CN222208442U - Engineering vehicle chassis hydraulic control system, engineering vehicle chassis and engineering vehicle - Google Patents
Engineering vehicle chassis hydraulic control system, engineering vehicle chassis and engineering vehicle Download PDFInfo
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- CN222208442U CN222208442U CN202420721208.1U CN202420721208U CN222208442U CN 222208442 U CN222208442 U CN 222208442U CN 202420721208 U CN202420721208 U CN 202420721208U CN 222208442 U CN222208442 U CN 222208442U
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Abstract
The utility model provides a hydraulic control system for a chassis of an engineering vehicle, the chassis of the engineering vehicle and the engineering vehicle, and belongs to the technical field of vehicles. The engineering vehicle chassis hydraulic control system comprises an oil pump and an energy accumulator, wherein an electromagnetic unloading valve is arranged on the energy accumulator or an oil way between the energy accumulator and the oil pump, and the engineering vehicle chassis hydraulic control system further comprises an electronic control module which is connected with the electromagnetic unloading valve and is used for outputting a starting instruction to an engine starting device, wherein the electronic control module can control the electromagnetic unloading valve to be on/off so as to switch to an unloading position when outputting the starting instruction, and can control the electromagnetic unloading valve to be off/on so as to switch to a cut-off position after unloading setting time. According to the utility model, the electromagnetic unloading valve is switched to the unloading position when the engine is started, so that the pressure in the hydraulic system can be released, the engine is prevented from being started under load, the engine is prevented from being shut down, and the experience of a user, the service life of the engine and the running reliability of the whole engine are ensured.
Description
Technical Field
The utility model relates to a hydraulic control system for a chassis of an engineering vehicle, the chassis of the engineering vehicle and the engineering vehicle, and belongs to the technical field of vehicles.
Background
Engineering vehicle chassis often employ hydraulic control modes, where hydraulic control objects include one or more of service braking, parking braking, and steering. For example, the hydraulic system of the road-railway dual-purpose chassis, the hydraulic chassis and the road-railway dual-purpose vehicle disclosed in the Chinese patent application publication No. CN217804205U, wherein the hydraulic system of the chassis comprises a running hydraulic unit, a steering braking unit and a guiding hydraulic unit, the steering braking unit comprises a filling valve, a steering gear, a steering cylinder, a clutch and a brake, the filling valve is used for supplying oil to hydraulic facilities such as an accumulator, the brake and the clutch, the brake comprises a front axle service brake, a rear axle service brake and a parking brake, an accumulator is respectively arranged on an oil path communicated between the filling valve and the front axle service brake and between the filling valve and the rear axle service brake, and the accumulator provides oil sources for the front axle service brake and the rear axle service brake. And a brake valve is further arranged on an oil way between the front axle service brake, the rear axle service brake and the energy accumulator, and when braking is needed in running, an operator steps on the brake valve (namely, a foot brake) by foot, and the energy accumulator provides an oil source for the service brake so as to realize braking operation.
In addition, the traveling hydraulic unit comprises a duplex gear string pump, the duplex gear string pump comprises a front pump and a rear pump, the front pump and the rear pump are both constant displacement pumps, the front pump is communicated with an oil inlet of the steering gear, and the rear pump is communicated with an oil inlet of the filling valve. At present, the pump in the chassis hydraulic system is usually started by taking force on the engine, namely, the engine is started, and meanwhile, the constant delivery pump is driven to load the chassis hydraulic system. However, due to the existence of high-pressure oil in the accumulator and the function of preventing oil from flowing backwards of the liquid filling valve, the chassis hydraulic system is in a high-pressure state before the engine is started, so that the engine is started under load, the engine is very easy to shut down, the problem is particularly remarkable in machines working in plateau areas (with thin oxygen), the experience of a user is affected, the service life of the engine is shortened, and meanwhile the running reliability of the whole machine is also affected.
