CN113386799A - Hydraulic driving system of rail transport vehicle - Google Patents
Hydraulic driving system of rail transport vehicle Download PDFInfo
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- CN113386799A CN113386799A CN202110836591.6A CN202110836591A CN113386799A CN 113386799 A CN113386799 A CN 113386799A CN 202110836591 A CN202110836591 A CN 202110836591A CN 113386799 A CN113386799 A CN 113386799A
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- oil
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- driving motor
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- cylinder
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
- B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
- B61H11/08—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes comprising a pump or the like circulating fluid, braking being effected by throttling of the circulation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
- F15B11/16—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
- F15B13/023—Excess flow valves, e.g. for locking cylinders in case of hose burst
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
- F15B13/027—Check valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
- F15B13/06—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors for use with two or more servomotors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/041—Removal or measurement of solid or liquid contamination, e.g. filtering
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Analytical Chemistry (AREA)
- Fluid-Pressure Circuits (AREA)
Abstract
The invention discloses a hydraulic driving system of a rail transport vehicle, which comprises a bidirectional variable pump, a speed limiter, a hydraulic reversing valve, a manual reversing valve, an oil tank and a heat exchange valve, wherein an adjusting oil cylinder is arranged outside the bidirectional variable pump, the adjusting oil cylinder is connected with a first hydraulic control pilot handle, a first driving motor, a second driving motor and the heat exchange valve are respectively connected between the oil inlet end and the oil outlet end of the bidirectional variable pump in parallel, and the oil outlet end of the heat exchange valve is connected with the oil tank through a second overflow valve. The driving system adopts a closed system, so that the volume of an oil tank can be effectively reduced, and the structure of the whole vehicle is optimized; meanwhile, the driving system adopts the speed limiter, and can control the braking force of the braking oil cylinder according to the rotating speed of the driving motor, so that the rotating speed of the driving motor does not exceed a set value, the transport vehicle is ensured to safely operate within a specified speed range, the collision of transported articles is reduced, and the transportation quality is effectively improved.
Description
Technical Field
The invention relates to a hydraulic driving system of a rail transport vehicle, and belongs to the technical field of hydraulic control.
Background
Rail vehicles are widely used in many aspects of people's life, for example: the coal mine rail transport vehicle, the mountain land agricultural product rail transport vehicle, the tunnel construction rail transport vehicle and the like make outstanding contributions to the national economic construction. The rail transport vehicle brings convenience to people and greatly improves the transport efficiency. However, the following problems exist for the rail transport vehicle at present: (1) the braking effect is poor, the vehicle operation is unstable, the transported objects are easy to collide with each other, damage is caused, the transportation quality is poor, and even safety accidents occur; (2) the speed can not be changed according to the actual requirement, the speed regulation effect is poor, and the transportation efficiency is low; (3) the operation is complicated, the misoperation is easily caused, and the safety is low.
Disclosure of Invention
In order to solve the technical problems, the invention provides a hydraulic driving system of a rail transport vehicle, which ensures stable braking of the rail transport vehicle in the working process, facilitates acceleration and deceleration and improves transportation safety.
The invention is formed as follows: the utility model provides a rail transport vechicle hydraulic drive system, includes two-way variable pump, overspeed governor, switching-over valve, manual switching-over valve, oil tank and heat exchange valve that surges, installs the regulation hydro-cylinder in two-way variable pump, the regulation hydro-cylinder is connected with first liquid accuse guide handle, there are first driving motor, second driving motor, switching-over valve and heat exchange valve that surges in parallel respectively between the oil inlet end of two-way variable pump and the play oil end, the play oil end of heat exchange valve is connected with the oil tank through the second overflow valve, has third driving motor and fourth driving motor in parallel respectively between the oil inlet end of switching-over valve that surges and play oil end, installs first braking hydro-cylinder, second braking hydro-cylinder, third braking hydro-cylinder and fourth braking hydro-cylinder outside first driving motor, second driving motor, third driving motor and fourth driving motor respectively, the oil inlet end of overspeed governor respectively with first braking hydro-cylinder, The rod cavities of the second brake oil cylinder, the third brake oil cylinder and the fourth brake oil cylinder are connected, the oil outlet ends of the second brake oil cylinder, the third brake oil cylinder and the fourth brake oil cylinder are connected with an oil tank, and the hydraulic reversing valve is connected with a second hydraulic control pilot handle.
