Suction vehicle

Abstract

The utility model discloses a suction vehicle which is characterized in that in a normal running state, a first clutch in a broken-shaft power takeoff enables a second power takeoff port to be connected with a first power takeoff port, and meanwhile, a second clutch disconnects a third power takeoff port from the first power takeoff port. At the moment, the power of the engine is transmitted to the rear axle through the first power takeoff, the gearbox and the broken shaft power takeoff, and the vehicle runs in a conventional mode. If the vehicle needs to move at a low speed in the suction process, a signal can be sent to the PLC through the remote controller. And the PLC activates the first electromagnetic valve, so that the first clutch disconnects the second power take-off port from the first power take-off port, and meanwhile, the second clutch is connected with the third power take-off port and the first power take-off port. At the moment, the engine drives the variable pump through the third power take-off port, hydraulic oil generated by the variable pump flows through the hydraulic unit to drive the hydraulic motor to rotate, and then the rear axle is driven to run at low speed through the second power take-off port.

Description

Technical Field

[0001] This utility model relates to the field of suction vehicle technology, and in particular to a suction vehicle. Background Technology

[0002] A vacuum truck is a special-purpose vehicle widely used in municipal, industrial, and agricultural fields to perform tasks such as sewage cleaning, pipe dredging, and dust or particulate matter collection. These vehicles are typically equipped with a powerful suction fan, driven by the vehicle's engine via a power take-off (PTO) to ensure sufficient power support during suction operations. Simultaneously, the vacuum truck's movement is also dependent on the engine, which transmits power to the rear axle via the PTO to propel the vehicle forward or backward.

[0003] To ensure the performance and efficiency of the suction fan, the engine speed needs to be kept constant during suction operations. However, in practical applications, operators often face situations where the vehicle needs to move at low speed while suction is being performed. In such cases, the traditional speed control method of adjusting the vehicle speed via the throttle conflicts with the requirement for stable engine speed in suction operations. Utility Model Content

[0004] Therefore, a suction truck is needed to solve the problem that the traditional speed regulation method of adjusting vehicle speed by throttle is in conflict with the requirement of stable engine speed in suction operations.

[0005] To achieve the above objectives, this embodiment provides a suction vehicle, including a suction mechanism, a chassis with power and walking functions, a control system, and a hydraulic walking system;

[0006] The suction mechanism includes a suction fan;

[0007] The chassis includes an engine, a first power take-off (PTO), a gearbox, and a broken axle PTO. The engine is driven to the first PTO and the gearbox. The first PTO is driven to the exhaust fan. The broken axle PTO has a first power take-off port, a second power take-off port, a third power take-off port, a fourth power take-off port, a first clutch, a second clutch, and a first solenoid valve. The fourth power take-off port and the second power take-off port are driven to each other. The first power take-off port is driven to the gearbox. The second power take-off port is driven to the rear axle of the chassis. The first clutch is used to engage or disengage the second power take-off port from the first power take-off port. The second clutch is used to engage or disengage the third power take-off port from the first power take-off port. The first solenoid valve is electrically connected to the first clutch and the second clutch and is used to control the operation of the first clutch and the second clutch.

[0008] The hydraulic walking system includes a variable pump, a hydraulic motor, and a hydraulic unit. The variable pump is driven by the third power take-off port, and the hydraulic motor is driven by the fourth power take-off port. The variable pump drives the hydraulic motor through the hydraulic unit. The hydraulic unit includes a second solenoid valve electrically connected to the variable pump.

[0009] The control system includes a PLC controller and a remote controller. The PLC controller is electrically connected to the first solenoid valve and the second solenoid valve, and is used to control the engagement and disengagement of the first clutch and the second clutch through the first solenoid valve, and to control the displacement of the variable pump through the second solenoid valve. The remote controller includes a receiver and a transmitter. The receiver is electrically connected to the PLC controller, and the transmitter is communicatively connected to the receiver.

[0010] Furthermore, there are two hydraulic motors and two fourth power take-off ports, with one hydraulic motor corresponding to one fourth power take-off port. The hydraulic motors are mounted on the housing of the broken shaft power take-off unit, and the two fourth power take-off ports are symmetrically arranged on the housing and sequentially arranged along the length direction of the chassis.

[0011] Furthermore, the variable pump is a closed-loop, proportional pump, and the two ports of the variable pump are connected to the two ports of the hydraulic motor through the first oil pipe and the second oil pipe of the hydraulic unit.

[0012] The hydraulic walking system also includes a replenishing pump and a replenishing overflow valve. The outlet of the replenishing pump is connected to the inlet of two second solenoid valves through the third oil pipe of the hydraulic unit. There are two second solenoid valves, which are electro-proportional pressure valves. The outlets of the two second solenoid valves are connected to the rod chamber and rodless chamber of the variable displacement servo cylinder of the variable pump through the fourth and fifth oil pipes of the hydraulic unit. The electromagnet of the second solenoid valve is electrically connected to the PLC controller. The inlet of the replenishing overflow valve is connected to the third oil pipe, and the return port of the replenishing overflow valve is connected to the oil tank.