Therefore, in the prior art, in order to smoothly start the engine, a user can only step on the foot brake in advance before starting the engine, namely, the pressure of the chassis hydraulic system is released in advance by stepping on the foot brake, namely, the energy accumulator provides high-pressure oil for the service brake, then the foot brake is released, oil in the service brake flows back to the oil tank, and thus, the pressure of the chassis hydraulic system can be released by intermittently stepping on the foot brake, and the on-load starting can be avoided when the engine is restarted subsequently. However, this approach requires different users to know the above operation procedure, and the users need to have enough consciousness, but not all users actually know the unusual engine starting method, and even if the users know that the users are in operation habit, the users can directly fire to start the engine and miss the above operation procedure, so that the situation of engine on-load start still occurs.
Disclosure of utility model
The utility model aims to provide a chassis hydraulic control system of an engineering vehicle, which aims to solve the problems that the existing chassis hydraulic control system is in a high-pressure state before an engine is started to cause the engine to be started under load, the engine is easy to stop and flameout so as to influence the experience of a user, the service life of the engine and the running reliability of the whole engine.
In order to achieve the above purpose, the hydraulic control system for the chassis of the engineering vehicle adopts the following technical scheme:
The engineering vehicle chassis hydraulic control system comprises an oil pump in driving connection with an engine and an energy accumulator in providing an oil source for a brake, wherein an electromagnetic unloading valve is arranged on the energy accumulator or an oil path between the energy accumulator and the oil pump, the electromagnetic unloading valve is provided with an unloading position for the energy accumulator or oil in the oil path to flow back to an oil tank and a stop position for preventing the oil from flowing back to the oil tank, the engineering vehicle chassis hydraulic control system also comprises an electric control module which is connected with the electromagnetic unloading valve and is used for outputting a starting instruction to an engine starting device, and the electric control module can control the electromagnetic unloading valve to be switched to the unloading position by switching on/off when outputting the starting instruction and control the electromagnetic unloading valve to be switched to the stop position by switching on/off after unloading set time.
The improved hydraulic control system for the chassis of the engineering vehicle has the beneficial effects that the electromagnetic unloading valve is arranged on the energy accumulator or an oil path between the energy accumulator and the oil pump, the hydraulic control system further comprises an electric control module which is connected with the electromagnetic unloading valve and is used for outputting a starting instruction to an engine starting device, the electric control module can control the engine to start by outputting the starting instruction, and can control the electromagnetic unloading valve to be powered on/off to switch to an unloading position when outputting the starting instruction, oil in the energy accumulator or the oil path is returned to the oil tank when in the unloading position, so that the pressure in the hydraulic system is released, the engine is prevented from being started under load, the engine is prevented from being blocked, and the experience of a user, the service life of the engine and the running reliability of the whole engine are further ensured. Meanwhile, the electric control module can also control the electromagnetic unloading valve to be switched to the cut-off position after unloading set time, so that the oil is prevented from flowing back to the oil tank, the function of normally filling the accumulator is realized, and the normal work of the hydraulic control system is ensured.
By the electromagnetic unloading valve and the electronic control module, the engine is started, and meanwhile, the pressure in the hydraulic system is released, so that the engine is prevented from being started under load, the foot brake is not needed to be stepped on before the engine is started by the aid of personal cognition and consciousness of a user, the condition of engine load starting caused by unloading leakage is avoided, and the reliability is higher.
Further, the hydraulic control system of the engineering vehicle chassis further comprises a charging valve for charging the accumulator, and the electromagnetic unloading valve is connected to an oil path between the charging valve and the oil pump.
Further, a one-way valve structure is arranged in the electromagnetic unloading valve, and the one-way valve structure forms the stop position.
Further, a handle for manually controlling the switching of the unloading position and the stop position is arranged on the electromagnetic unloading valve.
Further, the hydraulic control system of the engineering vehicle chassis further comprises an overflow valve which is arranged in parallel with the electromagnetic unloading valve.
Further, the unloading setting time is 3-7 seconds.
