A hydraulically driven normally closed power system clutch towing control system and vehicle

Abstract

This invention provides a hydraulically driven normally closed power system clutch towing control system and vehicle, wherein the control system includes: an electronic pump; an accumulator valve group, the P port of which is connected to the outlet of the electronic pump; an accumulator connected to the A port of the accumulator valve group; a ball valve, the inlet of which is connected to the B port of the accumulator valve group; a manual operating valve, the return port of which is connected to the oil tank, and the inlet of which is connected to the outlet pipeline of the ball valve; a hand pump, the inlet of which is connected to the oil tank, and the outlet of which is connected to the outlet pipeline of the ball valve; an electric pressure holding valve, the outlet of which is connected to the accumulator valve group; an electro-proportional pressure control valve, the T port of which is connected to the oil tank, and the P port of which is connected to the inlet of the electric pressure holding valve; a shuttle valve, the first input port of which is connected to the control pressure output port of the electro-proportional pressure control valve, and the second input port of which is connected to the outlet of the manual operating valve; a normally closed clutch, the control oil port of which is connected to the output port of the shuttle valve; a controller and a sensor assembly; the sensor assembly is used to detect system parameters and feed them back to the controller; the electro-proportional pressure control valve is used to adjust the pressure of its control pressure output port according to the current signal of the controller.

Description

Technical Field

[0001] This invention relates to the field of vehicles, specifically to a hydraulically driven normally closed power system clutch towing control system and vehicle. Background Technology

[0002] The normally closed clutch assembly on railway maintenance mobile equipment vehicles connects to a diesel engine at the input end and to a transfer gearbox at the output end via a flexible coupling and drive shaft, enabling torque transmission by disengaging before and engaging after the diesel engine starts. Traditional clutch towing operating mechanisms generally employ an air-assisted cylinder structure, using air pressure from an air pump as the power source to drive the assist cylinder and complete clutch disengagement and engagement.

[0003] The existing technical solution has the following main drawbacks: First, its power source dependence is too high, relying entirely on the pneumatic system. When equipment malfunctions and causes insufficient or absent air pressure, the clutch will be unable to disengage properly, resulting in extremely poor emergency response capabilities. Second, in emergency situations involving air pressure failure, only manual operation with rigid or flexible shaft connections can be relied upon. This operation method is labor-intensive, cumbersome, and slow to respond, and is difficult to execute effectively under harsh conditions such as high temperatures, dust, and vibration in the field, easily leading to equipment becoming stuck on the track and posing a safety hazard. Third, manual operation lacks sufficient control precision, making it difficult to accurately control the clutch disengagement range, which easily accelerates component wear.

[0004] Therefore, how to solve the problems of existing technologies such as dependence on air pressure, weak emergency response capabilities, and cumbersome operation is the focus of attention for those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to propose a hydraulically driven normally closed power system clutch towing control system, which breaks through the traditional pneumatic drive mode, adopts a hydraulic power source, and integrates three control modes: electric towing, emergency manual towing, and emergency manual towing, thus solving the problems of existing technologies such as reliance on pneumatic pressure, weak emergency response capability, and cumbersome operation.

[0006] To achieve the above objectives, the present invention provides a hydraulically driven normally closed power system clutch towing control system, comprising:

[0007] An electric pump draws oil from the tank to provide pressurized oil to the system;

[0008] An accumulator valve assembly, whose P port is connected to the outlet of the electronic pump;

[0009] An accumulator is connected to port A of the accumulator valve group;

[0010] A ball valve, the inlet of which is connected to port B of the accumulator valve assembly;

[0011] The manual operating valve has its return port connected to the oil tank and its inlet connected to the outlet pipeline of the ball valve.

[0012] A hand pump, the inlet of which is connected to an oil tank, and the outlet of which is connected to the outlet pipeline of the ball valve;

[0013] An electric pressure-holding valve, the outlet of which is connected to the accumulator valve group;

[0014] An electro-proportional pressure control valve, with its T port connected to the oil tank and its P port connected to the inlet of the electric pressure holding valve;

[0015] A shuttle valve has a first input port, a second input port, and an output port. The first input port is connected to the control pressure output port of the electro-proportional pressure control valve, and the second input port is connected to the outlet of the manual operating valve.

[0016] A normally closed clutch, the control port of which is connected to the output port of the shuttle valve;

[0017] Controller and sensor components;

[0018] The sensor assembly is used to detect system parameters and feed them back to the controller; the electro-proportional pressure control valve is used to adjust the pressure at its control pressure output port according to the current signal from the controller.

[0019] In an optional embodiment, the sensor assembly includes an oil temperature sensor and a first oil pressure sensor mounted on the accumulator valve group.