[0013] The hydraulic unit further includes two pressure shut-off valves and / or two high-pressure relief valves. The inlet of the first pressure shut-off valve is connected to the first oil pipe, and its outlet is connected to the fourth oil pipe. The inlet of the second pressure shut-off valve is connected to the second oil pipe, and its outlet is connected to the fifth oil pipe. The inlet of the first high-pressure relief valve is connected to the first oil pipe, and its outlet is connected to the oil tank. The inlet of the first high-pressure relief valve is connected to the second oil pipe, and its outlet is connected to the oil tank.

[0014] Furthermore, the hydraulic unit also includes a filter, which is disposed on the third oil pipe, located between the second solenoid valve and the replenishing pump.

[0015] Furthermore, the first clutch and the second clutch are pneumatic clutches, the first solenoid valve is a two-position five-way solenoid valve, connected to an air circuit adapted to the pneumatic clutch, the working port A of the first solenoid valve is connected to the rodless chamber of the cylinder of the first clutch and the rod chamber of the cylinder of the second clutch respectively, and the working port B of the first solenoid valve is connected to the rod chamber of the cylinder of the first clutch and the rodless chamber of the cylinder of the second clutch respectively.

[0016] Furthermore, when the first solenoid valve is energized, air enters the rod chamber of the first clutch cylinder and the rodless chamber of the second clutch cylinder. The cylinder of the second clutch extends to engage the third power take-off and the first power take-off. The cylinder of the first clutch disengages the second power take-off and the first power take-off. The power of the engine is input through the first power take-off and drives the variable pump through the third power take-off. The variable pump drives the hydraulic motor. The hydraulic motor transmits power to the rear axle through the fourth power take-off and the second power take-off, thereby enabling the suction vehicle to move.

[0017] When the first solenoid valve is not energized, air enters the rodless chamber of the first clutch cylinder and the rod chamber of the second clutch cylinder. The second clutch cylinder disconnects the third power take-off port and the first power take-off port. The first clutch cylinder extends to engage the second power take-off port and the first power take-off port. The engine power is input through the first power take-off port and transmitted to the rear axle through the second power take-off port, enabling the suction vehicle to move.

[0018] Furthermore, when the electromagnet of the second solenoid valve is given a current of 178–440 mA, the displacement of the variable pump is 0–75 mL / r, and the speed of the suction vehicle is 0–5.2 km / h.

[0019] Furthermore, the control system also includes a switch, which is electrically connected to the PLC controller. When the PLC controller receives a signal from the switch, it controls the first solenoid valve to disconnect the first clutch of the broken shaft power take-off from the engagement between the second power take-off port and the first power take-off port.

[0020] Furthermore, the transmitter is equipped with a knob for adjusting the engine speed, and the PLC controller is electrically connected to the engine throttle.

[0021] Furthermore, it also includes a second power take-off (PTO) and an auxiliary motion hydraulic system, wherein the second PTO is drivenly connected to the gearbox, and the hydraulic pump of the auxiliary motion hydraulic system is drivenly connected to the second PTO.

[0022] Unlike existing technologies, the above technical solution has the following beneficial effects:

[0023] This application proposes a novel control strategy that allows users to set different operating modes through the control system to adapt to different operational needs.

[0024] Under normal driving conditions, the first clutch within the axle-break power take-off (PTO) keeps the second PTO port engaged with the first PTO port, while simultaneously disengaging the third PTO port from the first PTO port. At this time, engine power is transmitted to the rear axle via the first PTO, gearbox, and axle-break transfer case, and the vehicle travels in the conventional manner. When suction operations are required, the first PTO transfers a portion of the engine power to the suction fan to ensure its stable operation.

[0025] If low-speed vehicle movement is required during suction, a signal can be sent to the PLC controller via remote control. The PLC controller activates the first solenoid valve, causing the first clutch to disconnect the second power take-off (PTO) from the first PTO, while the second clutch engages the third PTO from the first PTO. At this point, the engine no longer directly drives the rear axle through the first and second PTOs; instead, it drives the variable displacement pump through the third PTO. The hydraulic oil generated by the variable displacement pump flows through the hydraulic unit, driving the hydraulic motor to rotate, which in turn drives the rear axle at low speed through the second PTO. By adjusting the proportional current of the variable displacement pump, the output speed of the hydraulic motor can be changed, thereby precisely controlling the vehicle's speed, especially enabling low-speed driving and ensuring that suction operations are not affected.

[0026] The above description of the utility model is merely an overview of the technical solution of this application. In order to enable those skilled in the art to better understand the technical solution of this application and to implement it based on the description and drawings, and to make the above-mentioned objectives and other objectives, features and advantages of this application easier to understand, the following description is provided in conjunction with the specific embodiments and drawings of this application. Attached Figure Description

[0027] The accompanying drawings are only used to illustrate the principles, implementation methods, applications, features, and effects of specific embodiments of this application and other related content, and should not be considered as limitations on this application.