Further, the electronic control module comprises an instruction unit and an electric control unit, the instruction unit is used for outputting a starting instruction to the engine starting device and outputting an instruction signal to the electric control unit, and the electric control unit is used for receiving the instruction signal and outputting a control signal to the electromagnetic unloading valve after carrying out logic processing on the instruction signal so as to control the electromagnetic unloading valve to be powered on/off.
Further, the hydraulic control system of the engineering vehicle chassis further comprises a charging valve for charging the energy accumulator and a steering gear for realizing steering of the chassis, and the charging valve is provided with a charging port communicated with an oil inlet of the steering gear.
In order to achieve the above purpose, the engineering vehicle chassis in the utility model adopts the following technical scheme:
The chassis hydraulic control system comprises an oil pump in driving connection with an engine and an energy accumulator in providing an oil source for a brake, wherein an electromagnetic unloading valve is arranged on the energy accumulator or an oil path between the energy accumulator and the oil pump, the electromagnetic unloading valve is provided with an unloading position for the energy accumulator or the oil in the oil path to flow back to an oil tank and a stop position for preventing the oil from flowing back to the oil tank, the chassis hydraulic control system also comprises an electric control module which is connected with the electromagnetic unloading valve and is used for outputting a starting instruction to an engine starting device, and the electric control module can control the electromagnetic unloading valve to be switched to the unloading position while outputting the starting instruction and control the electromagnetic unloading valve to be switched to the stop position after unloading set time.
The improved engineering vehicle chassis has the beneficial effects that the electromagnetic unloading valve is arranged on the energy accumulator of the chassis hydraulic control system or on an oil path between the energy accumulator and the oil pump, the hydraulic control system further comprises an electric control module which is connected with the electromagnetic unloading valve and is used for outputting a starting instruction to the engine starting device, the electric control module can control the engine to start by outputting the starting instruction, and can control the electromagnetic unloading valve to be switched to an unloading position when outputting the starting instruction, oil in the energy accumulator or the oil path is returned to the oil tank during the unloading position, so that the pressure in the hydraulic system is released, the engine is prevented from being started under load, the engine is prevented from being blocked, and the experience of a user, the service life of the engine and the running reliability of the whole engine are ensured. Meanwhile, the electric control module can also control the electromagnetic unloading valve to be switched to the cut-off position after unloading set time, so that the oil is prevented from flowing back to the oil tank, the function of normally filling the accumulator is realized, and the normal work of the hydraulic control system is ensured.
By the electromagnetic unloading valve and the electronic control module, the engine is started, and meanwhile, the pressure in the hydraulic system is released, so that the engine is prevented from being started under load, the foot brake is not needed to be stepped on before the engine is started by the aid of personal cognition and consciousness of a user, the condition of engine load starting caused by unloading leakage is avoided, and the reliability is higher.
Further, the chassis hydraulic control system further comprises a charging valve for charging the accumulator, and the electromagnetic unloading valve is connected to an oil path between the charging valve and the oil pump.
Further, a one-way valve structure is arranged in the electromagnetic unloading valve, and the one-way valve structure forms the stop position.
Further, a handle for manually controlling the switching of the unloading position and the stop position is arranged on the electromagnetic unloading valve.
Further, the chassis hydraulic control system further comprises an overflow valve which is arranged in parallel with the electromagnetic unloading valve.
Further, the unloading setting time is 3-7 seconds.
Further, the electronic control module comprises an instruction unit and an electric control unit, the instruction unit is used for outputting a starting instruction to the engine starting device and outputting an instruction signal to the electric control unit, and the electric control unit is used for receiving the instruction signal and outputting a control signal to the electromagnetic unloading valve after carrying out logic processing on the instruction signal so as to control the electromagnetic unloading valve to be powered on/off.
Further, the chassis hydraulic control system also comprises a charging valve for charging the accumulator and a steering gear for realizing steering of the chassis, wherein the charging valve is provided with a charging port communicated with an oil inlet of the steering gear.
