Hydraulic driving motor with oil control valve assembly

Abstract

The utility model discloses a hydraulic drive motor with an oil control valve assembly, which is characterized in that a rotor and a stator are coaxially sleeved, a plurality of plunger grooves are uniformly arranged at intervals along the circumferential direction of the stator, a plunger is movably arranged in each plunger groove, and the plunger grooves are communicated with the middle parts of first oil passages of the plunger grooves; the inner surface of the middle rotor is in a wave shape in the circumferential direction, the plungers are pushed by hydraulic oil in the plunger grooves to make contact with the middle rotor and push the middle rotor to rotate, each end cover rotor is provided with a plurality of wave-shaped guide rails located in the same ring, and the two ends of a first oil channel of each plunger groove are each provided with an oil control valve assembly. The two valves of the two oil control valve assemblies make contact with the guide rails on the two end cover rotors correspondingly, and along with rotation of the rotors, the guide rails on the two end cover rotors push the two valves to move in a reciprocating mode correspondingly so that the two valves can alternately close the two ends of the first oil channel of the plunger groove. According to the utility model, the safety coefficient of a vehicle is improved, the service life of a brake is prolonged, the oil way sealing performance is good, the axial size and volume of the motor are greatly reduced, and the power is higher.

Description

Technical Field

[0001] The utility model belongs to the technical field of hydraulic motors, and particularly relates to a hydraulic drive motor with an oil control valve assembly. Background Art

[0002] In engineering and technical fields such as wind power installation, mines, factory areas, port terminals, and special environment work areas, the construction sites are generally located in mountainous areas and other places with extremely poor road traffic conditions. The equipment required at the construction site is often relatively large, such as wind turbine blades. This poses higher requirements for transportation engineering vehicles, demanding that the engineering vehicles have strong climbing ability, off-road ability, and a safer downhill ability. In the prior art, there are still many defects in the above-mentioned engineering transport vehicles. For example, there are many steep slopes on mountain roads. When the vehicle goes downhill, it often needs to continuously brake to make the vehicle go downhill safely. However, due to the large tonnage of the engineering vehicle, continuous braking will seriously affect the service life of the brakes. Currently, fire accidents and major accidents caused by frictional heat generation due to the current braking mode occur from time to time. Another example is that many existing hydraulic drive motors require a special and complex oil distributor to distribute hydraulic oil to the motor to achieve the periodic operation of the motor. This often results in a large axial dimension and volume of the motor, and the oil distributor itself operates or needs to cooperate with other operating components to achieve the periodic connection of the oil circuit, that is, the oil circuit is distributed on two components that move relative to each other, resulting in a complex oil circuit and poor sealing. Content of the Utility Model

[0003] Aiming at the above problems existing in the prior art, the purpose of the utility model is to provide a hydraulic drive motor with an oil control valve assembly, which can drive the motor housing forward and backward, improve the safety factor of the vehicle and the service life of the brakes, has good oil circuit sealing, greatly reduces the axial dimension and volume of the motor, and has a higher service life and power of the motor.

[0004] In order to achieve the above purpose, the technical solution adopted by the utility model is:

[0005] A hydraulic drive motor with an oil control valve assembly includes a main shaft, a rotor, a stator, a plunger, and an oil control valve assembly. The stator is fixedly sleeved on the main shaft, the rotor and the stator are coaxially sleeved, the rotor can rotate relative to the stator with the main shaft as the central axis, and the rotor is relatively fixed to the vehicle tire;

[0006] The stator includes a fixedly connected stator main body and two stator connection parts respectively located on both sides of the stator main body. The stator main body is provided with a plurality of plunger grooves, which are grooves arranged on the circumferential outer surface of the stator main body. The plurality of plunger grooves are evenly spaced along the circumferential direction of the stator. A plunger is movably arranged in each plunger groove. The middle of each plunger groove communicates with the middle of a first oil passage of the plunger groove. The two ends of the first oil passage of the plunger groove are respectively the inlet and outlet of hydraulic oil. The external oil inlet pipe and oil return pipe pass through the main shaft and are respectively connected to the two ends of the first oil passage of the plunger groove.

[0007] The rotor includes a middle rotor and two end-cover rotors. The two end-cover rotors are respectively fixedly connected to the two end faces of the middle rotor. The two end-cover rotors are respectively sleeved outside the two stator connection parts through bearings. The inner surface of the middle rotor is wavy along the circumferential direction. The plunger contacts the inner surface of the middle rotor under the push of the hydraulic oil in the plunger groove and pushes the middle rotor to rotate. A plurality of wavy guide rails located in the same ring are provided on the end face of each end-cover rotor facing the other end-cover rotor. The concave and convex trends of the guide rails on the two end-cover rotors are arranged staggeredly.

[0008] A control valve assembly is equipped at each of the two ends of the first oil passage of each plunger groove. The control valve assembly includes a valve. The two valves of the two control valve assemblies at the two ends of the first oil passage of each plunger groove are movable. The two valves respectively contact the guide rails on the two end-cover rotors. As the rotor rotates, the guide rails on the two end-cover rotors respectively push the two valves to reciprocate, so that the two valves alternately close the two ends of the first oil passage of the plunger groove.

[0009] As a further improvement of the above technical solution:

[0010] The control valve assembly further includes a valve seat, a guide seat, an end-cover guide seat and a return spring. The valve seat is a cylindrical structure. The end-cover guide seat and the guide seat are respectively fixedly connected to the two ends of the inner through hole of the valve seat. The guide seat is located in the through hole of the valve seat. The valve includes a rod part and a head part. The head part is coaxially fixedly connected to one end of the rod part. The outer diameter of the rod part is smaller than the inner diameter of the valve seat. The outer diameter of the head part is not smaller than the inner diameter of the valve seat. The rod part passes through the guide seat and the end-cover guide seat. The head part is located at the end of the rod part far from the end-cover guide seat. The valve can linearly reciprocate in the direction parallel to the length of the rod part. By moving, the head part blocks or opens one end of the valve seat. The return spring is used to reset the valve.

[0011] One end of the head part far from the rod part is symmetrical about the central axis of the head part, and this end is not perpendicular to the central axis of the head part.

[0012] One end of the head part far from the rod part is a conical surface.

[0013] Each plunger groove is also equipped with a first stator oil passage, a second stator oil passage, and a second plunger groove oil passage. One of the first stator oil passage and the second stator oil passage is an oil inlet passage, and the other is an oil outlet passage. One inlet and outlet of the first stator oil passage is arranged on the inner surface of the stator main body, and the other inlet and outlet communicates with one end of the first plunger groove oil passage. The other end of the first plunger groove oil passage communicates with one end of the second stator oil passage. The inlet and outlet at the other end of the second stator oil passage is arranged on the inner surface of the stator main body. One end of the second plunger groove oil passage communicates with the middle part of the first plunger groove oil passage, and the other end communicates with the plunger groove.

[0014] The valve seat is fixed relative to the stator. The cavity between the end cover guide seat and the guide seat communicates with the first stator oil passage or the second stator oil passage. One end of the head away from the rod part is located in the first plunger groove oil passage. The space between the head and the guide seat is the second oil cavity. As the valve moves, when the head blocks one end of the valve seat, the second oil cavity only communicates with the cavity between the end cover guide seat and the guide seat through the gap between the guide seat and the rod part; when the head does not block one end of the valve seat, one end of the second oil cavity communicates with the cavity between the end cover guide seat and the guide seat through the gap between the guide seat and the rod part, and the other end communicates with the first plunger groove oil passage.