[0028] Figure 1 This is one of the perspective views of the suction vehicle chassis in this embodiment;

[0029] Figure 2 This is the second perspective view of the suction vehicle chassis in this embodiment;

[0030] Figure 3 This is a simplified diagram of the suction vehicle chassis in this embodiment;

[0031] Figure 4This is one of the schematic diagrams of the broken shaft power take-off device in this embodiment;

[0032] Figure 5 This is the second schematic diagram of the broken shaft power take-off device in this embodiment;

[0033] Figure 6 This is a schematic diagram of the broken shaft power take-off and hydraulic walking system in this embodiment;

[0034] Figure 7 This is a schematic diagram of the first solenoid valve, the first clutch, and the second clutch in this embodiment;

[0035] Figure 8 This is a schematic diagram of the hydraulic walking system in this embodiment;

[0036] Figure 9 This is a schematic diagram of the control system in this embodiment;

[0037] Figure 10 This is a schematic diagram of the transmitter in this embodiment.

[0038] Explanation of reference numerals in the attached figures:

[0039] 1. Chassis;

[0040] 11. Engine; 12. First power take-off (PTO); 13. Gearbox; 14. Second power take-off (PTO);

[0041] 15. Broken shaft power take-off; 151. First power take-off port; 152. Second power take-off port; 153. Third power take-off port; 154. Fourth power take-off port; 155. First solenoid valve; 156. Cylinder; 157. Cylinder;

[0042] 16. Rear axle; 17. Front drive shaft; 18. Rear drive shaft;

[0043] 2. Hydraulic walking system;

[0044] 21. Variable displacement pump; 211. Variable displacement servo cylinder; 212. Swashplate angle; 22. Make-up pump; 23. Hydraulic motor; 24. Pressure shut-off valve; 25. High-pressure relief valve; 26. Make-up relief valve; 27. Second solenoid valve; 28. Filter;

[0045] 3. Control system;

[0046] 31. PLC controller; 32. Transmitter; 33. Receiver; 34. Switch; 35. Knob; 36. Display screen; 37. Joystick;

[0047] 4. Exhaust fan;

[0048] 5. Hydraulic pump. Detailed Implementation

[0049] To illustrate the possible application scenarios, technical principles, implementable specific solutions, and achievable objectives and effects of this application in detail, the following description, in conjunction with the listed specific embodiments and accompanying drawings, provides a detailed explanation. The embodiments described herein are merely illustrative of the technical solutions of this application and are therefore intended to limit the scope of protection of this application.

[0050] In this document, the term "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The term "embodiment" appearing in various places throughout the specification does not necessarily refer to the same embodiment, nor does it specifically limit its independence or connection with other embodiments. In principle, in this application, as long as there are no technical contradictions or conflicts, the technical features mentioned in each embodiment can be combined in any way to form corresponding implementable technical solutions.

[0051] Unless otherwise defined, the technical terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the use of related terms herein is merely for the purpose of describing particular embodiments and is not intended to limit this application.

[0052] In the description of this application, the term "and / or" is used to describe the logical relationship between objects, indicating that three relationships can exist. For example, A and / or B means: A exists, B exists, and A and B exist simultaneously. Additionally, the character " / " in this document generally indicates that the preceding and following objects have an "or" logical relationship.

[0053] In this application, terms such as “first” and “second” are used only to distinguish one entity or operation from another, and do not necessarily require or imply any actual quantity, hierarchy or order relationship between these entities or operations.

[0054] Without further limitations, the use of terms such as “comprising,” “including,” “having,” or other similar open-ended expressions in this application is intended to cover non-exclusive inclusion, which does not exclude the presence of additional elements in a process, method, or product that includes the stated elements, such that a process, method, or product that includes a list of elements may include not only those defined elements but also other elements not expressly listed, or elements inherent to such a process, method, or product.

[0055] As understood in the Examination Guidelines, in this application, expressions such as "greater than," "less than," and "exceeding" are understood to exclude the stated number; expressions such as "above," "below," and "within" are understood to include the stated number. Furthermore, in the description of the embodiments in this application, "multiple" means two or more (including two), and similar expressions related to "multiple" are also understood in this way, such as "multiple groups" and "multiple times," unless otherwise explicitly specified.

[0056] In the description of the embodiments of this application, the space-related expressions used, such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "vertical," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," indicate the orientation or positional relationship based on the orientation or positional relationship shown in the specific embodiments or drawings. They are only for the purpose of describing the specific embodiments of this application or for the reader's understanding, and do not indicate or imply that the device or component referred to must have a specific position, a specific orientation, or be constructed or operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0057] Unless otherwise expressly specified or limited, the terms "installation," "connection," "linking," "fixing," and "setting," as used in the description of the embodiments of this application, should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral arrangement; it can be a direct connection or an indirect connection through an intermediate medium; it can be a relationship of two components combined together, an interaction relationship between two components, or a connection within two structures. Those skilled in the art to which this application pertains can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0058] Please see Figures 1 to 10 This embodiment provides a suction vehicle, including a suction mechanism, a chassis 1 with power and walking functions, a control system 3, and a hydraulic walking system 2;

[0059] The suction mechanism includes a suction fan 4;

[0060] The chassis 1 includes an engine 11, a first power take-off (PTO) 12, a gearbox 13, and a broken-shaft PTO 15. The engine 11 is driven by the first PTO 12 and the gearbox 13. The first PTO 12 is driven by the suction fan 4. The broken-shaft PTO 15 includes a first power take-off port 151, a second power take-off port 152, a third power take-off port 153, a fourth power take-off port 154, a first clutch, a second clutch, and a first solenoid valve 155. The fourth power take-off port 154 is driven by the second power take-off port 152. The first power take-off port 151 is connected to the gearbox 13, the second power take-off port 152 is connected to the rear axle 16 of the chassis 1, the first clutch is used to engage or disengage the second power take-off port 152 from the first power take-off port 151, the second clutch is used to engage or disengage the third power take-off port 153 from the first power take-off port 151, and the first solenoid valve 155 is electrically connected to the first clutch and the second clutch respectively, and is used to control the operation of the first clutch and the second clutch.