In order to achieve the above purpose, the engineering vehicle in the utility model adopts the following technical scheme:
The engineering vehicle comprises an engine and a chassis, the chassis comprises a chassis hydraulic control system, the chassis hydraulic control system comprises an oil pump in transmission connection with the engine and an energy accumulator for providing an oil source for a brake, an electromagnetic unloading valve is arranged on the energy accumulator or an oil path between the energy accumulator and the oil pump, the electromagnetic unloading valve is provided with an unloading position for the energy accumulator or oil in the oil path to flow back to an oil tank and a stop position for preventing the oil from flowing back to the oil tank, the chassis hydraulic control system further comprises an electric control module which is connected with the electromagnetic unloading valve and is used for outputting a starting instruction to an engine starting device, and the electric control module can control the electromagnetic unloading valve to be switched on/off to the unloading position while outputting the starting instruction and control the electromagnetic unloading valve to be switched on/off to the stop position after unloading set time.
The improved engineering vehicle has the beneficial effects that the electromagnetic unloading valve is arranged on the energy accumulator of the chassis hydraulic control system or on an oil path between the energy accumulator and the oil pump, the hydraulic control system further comprises an electric control module which is connected with the electromagnetic unloading valve and is used for outputting a starting instruction to the engine starting device, the electric control module can control the engine to start by outputting the starting instruction, and can control the electromagnetic unloading valve to be switched to an unloading position when outputting the starting instruction, oil in the energy accumulator or the oil path is returned to the oil tank during the unloading position, so that the pressure in the hydraulic system is released, the engine is prevented from being started under load, the engine is prevented from being blocked, and the experience of a user, the service life of the engine and the running reliability of the whole engine are ensured. Meanwhile, the electric control module can also control the electromagnetic unloading valve to be switched to the cut-off position after unloading set time, so that the oil is prevented from flowing back to the oil tank, the function of normally filling the accumulator is realized, and the normal work of the hydraulic control system is ensured.
By the electromagnetic unloading valve and the electronic control module, the engine is started, and meanwhile, the pressure in the hydraulic system is released, so that the engine is prevented from being started under load, the foot brake is not needed to be stepped on before the engine is started by the aid of personal cognition and consciousness of a user, the condition of engine load starting caused by unloading leakage is avoided, and the reliability is higher.
Further, the chassis hydraulic control system further comprises a charging valve for charging the accumulator, and the electromagnetic unloading valve is connected to an oil path between the charging valve and the oil pump.
Further, a one-way valve structure is arranged in the electromagnetic unloading valve, and the one-way valve structure forms the stop position.
Further, a handle for manually controlling the switching of the unloading position and the stop position is arranged on the electromagnetic unloading valve.
Further, the chassis hydraulic control system further comprises an overflow valve which is arranged in parallel with the electromagnetic unloading valve.
Further, the unloading setting time is 3-7 seconds.
Further, the electronic control module comprises an instruction unit and an electric control unit, the instruction unit is used for outputting a starting instruction to the engine starting device and outputting an instruction signal to the electric control unit, and the electric control unit is used for receiving the instruction signal and outputting a control signal to the electromagnetic unloading valve after carrying out logic processing on the instruction signal so as to control the electromagnetic unloading valve to be powered on/off.
Further, the chassis hydraulic control system also comprises a charging valve for charging the accumulator and a steering gear for realizing steering of the chassis, wherein the charging valve is provided with a charging port communicated with an oil inlet of the steering gear.
Drawings
FIG. 1 is a block diagram of an embodiment 1 of a hydraulic control system for a chassis of an engineering vehicle in accordance with the present utility model;
FIG. 2 is a hydraulic schematic diagram of an embodiment 1 of a hydraulic control system for a chassis of an engineering vehicle according to the present utility model;
fig. 3 is a schematic diagram of a hydraulic control system for a chassis of an engineering vehicle according to an embodiment 2 of the present utility model.