[0015] The oil control valve assembly further includes a balance plunger. The balance plunger is located between the end cover guide seat and the guide seat. The balance plunger is fixedly sleeved outside the rod part. The outer circumferential surface of the balance plunger fits the inner surface of the valve seat, dividing the space between the end cover guide seat and the guide seat into two independent spaces, namely the first oil cavity and the balance cavity. The first oil cavity is the space between the balance plunger and the guide seat, and the balance cavity is the space between the balance plunger and the end cover guide seat. There is a through hole on the end cover guide seat. One end of the through hole communicates with the balance cavity, and the other end communicates with the space where the end of the rod part away from the head is located. The first oil cavity communicates with the first stator oil passage or the second stator oil passage. The return spring is located between the balance plunger and the guide seat.

[0016] Both the first stator oil passage and the second stator oil passage are channels arranged radially on the stator main body. The length direction of the first plunger groove oil passage is parallel to the axial direction of the stator.

[0017] The motor further includes a free travel component. The free travel component prevents the plunger from contacting and driving the inner surface of the middle rotor when the plunger is not under the pressure of hydraulic oil by applying a pulling force to the plunger.

[0018] The free travel component includes a limiting block, a plunger top roller, and two springs. The limiting block is connected to one end of the plunger away from the bottom surface of the plunger groove. The plunger top roller passes through the limiting block. The two springs are respectively connected to both ends of the plunger top roller. One end of the spring is fixed on the stator, and the other end is connected to one end of the plunger top roller.

[0019] The stator main body is also provided with a stator oil drain passage, which is used to guide and discharge the leaked hydraulic oil in the motor. The stator oil drain passage includes a first stator oil drain passage and a second stator oil drain passage. The first stator oil drain passage is a groove provided on the inner surface of the stator, and the first stator oil drain passage is arranged in a circle along the circumferential direction of the inner surface of the stator. One end of the second stator oil drain passage is communicated with the first stator oil drain passage, and the port of the other end is arranged on the circumferential outer surface of the stator main body.

[0020] The inner surface of the stator is also provided with a first groove and a second groove. The first groove and the second groove are both grooves provided on the inner surface of the stator and are both grooves arranged in a circle along the circumferential direction of the inner surface of the stator. Each stator first oil passage is communicated with the first groove, and each stator second oil passage is communicated with the second groove. The main shaft is provided with a radial first hole, a second hole and an oil drain hole. When the stator is sleeved on the main shaft, the first hole is communicated with the first groove, the second hole is communicated with the second groove, and the oil drain hole is communicated with the first stator oil drain passage. The first hole, the second hole and the oil drain hole on the main shaft are all communicated with the axial through hole of the main shaft. The external oil inlet pipe passes through the axial through hole of the main shaft and then enters the first hole or the second hole, the external oil return pipe passes through the axial through hole of the main shaft and then enters the second hole or the first hole, and the external oil drain pipe passes through the main shaft and then enters the oil drain hole.

[0021] The beneficial effects of the utility model are as follows:

[0022] (1) By changing the flow direction of the hydraulic oil, the motor housing is driven forward and backward, so as to realize the forward and backward movement of the wheel connected to the motor.

[0023] (2) By adjusting the pressure of the hydraulic oil, the adjustment of the vehicle body power torque is realized. The vehicle speed can be adjusted flexibly, a large driving torque can be realized, the load capacity is large, and the operation is flexible. It overcomes the shortcoming that the existing vehicle only decelerates by stepping on the brake. It can realize slow-speed driving by reducing the pressure of the hydraulic oil, realize deceleration, and can be used as an additional brake for heavy vehicles, increase the braking efficiency, improve the safety factor of the vehicle and the service life of the brake, and is suitable for transporting medium and large equipment in road conditions such as factories, mines, port terminals, mountains, and the military.

[0024] (3) The oil intake and oil discharge of each plunger groove are controlled by the reciprocating movement of two valves of two oil control valve assemblies at both ends of the first oil passage of the plunger groove. The reciprocating movement of the two valves is respectively pushed by the guide rails on two rotating rotor end covers, which is a pure mechanical structure with precise control. The control valve passes through the stator and does not need to separately occupy a large axial space. The hydraulic oil channels on the motor are all on the stator and are not distributed on two moving parts, so the oil circuit has good sealing performance and does not need to set up a complex oil distributor. Moreover, one oil control valve assembly is arranged at each end of the first oil passage of the same plunger groove, and the two are not connected. Compared with other structures (such as the valve assemblies at both ends of the first oil passage of the same plunger groove in the comparative example are connected together), the axial dimension and volume of the motor are greatly reduced, and the service life and power of the motor are higher. In other words, in this solution, a small movement distance of the valve can achieve a large hydraulic oil flow rate, improving the power of the motor.

[0025] (4) The oil control valve assembly is used as an integral component, which is convenient for flexible installation and disassembly. For the same motor, the oil control valve assembly with different inner diameters of the valve seat can be replaced according to specific needs, so as to change the valve opening and closing size and opening time. Because the inner diameter of the valve seat is different, the flow area and flow rate of the hydraulic oil flowing through the oil control valve assembly are different, resulting in different motor speeds and valve opening times.

[0026] (5) The front end of the valve head is set to a triangular cross-section, which reduces the interference of oil pressure on the opening and closing of the valve, reduces the resistance of the hydraulic oil in the first oil passage of the plunger groove to it, and reduces the resistance of the oil intake and oil discharge in the plunger groove. The first oil cavity and the balance cavity of the oil control valve assembly are respectively connected to the oil intake passage and the stator oil drain passage, improving the smooth operation of the oil control valve assembly.

[0027] (6) The free movement component prevents the plunger from contacting and driving the inner surface of the middle rotor when not under the pressure of hydraulic oil, so as to prevent the plunger from generating frictional resistance to the rotor when the vehicle equipped with the motor is in free movement. Free movement means the operation of the vehicle when it is being towed and not driven by the motor.

[0028] (7) The motor is driven by hydraulic oil, which is convenient for automatic and intelligent setting with other controls of the vehicle body and is conducive to energy conservation and emission reduction. Description of the Drawings

[0029] Figure 1 is a schematic structural diagram of an embodiment of the present invention.

[0030] Figure 2 is Figure 1 the A-A cross-sectional view of

[0031] Figure 3 is Figure 2 the B-B cross-sectional view of

[0032] Figure 4 It is a schematic diagram of the stator structure according to an embodiment of the present utility model.

[0033] Figure 5 It is a schematic diagram of the end cover rotor structure according to an embodiment of the present utility model.

[0034] Figure 6 It is a schematic diagram of the operation of the end cover rotor after circumferential expansion and the oil control valve assembly according to an embodiment of the present utility model.

[0035] Figure 7 It is a schematic diagram of the structure of the oil control valve assembly according to an embodiment of the present utility model.

[0036] Figure 8 It is Figure 7 the schematic diagram of the C-C section.

[0037] Figure 9 It is a schematic diagram of the hydraulic oil pressure in the first oil passage of the plunger groove acting on the head of the oil control valve assembly according to an embodiment of the present utility model.

[0038] Figure 10 It is a schematic diagram that the head of an oil control valve assembly according to an embodiment of the present utility model just closes one end of the valve seat.