[0020] In an optional embodiment, the sensor assembly may further include a second oil pressure sensor mounted on the shuttle valve.

[0021] In an optional embodiment, the sensor assembly may further include a displacement sensor for detecting the displacement of the normally closed clutch.

[0022] In an optional embodiment, the control system further includes a display communicatively connected to the controller for displaying parameters detected by the sensor assembly.

[0023] In an optional configuration, the normally closed clutch is mounted on the flywheel end of the engine to perform disengagement and engagement actions.

[0024] In an optional configuration, the electric pressure-holding valve is a two-position, two-way solenoid valve.

[0025] In an optional configuration, a pressure gauge is also installed on the accumulator valve assembly.

[0026] The present invention also provides a vehicle including the above-described hydraulically driven normally closed power system clutch towing control system.

[0027] The beneficial effects of this invention are as follows: This invention breaks through the traditional pneumatic drive mode, adopting a hydraulic power source and integrating three control modes: electric towing, emergency manual towing, and emergency manual towing. The control system of this invention is convenient to operate, highly stable, and adaptable to railway maintenance field operation scenarios. Furthermore, it completely overcomes the shortcomings of traditional manual emergency operation with its normally closed clutch assembly disengagement mechanism, solving core problems in existing technologies such as strong reliance on pneumatic drive, insufficient emergency response capability, cumbersome operation, low precision, and poor adaptability. This ensures that railway maintenance mobile equipment can achieve rapid, stable, and reliable clutch disengagement operations under various working conditions, preventing equipment from becoming stuck on the track and improving the efficiency and safety of railway maintenance operations. Attached Figure Description

[0028] The above and other objects, features and advantages of the present invention will become more apparent from the accompanying drawings, in which like reference numerals generally denote like parts.

[0029] Figure 1 This is a schematic diagram of the structure of a hydraulically driven normally closed power system clutch towing control system in one embodiment of the present invention.

[0030] Figure 2 This is a schematic diagram illustrating the working principle of a hydraulically driven normally closed power system clutch towing control system in one embodiment of the present invention.

[0031] Explanation of reference numerals in the attached figures:

[0032] 1-Electronic pump; 2-Accumulator; 3-Accumulator valve group; 4-Oil temperature sensor; 51-First oil pressure sensor; 52-Second oil pressure sensor; 6-Ball valve; 7-Manual operating valve; 8-Hand pump; 9-Normally closed clutch; 10-Shuttle valve; 11-Electro-proportional pressure control valve; 12-Electrical pressure holding valve; 13-Displacement sensor. Detailed Implementation

[0033] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. The advantages and features of the present invention will become clearer from the following description and drawings. However, it should be noted that the concept of the technical solution of the present invention can be implemented in many different forms and is not limited to the specific embodiments described herein. The accompanying drawings are all in a very simplified form and use non-precise proportions, and are only used to facilitate and clarify the illustration of the embodiments of the present invention.

[0034] It should be understood that when an element or layer is referred to as "on," "adjacent to," "connected to," or "coupled to" other elements or layers, it may be directly on, adjacent to, connected to, or coupled to other elements or layers, or there may be intervening elements or layers. Conversely, when an element is referred to as "directly on," "directly adjacent to," "directly connected to," or "directly coupled to" other elements or layers, there are no intervening elements or layers. It should be understood that although the terms first, second, third, etc., may be used to describe various elements, components, areas, layers, and / or portions, these elements, components, areas, layers, and / or portions should not be limited by these terms. These terms are only used to distinguish one element, component, area, layer, or portion from another element, component, area, layer, or portion. Therefore, without departing from the teachings of this invention, the first element, component, area, layer, or portion discussed below may be referred to as the second element, component, area, layer, or portion.

[0035] Spatial relation terms such as “below,” “under,” “below,” “under,” “above,” “above,” etc., are used herein for convenience of description to describe the relationship between one element or feature shown in the figure and other elements or features. It should be understood that, in addition to the orientation shown in the figure, spatial relation terms are intended to also include different orientations of the device in use and operation. For example, if the device in the figure is flipped, then the element or feature described as “below” or “under” the other element or feature will be oriented “above” the other element or feature. Therefore, the exemplary terms “below” and “under” can include both upper and lower orientations. The device may be otherwise oriented (rotated 90 degrees or otherwise) and the spatial descriptive terms used herein will be interpreted accordingly.

[0036] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the invention. When used herein, the singular forms “a,” “an,” and “the” are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the terms “comprising” and / or “including,” when used in this specification, identify the presence of the stated features, integers, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups. When used herein, the term “and / or” includes any and all combinations of the associated listed items.