In the figure, 1, an oil tank; 2, a gear pump, 3, an engine, 4, a control valve, 4-1, an electromagnetic unloading valve, 4-1', an electromagnetic unloading valve, 4-2, an overflow valve, 5, an electric control unit, 6, a command unit, 7, a working device, 8, a charging valve, 9, a parking brake valve, 10, a relay valve, 11, a parking brake, 12, a steering axle service brake, 13, a driving axle service brake, 14, a driving axle service brake energy accumulator, 15, a steering axle service brake energy accumulator, 16, a service brake valve, 17, a steering oil cylinder, 18 and a steering gear.
Detailed Description
The features and capabilities of the present utility model are described in further detail below in connection with the examples.
The utility model aims at the technical problems existing in the prior art, and the basic technical concept of the utility model is that an electromagnetic unloading valve is arranged on an energy accumulator or an oil way between the energy accumulator and an oil pump, and an electronic control module is arranged, the electronic control module can control the engine to start by outputting a starting instruction, and can also control the electromagnetic unloading valve to be switched on/off so as to be switched to an unloading position, and oil in the energy accumulator or the oil way flows back to the oil tank during the unloading position, so that the pressure in a hydraulic system is released, and the engine can be prevented from being started under load, thereby preventing the engine from being shut down. The electronic control module can also control the electromagnetic unloading valve to be switched to the cut-off position by switching on/off after unloading set time, so that the oil is prevented from flowing back to the oil tank, and the function of normally filling the accumulator is realized.
Example 1 of the hydraulic control system for the chassis of an engineering vehicle in the present utility model:
as an embodiment, the hydraulic control system of the chassis of the engineering vehicle is a hydraulic control system of a chassis of an arch mounting trolley in a tunnel, and specifically as shown in fig. 1, the hydraulic control system comprises an oil tank 1, a gear pump 2, an engine 3, a control valve 4, an electric control unit 5, a command unit 6 and a working device 7.
As shown in fig. 2, the working device 7 includes hydraulic elements including a charging valve 8, a parking brake valve 9, a relay valve 10, a parking brake 11, a steering bridge service brake 12, a transaxle service brake 13, a transaxle service brake accumulator 14, a steering bridge service brake accumulator 15, a service brake valve 16, a steering cylinder 17, and a steering gear 18. Wherein the driving axle service brake energy accumulator 14 provides an oil source for the driving axle service brake 13, and the steering axle service brake energy accumulator 15 provides an oil source for the steering axle service brake 12. The charging valve 8 is used for charging the driving axle service brake accumulator 14 and the steering axle service brake accumulator 15 and simultaneously providing an oil source for the parking brake 11.
The gear pump 2 is used as an oil pump, an oil suction port of the oil pump is connected with the oil tank 1, meanwhile, the shaft end of the gear pump 2 is in transmission connection with the engine 3, and the gear pump 2 is driven to synchronously work when the engine 3 is started. The oil outlet of the gear pump 2 is respectively connected with the P port of the control valve 4 and the P port of the charging valve 8, and the T port of the control valve 4 is connected with the oil tank 1, namely the control valve 4 is connected on an oil path between the charging valve 8 and the gear pump 2.
The O-port of the charging valve 8 is connected to the oil inlet of the steering gear 18, i.e. the charging valve 8 has a charging port communicating with the oil inlet of the steering gear 18, so that the charging valve 8 and the steering gear 18 can be simultaneously supplied with oil by one gear pump 2, thereby simplifying the structure of the hydraulic system. The oil return port of the steering gear 18 is connected with the oil tank 1, the L, R port of the steering gear 18 is respectively connected with two cavities of the steering oil cylinder 17, and the steering oil cylinder 17 is connected with a mechanical steering structure on the chassis to realize the chassis steering function.
The port A1 of the charging valve 8 is connected with the steering axle service brake accumulator 15 and then is connected with the oil inlet of the relay valve 10, and is connected with the port P1 of the service brake valve 16, the port A1 of the service brake valve 16 is connected with the port PP of the relay valve 10, the port A of the relay valve 10 is connected with the steering axle service brake 12, and the oil return port is connected with the oil tank 1. The port A2 of the charging valve 8 is connected with the driving axle service brake accumulator 14 and is connected with the port P2 of the service brake valve 16, the port A2 of the service brake valve 16 is connected with the driving axle service brake 13, and the ports T1 and T2 of the service brake valve 16 are connected with the oil tank 1. The port SW of the filling valve 8 is connected with the port P of the parking brake valve 9, the port B of the parking brake valve 9 is connected with the parking brake 11, the port T is connected with the oil tank 1, and the port T of the double-way filling valve 8 is connected with the oil tank 1.
