Power retention transmission device

Abstract

The utility model relates to power keeping transmission device technical field, especially a kind of power keeping transmission device, including oil tank, quantitative pump and motor, the output end of the motor is connected with the input end transmission of quantitative pump, the input end of quantitative pump is set in oil tank, it further includes auxiliary brake mechanism, the auxiliary brake mechanism includes first oil cylinder, second oil cylinder, two-position three-way unloading valve, three-position four-way reversing valve and first external control overflow valve, when using, by setting auxiliary brake mechanism, when not needing its work, oil reaches the P3 port of three-position four-way reversing valve after passing through quantitative pump, backflow to the A1 port of first liquid external control overflow valve and is transported to the P port of two-position three-way unloading valve, then by the A port of two-position three-way unloading valve unloading to oil tank, when needing its work, two-position three-way unloading valve, three-position four-way reversing valve, first oil cylinder and second oil cylinder cooperate, and make the keeping of hydraulic power, realize auxiliary brake mechanism assist main brake safe parking.

Description

Technical Field

[0001] This utility model relates to the field of power holding and transmission device technology, and in particular to a power holding and transmission device. Background Technology

[0002] When large, heavy-duty vehicles are parked on a slope, if the wet braking system remains operational for an extended period, internal leakage can cause a gradual decrease in braking pressure and consequently, a reduction in braking force. This problem directly jeopardizes parking safety on slopes, potentially leading to vehicle skidding or even rollover accidents. Existing braking systems typically rely on a single hydraulic circuit; under continuous braking conditions, the pressure loss caused by internal leakage cannot be effectively compensated, posing significant challenges to system stability and safety. Summary of the Invention

[0003] The technical problem to be solved by this utility model is: in order to solve the problem that the pressure loss caused by internal leakage in the braking system of existing large heavy-duty vehicles when parking on a slope cannot be effectively compensated under continuous braking conditions, and the system stability and safety face significant challenges, a power holding and transmission device is provided.

[0004] The technical solution adopted by this utility model to solve its technical problem is: a power holding and transmission device, including an oil tank, a fixed displacement pump, and a motor. The output end of the motor is drivenly connected to the input end of the fixed displacement pump, and the input end of the fixed displacement pump is located inside the oil tank. It also includes an auxiliary braking mechanism, which includes a first cylinder, a second cylinder, a two-position three-way unloading valve, a three-position four-way directional valve, and a first externally controlled overflow valve. The output end of the fixed displacement pump is connected to the P3 port of the three-position four-way directional valve, and the T3 port of the three-position four-way directional valve is connected to the oil tank. The tank is connected to the oil tank. The A2 port of the three-position four-way directional valve is connected to the C1 port of the first oil cylinder and the C3 port of the second oil cylinder. The B2 port of the three-position four-way directional valve is connected to the C2 port of the first oil cylinder and the C4 port of the second oil cylinder. The P3 port of the three-position four-way directional valve is connected to the H1 port of the first external control relief valve. The H2 port of the first external control relief valve is connected to the oil tank. The A1 port of the first external control relief valve is connected to the P port of the two-position three-way unloading valve. The A and B1 ports of the two-position three-way unloading valve are connected to the oil tank. Compared to existing technologies, this solution incorporates an auxiliary braking mechanism. When not in use, the hydraulic fluid, via a metering pump, reaches port P3 of the three-position four-way directional valve, then flows back to port A1 of the first external hydraulic control relief valve and is delivered to port P of the two-position three-way unloading valve. From there, it is unloaded into the oil tank via port A of the two-position three-way unloading valve. When needed, the two-position three-way unloading valve, the three-position four-way directional valve, the first cylinder, and the second cylinder work together to maintain hydraulic power, enabling the auxiliary braking mechanism to assist the main brake in safely stopping the vehicle. This addresses the issue of slippage and other abnormal situations caused by internal leakage from wet brakes during prolonged braking, thus improving the overall safety of the vehicle.

