Multi-mode combined hydraulic walking control system

Abstract

The utility model relates to the field of grinding wagon engineering vehicles, and discloses a multi-mode combined hydraulic walking control system. Comprising a vehicle A mechanism, a vehicle B mechanism and a vehicle control system, the vehicle A mechanism comprises a vehicle A engine power source, the output end of the vehicle A engine power source is fixedly connected with a transmission box with a clutch A, the output end of the transmission box with the clutch A is fixedly connected with a vehicle A hydraulic walking pump, the vehicle B mechanism comprises a vehicle B engine power source, and the output end of the vehicle B engine power source is fixedly connected with a vehicle B hydraulic walking pump. The output end of the vehicle B engine power source is fixedly connected with a transmission case with a clutch B, and the output end of the transmission case with the clutch B is fixedly connected with a vehicle B hydraulic walking pump. In other words, the driving adhesive force is increased in the mode that a single-section vehicle power source drags the two-section vehicle to operate, and therefore the traction capacity of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of grinding vehicle engineering vehicles, and in particular to a multi-mode combined hydraulic travel control system. Background Art

[0002] At present, my country's railway construction engineering vehicles include tamping vehicles, stabilizing vehicles, tamping stabilizing vehicles, screening machines, slag distribution vehicles, track vehicles, contact network comprehensive operation vehicles, track inspection vehicles, rail welding vehicles, rail milling vehicles, grinding vehicles, milling and grinding vehicles and other engineering vehicles used for railway construction. Most of these railway engineering vehicles use hydraulic transmission or hydrostatic transmission.

[0003] Especially in the field of rail grinding engineering vehicles, existing grinding vehicles can be divided into 8-head grinding vehicles, 10-head grinding vehicles, 16-head grinding vehicles, 20-head grinding vehicles, 48-head grinding vehicles, and 96-head grinding vehicles according to the number of grinding heads. However, in actual use, in order to improve the grinding efficiency, two 8-head grinding vehicles can be connected to form a 16-head grinding vehicle, and two 10-head grinding vehicles can be connected to form a 20-head grinding vehicle. For users, this two-car formation method is more flexible and convenient.

[0004] Due to the flexibility of the marshaling method and the evenly distributed number of grinding heads on the two cars, the power sources of the two cars are relatively independent. This means that after the two cars are marshaled and operated, the power source of a single car can only drive the power wheels of the single car. Affected by the adhesion between the wheel and the rail, its traction capacity is poor. For poor line environments, such as on steep rails, the wheels are prone to slipping. Compared with the layout of the dual-power source structure, it is impossible to formulate corresponding strategies based on a variety of power transmission routes and control under multi-mode combinations, which reduces the vehicle's traction capacity. Utility Model Content

[0005] In the embodiment of the present application, a multi-mode combined hydraulic travel control system is provided, which has the function of extending the power source of a single car to the power bogie of another car, that is, the power source of a single car drags the double car to run, thereby increasing the driving adhesion and thus improving the traction capacity of the vehicle, solving the above-mentioned technical problems.

[0006] In order to achieve the above objectives, this application provides the following technical solutions:

[0007] A multi-mode combined hydraulic travel control system, comprising a vehicle A mechanism, a vehicle B mechanism and a vehicle control system, wherein the vehicle A mechanism comprises a vehicle A engine power source, an output end of the vehicle A engine power source is fixedly connected to a transmission box with a clutch, and an output end of the transmission box with a clutch is fixedly connected to a hydraulic travel pump of the vehicle A;

[0008] The B vehicle mechanism includes a B vehicle engine power source, the output end of the B vehicle engine power source is fixedly connected to a B transmission box with a clutch, and the output end of the B transmission box with a clutch is fixedly connected to a B vehicle hydraulic travel pump;

[0009] The vehicle control system comprises a human-machine interaction interface, which comprises a controller, a travel control module and a signal acquisition module, and the controller is electrically connected to the travel control module and the signal acquisition module.

[0010] As a preferred technical solution of the present utility model, a power bogie of vehicle A is arranged below the engine power source of vehicle A, and an A-axis gearbox 1 is fixedly connected to the side surface of the power bogie of vehicle A, and an A-axis gearbox 2 is fixedly connected to the input end of the A-axis gearbox 2, and the A-hydraulic drive motor 1 is electrically connected to the hydraulic travel pump of vehicle A.

[0011] As the preferred technical solution of the present utility model, the side surface of the A-car power bogie is fixedly connected with an A-axis gearbox 2, and the A-axis gearbox 2 is located on the right side of the A-axis gearbox 1, the input end of the A-axis gearbox 2 is fixedly connected with an A-hydraulic drive motor 2, and the A-hydraulic drive motor 2 is electrically connected to the A-car hydraulic travel pump.