[0039] Figure 11 It is Figure 10 a schematic diagram when the valve of the oil control valve assembly shown is fully opened after moving a distance d1.

[0040] Figure 12 It is a schematic diagram that the valve assembly of a comparative example just closes the left end of the first oil passage of the plunger groove.

[0041] Figure 13 It is Figure 12 a schematic diagram when the passage between the first oil passage of the stator and the first oil passage of the plunger groove is fully opened after the valve assembly of the comparative example shown moves a distance r2 to the left. Detailed Embodiments

[0042] The following will describe in detail the detailed embodiments of the present utility model with reference to the accompanying drawings. It should be understood that the detailed embodiments described herein are only for explaining and illustrating the present utility model, and are not used to limit the present utility model.

[0043] For ease of description, spatial relative terms, such as "above", "over", "on the upper surface", "upper", etc., may be used herein to describe the spatial positional relationship of one device or feature to other devices or features as shown in the figures. It should be understood that the spatial relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is inverted, the device described as "above" or "over" other devices or structures will then be positioned "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both the orientations of "above" and "below". The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the corresponding interpretations of the spatial relative descriptions used herein will be made.

[0044] A hydraulic drive motor with an oil control valve assembly, the motor being a hydraulic motor. As Figures 1 - 3 shown, the motor includes a main shaft (not shown in the figure), a rotor, a stator 24, a free travel assembly 26, a plunger 27, and an oil control valve assembly 25. The stator 24 is fixedly connected to the main shaft, the stator 24 and the rotor are coaxially sleeved, and the rotor can rotate relative to the stator 24 with the main shaft as the central axis.

[0045] The stator 24 is as Figure 2 and 4 shown. The stator 24 has a central through hole, the shape of the through hole is cylindrical, the through hole is for the main shaft to pass through, and the stator 24 is fixedly sleeved at one end of the main shaft. Preferably, a ring of teeth is provided on the inner wall of the through hole of the stator 24, a ring of teeth is provided on the outer surface of one end of the main shaft, and the teeth on the stator 24 and the teeth on the main shaft are engaged with each other, so that the stator 24 and the main shaft are relatively fixedly connected together.

[0046] The stator 24 includes a coaxial stator main body portion 201 and two stator connection portions 202 that are integrally connected. The two stator connection portions 202 are respectively located on both sides of the main body portion 201. The stator main body portion 201 and the stator connection portions 202 are both cylindrical, and the outer diameter of the stator main body portion 201 is greater than the outer diameter of the stator connection portions 202.

[0047] The stator main body portion 201 is provided with a stator first oil passage 241, a stator second oil passage 242, a stator oil drain passage, a plunger groove first oil passage 245, a plunger groove second oil passage 246, and a plunger groove 244, as Figures 1 - 4As shown. The plunger groove 244 is a groove provided on the circumferential outer surface of the stator main body 201. There are multiple plunger grooves 244, and the multiple plunger grooves 244 are evenly spaced along the circumferential direction of the stator main body 201. In this embodiment, the plunger groove 244 is cylindrical. There are multiple plungers 27, and the multiple plungers 27 can be respectively inserted into the multiple plunger grooves 244. The plunger 27 is equivalent to a piston, placed in the plunger groove 244 without fixed connection, and the plunger 27 fits with the circumferential wall surface of the plunger groove 244, so that a volume space is formed between the plunger 27 and the bottom surface of the plunger groove 244. When the plunger 27 reciprocates in the plunger groove 244 in a piston-like motion, the volume of this volume space changes.

[0048] The first stator oil passage 241, the second stator oil passage 242, the stator oil drain passage, the first plunger groove oil passage 245, and the second plunger groove oil passage 246 are all passages provided on the stator main body 201. Each plunger groove 244 is equipped with a first stator oil passage 241, a second stator oil passage 242, a first plunger groove oil passage 245, and a second plunger groove oil passage 246. One of the first stator oil passage 241 and the second stator oil passage 242 is an oil inlet passage and the other is an oil outlet passage. The hydraulic oil in the oil inlet passage sequentially passes through the first plunger groove oil passage 245 and the second plunger groove oil passage 246 and enters the plunger groove 244 to push the plunger 27 to move. The hydraulic oil in the plunger groove 244 sequentially flows through the second plunger groove oil passage 246 and the first plunger groove oil passage 245 to the oil outlet passage. One inlet and outlet of the first stator oil passage 241 is provided on the inner surface of the stator main body 201, and the other inlet and outlet communicates with one end of the first plunger groove oil passage 245. The other end of the first plunger groove oil passage 245 communicates with one end of the second stator oil passage 242. The inlet and outlet at the other end of the second stator oil passage 242 is provided on the inner surface of the stator main body 201. One end of the second plunger groove oil passage 246 communicates with the middle of the first plunger groove oil passage 245, and the other end communicates with the plunger groove 244. The connection between the plunger groove 244 and the second plunger groove oil passage 246 is located on the bottom surface of the plunger groove 244. Specifically, viewed axially from the stator 24, the first stator oil passage 241 and the second stator oil passage 242 are respectively located on both sides of the plunger groove 244. The first stator oil passage 241 and the second stator oil passage 242 are both passages provided in the radial direction of the stator main body 201. The length direction of the first plunger groove oil passage 245 is parallel to the axial direction of the stator 24, and the first plunger groove oil passage 245 is located between the plunger groove 244 and the middle through hole of the stator 24.

[0049] The stator oil drain passage is used to guide and discharge the leaked hydraulic oil in the motor. The stator oil drain passage includes a first stator oil drain passage and a second stator oil drain passage. The first stator oil drain passage is a groove provided on the inner surface of the stator 24. The first stator oil drain passage is arranged in a circle along the circumferential direction of the inner surface of the stator 24. When the main shaft is connected to the stator 24, the outer surface of the main shaft fits the inner surface of the stator 24, and a channel for accommodating hydraulic oil is formed between the outer surface of the main shaft and the first stator oil drain passage. The second stator oil drain passage is a radial through hole on the stator main body 201. One end of the second stator oil drain passage communicates with the first stator oil drain passage, and the port of the other end is arranged on the circumferential outer surface of the stator main body 201. There are multiple second stator oil drain passages, and one second stator oil drain passage is provided between two adjacent plunger grooves 244.

[0050] The rotor includes a middle rotor 21 and end-cover rotors. There are two end-cover rotors, namely a front end-cover rotor 22 and a rear end-cover rotor 23. The front end-cover rotor 22 and the rear end-cover rotor 23 are respectively fixedly connected to the two end faces of the middle rotor 21 by bolts. The front end-cover rotor 22, the rear end-cover rotor 23 and the middle rotor 21 are connected to form the outer shell or the housing of the motor. The housing has an internal cavity, that is, the front end-cover rotor 22, the rear end-cover rotor 23 and the middle rotor 21 have an enclosed space. As shown in Figures 1 - 3 As shown, the middle rotor 21 is a cylindrical structure, that is, the middle rotor 21 is hollow. The middle rotor 21 has an outer surface 211, an inner surface 212 and two end faces, as shown in Figure 1 As shown. The outer surface 211 of the middle rotor 21 is a cylindrical outer surface. The inner surface 212 of the middle rotor 21 is a curved surface. Specifically, in a plane perpendicular to the axial direction of the middle rotor 21, the inner surface 212 of the middle rotor 21 is wavy, and the wavy shape is formed by sequentially connecting multiple wave units end to end. An object fits the inner surface 212 of the middle rotor 21 and moves clockwise along the circumferential direction of the middle rotor 21 as shown in Figure 1 As shown. When passing through one wave unit, the object will first gradually approach the central axis of the middle rotor 21. Let this section of the path of the wave unit be the downward section 2121; then the object will gradually move away from the central axis of the middle rotor 21. Let this section of the path of the wave unit be the upward section 2122.