[0061] The hydraulic walking system 2 includes a variable pump 21, a hydraulic motor 23 and a hydraulic unit. The variable pump 21 is connected to the third power take-off port 153, and the hydraulic motor 23 is connected to the fourth power take-off port 154. The variable pump 21 drives the hydraulic motor 23 to move through the hydraulic unit. The hydraulic unit includes a second solenoid valve 27 that is electrically connected to the variable pump 21.

[0062] The control system 3 includes a PLC controller 31 and a remote controller. The PLC controller 31 is electrically connected to the first solenoid valve 155 and the second solenoid valve 27. It is used to control the engagement and disengagement of the first clutch and the second clutch through the first solenoid valve 155 and to control the displacement of the variable pump 21 through the second solenoid valve 27. The remote controller includes a receiver 33 and a transmitter 32. The receiver 33 is electrically connected to the PLC controller 31 and the transmitter 32 is communicatively connected to the receiver 33.

[0063] The first solenoid valve 155 is electrically connected to both clutches to receive instructions from the PLC controller 31 and execute corresponding actions. The PLC controller 31 is responsible for coordinating and controlling the operation of the entire system, especially controlling the clutch action through the solenoid valves and adjusting the displacement of the variable pump 21 to control the vehicle speed.

[0064] The transmitter 32 and receiver 33 of the remote control are key components for achieving remote control. They work together to allow the operator to precisely control the equipment from a distance. The transmitter 32, part of the remote control system, is held by the operator and used to send control signals. It transmits user-inputted commands to the receiver 33 via radio signals (such as radio waves, infrared, etc.). The operator activates the transmitter 32 and establishes a connection with the receiver 33, ensuring both are on the same channel or communication protocol. The operator holds the transmitter 32 and inputs preset commands as needed via buttons, knobs, joysticks, or a touchscreen. For example, pressing the "forward" joystick 37 moves the vehicle forward, and rotating the knob 35 adjusts the throttle opening to regulate engine speed. If the transmitter 32 is equipped with a display screen 36, the operator can view the current settings and status information on the screen to ensure the commands are accurate. After input, the transmitter 32 encodes the command and sends it to the receiver 33 via radio signals. Upon receiving the signal, the receiver 33 decodes it and transmits it to the PLC controller 31, which executes the corresponding operation according to the command, such as controlling the speed or direction of the hydraulic motor 23.

[0065] The above technical solution has the following beneficial effects:

[0066] This application proposes a novel control strategy that allows users to set different working modes through the control system 3 (such as PLC controller 31) to adapt to different operational needs.

[0067] Under normal driving conditions, the first clutch within the axle-break power take-off 15 keeps the second power take-off port 152 engaged with the first power take-off port 151, while the second clutch disengages the third power take-off port 153 from the first power take-off port 151. At this time, the power from the engine 11 is transmitted to the rear axle 16 via the first power take-off 12, the gearbox 13, and the axle-break power take-off 15, and the vehicle travels in a conventional manner. When suction operations are required, the first power take-off 12 transmits a portion of the engine 11's power to the suction fan 4 to ensure its stable operation.

[0068] If low-speed vehicle movement is required during the suction process, a signal can be sent to the PLC controller 31 via remote control. The PLC controller 31 activates the first solenoid valve 155, causing the first clutch to disconnect the connection between the second power take-off port 152 and the first power take-off port 151, while the second clutch engages the third power take-off port 153 and the first power take-off port 151. At this time, the engine 11 no longer directly drives the rear axle 16, but instead drives the variable pump 21 through the third power take-off port 153. The hydraulic oil generated by the variable pump 21 flows through the hydraulic unit to drive the hydraulic motor 23 to rotate, which in turn drives the rear axle 16 to move at low speed through the second power take-off port 152. By adjusting the proportional current of the variable pump 21, the output speed of the hydraulic motor 23 can be changed, thereby precisely controlling the vehicle's speed, especially enabling low-speed driving and ensuring that the suction operation is not affected.

[0069] Please see Figure 2 and Figure 6 In this embodiment, there are two hydraulic motors 23 and two fourth power take-off ports 154. One hydraulic motor 23 corresponds to one fourth power take-off port 154. The hydraulic motor 23 is installed on the housing of the broken shaft power take-off device 15. The two fourth power take-off ports 154 are symmetrically arranged on the housing and are arranged sequentially along the length direction of the chassis 1.