[0012] As a preferred technical solution of the present utility model, a B-car power bogie is arranged below the B-car engine power source, and a B-axis gearbox 1 is fixedly connected to the side surface of the B-car power bogie, and a B-axis gearbox 1 is fixedly connected to the input end of the B-axis gearbox 1, and the B-hydraulic drive motor 1 is electrically connected to the B-car hydraulic travel pump.

[0013] As the preferred technical solution of the present utility model, the side surface of the B-car power bogie is fixedly connected with a B-axis gearbox 2, and the B-axis gearbox 2 is located on the left side of the B-axis gearbox 1. The input end of the B-axis gearbox 2 is fixedly connected with a B hydraulic drive motor 2, and the B hydraulic drive motor 2 is electrically connected to the B-car hydraulic travel pump.

[0014] As a preferred technical solution of the present utility model, both ends of the power bogie of vehicle A and the power bogie of vehicle B are fixedly connected with wheelsets.

[0015] As a preferred technical solution of the utility model, the input end of the transmission box A with clutch is fixedly connected to the A motor, and the input end of the A motor is electrically connected to the A vehicle contact network power supply or the battery pack power source.

[0016] As a preferred technical solution of the utility model, the input end of the transmission box with B clutch is fixedly connected to the B motor, and the input end of the B motor is electrically connected to the B car contact network power supply or the battery pack power source.

[0017] As a preferred technical solution of the present utility model, the engine power source of vehicle A and the engine power source of vehicle B are both electrically connected to the human-machine interaction interface, and the motor A and the motor B are both electrically connected to the human-machine interaction interface.

[0018] As a preferred technical solution of the present utility model, the controller includes a power source start control module, and the power source start control module includes a motor start control module and an engine start control module.

[0019] Compared with the prior art, the method provided in the embodiment of the present application has the following technical effects:

[0020] 1. The single-section vehicle power source drags the double-section vehicle to increase the driving adhesion, thereby improving the vehicle's traction capacity.

[0021] 2. The status signals of all stop valves in the whole system are collected to the controller, and the startup of each power source is interlocked by program safety, which effectively ensures the safety of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0023] Figure 1 This is a schematic diagram of the control system structure of the utility model;

[0024] Figure 2 This is a partial enlarged schematic diagram of the control system structure of the utility model Figure 1 ;

[0025] Figure 3 This is a partial enlarged schematic diagram of the control system structure of the utility model Figure 2 ;

[0026] Figure 4 The utility model is a flow chart illustrating the control system.

[0027] The following are marked in the accompanying drawings:

[0028] 1. Car A engine power source; 2. A transmission box with clutch; 3. Car A hydraulic travel pump; 4. A hydraulic drive motor 1; 5. A-axis gear box 1; 6. A hydraulic drive motor 2; 7. A-axis gear box 2; 8. Wheel set; 9. Car A power bogie; 10. Car A contact network power source or battery power source; 11. A motor; 12. Car B engine power source; 13. B transmission box with clutch; 14. Car B hydraulic travel pump; 15. B hydraulic drive motor 1; 16. B-axis gear box 1; 17. B hydraulic drive motor 2; 18. B-axis gear box 2; 19. Car B power bogie; 20. Car B contact network power source or battery power source; 21. B motor. DETAILED DESCRIPTION

[0029] The embodiment of the present invention discloses a multi-mode combined hydraulic travel control system, which has the function of extending the power source of a single car to the power bogie of another car, that is, the power source of a single car drags the double car to run, thereby increasing the driving adhesion and thus improving the traction capacity of the vehicle.

[0030] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0031] See also Figure 1-4