[0051] The end-cover rotor is as shown in Figure 5As shown, it is a cylindrical structure with a relatively thin thickness, or it can be said to be an annular plate structure. On one end face of the end cover rotor, there are multiple guide rails 20. The guide rails 20 protrude from the end face of the end cover rotor. The guide rails 20 are in an arch shape or a wave shape, that is, along the length direction of the guide rails 20, the height of the guide rails 20 first gradually increases and then gradually decreases. In other words, when an object moves along the upper surface B of the guide rails 20, the distance between the object and the end face C of the end cover rotor first increases and then decreases, changing periodically in this way. The multiple guide rails 20 are evenly arranged on the same ring, and this ring and the end cover rotor share the same central axis. During installation, the side of the front end cover rotor 22 with the guide rails 20 faces the side of the rear end cover rotor 23 with the guide rails 20, and the guide rails 20 on the front end cover rotor 22 and the guide rails 20 on the rear end cover rotor 23 are arranged staggeredly, that is, the top of the guide rails 20 on the front end cover rotor 22 is directly opposite the connection point between two adjacent guide rails 20 on the rear end cover rotor 23. The connection point between two adjacent guide rails 20 is the bottom or the lowest point of the guide rails 20. In this way, axially, the distance from any point on the upper surface B of the guide rails 20 of the front end cover rotor 22 to the guide rails 20 on the rear end cover rotor 23 is equal everywhere.

[0052] The front end cover rotor 22 is sleeved outside a stator connection part 202 through a bearing, and the rear end cover rotor 23 is sleeved outside another stator connection part 202 through another bearing, so that the rotor can rotate relative to the stator 24. The stator main body part 201 is located in the space enclosed by the front end cover rotor 22, the rear end cover rotor 23 and the middle rotor 21, and the stator main body part 201 does not contact the middle rotor 21, the front end cover rotor 22 and the rear end cover rotor 23. The stator 24, the middle rotor 21, the front end cover rotor 22 and the rear end cover rotor 23 share the same central axis.

[0053] There are multiple oil control valve assemblies 25. At both ends of each first oil passage 245 of the plunger groove, one oil control valve assembly 25 is equipped, as Figure 2 shown. The oil control valve assembly 25 is used to block or open one end of the first oil passage 245 of the plunger groove. In other words, the oil control valve assembly 25 at one end of the first oil passage 245 of the plunger groove can open or close the passage between the first oil passage 241 of the stator and the first oil passage 245 of the plunger groove, and the oil control valve assembly 25 at the other end of the first oil passage 245 of the plunger groove can open or close the passage between the second oil passage 242 of the stator and the first oil passage 245 of the plunger groove.

[0054] The oil control valve assembly 25 is as Figures 7 - 9As shown in the figure, it includes a valve 251, a valve seat 252, a guide seat 253, a balance plunger 254, an end cover guide seat 255, and a return spring. The valve seat 252 is a cylindrical structure, that is, the valve seat 252 has an internal through hole. The end cover guide seat 255 and the guide seat 253 are respectively fixedly connected to both ends of the internal through hole of the valve seat 252. The guide seat 253 is located within the through hole of the valve seat 252, that is, there is a certain distance between the guide seat 253 and one end of the valve seat 252 away from the end cover guide seat 255. The valve 251 is movably arranged on the valve seat 252, and the valve 251 can move relative to the valve seat 252. The valve 251 includes a rod portion 2511 and a head portion 2512. The head portion 2512 is coaxially and fixedly connected to one end of the rod portion 2511. The outer diameter of the head portion 2512 is larger than the outer diameter of the rod portion 2511. The outer diameter of the rod portion 2511 is smaller than the inner diameter of the valve seat 252, and the outer diameter of the head portion 2512 is not less than the inner diameter of the valve seat 252. The rod portion 2511 passes through the guide seat 253 and the end cover guide seat 255, and one end of the rod portion 2511 extends beyond the end cover guide seat 255 and the other end extends beyond the guide seat 253. The rod portion 2511 and the valve seat 252 share the central axis. The outer circumferential surface of the head portion 2512 can fit against the inner surface of the valve seat 252 or the head portion 2512 can block one end of the valve seat 252. The head portion 2512 is located at one end of the rod portion 2511 away from the end cover guide seat 255. The balance plunger 254 is located between the end cover guide seat 255 and the guide seat 253, and the balance plunger 254 is fixedly sleeved outside the rod portion 2511. That is, the end cover guide seat 255, the balance plunger 254, the guide seat 253, and the head portion 2512 are arranged in sequence. The valve 251 and the balance plunger 254 can move reciprocally as a whole, and the moving direction is parallel to the length direction of the rod portion 2511. Among them, the inner surface of the end cover guide seat 255 directly fits or fits against the outer surface of the rod portion 2511 through a sealing ring. There is a gap between the inner surface of the guide seat 253 and the outer surface of the rod portion 2511. The end cover guide seat 255 and the guide seat 253 as a whole play a guiding role for the valve 251.

[0055] The outer surface of the balance plunger 254 fits against the inner surface of the valve seat 252, dividing the space between the end cover guide seat 255 and the guide seat 253 into two independent spaces, namely the first oil chamber 257 and the balance chamber 259. Among them, the first oil chamber 257 is the space between the balance plunger 254 and the guide seat 253, and the balance chamber 259 is the space between the balance plunger 254 and the end cover guide seat 255. There is an opening on the side wall of the first oil chamber 257 for communicating with the stator first oil passage 241 or the stator second oil passage 242. The end cover guide seat 255 is provided with a through hole, one end of which communicates with the balance chamber 259 and the other end communicates with the outside of the oil control valve assembly 25. Specifically, this through hole communicates with the space where the end of the rod portion 2511 away from the head 2512 is located, that is, communicates with the space between the rotor and the stator 24. In other words, the balance chamber 259 is equivalent to communicating with the stator oil drain passage and being in the same pressure space.

[0056] In addition, the space between the head 2512 and the guide seat 253 is the second oil chamber 258. As the valve 251 moves, the head 2512 can block or open one end of the valve seat 252. When the head 2512 blocks one end of the valve seat 252, the second oil chamber 258 communicates with the first oil chamber 257 only through the gap between the guide seat 253 and the rod portion 2511. When the head 2512 does not block one end of the valve seat 252, it is equivalent to opening one end of the second oil chamber 258 close to the other oil control valve assembly 25. One end of the second oil chamber 258 communicates with the first oil chamber 257 through the gap between the guide seat 253 and the rod portion 2511, and the other end communicates with the first oil passage 245 of the plunger groove. The return spring is located between the balance plunger 254 and the guide seat 253 and is sleeved outside the rod portion 2511. The two ends of the return spring respectively contact or connect the balance plunger 254 and the guide seat 253.