[0005] To ensure synchronized operation of the first and second hydraulic cylinders, some preferred embodiments further include a first dual-hydraulic control check valve. The A2 port of the three-position four-way directional valve is connected to the P4 port of the first dual-hydraulic control check valve. The P6 port of the first dual-hydraulic control check valve is connected to both the C1 port of the first cylinder and the C3 port of the second cylinder. The B2 port of the three-position four-way directional valve is connected to the P5 port of the first dual-hydraulic control check valve. The P7 port of the first dual-hydraulic control check valve is connected to both the C2 port of the first cylinder and the C4 port of the second cylinder. By setting the first dual-hydraulic control check valve, when oil enters through ports P4 and P6, the valve on the right side also opens, allowing ports P7 and P5 of the first dual-hydraulic control check valve to conduct, achieving simultaneous oil inflow and return.

[0006] To ensure uniform flow rate into and out of the first and second hydraulic cylinders, in some preferred embodiments, flow dividers are provided between port P6 of the first dual-hydraulic check valve and port C1 of the first hydraulic cylinder, between port P6 of the first dual-hydraulic check valve and port C3 of the second hydraulic cylinder, between port P7 of the first dual-hydraulic check valve and port C2 of the first hydraulic cylinder, and between port P7 of the second dual-hydraulic check valve and port C4 of the second hydraulic cylinder. By providing flow dividers, uniform flow rate of hydraulic fluid into and out of the first and second hydraulic cylinders is achieved, ensuring that the first and second hydraulic cylinders can operate synchronously, thus ensuring the reliability of the auxiliary braking.

[0007] To ensure stable and reliable operation of the first hydraulic cylinder, in some preferred embodiments, a first check valve and a first hydraulically controlled pressure reducing valve are connected in parallel between port C1 of the first hydraulic cylinder and port A6 of the diverter valve. Port Y3 of the first hydraulically controlled pressure reducing valve is connected to port Y7 of the second hydraulically controlled pressure reducing valve, and port Y2 of the first hydraulically controlled pressure reducing valve is connected to port Y1 of the first hydraulically controlled pressure reducing valve. A second check valve and a second hydraulically controlled pressure reducing valve are connected in parallel between port C2 of the first hydraulic cylinder and port A5 of the diverter valve. Port Y6 of the second hydraulically controlled pressure reducing valve is connected to port Y1 of the first hydraulically controlled pressure reducing valve, and port Y8 of the second hydraulically controlled pressure reducing valve is connected to port Y7 of the second hydraulically controlled pressure reducing valve. Through the cooperation of the first check valve and the first hydraulically controlled pressure reducing valve, and the cooperation of the second check valve and the second hydraulically controlled pressure reducing valve, when oil enters port C1 of the first hydraulic cylinder, the second hydraulically controlled pressure reducing valve is directly opened for oil return. At the same time, while maintaining pressure in the first hydraulic cylinder, a portion of the oil is returned through port Y4 of the first hydraulically controlled pressure reducing valve to open the first hydraulically controlled pressure reducing valve and maintain pressure.

[0008] To ensure stable and reliable operation of the second hydraulic cylinder, some preferred embodiments further include a second dual-hydraulic control check valve. The B6 port of the diverter valve is connected to the W port of the second dual-hydraulic control check valve, the W1 port of the second dual-hydraulic control check valve is connected to the C3 port of the second hydraulic cylinder, the B5 port of the diverter valve is connected to the Y port of the second dual-hydraulic control check valve, and the Y1 port of the second dual-hydraulic control check valve is connected to the C4 port of the second hydraulic cylinder. By setting the second dual-hydraulic control check valve, oil can be introduced into the C3 port of the second hydraulic cylinder while the Y1 port of the second dual-hydraulic control check valve is connected to the Y port, allowing oil to return from the C4 port of the second hydraulic cylinder, thus ensuring stable and reliable operation of the second hydraulic cylinder.