[0032] In a specific embodiment, a multi-mode combined hydraulic travel control system includes a vehicle A mechanism, a vehicle B mechanism and a vehicle control system, the output end of the vehicle A engine power source 1 is fixedly connected to a transmission box 2 with a clutch, the output end of the transmission box 2 with a clutch is fixedly connected to a hydraulic travel pump 3 of the vehicle A, a vehicle A power bogie 9 is arranged below the vehicle A engine power source 1, the side surface of the vehicle A power bogie 9 is fixedly connected to an A-axis gearbox 1 5, the input end of the A-axis gearbox 2 7 is fixedly connected to an A hydraulic drive motor 1 4, and the A hydraulic drive Motor 1 4 is electrically connected to the hydraulic travel pump 3 of vehicle A, the side surface of the power bogie 9 of vehicle A is fixedly connected to the gearbox 2 7 of axis A, and the gearbox 2 7 of axis A is located on the right side of the gearbox 1 5 of axis A, the input end of the gearbox 2 7 of axis A is fixedly connected to the hydraulic drive motor 2 6 of axis A, and the hydraulic drive motor 2 6 of axis A is electrically connected to the hydraulic travel pump 3 of vehicle A, the right side of the engine power source 1 of vehicle A is provided with the engine power source 12 of vehicle B, the output end of the engine power source 12 of vehicle B is fixedly connected to the transmission box 13 with clutch of vehicle B, the output end of the transmission box 13 with clutch of vehicle B is fixedly connected The end of the B car is fixedly connected with the B car hydraulic travel pump 14, the B car power bogie 19 is arranged below the B car engine power source 12, the side surface of the B car power bogie 19 is fixedly connected with the B axis gear box 16, the input end of the B axis gear box 16 is fixedly connected with the B hydraulic drive motor 15, and the B hydraulic drive motor 15 is electrically connected to the B car hydraulic travel pump 14, the side surface of the B car power bogie 19 is fixedly connected with the B axis gear box 2 18, and the B axis gear box 2 18 is located on the left side of the B axis gear box 16, and the input end of the B axis gear box 2 18 is fixedly connected. A B hydraulic drive motor 17 is fixedly connected, and the B hydraulic drive motor 17 is electrically connected to the B vehicle hydraulic travel pump 14. Both ends of the A vehicle power bogie 9 and the B vehicle power bogie 19 are fixedly connected with wheel sets 8. The input end of the A transmission box 2 with clutch is fixedly connected to the A motor 11, and the input end of the A motor 11 is electrically connected to the A vehicle contact network power or battery power source 10. The input end of the B transmission box 13 with clutch is fixedly connected to the B motor 21, and the input end of the B motor 21 is electrically connected to the B vehicle contact network power or battery power source 20.

[0033] In the whole control system, the specific power transmission route is: A car engine power source 1 or B car engine power source 12 - A transmission box with clutch 2 or B transmission box with clutch 13 - A car hydraulic travel pump 3 or B car hydraulic travel pump 14 - A hydraulic drive motor 14, A hydraulic drive motor 26 or B hydraulic drive motor 15, B hydraulic drive motor 2 17 - A axis gear box 15, A axis gear box 2 7 or B axis gear box 16, B axis gear box 2 18 - wheelset 8; A car contact network power or battery power source 10 or B car contact network power or battery power The battery power source 20 supplies power to the A motor 11 or the B motor 21—the A transmission box 2 with a clutch or the B transmission box 13 with a clutch—the A vehicle hydraulic travel pump 3 or the B vehicle hydraulic travel pump 14—the A hydraulic drive motor 14, the A hydraulic drive motor 26 or the B hydraulic drive motor 15, the B hydraulic drive motor 2 17—the A axis gear box 15, the A axis gear box 27 or the B axis gear box 16, the B axis gear box 2 18—the wheelset 8; wherein the power source of the input shaft of the A transmission box 2 with a clutch or the B transmission box 13 with a clutch can be selected by the clutch, as shown in FIG. Figure 1 The figure shows the connection status of A_K1, B_K1 and A_K2, B_K2.

[0034] The system device is set up with two cars, one of which is car A and the other is car B. Cars A and B are equipped with power sources to provide power for the hydraulic running pumps of their respective cars. There are two types of power sources: one is to take power from the contact network or the battery pack, and after the motor drive shaft is used as the input of the transmission box, the output shaft of the transmission box drives the hydraulic running pump to rotate and generate power; the other is to take power from the output shaft of the internal combustion engine as the input of the transmission box, and the output shaft of the transmission box drives the hydraulic running pump to rotate and generate power. The two input power sources are switched by a clutch in the transmission box.

[0035] The hydraulic running pump 3 of car A is connected to the running motor on the power bogie 9 of car A after passing through the A_K3 shut-off valve; the hydraulic running pump 14 of car B is connected to the running motor on the power bogie 19 of car B after passing through the B_K3 shut-off valve; in order to ensure that the power source fluid of a single car can be extended to another car, a K4 shut-off valve is installed in the AB workshop to connect the oil circuits of the two workshops; multi-mode traction is achieved by adding a shut-off valve between each power source and the running motor, and by the combination state of each shut-off valve. In order to ensure the correctness of the mode combination, the correct flow direction of the oil circuit in the running oil pipe, and prevent the damage of the running pump caused by the wrong state of the shut-off valve, an induction switch is installed in the closed state of each shut-off valve handle, and the induction switch signal is collected to the controller, and the program interlocks the start of the power source; the detailed explanation of each mode and the shut-off valve state are as follows: Since the input power source can be selected through the clutch, the selection of the power source in the following mode will not be repeated.