[0057] The initial state of the oil control valve assembly 25 is as follows: The return spring is in a compressed state, and the head 2512 contacts the inner surface or end face of the valve seat 252 to close one end of the second oil chamber 258, so that the second oil chamber 258 only communicates with the first oil chamber 257. Thus, when the valve 251 moves under an external force and the return spring is further compressed, the head 2512 disengages from the inner surface or end face of the valve seat 252, and the second oil chamber 258 communicates with the outside. When the external force applied to the valve 251 disappears, the return spring pushes the balance plunger 254 to make the valve 251 return to its original position, and the head 2512 recontacts the inner surface or end face of the valve seat 252, that is, closes one end of the second oil chamber 258.

[0058] The guide rails 20 provided on the front end cover rotor 22 and the rear end cover rotor 23 are used to periodically push the valve 251, so that the two ends of the first oil passage 245 of the plunger groove are alternately opened or closed, so as to realize the alternate oil inlet and oil outlet of the plunger groove 244.

[0059] When the oil control valve assembly 25 is installed, the valve seat 252 is fixed relative to the stator 24. The rod portion 2511 and the first oil passage 245 of the plunger groove are coaxially arranged, and the head portion 2512 is located in the first oil passage 245 of the plunger groove. The two head portions 2512 of the two oil control valve assemblies 25 at both ends of the first oil passage 245 of the plunger groove are arranged face to face. The first oil passage 241 of the stator communicates with the first oil cavity 257 of the oil control valve assembly 25 at one end of the first oil passage 245 of the plunger groove, and the second oil passage 242 of the stator communicates with the first oil cavity 257 of the oil control valve assembly 25 at the other end of the first oil passage 245 of the plunger groove.

[0060] For the oil control valve assembly 25 communicating with the first oil passage 241 of the stator, the end of the rod portion 2511 away from the head portion 2512 contacts the upper surface B of the guide rail 20 on the front end cover rotor 22; for the oil control valve assembly 25 communicating with the second oil passage 242 of the stator, the end of the rod portion 2511 away from the head portion 2512 contacts the upper surface B of the guide rail 20 on the rear end cover rotor 23.

[0061] Based on the above structure, when the rotor rotates relative to the stator 24, the valve 251 can move along the length direction of the first oil passage 245 of the plunger groove under the action of the guide rail 20 on the end cover rotor. Specifically, as Figure 6 shown in the schematic diagram after the front end cover rotor 22 and the rear end cover rotor 23 are unfolded along their respective circumferences, the synchronous rotation of the front end cover rotor 22 and the rear end cover rotor 23 is equivalent to Figure 6 in which the unfolded front end cover rotor 22 and the rear end cover rotor 23 move up and down synchronously. When the rod portion 2511 of the oil control valve assembly 25 at one end of the first oil passage 245 of the plunger groove contacts the connection point between two adjacent guide rails 20 on the front end cover rotor 22, the rod portion 2511 of the oil control valve assembly 25 at the other end of the first oil passage 245 of the plunger groove contacts the top of the upper surface B of a guide rail 20 on the rear end cover rotor 23, as Figure 6 the two valves 251 shown by the solid line in. As the front end cover rotor 22 and the rear end cover rotor 23 rotate, the front end cover rotor 22 will push the valve 251 in contact with it towards Figure 6 the right as shown. The return spring of this oil control valve assembly 25 is compressed, and the valve 251 in contact with the guide rail 20 on the rear end cover rotor 23 moves to the right under the action of the compressed return spring until Figure 6 the valve 251 on the left in contacts the top of the upper surface B of a guide rail 20 on the front end cover rotor 22, and the valve 251 on the right contacts the connection point between two adjacent guide rails 20 on the rear end cover rotor 23, as Figure 6 the valve 251 shown by the dashed line in. As the front end cover rotor 22 and the rear end cover rotor 23 continue to rotate, the rear end cover rotor 23 will push the valve 251 in contact with it towards Figure 6The valve 251 that moves to the left in it and contacts the front end cover rotor 22 moves to the left under the action of the compressed return spring until the two valves 251 reach Figure 6 the state shown by the solid line in it. Obviously, the left and right movement of the valve 251 is the reciprocating movement of the valve 251 in the stator 24 or the axial direction of the rotor. It should be noted that in Figure 6 it, the front end cover rotor 22 and the rear end cover rotor 23 move up or down relative to the oil control valve assembly 25. In order to clarify the change of the valve 251, in Figure 6 it, the two states of the valve 251 are represented by solid lines and dotted lines. It can be seen that as the front end cover rotor 22 and the rear end cover rotor 23 rotate, each valve 251 is pushed to move reciprocally periodically.

[0062] When one end of the first oil passage 245 of the plunger groove is open and the other end is closed. In other words, under the action of the oil control valve assembly 25, one of the passages between the first stator oil passage 241 and the first oil passage 245 of the plunger groove and the passage between the second stator oil passage 242 and the first oil passage 245 of the plunger groove is connected and the other is disconnected, that is, the two must be one disconnected and the other connected at the same time, and cannot be connected or disconnected at the same time.

[0063] From the above analysis, it can be seen that the staggered arrangement of the guide rails 20 on the front end cover rotor 22 and the guide rails 20 on the rear end cover rotor 23 can ensure that the above two passages are one disconnected and the other connected at the same time. The opening and closing moments or positions of each end of the first oil passage 245 of the plunger groove are determined by the two end positions of the reciprocating movement of the plunger 27, that is, the upper and lower dead points. In other words, when specifically designing, first determine the upper and lower dead point positions of the reciprocating movement of the plunger 27. When the plunger 27 is at the dead point position, the first oil passage 245 of the plunger groove is exactly at the position where one end changes from open to closed and the other end changes from closed to open.

[0064] It should be noted that during processing, in order to facilitate the processing of the first stator oil passage 241 and the second stator oil passage 242. Radial holes that radially penetrate the stator main body 201 can be machined on the circumferential outer surface of the stator main body 201. The radial holes are divided into two sections by the oil control valve assembly 25. One section close to the central axis of the stator 24 is the first stator oil passage 241 or the second stator oil passage 242, and the section far from the central axis of the stator 24 is the auxiliary hole 247, and the two can be separated by a seal.

[0065] The freewheel component 26 is used to hold the plunger 27 in place, preventing the plunger 27 from contacting the inner surface of the middle rotor 21 and obstructing the rotation of the middle rotor 21 without the pressure of hydraulic oil. The freewheel component 26 includes a limiting block 261, a plunger top roller, and two springs. The limiting block 261 is connected to one end of the plunger 27 away from the bottom surface of the plunger groove 244. The plunger top roller passes through the limiting block 261. The two springs are respectively connected to both ends of the plunger top roller, and the two springs are respectively located in two auxiliary holes 247 on both sides of the plunger groove 244. One end of the spring is fixed in the auxiliary hole 247, and the other end is connected to one end of the plunger top roller.

[0066] It should be noted that when the freewheel component 26 is installed, the part directly contacting the inner surface 212 of the middle rotor 21 can be the plunger 27, the limiting block 261, or the plunger top roller, depending on the specific shapes of the plunger 27, the limiting block 261, and the plunger top roller in different embodiments. For example, during manufacturing, the limiting block 261 and the plunger 27 are integrally made, and the limiting block 261 is equivalent to a part of the plunger 27. The limiting block 261 is provided with a through hole, and the plunger top roller passes through the through hole. At this time, the part contacting the inner surface 212 of the middle rotor 21 is the limiting block 261, or it can be said to be the plunger 27. Another example is that the limiting block 261 is provided with a groove, the edge line of the cross-section of the groove is a superior arc, the plunger top roller is cylindrical, a part of the plunger top roller is located inside the groove and the other part is located outside the groove, and the part located outside the groove directly contacts the inner surface 212 of the middle rotor 21. Whether the part directly contacting the inner surface 212 of the middle rotor 21 is the plunger 27, the limiting block 261, or the plunger top roller, the essential principle is the same.

