A hydraulic control system for an engineering vehicle driven by wheel-mounted motors

Abstract

The utility model discloses an engineering vehicle's hydraulic control system driven walking with wheel edge motor, it includes walking multiway valve, steering oil cylinder, left rear walking motor, right rear walking motor, left front walking motor, right front walking motor, the oil port P of walking multiway valve connects variable displacement pump, and the oil port LS connects variable displacement pump load sensitive control mouth, and the oil port R connects hydraulic radiator, the oil port A1 of walking multiway valve is connected with the rodless cavity of steering oil cylinder, and the oil port B1 is connected with the rod cavity of steering oil cylinder, and the oil port A2 is connected with the oil port P1 of left rear walking motor, and the oil port B2 mouth is connected with the oil port P1 of right rear walking motor, and the oil port A3 is connected with the oil port P1 of left front walking motor, and the oil port B3 is connected with the oil port P1 of right front walking motor, and the oil port T connects back oil tank, the utility model discloses through remote control operation mode, can nimble operation equipment, and the driving mode is various, and the staff is convenient in the realization steering, advancing, retreating, pausing operation in the operation range.

Description

Technical Field

[0001] This utility model belongs to the field of hydraulic control technology for engineering vehicles, and in particular relates to a hydraulic control system for engineering vehicles driven by wheel-side motors. Background Technology

[0002] Existing engineering vehicles mostly use axle drive, with a single driving mode that usually only supports manual operation. This makes them unsuitable for remote operation in hazardous environments, as they cannot be remotely controlled and are expensive. They rely on mechanical differentials for steering, which prevents them from turning quickly or making U-turns in confined spaces, resulting in low work efficiency. Especially when passing through narrow alleys or trestle bridges, the traditional cab is located at the front of the vehicle, making it difficult for the driver to observe the road conditions on both sides. The vehicle is prone to swerving due to obstructed vision or uneven road surfaces, increasing the risk of collision. Utility Model Content

[0003] To address the aforementioned problems, the purpose of this invention is to provide a hydraulic control system for an engineering vehicle driven by a wheel-side motor, which enables the engineering vehicle to switch between high and low speeds, perform parking braking, and control steering.

[0004] To achieve the above-mentioned objectives, the present invention adopts the following technical solution: A hydraulic control system for an engineering vehicle driven by wheel-side motors includes a travel multi-way valve, a steering cylinder, a left rear travel motor, a right rear travel motor, a left front travel motor, and a right front travel motor. Port P of the travel multi-way valve is connected to a variable displacement pump, port LS is connected to the load-sensitive control port of the variable displacement pump, and port R is connected to a hydraulic radiator. Port A1 of the travel multi-way valve is connected to the rodless chamber of the steering cylinder, port B1 is connected to the rod chamber of the steering cylinder, port A2 is connected to port P1 of the left rear travel motor, port B2 is connected to port P1 of the right rear travel motor, port A3 is connected to port P1 of the left front travel motor, port B3 is connected to port P1 of the right front travel motor, and port T is connected back to the oil tank.

[0005] Furthermore, the hydraulic control system of the aforementioned engineering vehicle driven by wheel-side motors also includes a high-low speed switching valve and a parking brake valve. The oil port Z of the travel multi-way valve is connected to the third oil port of the high-low speed switching valve, and the third oil port of the high-low speed switching valve is connected to the third oil port of the parking brake valve. The second oil port is connected to the oil port Ps of the left front travel motor, left rear travel motor, right front travel motor, and right rear travel motor. The first oil port of the high-low speed switching valve and the first oil port of the parking brake valve are connected and returned to the oil tank. The second oil port of the parking brake valve is connected to the oil port Pb of the left front travel motor, left rear travel motor, right front travel motor, and right rear travel motor.