[0036] A+B: Under normal circumstances, the power source of a single-section vehicle drives the power shaft of the single-section vehicle, and the A+B mode is divided into three types: single-start power source of vehicle A: power source of vehicle A—hydraulic pump of vehicle A—hydraulic motor of vehicle A—gearbox of vehicle A—wheel pair 8 of vehicle A; single-start power source of vehicle B: power source of vehicle B—hydraulic pump of vehicle B—hydraulic motor of vehicle B—gearbox of vehicle B—wheel pair 8 of vehicle B; A+B power sources are started together: A supplies A, and B supplies B; In A+B mode: A_K3 is closed, B_K3 is closed, and K4 is disconnected.

[0037] AB: A towing B mode, the power source of vehicle A drives the power shafts of vehicle A and vehicle B. The power source of vehicle A—hydraulic pump of vehicle A—(hydraulic motor of vehicle A—gearbox of vehicle A—wheel pair A 8+hydraulic motor of vehicle B—gearbox of vehicle B—wheel pair B 8). In AB mode: A_K3 is closed, B_K3 is disconnected, and K4 is closed; in BA mode: A_K3 is disconnected, B_K3 is closed, and K4 is closed.

[0038] The engine power source 1 of vehicle A, the engine power source 12 of vehicle B, the motor A 11 and the motor B 21 all include a human-machine interaction interface, which includes a controller, a travel control module and a signal acquisition module, and the controller is electrically connected to the travel control module and the signal acquisition module. The controller includes a power source start control module, which includes a motor start control module and an engine start control module. The human-machine interaction interface: monitors the status of each mode (and can alarm the stop valve status that does not meet the mode); operates the engine and motor to start and input travel instructions, such as the travel target speed value, travel direction, etc. The controller: receives the system acquisition signal, performs logical processing, communicates with other modules, and issues instructions. The travel control module: controls the hydraulic travel pump and the travel motor, and controls the rotation direction and pressure of the motor by controlling the driving current value of the pump and the motor. The signal acquisition module: collects the induction switch status of each stop valve and the transmission box clutch. The power source start control module: includes a motor start control module and an engine start control module. The data from the signal acquisition module is interlocked with the controller. The motor is allowed to start only when the clutch state is at the motor input end. Similarly, the engine is allowed to start only when the clutch state is at the engine input end. When in AB mode, the power source of vehicle B is prevented from starting and driving the hydraulic running pump of vehicle B to rotate, while the B_K3 stop valve is closed, the drive oil cannot be unloaded normally, and the seal of the hydraulic running pump of vehicle B is damaged, and the power source of vehicle B is not allowed to start. When in BA mode, the power source of vehicle A is prevented from starting and driving the hydraulic running pump of vehicle A to rotate, while the A_K3 stop valve is closed, the drive oil cannot be unloaded normally, and the seal of the hydraulic running pump of vehicle A is damaged, and the power source of vehicle A is not allowed to start.

[0039] When in use, the engine power source 1 of vehicle A or the engine power source 12 of vehicle B—the transmission box 2 with clutch of vehicle A or the transmission box 13 with clutch of vehicle B—the hydraulic travel pump 3 of vehicle A or the hydraulic travel pump 14 of vehicle B—the hydraulic drive motor 14 of vehicle A, the hydraulic drive motor 26 of vehicle A or the hydraulic drive motor 15 of vehicle B, the hydraulic drive motor 21 of vehicle B—the gear box 15 of axis A, the gear box 27 of axis A or the gear box 16 of axis B, the gear box 2 of axis B—the wheelset 8; the power source 10 of vehicle A from the overhead contact network or the power source 20 of vehicle B from the overhead contact network or the power source 20 of vehicle B supplies power to the motor 11 of vehicle A or the motor 21 of vehicle B—the transmission box 2 with clutch of vehicle A or the transmission box 13 with clutch of vehicle B—the hydraulic travel pump 3 of vehicle A or the hydraulic travel pump 14 of vehicle B—the hydraulic drive motor 14 of vehicle A, the hydraulic drive motor 26 of vehicle A or the gear box 16 of axis B Hydraulic drive motor 15, B hydraulic drive motor 2 17—A axis gearbox 15, A axis gearbox 2 7 or B axis gearbox 16, B axis gearbox 2 18—wheel set 8; wherein the power source of the input shaft of the transmission box 2 with clutch of A or the transmission box 13 with clutch of B can be selected through the clutch, and the system device is set with two car marshaling, one of which is A car and the other is B car, and both A and B cars are equipped with power sources to provide power for the hydraulic running pump of each single car, wherein the power source is of two types: one is to take power from the contact network or the battery pack, and after the motor drive shaft is used as the input of the transmission box, the output shaft of the transmission box drives the hydraulic running pump to rotate and generate power; the other is to take power from the output shaft of the internal combustion engine as the input of the transmission box, and the output shaft of the transmission box drives the hydraulic running pump to rotate and generate power. The two input power sources are switched by the clutch in the transmission box.

