5 includes an independent pressure oil pump 501, and a hydraulic oil storage cylinder 502 is provided at the output end of the independent pressure oil pump 501, and a hydraulic oil diversion elbow 503 is provided at one end of the hydraulic oil storage cylinder 502, and a funnel-shaped oil delivery pipe 504 is fixedly installed at one end of the hydraulic oil diversion elbow 503, and the funnel-shaped oil delivery pipe 504 is arranged at the port of the No. 1 solenoid valve 404, and a hydraulic oil replenishing tank 505 is provided on the side of the hydraulic oil storage cylinder 502, and a power-boosting pump 506 is fixedly provided at one end of the hydraulic oil replenishing tank 505, and a lifting bracket 507 is installed on the independent pressure oil pump 501, the hydraulic oil storage cylinder 502, the hydraulic oil diversion elbow 503, the hydraulic oil replenishing tank 505 and the power-boosting pump 506 by bolts.

[0052] See also Figure 1 , Figure 2 and Figure 4 Specifically, one end side of the output shaft of the brake cylinder 402 is connected to a continuous support frame 4021 through a bearing, and the bottom end of the continuous support frame 4021 is fixed to the car body through bolts.

[0053] When the brake pedal 401 is stepped on, the output shaft of the brake cylinder 402 is pushed forward. At this time, the continuous support frame 4021 is used to limit the pushing direction of the output shaft of the brake cylinder 402, which can effectively ensure the stability of the brake pedal 401 when working.

[0054] Specifically, the independent pressure oil pump 501 is connected to the CAN controller 5011 via a signal wire, a pressure sensor 4022 is fixedly installed inside the brake oil cylinder 402, and the pressure sensor 4022 is connected to the CAN controller 5011 via a signal wire.

[0055] CAN controller 5011 is a signal transmission and control device manufactured based on the CAN bus protocol. When braking is required, if the pressure sensor 4022 detects the pressure change of the brake cylinder 402 and transmits it to the CAN controller 5011, if the CAN controller 5011 determines that the signal sent back by the pressure sensor 4022 is in a non-braking state, the CAN controller 5011 controls the independent pressure oil pump 501 to work and triggers the braking state, thereby realizing braking and deceleration driving assistance.

[0056] See also Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 Specifically, the CAN controller 5011 is connected to a plurality of distance sensor radars 5012 through signal wires, and the distance sensor radars 5012 are installed on the outside of the car body;

[0057] The CAN controller 5011 is connected to a speed sensor 5013 via a signal wire, and the speed sensor 5013 is located inside the vehicle body.

[0058] The distance is determined by using the distance sensor radar 5012, and by combining the distance value detected by the speed sensor 5013, it is determined whether braking is needed, and then further combined with the signal value of the pressure sensor 4022 to determine whether braking and deceleration driving assistance is triggered.

[0059] Specifically, a No. 1 flange 5041 is installed at one end of the funnel-shaped oil delivery pipe 504 , and the funnel-shaped oil delivery pipe 504 is connected to one end of the No. 1 solenoid valve 404 through the No. 1 flange 5041 .

[0060] By assembling the funnel-shaped oil pipe 504 and the No. 1 solenoid valve 404 through the No. 1 flange 5041, the No. 1 brake assist component 5 can be easily installed or removed, and the installation or removal of the No. 2 brake assist component 6 is the same.

[0061] Specifically, a No. 2 solenoid valve 5021 is fixedly installed on the side of one end of the hydraulic oil storage cylinder 502 away from the independent pressure oil pump 501, and a No. 2 flange 5022 is provided on the end of the No. 2 solenoid valve 5021 away from the hydraulic oil storage cylinder 502, and the No. 2 solenoid valve 5021 is connected to the hydraulic oil replenishing tank 505 through the No. 2 flange 5022.

[0062] The No. 2 solenoid valve 5021 and the hydraulic oil replenishing tank 505 are connected through the No. 2 flange 5022, which facilitates the installation or removal of the hydraulic oil replenishing tank 505 and replenishing the oil, and is used in conjunction with the No. 1 solenoid valve 404 to facilitate the transportation and installation of the entire braking part.

[0063] Specifically, a return spring 5023 is provided inside the hydraulic oil storage cylinder 502 , and a propulsion piston 5024 is fixedly installed at the output end of the independent pressure oil pump 501 , and one end of the propulsion piston 5024 is in contact with the return spring 5023 .