[0006] Furthermore, the oil port P1 of the left rear travel motor is connected to the oil port P2 of the right rear travel motor, the oil port P2 of the left rear travel motor is connected to the oil port P1 of the right rear travel motor, the oil port P1 of the left front travel motor is connected to the oil port P2 of the right front travel motor, and the oil port P2 of the left front travel motor is connected to the oil port P1 of the right front travel motor; the oil ports Ps of the left rear travel motor, right rear travel motor, left front travel motor, and right front travel motor are all connected, and the oil ports Pb of the left rear travel motor, right rear travel motor, left front travel motor, and right front travel motor are all connected; the oil port T1 of the left rear travel motor is connected to the oil port T2 of the right rear travel motor, and the oil port T1 of the left front travel motor is connected to the oil port T2 of the right front travel motor.

[0007] Due to the adoption of the technical solution described above, this utility model has the following advantages: The hydraulic control system of this engineering vehicle driven by wheel-side motors has a reasonable structural design and is easy to operate, especially in narrow spaces and narrow alleys. When the vehicle moves forward or backward, there is no need to turn around. Through remote control operation mode, the equipment can be operated flexibly. The driving mode is diverse, which makes it convenient for workers to turn, move forward, move backward and stop within the working range. It has good promotion and application value. Attached Figure Description

[0008] Figure 1 This is a schematic diagram of the hydraulic control system of an engineering vehicle driven by a wheel-side motor according to this utility model. In the diagram: 1 - Travel multi-way valve; 1 (a, b, c) - Proportional solenoid valve; 2 - High / low speed switching valve; 3 - Parking brake valve; 4 - Steering cylinder; 5 - Left rear travel motor; 6 - Right rear travel motor; 7 - Left front travel motor; 8 - Right front travel motor. Detailed Implementation

[0009] The technical solution of this utility model will be further described in detail below with reference to the accompanying drawings and embodiments.

[0010] like Figure 1As shown, the hydraulic control system of this engineering vehicle driven by wheel-side motors includes a travel multi-way valve 1, a high / low speed switching valve 2, a parking brake valve 3, a steering cylinder 4, a left rear travel motor 5, a right rear travel motor 6, a left front travel motor 7, and a right front travel motor 8. Port P of the travel multi-way valve 1 is connected to a variable displacement pump, port LS is connected to the load-sensitive control port of the variable displacement pump, and port R is connected to the hydraulic radiator. The travel multi-way valve 1 includes proportional solenoid valves 1a, 1b, and 1c. Port A1 of the proportional solenoid valve 1a is connected to the steering cylinder. The rodless chamber of hydraulic cylinder 4 is connected, and port B1 is connected to the rod chamber of the steering cylinder. Port A2 of proportional solenoid valve 1b is connected to port P1 of the left rear travel motor 5, and port B2 is connected to port P1 of the right rear travel motor 6. Port A3 of proportional solenoid valve 1c is connected to port P1 of the left front travel motor 7, and port B3 is connected to port P1 of the right front travel motor 8. Port T of the travel multi-way valve 1 is connected back to the oil tank, and port Z is connected to the third port of the high / low speed switching valve 2. The third port of the high / low speed switching valve 2 is connected to the third port of the parking brake valve 3. The second oil port is connected to the oil port Ps of the left rear travel motor 5, right rear travel motor 6, left front travel motor 7, and right front travel motor 8. The first oil port of the high / low speed switching valve 2 and the first oil port of the parking brake valve 3 are connected and returned to the oil tank. The second oil port of the parking brake valve 3 is connected to the oil port Pb of the left front travel motor, left rear travel motor, right front travel motor, and right rear travel motor. The oil port P1 of the left rear travel motor 5 is connected to the oil port P2 of the right rear travel motor 6, and the oil port P2 of the left rear travel motor is connected to the oil port P1 of the right rear travel motor. The oil port P1 of the front travel motor 7 is connected to the oil port P2 of the right front travel motor 8, and the oil port P2 of the left front travel motor is connected to the oil port P1 of the right front travel motor; the oil ports Ps of the left rear travel motor, right rear travel motor, left front travel motor, and right front travel motor are all connected, and the oil ports Pb of the left rear travel motor, right rear travel motor, left front travel motor, and right front travel motor are all connected; the oil port T1 of the left rear travel motor 5 is connected to the oil port T2 of the right rear travel motor 6, and the oil port T1 of the left front travel motor 7 is connected to the oil port T2 of the right front travel motor 8.