[0070] Figure 2 As shown, the two hydraulic motors 23 are directly mounted on the housing of the broken axle power take-off 15, ensuring a compact structure. The symmetrical arrangement of the hydraulic motors 23 ensures balanced power transmission. When the vehicle is traveling at low speed, the engine 11 drives the variable pump 21 through the third power take-off port 153. The hydraulic oil generated by the variable pump 21 flows through the hydraulic unit and is then transmitted to the two hydraulic motors 23. Each hydraulic motor 23 receives the hydraulic oil and rotates, thereby driving the wheels on both sides of the rear axle 16 to rotate through its corresponding fourth power take-off port 154, achieving low-speed vehicle travel.

[0071] In some embodiments, the hydraulic motor 23 can also be further secured to the chassis 1 frame to further enhance the stability of the fixation.

[0072] Please see Figure 6 In this embodiment, the variable pump 21 is a closed-type, proportional pump, and the two oil ports of the variable pump 21 are connected to the two oil ports of the hydraulic motor 23 through the first oil pipe N1 and the second oil pipe N2 of the hydraulic unit.

[0073] The closed-loop hydraulic system controls the travel speed by adjusting the flow rate of the closed-loop variable pump 21. The variable pump 21 can adjust its output flow rate according to actual needs, ensuring stable and precise power support under different working conditions. The variable pump 21 can supply oil in both forward and reverse directions, thereby controlling the forward and reverse rotation of the hydraulic motor 23. Optionally, if the swashplate angle 212 of the variable pump 21 is tilted to the left, the variable pump 21 will discharge oil from the port where the first oil pipe is located, the hydraulic motor 23 will rotate forward, the suction vehicle will move forward, and the port where the second oil pipe of the variable pump 21 is located will serve as the return oil port. Conversely, if the swashplate angle 212 of the variable pump 21 is tilted to the right, the variable pump 21 will discharge oil from the port where the second oil pipe is located, the hydraulic motor 23 will rotate in reverse, the suction vehicle will move backward, and the port where the first oil pipe of the variable pump 21 is located will serve as the return oil port.

[0074] The hydraulic walking system 2 also includes a replenishing pump 22 and a replenishing overflow valve 26. The oil outlet of the replenishing pump 22 is connected to the oil inlet of two second solenoid valves 27 through the third oil pipe N3 of the hydraulic unit. There are two second solenoid valves 27, which are electro-proportional pressure valves. The oil outlets of the two second solenoid valves 27 are connected to the rod chamber and rodless chamber of the variable displacement servo cylinder 211 of the variable pump through the fourth oil pipe N4 and the fifth oil pipe N5 of the hydraulic unit. The electromagnet of the second solenoid valve 27 is electrically connected to the PLC controller 31. The oil inlet of the replenishing overflow valve 26 is connected to the third oil pipe, and the oil return port of the replenishing overflow valve 26 is connected to the oil tank.

[0075] The replenishing pump 22 is responsible for replenishing hydraulic oil to the closed hydraulic system, ensuring that there is enough hydraulic oil in the system to maintain normal operating pressure. The second solenoid valve 27 (electro-proportional pressure valve) adjusts its opening degree according to the signal sent by the PLC controller 31, thereby controlling the flow of hydraulic oil entering the rod chamber and rodless chamber of the variable displacement servo cylinder 211, and realizing fine adjustment of the displacement of the variable pump 21.

[0076] The hydraulic unit also includes two pressure shut-off valves 24 and / or two high-pressure relief valves 25. The inlet of the first pressure shut-off valve 24 is connected to the first oil pipe N1, and its outlet is connected to the fourth oil pipe N4. The inlet of the second pressure shut-off valve 24 is connected to the second oil pipe N2, and its outlet is connected to the fifth oil pipe N5. The inlet of the first high-pressure relief valve 25 is connected to the first oil pipe, and its outlet is connected to the oil tank. The inlet of the first high-pressure relief valve 25 is connected to the second oil pipe, and its outlet is connected to the oil tank.

[0077] It should be noted that either the pressure shut-off valve 24 or the high-pressure relief valve 25 can be installed, or both can be installed. Figure 6 The system is shown to have two pressure shut-off valves 24 and two high-pressure relief valves 25. The pressure shut-off valves 24 automatically cut off the oil circuit when the system pressure rises abnormally, preventing damage to hydraulic components from overpressure. The high-pressure relief valves 25 serve a safety guarantee function, ensuring that the system will not malfunction due to overpressure.

[0078] When the electromagnet of the second electromagnet (electro-proportional pressure valve) is energized, the solenoid valve core of the electro-proportional pressure valve opens, introducing control oil into one end of the servo piston cylinder of the variable pump 21 and pushing the piston to move. The movement of the servo piston causes the pump swashplate tilt angle to change (tilt to the left or right, affecting the oil outlet direction; if tilted to the left, oil can be discharged from the upper right port), thereby changing the displacement of the variable pump 21.

[0079] Please see Figure 6In this embodiment, the hydraulic unit also includes a filter 28, which is located on the third oil pipe N3, between the second solenoid valve 27 and the replenishing pump 22. This location ensures that the hydraulic oil output from the replenishing pump 22 is effectively filtered before entering the second solenoid valve 27, removing impurities and contaminants.