[0037] Example

[0038] Reference Figure 1 and Figure 2 This embodiment provides a hydraulically driven normally closed power system clutch towing control system, including:

[0039] Electric pump 1 draws oil from the oil tank to provide pressurized oil to the system;

[0040] Accumulator valve group 3, whose P port is connected to the outlet of the electronic pump 1;

[0041] Accumulator 2 is connected to port A of the accumulator valve group 3;

[0042] Ball valve 6, whose inlet is connected to port B of the accumulator valve group 3;

[0043] The manual operating valve 7 has its return port connected to the oil tank and its inlet connected to the outlet pipeline of the ball valve 6.

[0044] The hand pump 8 has its inlet connected to the oil tank and its outlet connected to the outlet pipeline of the ball valve 6.

[0045] An electric pressure holding valve 12, the outlet of which is connected to the accumulator valve group 3;

[0046] An electro-proportional pressure control valve 11 has its T port connected to an oil tank and its P port connected to the inlet of the electric pressure holding valve 12.

[0047] The shuttle valve 10 has a first input port, a second input port, and an output port. The first input port is connected to the control pressure output port of the electro-proportional pressure control valve 11, and the second input port is connected to the outlet of the manual operating valve 7.

[0048] Normally closed clutch 9, whose control oil port is connected to the output port of shuttle valve 10;

[0049] Controller and sensor components;

[0050] The sensor assembly is used to detect system parameters and feed them back to the controller; the electro-proportional pressure control valve 11 is used to adjust the pressure of its control pressure output port according to the current signal of the controller.

[0051] Specifically, the electronic pump 1 is the power source of the hydraulic system, outputting a standard 12MPa hydraulic pressure to provide system pressure for clutch towing. The normally closed clutch is mounted on the engine flywheel end, performing disengagement and engagement actions. The accumulator 2 is mounted on the accumulator valve group 3 via a connector, facilitating easier fixation of the accumulator 2. In the event of power source failure, the clutch can be towed normally at least three times. The ball valve 6 is a component for switching operating modes; in normal electric mode, the ball valve 6 is closed, and when an emergency manual / emergency manual mode is required, the ball valve 6 is open. The manual operation valve 7 is the control valve for manual clutch operation; it is a manual proportional valve that outputs different pressures according to the handle angle, controlling the manual disengagement and engagement of the clutch. The hand pump 8 is an emergency power source; when the electronic pump 1 fails, the hand pump 8 can provide manual hydraulic pressure output for manual clutch towing, achieving emergency towing. The shuttle valve 10 is a pressure selection valve for electric and manual operation, prioritizing the high-pressure channel to control clutch action. The electro-proportional pressure control valve 11 is the actuator for the electric operation of the clutch. It controls the proportional pressure output through current to achieve automatic disengagement and engagement of the clutch. The electric pressure holding valve 12 is a two-position, two-way solenoid valve, which can prevent frequent start-stop of the electronic pump 1 due to leakage from the electro-proportional pressure control valve 11.

[0052] In this embodiment, the sensor assembly includes an oil temperature sensor 4 and a first oil pressure sensor 51 mounted on the accumulator valve group 3. The first oil pressure sensor 51 displays the system pressure and is a crucial parameter for controlling the start and stop of the electronic pump 1. The oil temperature sensor 4 collects the hydraulic oil temperature in real time and monitors for abnormalities. In this embodiment, a pressure gauge is also installed on the accumulator valve group 3. The sensor assembly also includes a second oil pressure sensor 52 mounted on the shuttle valve and a displacement sensor 13 for detecting the displacement of the normally closed clutch 9. The second oil pressure sensor 52 displays the clutch control pressure and participates in the clutch operation control. The displacement sensor 13 collects the clutch displacement signal in real time to accurately determine the clutch disengagement state.

[0053] This system supports three towing modes. Specifically: Electric towing mode: The ball valve 6 is closed. The pressure oil provided by the electronic pump 1 is regulated by the electro-proportional pressure control valve 11 and then drives the normally closed clutch 9 through the shuttle valve 10. The system is in normal electric towing mode, and the electric pressure holding valve 12 maintains pressure in this mode. Emergency manual towing mode: The ball valve 6 is open and the electronic pump 1 is working normally. The pressure oil provided by the electronic pump 1 is supplied through the ball valve 6 and the manual operation valve 7, and then drives the normally closed clutch 9 through the shuttle valve 10. The system is in emergency manual towing mode. Emergency manual towing mode: The ball valve 6 is open and the electronic pump 1 is not working. Pressure oil is supplied by operating the hand pump 8, which, in conjunction with the manual operation valve 7, drives the normally closed clutch 9 through the shuttle valve 10. The system is in emergency manual towing mode.