[0011] During remote control operation, the operating status of each solenoid valve is as follows: (1) When all the proportional solenoid valves in the travel multi-way valve 1 are de-energized, the engineering vehicle shall stop; (2) When the DT2 of the proportional solenoid valve 1b and the DT3 of the proportional solenoid valve 1c in the travel multi-way valve 1 are energized, it is the engineering vehicle driving mode. (3) When the proportional solenoid valve 1a’s DT1, proportional solenoid valve 1b’s DT2, and proportional solenoid valve 1c’s DT3 in the travel multi-way valve 1 are energized, it is the engineering vehicle steering mode. (4) When the DT4 of the high-low speed switching valve 2 is energized, it is the high-speed driving mode of the engineering vehicle; (5) When the DT5 of the parking brake valve 3 is not energized, it is the parking mode of the engineering vehicle and the vehicle is paused; The logic relationships of each solenoid valve under various driving modes are shown in the table below: 1 indicates the energized state; 0 indicates the de-energized state; "+" indicates that the oil inlet P of the solenoid valve is connected to the working oil port A, and "-" indicates that the oil inlet P of the solenoid valve is connected to the working oil port B.

[0012]

[0013] The parts of this utility model not described in detail are prior art. Although this utility model has been specifically shown and introduced in conjunction with the preferred embodiments, there are many methods and approaches to implement this technical solution. The above description is only a preferred embodiment of this utility model and is not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A hydraulic control system for an engineering vehicle driven by a wheel-side motor, characterized in that: It includes a travel multi-way valve, a steering cylinder, a left rear travel motor, a right rear travel motor, a left front travel motor, and a right front travel motor. The travel multi-way valve has port P connected to a variable pump, port LS connected to the load-sensitive control port of the variable pump, and port R connected to a hydraulic radiator. The travel multi-way valve has port A1 connected to the rodless chamber of the steering cylinder, port B1 connected to the rod chamber of the steering cylinder, port A2 connected to port P1 of the left rear travel motor, port B2 connected to port P1 of the right rear travel motor, port A3 connected to port P1 of the left front travel motor, port B3 connected to port P1 of the right front travel motor, and port T connected back to the oil tank.

2. The hydraulic control system for an engineering vehicle driven by a wheel-side motor according to claim 1, characterized in that: It also includes a high-low speed switching valve and a parking brake valve. The oil port Z of the travel multi-way valve is connected to the third oil port of the high-low speed switching valve. The third oil port of the high-low speed switching valve is connected to the third oil port of the parking brake valve. The second oil port is connected to the oil port Ps of the left front travel motor, the left rear travel motor, the right front travel motor, and the right rear travel motor. The first oil port of the high-low speed switching valve and the first oil port of the parking brake valve are connected and returned to the oil tank. The second oil port of the parking brake valve is connected to the oil port Pb of the left front travel motor, the left rear travel motor, the right front travel motor, and the right rear travel motor.

3. The hydraulic control system for an engineering vehicle driven by a wheel-side motor according to claim 1 or 2, characterized in that: The oil port P1 of the left rear travel motor is connected to the oil port P2 of the right rear travel motor, the oil port P2 of the left rear travel motor is connected to the oil port P1 of the right rear travel motor, the oil port P1 of the left front travel motor is connected to the oil port P2 of the right front travel motor, and the oil port P2 of the left front travel motor is connected to the oil port P1 of the right front travel motor; the oil ports Ps of the left rear travel motor, right rear travel motor, left front travel motor, and right front travel motor are all connected, and the oil ports Pb of the left rear travel motor, right rear travel motor, left front travel motor, and right front travel motor are all connected; the oil port T1 of the left rear travel motor is connected to the oil port T2 of the right rear travel motor, and the oil port T1 of the left front travel motor is connected to the oil port T2 of the right front travel motor.

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