[0080] Please see Figures 4 to 7 In this embodiment, the first clutch and the second clutch are pneumatic clutches, which achieve the engagement and disengagement of gears in the transfer case through the action of cylinders 156 and 157. The first solenoid valve 155 is a two-position five-way solenoid valve, which is connected to the air circuit adapted to the pneumatic clutch. The working port A of the first solenoid valve 155 is connected to the rodless chamber A1 of the cylinder 156 of the first clutch and the rod chamber B2 of the cylinder 157 of the second clutch, respectively. The working port B of the first solenoid valve 155 is connected to the rod chamber B1 of the cylinder 156 of the first clutch and the rodless chamber A2 of the cylinder 157 of the second clutch, respectively.

[0081] It should be noted that the rod chamber is the chamber on the side where the piston rod passes through the cylinder wall, while the rodless chamber is the chamber on the side where the piston rod does not pass through. When compressed air enters the rodless chamber, it pushes the piston towards the rod chamber side, causing the piston rod to extend out of the cylinder.

[0082] Please see Figure 6 When the first solenoid valve 155 is energized, air enters the rod chamber B1 of the cylinder 156 of the first clutch and the rodless chamber A2 of the cylinder 157 of the second clutch. The cylinder 157 of the second clutch extends to engage the third power take-off port 153 and the first power take-off port 151. The cylinder 156 of the first clutch disengages the second power take-off port 152 and the first power take-off port 151. The power of the engine 11 is input through the first power take-off port 151 and drives the variable pump 21 through the third power take-off port 153. The variable pump 21 drives the hydraulic motor 23. The hydraulic motor 23 transmits power to the rear axle 16 through the fourth power take-off port 154 and the second power take-off port 152, so that the suction vehicle travels, i.e., in low-speed travel mode.

[0083] Please see Figure 5 When the first solenoid valve 155 is not energized, air enters the rodless chamber A1 of the cylinder 156 of the first clutch and the rod chamber B2 of the cylinder 157 of the second clutch. The cylinder 157 of the second clutch disconnects the third power take-off port 153 and the first power take-off port 151. The cylinder 156 of the first clutch extends to engage the second power take-off port 152 and the first power take-off port 151. The power of the engine 11 is input through the first power take-off port 151 and transmitted to the rear axle 16 through the second power take-off port 152, so that the suction vehicle can drive, i.e., in normal driving mode.

[0084] The pneumatic clutch and two-position five-way solenoid valve design allow the vehicle to quickly switch between normal driving mode and low-speed travel mode, adapting to different operational needs and improving operational flexibility. In some embodiments, the first solenoid valve 155 can be a two-position four-way solenoid valve. By precisely controlling the energized and de-energized states of the solenoid valve, the accuracy and consistency of clutch action are ensured, reducing the risk of misoperation and enhancing the reliability and safety of the system. In low-speed travel mode, the power of the engine 11 is transmitted through a closed hydraulic system, achieving precise control of the travel speed without affecting the working stability of the suction fan 4; in normal driving mode, the power is directly transmitted to the rear axle 16, ensuring efficient driving performance.

[0085] In this embodiment, the broken-shaft power take-off 15 can deliver power to various power take-off ports as needed, and its internal structure is equipped with a precision transmission mechanism, such as... Figures 4 to 6 As shown, a gear transmission system is used to achieve efficient power transmission. The meshing between gears ensures the stability and efficiency of power transmission, while the built-in clutch mechanism allows for precise control of gear engagement and disengagement, thereby achieving smooth power switching and disconnection. Figure 6 As shown, the cylinder 157 of the second clutch extends, driving gear A to mesh with a gear on the left side, thereby engaging the third power take-off port 153 and the first power take-off port 151, as follows. Figure 5 As shown, the cylinder 156 of the first clutch extends, driving gear B to mesh with a gear on one side, so as to engage the second power take-off port 152 and the first power take-off port 151.

[0086] In this embodiment, the power speed range of the broken-shaft power take-off 15 is specifically 500–3192 rpm, and the displacement of the hydraulic motor 23 can be 160 ml / rpm. As one feasible approach, the engine 11 operates stably at 1550 RPM, transmitting power to the closed-loop hydraulic pump via the broken-shaft power take-off transfer case. This hydraulic pump is responsible for generating the required hydraulic oil flow, driving the hydraulic motor 23 to achieve low-speed vehicle operation. When the electromagnet current of the second solenoid valve is 178–440 mA, the displacement of the variable pump is 0–75 mL / r, and the vehicle speed of the suction truck is 0–5.2 km / h. That is, when the electromagnet current of the second solenoid valve 27 is 178 mA, the displacement of the variable pump 21 is 0 mL / r, and the vehicle speed of the suction truck is 0; when the current is 440 mA, the displacement of the variable pump 21 is 75 mL / r, and the vehicle speed of the suction truck is 5.2 km / h. When the pressure of the closed-loop system reaches 320 bar, the pressure shut-off valve 24 opens. At this time, the pressure signal is transmitted to the low-pressure side of the servo cylinder through the internal oil passage, acting simultaneously with the control signal from the displacement control module on both sides of the servo piston, weakening the control signal from the control module. Under the action of the swashplate reset force, the pump displacement decreases, thereby maintaining the system pressure at the set value. The high-pressure relief valve 25 can be set to a pressure of 350 bar, and it only opens briefly when the system experiences a momentary pressure peak.