[0064] When the No. 1 brake assist component 5 or the No. 2 brake assist component 6 is needed to participate in the braking and deceleration assist, the independent pressure oil pump 501 starts working and controls the thrust piston 5024 to push the hydraulic oil in the hydraulic oil storage cylinder 502. At the same time, the return spring 5023 is compressed. At this time, the hydraulic oil enters the hydraulic oil diversion elbow 503, and finally passes through the oil storage square tube 403, the hydraulic oil pipeline 3, and finally reaches the caliper 2 to achieve braking. When the brakes need to be released, the independent pressure oil pump 501 stops working and releases the pressure. The return spring 5023 drives the thrust piston 5024 to return it to its initial position, thereby facilitating preparation for the next braking and deceleration driving assistance.

[0065] Specifically, the vertical cross-sectional area of ​​the hydraulic oil storage cylinder 502 is larger than the vertical cross-sectional area of ​​the hydraulic oil diversion elbow 503 , and the vertical cross-sectional area of ​​the hydraulic oil diversion elbow 503 is larger than the maximum vertical cross-sectional area of ​​the funnel-shaped oil pipeline 504 .

[0066] During braking and deceleration assistance, the area of ​​the vertical cross-section of the path through which the hydraulic oil flows is gradually reduced, which can increase the flow rate and further improve the response efficiency of the braking and deceleration assistance.

[0067] Working principle:

[0068] When the entire braking-related structure is working, the CAN controller 5011 receives signals from the distance sensor radar 5012, the speed sensor 5013 and the pressure sensor 4022 in real time, and then determines whether braking is needed based on the signals. At the same time, the CAN controller 5011 will detect whether the No. 1 brake assist component 5 and the No. 2 brake assist component 6 are in normal working condition. If any one of them is in an abnormal working condition, an alarm will be triggered.

[0069] When the CAN controller 5011 determines that braking is required based on the signals of the distance sensor radar 5012 and the speed sensor 5013, and determines that the braking condition is not triggered by the brake assembly 4 based on the signal of the pressure sensor 4022, it will control any one of the brake assist assembly No. 1 5 and the brake assist assembly No. 2 6 to brake, specifically:

[0070] The independent pressure oil pump 501 receives the signal from the CAN controller 5011, and controls the movement of the thrust piston 5024. At this time, the hydraulic oil is pushed out from the hydraulic oil storage cylinder 502, and then passes through the oil storage square tube 403 and the hydraulic oil pipeline 3 in sequence, and finally reaches the caliper 2 to achieve braking. At this time, the return spring 5023 is continuously compressed. When the brake needs to be released, the independent pressure oil pump 501 stops working and releases the pressure. The return spring 5023 drives the thrust piston 5024 to return it to its initial position, thereby facilitating preparation for the next braking and deceleration driving assistance. In this way, the CAN controller 5011 can complete the intervention in braking, realize the braking and deceleration driving assistance of the car, and ensure driving safety.

[0071] Embodiment 2:

[0072] Based on the above embodiment 1, further description is given.

[0073] See also Figure 7In the CAN bus control, the CAN bus communication interface integrates the physical layer and data link layer functions of the CAN protocol, which can complete the framing processing of the communication data. In the processing of braking and deceleration, the CAN bus protocol controls the engine, steering, braking and automatic transmission and other equipment, and receives signals from radar, speed sensor 5013 and pressure sensor 4022, and monitors the tire pressure value. In the process of controlling braking, it can determine whether to trigger the braking and deceleration assistance according to the above-mentioned received signal value, and transmit the signal to the CAN controller 5011, thereby controlling the operation of the No. 1 braking assistance component 5 or the No. 2 braking assistance component 6.