[0009] To facilitate the adjustment of the system pressure of the auxiliary braking mechanism, in some preferred embodiments, the first external control relief valve is an external control relief valve with adjustable pressure.

[0010] To facilitate understanding of the system pressure of the auxiliary braking mechanism, in some preferred embodiments, a pressure gauge is provided between the P3 port of the three-position four-way directional valve and the H1 port of the first external control relief valve.

[0011] In order to remove impurities from the oil in the tank before it enters the metering pump, in some preferred embodiments, an oil suction filter element is provided at the input end of the metering pump.

[0012] In order to monitor the oil level in the cylinder in real time, in some preferred embodiments, a level gauge is installed on the cylinder.

[0013] The beneficial effects of this utility model are as follows: When the power holding and transmission device of this utility model is in use, by setting an auxiliary braking mechanism, when it is not needed, the oil reaches the P3 port of the three-position four-way reversing valve through the quantitative pump, then flows back to the A1 port of the first hydraulic external control overflow valve and is delivered to the P port of the two-position three-way unloading valve. Then, it is unloaded to the oil tank through the A port of the two-position three-way unloading valve. When it is needed, the two-position three-way unloading valve, the three-position four-way reversing valve, the first cylinder and the second cylinder cooperate to maintain the hydraulic power, so that the auxiliary braking mechanism assists the main braking to stop safely. This solves the problem of abnormal situations such as landslides caused by internal leakage of wet brakes during long-term braking, thus improving the safety of the whole vehicle. It avoids the problem that the pressure loss caused by internal leakage cannot be effectively compensated when the existing large heavy-duty vehicles stop on the slope due to the main reliance on a single hydraulic circuit braking system. Under continuous braking conditions, the system stability and safety face significant challenges. Attached Figure Description

[0014] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0015] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 yes Figure 1A magnified view of part A in the middle; Figure 3 yes Figure 1 A magnified view of part B in the image.

[0016] In the diagram: 1. Oil tank, 2. Metering pump, 3. Motor, 4. First cylinder, 5. Second cylinder, 6. Two-position three-way unloading valve, 7. Three-position four-way directional valve, 8. First external control relief valve, 9. First dual-hydraulic control check valve, 10. Diverter valve, 11. First check valve, 12. First hydraulic control pressure reducing valve, 13. Second check valve, 14. Second hydraulic control pressure reducing valve, 15. Second dual-hydraulic control check valve, 16. Pressure gauge, 17. Suction filter element, 18. Level gauge. Detailed Implementation

[0017] like Figure 1-3 As shown, a power holding and transmission device includes an oil tank 1, a metering pump 2, a motor 3 and an auxiliary braking mechanism. The motor 3 is a servo motor 3, and the output end of the motor 3 is connected to the input end of the metering pump 2. The input end of the metering pump 2 is located inside the oil tank 1. The auxiliary braking mechanism includes a first cylinder 4, a second cylinder 5, a two-position three-way unloading valve 6, a three-position four-way directional valve 7, a first external control relief valve 8, a first double hydraulic control check valve 9, and a second double hydraulic control check valve 15. The output end of the metering pump 2 is connected to the P3 port of the three-position four-way directional valve 7. The T3 port of the three-position four-way directional valve 7 is connected to the oil tank 1. The A2 port of the three-position four-way directional valve 7 is connected to the C1 port of the first cylinder 4 and the C3 port of the second cylinder 5. The B2 port of the three-position four-way directional valve 7 is connected to the C2 port of the first cylinder 4 and the C4 port of the second cylinder 5. The P3 port of the three-position four-way directional valve 7 is connected to the H1 port of the first external control relief valve 8. The H2 port of the first external control relief valve 8 is connected to the oil tank 1. The A1 port of the first external control relief valve 8 is connected to the P port of the two-position three-way unloading valve 6. The A and B1 ports of the two-position three-way unloading valve 6 are connected to the oil tank 1.