The control valve 4 comprises an electromagnetic unloading valve 4-1 and an overflow valve 4-2 which is arranged in parallel with the electromagnetic unloading valve 4-1, and the overflow valve 4-2 is used for pressure relief when the pressure of an oil outlet of the gear pump 2 is overlarge. The electromagnetic unloading valve 4-1 has an unloading position (i.e. left position in fig. 2) for supplying oil in an oil path between the charge valve 8 and the gear pump 2 to flow back to the oil tank and a stopping position (i.e. right position in fig. 2) for preventing the oil from flowing back to the oil tank, and particularly in this embodiment, a one-way valve structure is arranged in the electromagnetic unloading valve 4-1, and the one-way valve structure forms the stopping position, so that the electromagnetic unloading valve 4-1 has a better oil leakage preventing effect when in the stopping position.
As shown in fig. 1, the electrical control unit 5 and the command unit 6 form an electrical control module, wherein the command unit 6 is used for outputting a start command to the engine starting device and outputting a command signal to the electrical control unit 5, and the command unit 6 outputs a start command to the engine starting device to control the engine 3 to start. The electric control unit 5 is connected with the electromagnetic unloading valve 4-1 in the control valve 4, the electric control unit 5 is used for receiving the instruction signal and outputting the control signal to the electromagnetic unloading valve 4-1 after carrying out logic processing on the instruction signal, the electromagnetic unloading valve 4-1 is controlled to be electrified so as to be switched to an unloading position, oil in an oil way between the liquid filling valve 8 and the gear pump 2 flows back to the oil tank 1 during the unloading position, the pressure in a hydraulic system is released, and thus the engine 3 can be prevented from being started under load, the engine 3 is prevented from being shut down, and the experience of a user, the service life of the engine 3 and the running reliability of the whole engine are further ensured. Meanwhile, the electric control unit 5 can also control the electromagnetic unloading valve 4-1 to be powered off after unloading set time so as to switch to a cut-off position, prevent oil from flowing back to the oil tank 1, realize the function of normally filling the accumulator and ensure the normal work of the hydraulic control system. Wherein the unloading setting time is 3-7 seconds, preferably 5 seconds.
In addition, a handle for manually controlling the switching of the unloading position and the stop position is arranged on the electromagnetic unloading valve 4-1, so that manual unloading can be realized in a power-off state.
The working process of the hydraulic control system of the chassis of the engineering vehicle is as follows:
When the hydraulic control system is started, at the moment of ignition of the engine 3, the electromagnetic unloading valve 4-1 is subjected to electric unloading, after 5 seconds, the electric unloading valve is powered off and loaded, when the pressure of the driving axle service brake energy accumulator 14 and the steering axle service brake energy accumulator 15 is lower than the lower limit pressure of the charging valve 8, the gear pump 2 outputs high-pressure oil to charge the driving axle service brake energy accumulator 14 and the steering axle service brake energy accumulator 15 through the charging valve 8 until the upper limit pressure of the charging valve 8 is reached, charging is stopped, the rest of oil enters the steering gear 18 through an O port, when steering is needed, the steering gear drives the steering gear 18 to rotate, and the L port or the R port of the steering gear 18 outputs the high-pressure oil to the steering cylinder 17, so that the chassis is steered.
When braking is needed in the running process, the service brake valve 16 is stepped down, oil is released by the two accumulators to enter the P1 and P2 ports of the service brake valve 16, oil is output to the PP port of the relay valve 10 from the A1 port through decompression, correspondingly, proportional pressure oil is output to the steering axle service brake 12 from the A port of the relay valve 10, and oil is output to the drive axle service brake 13 from the A2 port of the service brake valve 16, so that the service brake functions of the steering axle and the drive axle are realized.