[0040] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0041] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A multi-mode combined hydraulic travel control system, comprising a vehicle A mechanism, a vehicle B mechanism and a vehicle control system, characterized in that: The A-vehicle mechanism comprises an A-vehicle engine power source (1), the output end of the A-vehicle engine power source (1) is fixedly connected to an A-vehicle transmission box (2) with a clutch, and the output end of the A-vehicle transmission box (2) with a clutch is fixedly connected to an A-vehicle hydraulic travel pump (3); The B vehicle mechanism comprises a B vehicle engine power source (12), the output end of the B vehicle engine power source (12) is fixedly connected to a B vehicle clutch transmission box (13), and the output end of the B vehicle clutch transmission box (13) is fixedly connected to a B vehicle hydraulic travel pump (14); The vehicle control system comprises a human-machine interaction interface, which comprises a controller, a travel control module and a signal acquisition module, and the controller is electrically connected to the travel control module and the signal acquisition module.

2. A multi-mode combined hydraulic travel control system according to claim 1, characterized in that: A vehicle A power bogie (9) is arranged below the vehicle A engine power source (1), and an A-axis gearbox (5) is fixedly connected to the side surface of the vehicle A power bogie (9), and an A-axis gearbox (5) is fixedly connected to the input end of the A-axis gearbox (5), and the A-hydraulic drive motor (4) is electrically connected to the A-axis hydraulic travel pump (3).

3. A multi-mode combined hydraulic travel control system according to claim 2, characterized in that: The side surface of the A-car power bogie (9) is fixedly connected to the A-axis gearbox 2 (7), and the A-axis gearbox 2 (7) is located on the right side of the A-axis gearbox 1 (5). The input end of the A-axis gearbox 2 (7) is fixedly connected to the A-hydraulic drive motor 2 (6), and the A-hydraulic drive motor 2 (6) is electrically connected to the A-car hydraulic travel pump (3).

4. The multi-mode combined hydraulic travel control system according to claim 3, characterized in that: A B-car power bogie (19) is arranged below the B-car engine power source (12); a B-axis gearbox (16) is fixedly connected to the side surface of the B-car power bogie (19); a B-axis gearbox (16) is fixedly connected to the input end of the B-axis gearbox (16); and the B-hydraulic drive motor (15) is electrically connected to the B-car hydraulic travel pump (14).

5. The multi-mode combined hydraulic travel control system according to claim 4, characterized in that: The side surface of the B-car power bogie (19) is fixedly connected to a B-axis gearbox 2 (18), and the B-axis gearbox 2 (18) is located on the left side of the B-axis gearbox 1 (16). The input end of the B-axis gearbox 2 (18) is fixedly connected to a B-hydraulic drive motor 2 (17), and the B-hydraulic drive motor 2 (17) is electrically connected to the B-car hydraulic travel pump (14).

6. The multi-mode combined hydraulic travel control system according to claim 2, characterized in that: Wheel sets (8) are fixedly connected at both ends of the A vehicle power bogie (9) and the B vehicle power bogie (19).

7. The multi-mode combined hydraulic travel control system according to claim 1, characterized in that: The input end of the transmission box (2) with the A clutch is fixedly connected to the A motor (11), and the input end of the A motor (11) is electrically connected to the A vehicle contact network power source or the battery pack power source (10).

8. The multi-mode combined hydraulic travel control system according to claim 1, characterized in that: The input end of the transmission box (13) with the B clutch is fixedly connected to the B motor (21), and the input end of the B motor (21) is electrically connected to the B car contact network power supply or the battery pack power source (20).

9. The multi-mode combined hydraulic travel control system according to claim 7, characterized in that: The A vehicle engine power source (1) and the B vehicle engine power source (12) are both electrically connected to the human-machine interaction interface, and the A motor (11) and the B motor (21) are both electrically connected to the human-machine interaction interface.

10. The multi-mode combined hydraulic travel control system according to claim 1, characterized in that: The controller includes a power source start control module, and the power source start control module includes a motor start control module and an engine start control module.

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