[0018] The A2 port of the three-position four-way directional valve 7 is connected to the P4 port of the first dual hydraulic control check valve 9. The P6 port of the first dual hydraulic control check valve 9 is connected to the C1 port of the first cylinder 4 and the C3 port of the second cylinder 5. The B2 port of the three-position four-way directional valve 7 is connected to the P5 port of the first dual hydraulic control check valve 9. The P7 port of the first dual hydraulic control check valve 9 is connected to the C2 port of the first cylinder 4 and the C4 port of the second cylinder 5.

[0019] A flow divider valve 10 is provided between port P6 of the first dual-hydraulic check valve 9 and port C1 of the first cylinder 4; a flow divider valve 10 is provided between port P6 of the first dual-hydraulic check valve 9 and port C3 of the second cylinder 5; a flow divider valve 10 is provided between port P7 of the first dual-hydraulic check valve 9 and port C2 of the first cylinder 4; and a flow divider valve 10 is provided between port P7 of the second dual-hydraulic check valve 15 and port C4 of the second cylinder 5.

[0020] A first check valve 11 and a first hydraulic pressure reducing valve 12 are connected in parallel between port C1 of the first hydraulic cylinder 4 and port A6 of the diverter valve 10. Port Y3 of the first hydraulic pressure reducing valve 12 is connected to port Y7 of the second hydraulic pressure reducing valve 14, and port Y2 of the first hydraulic pressure reducing valve 12 is connected to port Y1 of the first hydraulic pressure reducing valve 12. A second check valve 13 and a second hydraulic pressure reducing valve 14 are connected in parallel between port C2 of the first hydraulic cylinder 4 and port A5 of the diverter valve 10. Port Y6 of the second hydraulic pressure reducing valve 14 is connected to port Y1 of the first hydraulic pressure reducing valve 12, and port Y8 of the second hydraulic pressure reducing valve 14 is connected to port Y7 of the second hydraulic pressure reducing valve 14.

[0021] The B6 port of the diverter valve 10 is connected to the W port of the second double hydraulic check valve 15, the W1 port of the second double hydraulic check valve 15 is connected to the C3 port of the second cylinder 5, the B5 port of the diverter valve 10 is connected to the Y port of the second double hydraulic check valve 15, and the Y1 port of the second double hydraulic check valve 15 is connected to the C4 port of the second cylinder 5.

[0022] The first external control relief valve 8 is an adjustable pressure external control relief valve. A pressure gauge 16 is installed between the P3 port of the three-position four-way directional valve 7 and the H1 port of the first external control relief valve 8. An oil suction filter element 17 is installed on the input end of the metering pump 2, and a level gauge 18 is installed on the oil cylinder.

[0023] Its working principle is as follows: When the main braking system is activated, the main brake is started. After a certain period of time, the system detects internal leakage. At this time, the motor 3 is activated and the metering pump 2 rotates with the motor 3. The hydraulic oil in the oil tank 1 enters the metering pump 2 through the suction filter element 17. At this time, the three-position four-way directional valve 7 is in the right position. The hydraulic oil passes through the P3 port of the three-position four-way directional valve 7 to the A1 port of the first external control relief valve 8. The A1 port of the first external control relief valve 8 is connected to the P port of the two-position three-way unloading valve 6 and returns to the oil tank 1 through the A port unloading valve of the two-position three-way unloading valve 6. At this time, the auxiliary braking mechanism does not work; to prevent the motor 35 from malfunctioning or the metering pump 26 from being idle and in standby state.