[0067] In addition, when installing the spring, one end of the spring can be first connected to a connecting block, the connecting block is placed in the auxiliary hole 247, and then a bolt or screw is horizontally passed through the auxiliary hole 247 from the outside. When the bolt or screw passes through the auxiliary hole 247, it will pass through the connecting block, thus fixing one end of the spring located in the auxiliary hole 247.

[0068] The two springs should ensure that the pulling force on the plunger 27 meets the following conditions: when the vehicle where the motor is located is in freewheel, the plunger 27 is not under the pressure of hydraulic oil, and the two springs pull the plunger 27 to prevent the plunger 27 from contacting the inner surface of the middle rotor 21 that drives it. To meet the above conditions, during specific design and manufacturing, the centrifugal force of the plunger 27 can be obtained based on data such as the set freewheel speed and the outer diameter of the middle rotor 21. According to this centrifugal force, the spring and the position of the spring in the auxiliary hole 247 are selected so that the movement of the plunger 27 caused by the elongation of the spring under this centrifugal force does not touch the inner surface of the middle rotor 21. Those skilled in the art can calculate the specific dimension values based on physical theorems and specific design requirements, which will not be elaborated here.

[0069] The number of guide rails 20 is the same as the number of the wave units on the middle rotor 21. The number of the wave units is determined according to the driving torque, rotational speed, and power requirements, and can be flexibly determined during specific design. The process of oil intake and oil discharge in the plunger groove 244 corresponds to one working cycle of the plunger 27. The plunger 27 passes through one wave unit corresponding to one working cycle, and the oil control valve assembly 25 passes through one guide rail 20 also corresponding to one working cycle of the plunger 27. The number of plungers 27 is greater than the number of the wave units. Preferably, the number of plungers 27 is twice the number of the wave units.

[0070] The arrangement of the balance cavity 259 and the through holes on the end cover guide seat 255 makes the movement of the valve 251 smoother. Because although the volume of the balance cavity 259 changes, it remains connected to the stator oil drain passage, and the internal pressure is relatively stable, which can make the valve 251 operate more smoothly and prevent the valve 251 from jittering during movement.

[0071] In order to reduce the influence of the hydraulic oil in the first oil passage 245 of the plunger groove on the head 2512, the cross-section of the head 2512 or the cross-section of the end of the head 2512 away from the rod portion 2511 is triangular. This cross-section is the cross-section intercepted by the plane passing through the central axis of the valve 251. One vertex of this triangle is located on the central axis, and this triangle is symmetric with respect to the central axis. In this way, the force of the hydraulic oil in the first oil passage 245 of the plunger groove on the head 2512 can be reduced to a large extent. Assuming that the hydraulic oil in the first oil passage 245 of the plunger groove is uniform in all directions, the forces received by the surfaces of the head 2512 facing the first oil passage 245 of the plunger groove are equal in magnitude and different in direction. As Figure 9 shown, L is the central axis, point O is a vertex located on the central axis L, and the other two vertices M and N are symmetric with respect to the central axis L. Points O, M, and N are the three vertices of the triangle intercepted by the plane passing through the central axis L. The end of the head 2512 away from the rod portion 2511 faces and contacts the hydraulic oil in the first oil passage 245 of the plunger groove and is subjected to the pressure of the hydraulic oil. Taking the above triangular cross-section as an example, force F is the force exerted by the hydraulic oil in the first oil passage 245 of the plunger groove on a point on the line segment MO, and the direction is perpendicular to the line segment MO. Then force F can be decomposed into a force F1 parallel to the central axis L and a force F2 perpendicular to the central axis L. Among them, F1 = F * cosa, and the angle a is the angle between force F and the central axis L. The magnitude of force F is determined by the properties of the hydraulic oil in the first oil passage 245 of the plunger groove, etc. When the type and state of the hydraulic oil remain unchanged, F can be regarded as a fixed value. Obviously, the force F2 at each point points radially towards the central axis L, so the resultant force of all forces F2 at each point is zero, reaching equilibrium. The force F1 at each point is parallel to the central axis L and points Figure 7On the left side as shown. Therefore, the resultant force on the head 2512 can be regarded as the resultant force of F1 at each point. When the line segment MO is perpendicular to the central axis L, the angle a is zero, and at this time F1 = F, which is the maximum value. In order to reduce the pressure of the hydraulic oil in the first oil passage 245 of the plunger groove on the head 2512 and facilitate the smooth progress of the oil inlet and outlet processes, it is necessary to reduce the magnitude of F1. From the above formula, it can be seen that it is necessary to increase the value of the angle a. However, the value of the angle a is not the larger the better, because the larger the angle a, the larger the dimension of the head 2512 in the direction parallel to the central axis L, the longer the length of the first oil passage 245 of the plunger groove required, and the larger the dimension of the motor in the direction parallel to the central axis L. Therefore, when designing, the value of the angle a is taken in combination with the requirements for the axial dimension of the motor, etc., 0 < a < 90°.

[0072] In this embodiment, one end of the head 2512 located in the first oil passage 245 of the plunger groove is conical.

[0073] In addition, the valve 251 of this solution can achieve the flow of a large amount of hydraulic oil by moving a small distance, that is, the maximum height of the guide rails 20 on the front end cover rotor 22 and the rear end cover rotor 23 can be made smaller, so that the axial dimension of the motor is greatly reduced. The demonstration is as follows:

[0074] Figure 10 It is a schematic diagram that the head 2512 of an oil control valve assembly 25 of this solution just closes one end of the valve seat 252. At this time, the second oil chamber 258 is not connected to the external first oil passage 245 of the plunger groove. Figure 11 It is a schematic diagram when the valve 251 is fully opened after moving a distance d1. According to the theorem of fluid mechanics, the flow rate Q1 of the hydraulic oil flowing into the first oil passage 245 of the plunger groove through the second oil chamber 258 at this time is Q1 = sv, where s = 2πr1d1, v is the flow velocity of the hydraulic oil, s is the flow area, and r1 is the inner diameter of the valve seat 252. Therefore, Q1 = 2vπr1d1.

[0075] Figure 12 It is a comparative example of the oil control valve assembly 25. This valve assembly is equivalent to connecting two oil control valve assemblies 25 at both ends of the first oil passage 245 of the plunger groove. It is provided with two heads 2512' and a connecting rod. The two heads 2512' are respectively connected to both ends of the connecting rod. The connecting rod passes through the first oil passage 245 of the plunger groove, and the two heads 2512' can respectively block both ends of the first oil passage 245 of the plunger groove. Figure 12 It is a schematic diagram that the assembly of the comparative example just closes the left end of the first oil passage 245 of the plunger groove. At this time, the first oil passage 241 of the stator is not connected to the first oil passage 245 of the plunger groove. As Figure 13For the comparative example, the entire assembly is moved leftward by a distance r2, where r2 is simultaneously the aperture diameter of the first oil passage 241 of the stator. In this case, the left head 2512' does not block the first oil passage 241 of the stator and the first oil passage 245 of the plunger groove. At this time, it is equivalent to the passage between the first oil passage 241 of the stator and the first oil passage 245 of the plunger groove being completely open, and the right head 2512' remains blocking the right end of the first oil passage 245 of the plunger groove. At this time, the flow rate Q2 of the hydraulic oil flowing into the first oil passage 245 of the plunger groove through the first oil passage 241 of the stator is Q2 = sv, where s = πr2 2 , so, Q2 = vπr2 2 .