[0087] Please see Figure 9 and Figure 10 In this embodiment, the control system 3 also includes a switch 34, which is electrically connected to the PLC controller 31. When the PLC controller 31 receives the signal from the switch 34, it controls the first solenoid valve 155 to disconnect the first clutch of the broken shaft power take-off 15 from the engagement of the second power take-off port 152 and the first power take-off port 151.

[0088] Switch 34 can be a rocker switch, push button switch, rotary switch, etc. The operator operates the switch in the cab to send a signal to the PLC controller 31. The engine 11 no longer directly drives the rear axle 16, but drives the variable pump 21 through the third power take-off port 153. The hydraulic oil generated by the variable pump 21 flows through the hydraulic unit to drive the hydraulic motor 23 to rotate, and then drives the rear axle 16 to travel at low speed through the second power take-off port 152.

[0089] Please see Figure 9 and Figure 10In this embodiment, the transmitter 32 is equipped with a knob 35 for adjusting the speed of the engine 11, and the PLC controller 31 is electrically connected to the throttle of the engine 11. Operators can input a preset engine 11 speed command by rotating this knob 35. After receiving the signal, the receiver 33 decodes it and transmits it to the PLC controller 31. The PLC controller 31 adjusts its output signal according to the received command, thereby controlling the throttle action of the engine 11. Since the engine 11 drives the fan to rotate through the first power take-off 12, the speed of the suction fan 4 can be further controlled.

[0090] Please see Figure 3 In this embodiment, the suction vehicle also includes a second power take-off (PTO) 14 and an auxiliary hydraulic system. The second PTO 14 is connected to the gearbox 13, and the hydraulic pump 5 of the auxiliary hydraulic system is connected to the second PTO 14. The auxiliary hydraulic system controls the operation of other hydraulic actuators on the suction vehicle, including hydraulic cylinders that control the bending of the suction arm of the suction mechanism and hydraulic outriggers that control the stability of the chassis 1.

[0091] In this embodiment, the first power take-off (PTO) 12 is a sandwich PTO, which can be an Interpump PTO and is a full-power PTO. The second PTO 14 is an NH / 1b PTO sandwich PTO, which is also a full-power PTO.

[0092] In this embodiment, the PLC controller 31 can be electrically connected to the first solenoid valve 155, the second solenoid valve 27, the receiver 33, and the throttle of the engine 11 via CAN communication. Through the CAN communication protocol, key components are integrated into a unified network, reducing the complexity and potential failure points associated with traditional wiring and improving system reliability.

[0093] Please see Figure 2 In this embodiment, the transmission configuration between the gearbox 13, the power take-off (PTO) 15, and the rear axle 16 can be as follows: the transfer case is connected to the universal joint at the front end of the front driveshaft 17 via a flange; the universal joint at the rear end of the front driveshaft 17 is connected to the first PTO port 151 of the PTO 15 via a flange; the second PTO port 152 of the PTO 15 is connected to the universal joint at the front end of the rear driveshaft 18 via a flange; the universal joint at the rear end of the rear driveshaft 18 is connected to the rear axle 16 via a flange; and the rear axle 16 can drive the rear wheels through corresponding transmission components. Preferably, the central axis of the PTO 15 is parallel to the central axis of the gearbox 13, and the two corresponding flange surfaces are required to be parallel.

[0094] In summary, suction trucks have the following two advantages:

[0095] Advantage 1: While the first power take-off unit 12 and the second power take-off unit 14 of the suction vehicle are working normally, the whole vehicle can travel at low speed.

[0096] Advantage 2: When the first power take-off 12 of the suction vehicle can drive the suction fan 4 to work and the vehicle to travel at low speed at the same time, the fan speed can be adjusted by adjusting the engine speed 11 and the vehicle speed can be adjusted by adjusting the closed pump flow rate, without affecting each other.

[0097] Finally, it should be noted that although the above embodiments have been described in the text and drawings of this application, this should not limit the scope of patent protection of this application. Any technical solutions that are based on the essential concept of this application and utilize the content described in the text and drawings of this application, resulting in equivalent structural or procedural substitutions or modifications, as well as the direct or indirect application of the technical solutions of the above embodiments to other related technical fields, are all included within the scope of patent protection of this application.

Claims

1. A suction vehicle, characterized in that, Includes a suction mechanism, a chassis with power and mobility functions, a control system, and a hydraulic walking system; The suction mechanism includes a suction fan; The chassis includes an engine, a first power take-off (PTO), a gearbox, and a broken axle PTO. The engine is driven to the first PTO and the gearbox. The first PTO is driven to the exhaust fan. The broken axle PTO has a first power take-off port, a second power take-off port, a third power take-off port, a fourth power take-off port, a first clutch, a second clutch, and a first solenoid valve. The fourth power take-off port and the second power take-off port are driven to each other. The first power take-off port is driven to the gearbox. The second power take-off port is driven to the rear axle of the chassis. The first clutch is used to engage or disengage the second power take-off port from the first power take-off port. The second clutch is used to engage or disengage the third power take-off port from the first power take-off port. The first solenoid valve is electrically connected to the first clutch and the second clutch and is used to control the operation of the first clutch and the second clutch. The hydraulic walking system includes a variable pump, a hydraulic motor, and a hydraulic unit. The variable pump is driven by the third power take-off port, and the hydraulic motor is driven by the fourth power take-off port. The variable pump drives the hydraulic motor through the hydraulic unit. The hydraulic unit includes a second solenoid valve electrically connected to the variable pump. The control system includes a PLC controller and a remote controller. The PLC controller is electrically connected to the first solenoid valve and the second solenoid valve, and is used to control the engagement and disengagement of the first clutch and the second clutch through the first solenoid valve, and to control the displacement of the variable pump through the second solenoid valve. The remote controller includes a receiver and a transmitter. The receiver is electrically connected to the PLC controller, and the transmitter is communicatively connected to the receiver.