[0024] When the auxiliary braking mechanism needs to operate, the two-position three-way unloading valve 6 must be in the left position. At this time, the hydraulic oil from the fixed displacement pump 2 cannot pass through the two-position three-way unloading valve 6. The first external control relief valve 8 immediately adjusts the pressure of the auxiliary braking mechanism according to the required braking force. At this time, regardless of the pressure, there is a minimum working pressure of 2 MPa. Even if the main braking system fails, the pressure is unloaded back to the oil tank 1 at 2 MPa. This setting is an internal system protection. At this time, the three-position four-way directional valve 7 is in the left position. The hydraulic oil passes through the P3 port of the three-position four-way directional valve 7 to the A2 port, and then through the P4 port of the first double hydraulic control check valve 9. At the same time, the oil will open the right side of the first double hydraulic control check valve 9. The check valve ensures good return oil. The P6 port of the first double hydraulic check valve 9 enters the two-way flow control valve 10, and then enters the Y1 and Y2 ports of the first hydraulic pressure reducing valve 12 through the A6 port of the flow control valve 10 and then enters the C1 port of the first cylinder 4 through the first check valve 11. The hydraulic oil from the B6 port of the flow control valve 10 passes through the W port of the second double hydraulic check valve 15 to the W1 port, and then enters the C3 port of the second cylinder 5. The extended ends of the first cylinder 4 and the second cylinder 5 extend outwards, and the auxiliary braking function is activated. During the return flow, hydraulic oil enters the Y6 port of the second hydraulic pressure reducing valve 14 from the Y1 port of the first hydraulic pressure reducing valve 12, opening the second hydraulic pressure reducing valve 14. Hydraulic oil then flows through the C1 port of the first cylinder 4 to the Y10 port of the second hydraulic pressure reducing valve 14, then to the Y7 port. It then flows through the A5 port of the diverter valve 10 to the first dual hydraulic check valve 9, through the P7 port to the P5 port of the first dual hydraulic check valve 9, and then through the B2 port of the three-position four-way directional valve 7 to the T3 port, finally returning to the oil tank 1. Simultaneously, hydraulic oil flows through the C4 port of the second cylinder 5 to the Y1 port of the second dual hydraulic check valve 15, then through the B5 port of the diverter valve 10 to the first dual hydraulic check valve 9, through the P7 port to the P5 port of the first dual hydraulic check valve 9, and then through the B2 port of the three-position four-way directional valve 7. The oil flows to T3 and finally back to the oil tank 1. This is when the first oil cylinder 4 and the second oil cylinder 5 extend. When the first oil cylinder 4 and the second oil cylinder 5 retract, the three-position four-way directional valve 7 is switched to the right position. The same applies to the others, so as to realize the retraction of the extended ends of the first oil cylinder 4 and the second oil cylinder 5.

[0025] When oil is introduced into the rodless chamber C1 port on the left side of the first hydraulic cylinder 4, while maintaining pressure, the oil entering the first hydraulic cylinder 4 will pass through the Y4 port of the first hydraulic control pressure reducing valve 12 and open the first hydraulic control pressure reducing valve 12. The hydraulic oil will then flow back from the Y5 port to the Y1 port of the first hydraulic control pressure reducing valve 12.

[0026] Based on the above-described preferred embodiments of this utility model, and through the foregoing description, those skilled in the art can make various changes and modifications without departing from the technical concept of this utility model. The technical scope of this utility model is not limited to the contents of the specification, but must be determined according to the scope of the claims.

Claims

1. A power holding and transmission device, comprising an oil tank (1), a metering pump (2), and a motor (3), wherein the output end of the motor (3) is connected to the input end of the metering pump (2), and the input end of the metering pump (2) is disposed inside the oil tank (1), characterized in that: It also includes an auxiliary braking mechanism, which includes a first cylinder (4), a second cylinder (5), a two-position three-way unloading valve (6), a three-position four-way directional valve (7), and a first external control relief valve (8). The output end of the metering pump (2) is connected to the P3 port of the three-position four-way directional valve (7), the T3 port of the three-position four-way directional valve (7) is connected to the oil tank (1), and the A2 port of the three-position four-way directional valve (7) is connected to the C1 port of the first cylinder (4) and the C3 port of the second cylinder (5), respectively. The three-position four-way directional valve (7) is connected to the C2 port of the first oil cylinder (4) and the C4 port of the second oil cylinder (5), respectively. The P3 port of the three-position four-way directional valve (7) is connected to the H1 port of the first external control relief valve (8). The H2 port of the first external control relief valve (8) is connected to the oil tank (1). The A1 port of the first external control relief valve (8) is connected to the P port of the two-position three-way unloading valve (6). The A port and B1 port of the two-position three-way unloading valve (6) are connected to the oil tank (1).