[0076] If we let Q1 = Q2 and r1 = r2, we get: 2d1 = r2, that is, under the same hydraulic oil flow rate, the moving distance d1 of the valve 251 in this solution is half of the moving distance r2 of the valve in the comparative example. The movement of the valve 251 is driven by the guide rail 20. One end of the valve 251 contacts the upper surface B of the guide rail 20, which is equivalent to one end of the valve 251 moving along the upper surface B of the guide rail 20. Therefore, the maximum moving distance of the valve 251 in its length direction is equal to the maximum height of the guide rail 20. The maximum moving distance d1 of the valve 251 in this solution is half of the moving distance r2 of the valve in the comparative example. Therefore, the maximum height of the guide rail 20 required in this solution is half of the maximum height of the guide rail 20 in the comparative example, which significantly reduces the axial dimension of the motor in this solution. In other words, compared with other methods (such as the comparative example), the maximum height of the guide rail 20 on the front end cover rotor 22 and the rear end cover rotor 23 in this solution can be made smaller.

[0077] The inner surface of the stator 24 is also provided with a first groove and a second groove. The first groove, the second groove, and the first stator oil drain passage are all grooves provided on the inner surface of the stator 24 and are all grooves along the circumferential direction of the inner surface of the stator 24 for one circle. Each first oil passage 241 of the stator communicates with the first groove, and each second oil passage 242 of the stator communicates with the second groove. The main shaft is provided with a radial first hole, a second hole, and an oil drain hole. When the stator 24 is sleeved on the main shaft, the inner surface of the stator 24 fits the outer surface of the main shaft. The first hole communicates with the first groove, the second hole communicates with the second groove, and the oil drain hole communicates with the first stator oil drain passage. The first hole, the second hole, and the oil drain hole on the main shaft all communicate with the axial through hole of the main shaft. The external oil supply pipe, the oil return pipe, and the oil drain pipe pass through the axial through hole of the main shaft and are respectively inserted into the first hole, the second hole, and the oil drain hole. At this time, the external oil supply sequentially passes through the oil supply pipe, the first hole, and the first groove and enters each first oil passage 241 of the stator.

[0078] Based on the above structure, the working principle and process of the present utility model are as follows: Taking a plunger groove 244 and a plunger 27 in this plunger groove 244 as an example, assume that in the initial state, the stator first oil passage 241 corresponding to the plunger groove 244 is communicated with the plunger groove first oil passage 245. The valve 251 of the oil control valve assembly 25 at the stator first oil passage 241 contacts near the apex of the guide rail 20. The plunger 27 faces the downward section 2121 of one of the wave units, that is, the second oil cavity 258 of the oil control valve assembly 25 at one end of the plunger groove first oil passage 245 is communicated with the plunger groove first oil passage 245, and the second oil cavity 258 of the oil control valve assembly 25 at the other end is not communicated with the plunger groove first oil passage 245. The hydraulic oil in the stator first oil passage 241 sequentially passes through the first oil cavity 257, the second oil cavity 258, the plunger groove first oil passage 245 and the plunger groove second oil passage 246 and then enters the plunger groove 244. The oil in the plunger groove 244 overcomes the elastic force of the spring and pushes the plunger 27. At this time, the plunger 27 contacts the Figure 1 downward section 2121 in it and moves in a direction away from the central axis of the middle rotor 21. The plunger 27 pushes the middle rotor 21, causing the Figure 1 middle rotor 21 in it to rotate clockwise. The middle rotor 21 drives the front end cover rotor 22 and the rear end cover rotor 23 to rotate synchronously. The rotor drives the tire coaxially connected thereto to rotate synchronously. As the rotor continues to rotate, the valve 251 leaves near the apex of the guide rail 20, which is equivalent to going downhill along the guide rail 20. The valve 251 resets under the action of the return spring, and the head 2512 closes one end of the second oil cavity 258. At the same time, under the push of the guide rail 20 on the rear end cover rotor 23, the valve 251 of the oil control valve assembly 25 at the stator second oil passage 242 moves, and the second oil cavity 258 is communicated with the plunger groove first oil passage 245. The plunger 27 is no longer subjected to the thrust of the hydraulic oil in the plunger groove 244. Under the action of the elastic force of the spring, the plunger 27 moves back. The oil in the plunger groove 244 sequentially passes through the plunger groove second oil passage 246, the plunger groove first oil passage 245, the second oil cavity 258 of the oil control valve assembly 25 on the right, the first oil cavity 257, the stator second oil passage 242, the second groove, and the second hole on the main shaft and then enters the oil return pipe. The process of the oil flowing out of the plunger groove 244 corresponds to the plunger 27 passing through the upward section 2122 of the next wave unit. When the plunger 27 reaches the downward section 2121 of the next wave unit, the stator first oil passage 241 and the plunger groove first oil passage 245 are reconnected, and the above process is repeated. The plunger 27 can continuously push the middle rotor 21 to rotate clockwise.

[0079] In the initial state, a part of the plungers 27 face the downward section 2121, and their stator first oil passages 241 are communicated with the plunger groove first oil passages 245; another part of the plungers 27 face the upward section 2122, and their stator second oil passages 242 are communicated with the plunger groove first oil passages 245. At this time, when the stator first oil passage 241 is used as the oil inlet passage, it can push the middle rotor 21 inFigure 1 Rotate clockwise in the middle. If, in the initial state, a part of the plunger 27 is facing the upward section 2122, and their stator first oil passage 241 and the plunger groove first oil passage 245 are connected; another part of the plunger 27 is facing the downward section 2121, and their stator second oil passage 242 and the plunger groove first oil passage 245 are connected. At this time, when the stator first oil passage 241 is used as the oil inlet passage, it can push the middle rotor 21 to rotate Figure 1 Rotate counterclockwise in the middle. In a specific case, the initial state of the motor is fixed. When it is necessary to drive the middle rotor 21 to rotate in the reverse direction, just change the flow direction of the hydraulic oil. That is, the hydraulic oil enters the motor from the return oil pipe and flows out from the inlet oil pipe.

[0080] Finally, it is necessary to state here that the above embodiments are only used to further illustrate the technical solutions of the present invention in detail, and cannot be understood as a limitation on the protection scope of the present invention. Some non-essential improvements and adjustments made by those skilled in the art based on the above content of the present invention all fall within the protection scope of the present invention.