2. The suction vehicle according to claim 1, characterized in that, There are two hydraulic motors and two fourth power take-off ports. One hydraulic motor corresponds to one fourth power take-off port. The hydraulic motors are mounted on the housing of the broken shaft power take-off unit. The two fourth power take-off ports are symmetrically arranged on the housing and are arranged sequentially along the length of the chassis.

3. The suction vehicle according to claim 1, characterized in that, The variable pump is a closed-type, proportional pump, and the two oil ports of the variable pump are connected to the two oil ports of the hydraulic motor through the first oil pipe and the second oil pipe of the hydraulic unit. The hydraulic walking system also includes a replenishing pump and a replenishing overflow valve. The outlet of the replenishing pump is connected to the inlet of two second solenoid valves through the third oil pipe of the hydraulic unit. There are two second solenoid valves, which are electro-proportional pressure valves. The outlets of the two second solenoid valves are connected to the rod chamber and rodless chamber of the variable displacement servo cylinder of the variable pump through the fourth and fifth oil pipes of the hydraulic unit. The electromagnet of the second solenoid valve is electrically connected to the PLC controller. The inlet of the replenishing overflow valve is connected to the third oil pipe, and the return port of the replenishing overflow valve is connected to the oil tank. The hydraulic unit further includes two pressure shut-off valves and / or two high-pressure relief valves. The inlet of the first pressure shut-off valve is connected to the first oil pipe, and its outlet is connected to the fourth oil pipe. The inlet of the second pressure shut-off valve is connected to the second oil pipe, and its outlet is connected to the fifth oil pipe. The inlet of the first high-pressure relief valve is connected to the first oil pipe, and its outlet is connected to the oil tank. The inlet of the first high-pressure relief valve is connected to the second oil pipe, and its outlet is connected to the oil tank.

4. The suction vehicle according to claim 3, characterized in that, The hydraulic unit also includes a filter, which is located on the third oil pipe, between the second solenoid valve and the replenishing pump.

5. The suction vehicle according to claim 1, characterized in that, The first clutch and the second clutch are pneumatic clutches. The first solenoid valve is a two-position five-way solenoid valve, which is connected to an air circuit adapted to the pneumatic clutch. The working port A of the first solenoid valve is connected to the rodless chamber of the cylinder of the first clutch and the rod chamber of the cylinder of the second clutch, respectively. The working port B of the first solenoid valve is connected to the rod chamber of the cylinder of the first clutch and the rodless chamber of the cylinder of the second clutch, respectively.

6. The suction vehicle according to claim 5, characterized in that, When the first solenoid valve is energized, air enters the rod chamber of the first clutch cylinder and the rodless chamber of the second clutch cylinder. The cylinder of the second clutch extends to engage the third power take-off and the first power take-off. The cylinder of the first clutch disengages the second power take-off and the first power take-off. The power of the engine is input through the first power take-off and drives the variable pump through the third power take-off. The variable pump drives the hydraulic motor. The hydraulic motor transmits power to the rear axle through the fourth power take-off and the second power take-off, thus enabling the suction vehicle to move. When the first solenoid valve is not energized, air enters the rodless chamber of the first clutch cylinder and the rod chamber of the second clutch cylinder. The second clutch cylinder disconnects the third power take-off port and the first power take-off port. The first clutch cylinder extends to engage the second power take-off port and the first power take-off port. The engine power is input through the first power take-off port and transmitted to the rear axle through the second power take-off port, enabling the suction vehicle to move.

7. The suction vehicle according to claim 6, characterized in that, When the electromagnet of the second solenoid valve is given a current of 178–440 mA, the displacement of the variable pump is 0–75 mL / r, and the speed of the suction vehicle is 0–5.2 km / h.

8. The suction vehicle according to claim 1, characterized in that, The control system also includes a switch, which is electrically connected to the PLC controller. When the PLC controller receives a signal from the switch, it controls the first solenoid valve to disconnect the first clutch of the broken shaft power take-off from the engagement between the second power take-off port and the first power take-off port.

9. The suction vehicle according to claim 1, characterized in that, The transmitter is equipped with a knob for adjusting the engine speed, and the PLC controller is electrically connected to the engine throttle.

10. The suction vehicle according to claim 1, characterized in that, It also includes a second power take-off (PTO) and an auxiliary motion hydraulic system. The second PTO is driven to the gearbox, and the hydraulic pump of the auxiliary motion hydraulic system is driven to the second PTO.

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