[0074] The above is only a preferred specific implementation of the present invention; however, the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical solution and its improved conception within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A CAN bus-based braking and deceleration driving assistance device, comprising a brake disc (1), a vehicle body, a caliper (2) arranged on the top of the brake disc (1), and a hydraulic oil pipeline (3) fixed to the end of the caliper (2), wherein the brake disc (1), the caliper (2) and the hydraulic oil pipeline (3) are all located outside the vehicle body, and characterized in that: The other end of the hydraulic oil delivery pipeline (3) is fixedly connected to a brake assembly (4), and the brake assembly (4) is completely located inside the vehicle body; The brake assembly (4) comprises a brake pedal (401), the output end of the brake pedal (401) is provided with a brake oil cylinder (402), the output end of the brake oil cylinder (402) is fixedly connected to an oil storage square tube (403), the output end of the oil storage square tube (403) is fixed to one end of the hydraulic oil pipeline (3), two side surfaces of one end of the oil storage square tube (403) are fixedly installed with a No. 1 solenoid valve (404), the oil storage square tube (403) is connected to a No. 1 brake auxiliary assembly (5) through one of the No. 1 solenoid valves (404), the oil storage square tube (403) is connected to a No. 2 brake auxiliary assembly (6) through another No. 1 solenoid valve (404), the No. 1 brake auxiliary assembly (5) and the No. 2 brake auxiliary assembly (6) have the same structure, and the two are symmetrically arranged; The first brake assist component (5) comprises an independent pressure oil pump (501), the output end of the independent pressure oil pump (501) is provided with a hydraulic oil storage cylinder (502), one end of the hydraulic oil storage cylinder (502) is provided with a hydraulic oil diversion elbow (503), one end of the hydraulic oil diversion elbow (503) is fixedly mounted with a funnel-shaped oil delivery pipe (504), the funnel-shaped oil delivery pipe (504) is arranged at the port of the first solenoid valve (404), a hydraulic oil replenishment tank (505) is arranged on the side of the hydraulic oil storage cylinder (502), one end of the hydraulic oil replenishment tank (505) is fixedly mounted with a booster pump (506), and a hanging bracket (507) is mounted on the independent pressure oil pump (501), the hydraulic oil storage cylinder (502), the hydraulic oil diversion elbow (503), the hydraulic oil replenishment tank (505) and the booster pump (506) by bolts; The independent pressure oil pump (501) is connected to a CAN controller (5011) via a signal wire, a pressure sensor (4022) is fixedly installed inside the brake oil cylinder (402), the pressure sensor (4022) and the CAN controller (5011) are connected via a signal wire, the CAN controller (5011) is connected to a plurality of distance sensing radars (5012) via a signal wire, the distance sensing radars (5012) are installed on the outside of a car body, the CAN controller (5011) is connected to a speed sensor (5013) via a signal wire, and the speed sensor (5013) is located inside the car body.

2. The CAN bus-based braking and deceleration driving assistance device according to claim 1, characterized in that: One end side surface of the output shaft of the brake oil cylinder (402) is connected to a continuous support frame (4021) via a bearing, and the bottom end of the continuous support frame (4021) is fixed to the vehicle body via bolts.

3. The CAN bus-based braking and deceleration driving assistance device according to claim 1, characterized in that: A No. 1 flange (5041) is installed at one end of the funnel-shaped oil delivery pipe (504), and the funnel-shaped oil delivery pipe (504) is connected to one end of a No. 1 solenoid valve (404) via the No. 1 flange (5041).

4. The CAN bus-based braking and deceleration driving assistance device according to claim 1, characterized in that: A second solenoid valve (5021) is fixedly mounted on the side of one end of the hydraulic oil storage cylinder (502) away from the independent pressure oil pump (501); a second flange (5022) is provided on one end of the second solenoid valve (5021) away from the hydraulic oil storage cylinder (502); and the second solenoid valve (5021) is connected to the hydraulic oil replenishing tank (505) via the second flange (5022).

5. The CAN bus-based braking and deceleration driving assistance device according to claim 1, characterized in that: A return spring (5023) is arranged inside the hydraulic oil storage cylinder (502), and a propulsion piston (5024) is fixedly installed at the output end of the independent pressure oil pump (501), and one end of the propulsion piston (5024) is in contact with the return spring (5023).

6. The CAN bus-based braking and deceleration driving assistance device according to claim 1, characterized in that: The vertical cross-sectional area of ​​the hydraulic oil storage cylinder (502) is greater than the vertical cross-sectional area of ​​the hydraulic oil diversion elbow (503), and the vertical cross-sectional area of ​​the hydraulic oil diversion elbow (503) is greater than the maximum vertical cross-sectional area of ​​the funnel-shaped oil delivery pipe (504).

Images