Claims

1. A hydraulic drive motor with an oil control valve assembly, characterized in that, It includes a main shaft, a rotor, a stator (24), a plunger (27) and an oil control valve assembly (25). The stator (24) is fixedly sleeved on the main shaft. The rotor and the stator (24) are coaxially sleeved. The rotor can rotate relative to the stator (24) with the main shaft as the central axis. The rotor is relatively fixed to the vehicle tire. The stator (24) includes a fixedly connected stator main body part (201) and two stator connection parts (202) respectively located on both sides of the stator main body part (201). The stator main body part (201) is provided with a plurality of plunger grooves (244). The plunger grooves (244) are grooves provided on the circumferential outer surface of the stator main body part (201). The plurality of plunger grooves (244) are evenly arranged at intervals along the circumferential direction of the stator (24). A plunger (27) is movably arranged in each plunger groove (244). The middle of each plunger groove (244) communicates with the middle of a first oil passage (245) of the plunger groove. The two ends of the first oil passage (245) of the plunger groove are respectively the inlet and outlet of hydraulic oil. The external oil inlet pipe and oil return pipe pass through the main shaft and are respectively connected to the two ends of the first oil passage (245) of the plunger groove. The rotor includes a middle rotor (21) and two end cover rotors. The two end cover rotors are respectively fixedly connected to the two end faces of the middle rotor (21). The two end cover rotors are respectively sleeved outside the two stator connection parts (202) through bearings. The inner surface (212) of the middle rotor (21) is wavy along the circumferential direction. The plunger (27) contacts the inner surface of the middle rotor (21) and pushes the middle rotor (21) to rotate under the push of the hydraulic oil in the plunger groove (244). A plurality of wavy guide rails (20) located in the same ring are provided on the end face of each end cover rotor facing the other end cover rotor. The concave and convex trends of the guide rails (20) on the two end cover rotors are arranged staggeredly. Each of the two ends of each first oil passage (245) of the plunger groove is equipped with an oil control valve assembly (25). The oil control valve assembly (25) includes a valve (251). The two valves (251) of the two oil control valve assemblies (25) at the two ends of each first oil passage (245) of the plunger groove are movable. The two valves (251) respectively contact the guide rails (20) on the two end cover rotors. As the rotor rotates, the guide rails (20) on the two end cover rotors respectively push the two valves (251) to reciprocate, so that the two valves (251) alternately close the two ends of the first oil passage (245) of the plunger groove.

2. The motor according to claim 1, characterized in that: The oil control valve assembly (25) further includes a valve seat (252), a guide seat (253), an end cap guide seat (255) and a return spring. The valve seat (252) is a cylindrical structure. The end cap guide seat (255) and the guide seat (253) are respectively fixedly connected to both ends of the inner through hole of the valve seat (252). The guide seat (253) is located within the through hole of the valve seat (252). The valve (251) includes a rod portion (2511) and a head portion (2512). The head portion (2512) is coaxially and fixedly connected to one end of the rod portion (2511). The outer diameter of the rod portion (2511) is smaller than the inner diameter of the valve seat (252), and the outer diameter of the head portion (2512) is not smaller than the inner diameter of the valve seat (252). The rod portion (2511) passes through the guide seat (253) and the end cap guide seat (255). The head portion (2512) is located at one end of the rod portion (2511) away from the end cap guide seat (255). The valve (251) can linearly reciprocate in a direction parallel to the length direction of the rod portion (2511). By moving, the head portion (2512) blocks or opens one end of the valve seat (252). The return spring is used to reset the valve (251).

3. The motor according to claim 1, wherein: One end of the head portion (2512) away from the rod portion (2511) is symmetrical with respect to the central axis of the head portion (2512), and this end is not perpendicular to the central axis of the head portion (2512).

4. The motor according to claim 3, wherein: One end of the head portion (2512) away from the rod portion (2511) is a conical surface.

5. The motor according to any one of claims 1 to 4, characterized in that: Each plunger groove (244) is also equipped with a stator first oil passage (241), a stator second oil passage (242), and a plunger groove second oil passage (246). One of the stator first oil passage (241) and the stator second oil passage (242) is an oil inlet passage and the other is an oil outlet passage. One inlet and outlet of the stator first oil passage (241) is provided on the inner surface of the stator main body portion (201), and the other inlet and outlet communicates with one end of the plunger groove first oil passage (245). The other end of the plunger groove first oil passage (245) communicates with one end of the stator second oil passage (242). The inlet and outlet at the other end of the stator second oil passage (242) is provided on the inner surface of the stator main body portion (201). One end of the plunger groove second oil passage (246) communicates with the middle of the plunger groove first oil passage (245), and the other end communicates with the plunger groove (244).

6. The motor according to claim 5, wherein: The valve seat (252) is fixed relative to the stator (24). The cavity between the end cover guide seat (255) and the guide seat (253) communicates with the first oil passage (241) or the second oil passage (242) of the stator. One end of the head (2512) away from the rod portion (2511) is located in the first oil passage (245) of the plunger groove. The space between the head (2512) and the guide seat (253) is the second oil cavity (258). As the valve (251) moves, when the head (2512) blocks one end of the valve seat (252), the second oil cavity (258) communicates with the cavity between the end cover guide seat (255) and the guide seat (253) only through the gap between the guide seat (253) and the rod portion (2511). When the head (2512) does not block one end of the valve seat (252), one end of the second oil cavity (258) communicates with the cavity between the end cover guide seat (255) and the guide seat (253) through the gap between the guide seat (253) and the rod portion (2511), and the other end communicates with the first oil passage (245) of the plunger groove.

7. The motor according to claim 6, wherein: The oil control valve assembly (25) further includes a balance plunger (254). The balance plunger (254) is located between the end cover guide seat (255) and the guide seat (253). The balance plunger (254) is fixedly sleeved outside the rod portion (2511). The outer circumferential surface of the balance plunger (254) fits the inner surface of the valve seat (252), dividing the space between the end cover guide seat (255) and the guide seat (253) into two independent spaces, namely the first oil cavity (257) and the balance cavity (259). The first oil cavity (257) is the space between the balance plunger (254) and the guide seat (253), and the balance cavity (259) is the space between the balance plunger (254) and the end cover guide seat (255). The end cover guide seat (255) is provided with a through hole. One end of the through hole communicates with the balance cavity (259), and the other end communicates with the space where the end of the rod portion (2511) away from the head (2512) is located. The first oil cavity (257) communicates with the first oil passage (241) or the second oil passage (242) of the stator. The return spring is located between the balance plunger (254) and the guide seat (253).

8. The motor according to claim 1, wherein: The motor further includes a free travel assembly (26). The free travel assembly (26) prevents the plunger (27) from contacting and driving the inner surface of the middle rotor (21) when the plunger (27) is not under the pressure of hydraulic oil by applying a pulling force to the plunger (27).

9. The motor according to claim 8, wherein: The free travel assembly (26) includes a limiting block (261), a plunger top roller and two springs. The limiting block (261) is connected to one end of the plunger (27) away from the bottom surface of the plunger groove (244). The plunger top roller passes through the limiting block (261). The two springs are respectively connected to both ends of the plunger top roller. One end of the spring is fixed on the stator (24), and the other end is connected to one end of the plunger top roller.

10. The motor according to claim 5, characterized in that: The stator main body (201) is also provided with a stator oil drain passage for guiding and discharging the hydraulic oil leaked in the motor. The stator oil drain passage includes a first stator oil drain passage and a second stator oil drain passage. The first stator oil drain passage is a groove provided on the inner surface of the stator (24), and the first stator oil drain passage is arranged in a circle along the circumferential direction of the inner surface of the stator (24). One end of the second stator oil drain passage communicates with the first stator oil drain passage, and the port at the other end is arranged on the circumferential outer surface of the stator main body (201).

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