[0054] The control system also includes a display connected in communication with the controller for displaying the parameters detected by the sensor assembly. The detected parameters include: (1) Pump outlet pressure detection: a 160 bar pressure sensor and a 160 bar pressure gauge jointly detect the pump pressure parameter; (2) Clutch control pressure detection: a 160 bar pressure sensor and a 160 bar pressure gauge jointly detect the clutch control pressure; (3) Hydraulic oil temperature detection: a 120°C oil temperature sensor in the system enables real-time monitoring of the oil temperature; (4) Clutch speed detection: detects the clutch speed and determines the clutch engagement / disengagement status; (5) Clutch cylinder displacement detection: 24V power supply, IP67 protection rating.

[0055] Another embodiment of the present invention provides a railway maintenance vehicle, including the aforementioned hydraulically driven normally closed power system clutch towing control system.

[0056] This embodiment of the clutch disengagement control system innovatively breaks through the traditional pneumatic drive mode, adopting a hydraulic oil source as the core power source. By precisely controlling the hydraulic pressure (setting the standard hydraulic pressure to 12MPa), stable drive for clutch disengagement is achieved. Simultaneously, the system integrates three operating modes: conventional electric towing, emergency manual towing, and emergency manual towing, which can be flexibly switched according to the equipment's operating conditions, completely overcoming the limitations of the traditional single pneumatic drive mode. Furthermore, the control system can collect and control key parameters such as hydraulic pressure, hydraulic oil temperature, clutch speed, and clutch displacement in real time. Through real-time monitoring, feedback, and adjustment of these parameters, problems such as abnormal pressure, excessive oil temperature, unstable speed, and displacement deviation are promptly avoided, ensuring the long-term reliable and stable operation of the entire disengagement control system. This adapts to the complex field operation environment of railway maintenance, extends the service life of the clutch and control system, and reduces equipment maintenance costs.

[0057] The above description is merely a description of preferred embodiments of the present invention and is not intended to limit the scope of the present invention in any way. Any changes or modifications made by those skilled in the art based on the above disclosure shall fall within the protection scope of the claims.

Claims

1. A hydraulically driven normally closed power system clutch towing control system, characterized in that, include: An electric pump draws oil from the tank to provide pressurized oil to the system; An accumulator valve assembly, whose P port is connected to the outlet of the electronic pump; An accumulator is connected to port A of the accumulator valve group; A ball valve, the inlet of which is connected to port B of the accumulator valve assembly; The manual operating valve has its inlet connected to the outlet pipe of the ball valve and its return port connected to the oil tank. A hand pump, the inlet of which is connected to an oil tank, and the outlet of which is connected to the outlet pipeline of the ball valve; An electric pressure-holding valve, the outlet of which is connected to the accumulator valve group; An electro-proportional pressure control valve, with its T port connected to the oil tank and its P port connected to the inlet of the electric pressure holding valve; A shuttle valve has a first input port, a second input port, and an output port. The first input port is connected to the control pressure output port of the electro-proportional pressure control valve, and the second input port is connected to the outlet of the manual operating valve. A normally closed clutch, the control port of which is connected to the output port of the shuttle valve; Controller and sensor components; The sensor assembly is used to detect system parameters and feed them back to the controller; the electro-proportional pressure control valve is used to adjust the pressure at its control pressure output port according to the current signal from the controller.

2. The hydraulically driven normally closed power system clutch towing control system as described in claim 1, characterized in that, The sensor assembly includes an oil temperature sensor and a first oil pressure sensor mounted on the accumulator valve group.

3. The hydraulically driven normally closed power system clutch towing control system as described in claim 1, characterized in that, The sensor assembly also includes a second oil pressure sensor mounted on the shuttle valve.

4. The hydraulically driven normally closed power system clutch towing control system as described in claim 1, characterized in that, The sensor assembly also includes a displacement sensor for detecting the displacement of the normally closed clutch.

5. The hydraulically driven normally closed power system clutch towing control system as described in claim 1, characterized in that, The control system also includes a display communicatively connected to the controller for displaying parameters detected by the sensor assembly.

6. The hydraulically driven normally closed power system clutch towing control system as described in claim 1, characterized in that, The normally closed clutch is installed on the flywheel end of the engine and performs disengagement and engagement actions.

7. The hydraulically driven normally closed power system clutch towing control system as described in claim 1, characterized in that, The electric pressure holding valve is a two-position, two-way electromagnetic switch valve.

8. The hydraulically driven normally closed power system clutch towing control system as described in claim 1, characterized in that, A pressure gauge is also installed on the accumulator valve group.

9. A vehicle, characterized in that, The system includes the hydraulically driven normally closed power system clutch towing control system as described in any one of claims 1 to 8.

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