2. The power holding and transmission device according to claim 1, characterized in that: It also includes a first dual-hydraulic control check valve (9), the A2 port of the three-position four-way directional valve (7) is connected to the P4 port of the first dual-hydraulic control check valve (9), the P6 port of the first dual-hydraulic control check valve (9) is connected to the C1 port of the first cylinder (4) and the C3 port of the second cylinder (5), the B2 port of the three-position four-way directional valve (7) is connected to the P5 port of the first dual-hydraulic control check valve (9), and the P7 port of the first dual-hydraulic control check valve (9) is connected to the C2 port of the first cylinder (4) and the C4 port of the second cylinder (5).

3. The power holding and transmission device according to claim 2, characterized in that: A diverter valve (10) is provided between the P6 port of the first dual-hydraulic check valve (9) and the C1 port of the first oil cylinder (4), between the P6 port of the first dual-hydraulic check valve (9) and the C3 port of the second oil cylinder (5), between the P7 port of the first dual-hydraulic check valve (9) and the C2 port of the first oil cylinder (4), and between the P7 port of the second dual-hydraulic check valve (15) and the C4 port of the second oil cylinder (5).

4. The power holding and transmission device according to claim 3, characterized in that: A first check valve (11) and a first hydraulic pressure reducing valve (12) are connected in parallel between the C1 port of the first hydraulic cylinder (4) and the A6 port of the diversion valve (10). The Y3 port of the first hydraulic pressure reducing valve (12) is connected to the Y7 port of the second hydraulic pressure reducing valve (14). The Y2 port of the first hydraulic pressure reducing valve (12) is connected to the Y1 port of the first hydraulic pressure reducing valve (12). A second check valve (13) and a second hydraulic pressure reducing valve (14) are connected in parallel between the C2 port of the first hydraulic cylinder (4) and the A5 port of the diversion valve (10). The Y6 port of the second hydraulic pressure reducing valve (14) is connected to the Y1 port of the first hydraulic pressure reducing valve (12). The Y8 port of the second hydraulic pressure reducing valve (14) is connected to the Y7 port of the second hydraulic pressure reducing valve (14).

5. A power holding and transmission device according to claim 3 or 4, characterized in that: It also includes a second dual-hydraulic control check valve (15), the B6 port of the diverter valve (10) is connected to the W port of the second dual-hydraulic control check valve (15), the W1 port of the second dual-hydraulic control check valve (15) is connected to the C3 port of the second cylinder (5), the B5 port of the diverter valve (10) is connected to the Y port of the second dual-hydraulic control check valve (15), and the Y1 port of the second dual-hydraulic control check valve (15) is connected to the C4 port of the second cylinder (5).

6. The power holding and transmission device according to claim 1, characterized in that: The first external control relief valve (8) is an external control relief valve with adjustable pressure.

7. The power holding and transmission device according to claim 1, characterized in that: A pressure gauge (16) is provided between the P3 port of the three-position four-way reversing valve (7) and the H1 port of the first external control relief valve (8).

8. A power holding and transmission device according to claim 1, characterized in that: An oil suction filter element (17) is provided on the input end of the metering pump (2).

9. A power holding and transmission device according to claim 1, characterized in that: The oil cylinder is equipped with a level gauge (18).

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