When the parking braking is needed, the parking braking valve 9 is powered off, oil of the parking braking device 11 passes through a T-port oil return tank of the parking braking valve 9, and a brake pad of the parking braking device 11 is clamped with a brake disc by means of self spring force, so that a parking braking function is realized. When the parking brake is required to be released, the parking brake valve 9 is powered on, high-pressure oil of the accumulator enters a P port of the parking brake valve 9 through the liquid filling valve 8, pressure oil is output to the parking brake 11 through the B port after pressure reduction, and the high-pressure oil overcomes the spring force of the parking brake 11 to separate a brake pad from a brake disc, so that the parking brake is released.
In the electrical aspect, when the engine 3 is ignited, the command unit 6 outputs an engine starting command to an engine starting device to start the engine 3, and outputs a command signal to the electrical control unit 5, and after logic processing is performed in the electrical control unit 5, the control signal is immediately output to control the electromagnetic unloading valve 4-1 to be electrified, so that the control valve 4 is not loaded, and the function of starting the engine 3 without load is realized. Meanwhile, the electric control unit 5 starts timing after receiving the command signal, and outputs the control signal again to control the electromagnetic unloading valve 4-1 to be powered off after the time reaches 5 seconds, so that the automatic loading function of the gear pump 2 for supplying oil to the filling valve 8 is realized.
In other embodiments of the engineering vehicle chassis hydraulic control system, the engineering vehicle can also be a drill jumbo or a wet spraying jumbo or a highway and railway dual-purpose car, and the corresponding chassis hydraulic control system is the chassis hydraulic control system of the vehicles.
In other embodiments of the hydraulic control system for the chassis of the engineering vehicle, the gear pump can be replaced by another type of oil pump such as a plunger pump.
In other embodiments of the hydraulic control system of the chassis of the work vehicle, the steering gear may be provided with a separate oil pump, i.e. the steering gear no longer shares one oil pump with the charging valve.
In other embodiments of the hydraulic control system for the chassis of the engineering vehicle, the electromagnetic unloading valve can be switched to the unloading position when the electromagnetic unloading valve is powered off and to the cut-off position when the electromagnetic unloading valve is powered on by changing the setting position of the electromagnet.
In other embodiments of the hydraulic control system for the chassis of the engineering vehicle, the electronic control module may not distinguish between the command unit and the electrical control unit, but is an independent complete module connected with the electromagnetic unloading valve and used for outputting a starting command to the engine starting device, and the module can control the electromagnetic unloading valve to be on/off to switch to the unloading position while outputting the starting command, and control the electromagnetic unloading valve to be off/on to switch to the cut-off position after the unloading set time.
In other embodiments of the hydraulic control system for the chassis of the working vehicle, the unloading setting time may be 3 seconds, 4 seconds, 6 seconds or 7 seconds, or may be other than 3 to 7 seconds, for example, 2 seconds or 8 seconds.
In other embodiments of the engineering vehicle chassis hydraulic control system, the engineering vehicle chassis hydraulic control system may not include an overflow valve disposed in parallel with the electromagnetic unloading valve, where the control valve is composed of only the electromagnetic unloading valve.
In other embodiments of the hydraulic engineering vehicle chassis control system, the electromagnetic unloading valve may not include a handle and can only be controlled electronically.
In other embodiments of the hydraulic control system of the engineering vehicle chassis, the electromagnetic unloading valve can be further connected to an oil path between the charging valve and the energy accumulator to release oil in the energy accumulator for unloading, and the electromagnetic unloading valve can be directly arranged on the energy accumulator, so that the effect of preventing the engine from being started under load can be achieved by releasing the pressure in the hydraulic system.
Example 2 of the hydraulic control system for the chassis of an engineering vehicle in the present utility model:
As shown in fig. 3, the embodiment is different from embodiment 1 in that the cut-off position of the electromagnetic unloading valve 4-1' in the embodiment is not a one-way valve structure, and the oil inlet and the oil outlet are not communicated in any direction in the cut-off position, so that the two oil ports are completely blocked.
The embodiment of the engineering vehicle chassis in the utility model is that the engineering vehicle chassis comprises a chassis hydraulic control system, and the specific structure of the chassis hydraulic control system is the same as that of the engineering vehicle chassis hydraulic control system in the embodiment, and is not repeated here.
The engineering vehicle comprises an engine and a chassis, the chassis comprises a chassis hydraulic control system, and the specific structure of the chassis hydraulic control system is the same as that of the engineering vehicle in the embodiment, and is not repeated here.
The above description is only a preferred embodiment of the present utility model, and the patent protection scope of the present utility model is defined by the claims, and all equivalent structural changes made by the specification and the drawings of the present utility model should be included in the protection scope of the present utility model.
Claims (10)
1. The hydraulic control system of the engineering vehicle chassis comprises an oil pump in driving connection with an engine and an energy accumulator in providing an oil source for a brake, and is characterized in that an electromagnetic unloading valve is arranged on the energy accumulator or an oil path between the energy accumulator and the oil pump, the electromagnetic unloading valve is provided with an unloading position for the energy accumulator or oil in the oil path to flow back to the oil tank and a stop position for preventing the oil from flowing back to the oil tank, the hydraulic control system of the engineering vehicle chassis further comprises an electronic control module which is connected with the electromagnetic unloading valve and is used for outputting a starting instruction to an engine starting device, and the electronic control module can control the electromagnetic unloading valve to be switched to the unloading position while outputting the starting instruction and control the electromagnetic unloading valve to be switched to the stop position after unloading setting time.
2. The work vehicle chassis hydraulic control system of claim 1, further comprising a charge valve for charging the accumulator, the electromagnetic unloader valve being connected to an oil path between the charge valve and the oil pump.
3. The hydraulic engineering vehicle chassis control system according to claim 1 or 2, wherein a check valve structure is provided in the electromagnetic unloading valve, the check valve structure forming the stop position.
4. The hydraulic control system of the chassis of the engineering vehicle according to claim 1 or 2, wherein a handle for manually controlling switching between an unloading position and a cut-off position is provided on the electromagnetic unloading valve.
5. The engineering vehicle chassis hydraulic control system according to claim 1 or 2, characterized in that the engineering vehicle chassis hydraulic control system further comprises a relief valve provided in parallel with the electromagnetic unloading valve.
6. The engineering vehicle chassis hydraulic control system according to claim 1 or 2, wherein the unloading setting time is 3 to 7 seconds.
7. The hydraulic control system of an engineering vehicle chassis according to claim 1 or 2, wherein the electronic control module includes a command unit for outputting a start command to the engine starting device and for outputting a command signal to the electric control unit, and an electric control unit for receiving the command signal and outputting a control signal to the electromagnetic unloading valve after logically processing the command signal to control the electromagnetic unloading valve to be turned on/off.
8. The work vehicle chassis hydraulic control system of claim 1 or 2, further comprising a charge valve for charging the accumulator and a diverter for effecting chassis steering, the charge valve having a charge port in communication with an oil inlet of the diverter.
9. The engineering vehicle chassis comprises a chassis hydraulic control system, and is characterized in that the chassis hydraulic control system is the engineering vehicle chassis hydraulic control system according to any one of claims 1-8.
10. The engineering vehicle comprises an engine and a chassis, and the chassis comprises a chassis hydraulic control system, and is characterized in that the chassis hydraulic control system is the engineering vehicle chassis hydraulic control system according to any one of claims 1-8.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420721208.1U CN222208442U (en) | 2024-04-09 | 2024-04-09 | Engineering vehicle chassis hydraulic control system, engineering vehicle chassis and engineering vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202420721208.1U CN222208442U (en) | 2024-04-09 | 2024-04-09 | Engineering vehicle chassis hydraulic control system, engineering vehicle chassis and engineering vehicle |
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