Further, the oil feed ends of the first brake oil cylinder, the second brake oil cylinder, the third brake oil cylinder and the fourth brake oil cylinder are all connected with a one-way throttle valve, the oil feed end of the one-way throttle valve is respectively connected with an auxiliary pump and a manual reversing valve, the oil feed ends of the auxiliary pump and the manual reversing valve are all connected with an oil tank, the auxiliary pump is respectively connected with a first hydraulic control pilot handle and a second hydraulic control pilot handle, the manual reversing valve is connected with a second controller, and the auxiliary pump and the bidirectional variable pump are all connected with a first controller.
Furthermore, a first filter is connected between the auxiliary pump and the oil tank.
Furthermore, a check valve group II and a check valve group III are respectively connected in parallel between the oil inlet end and the oil outlet end of the bidirectional variable pump, the check valve group I is formed by connecting a first check valve and a second check valve in series, the check valve group II is formed by connecting a third check valve and a fourth check valve in series, the check valve group III is formed by connecting a fifth check valve and a sixth check valve in series, the check valve group I and the auxiliary pump are connected with the oil inlet end of the first overflow valve, a third overflow valve is connected between the check valve group II and the check valve group III, and the oil outlet ends of the first overflow valve, the second overflow valve and the third overflow valve are connected with an oil tank sequentially through a cooler and a second filter.
Furthermore, a seventh check valve is connected between the oil inlet end and the oil outlet end of the cooler, and an eighth check valve is connected between the oil inlet end and the oil outlet end of the second filter.
Due to the adoption of the technical scheme, the invention has the advantages that:
1. the driving system adopts a closed system, so that the volume of an oil tank can be effectively reduced, and the structure of the whole vehicle is optimized;
2. the driving system adopts the speed limiter, and can control the braking force of the braking oil cylinder according to the rotating speed of the driving motor, so that the rotating speed of the driving motor does not exceed a set value, the safe operation of the transport vehicle in a specified speed range is ensured, the collision of transported articles is reduced, and the transportation quality is effectively improved;
3. the driving system has throwing driving energy, when the throwing driving is not carried out, the four driving motors are driven simultaneously, and the requirement of large driving torque of the transport vehicle on the slope during slow driving can be met; when in throwing drive, the two driving motors act, the speed is doubled, the torque is reduced by half, and the requirements of high speed and small driving force required by the transport vehicle on level road running can be met; the operator can select according to concrete track shape, can effectively improve transportation efficiency.
4. The driving system is simple and convenient to operate, the required functions can be realized only by operating the corresponding functional devices, the possibility of misoperation is reduced, and the safety is higher.
Drawings
Fig. 1 is a schematic view of the connection structure of the present invention.
Description of reference numerals: 1.1-auxiliary pump, 1.2-bidirectional variable pump, 2-adjusting cylinder, 3.1-first overflow valve, 3.2-second overflow valve, 3.3-third overflow valve, 4.1-first check valve, 4.2-second check valve, 4.3-third check valve, 4.4-fourth check valve, 4.5-fifth check valve, 4.6-sixth check valve, 4.7-seventh check valve, 4.8-eighth check valve, 5.1-first driving motor, 5.2-second driving motor, 5.3-third driving motor, 5.4-fourth driving motor, 6.1-first braking cylinder, 6.2-second braking cylinder, 6.3-third braking cylinder, 6.4-fourth braking cylinder, 7-speed limiter, 8-hydraulic reversing valve, 9-manual reversing valve, 10-cooler, 11.1-a first filter, 11.2-a second filter, 12-a fuel tank, 13-a one-way throttle valve, 14-a heat exchange valve, 15-a first controller, 16-a second controller, 17-a first pilot operated handle and 18-a second pilot operated handle.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described in detail with reference to the accompanying drawings and examples.
The embodiment of the invention comprises the following steps: as shown in fig. 1, the hydraulic driving system of the rail transport vehicle of the present invention comprises a bidirectional variable pump 1.2, a speed limiter 7, a hydraulic reversing valve 8, a manual reversing valve 9, an oil tank 12 and a heat exchange valve 14, wherein a regulating cylinder 2 is installed in the bidirectional variable pump 1.2, the regulating cylinder 2 is connected with a first hydraulic pilot handle 17, a first driving motor 5.1, a second driving motor 5.2, the hydraulic reversing valve 8 and the heat exchange valve 14 are respectively connected in parallel between an oil inlet end and an oil outlet end of the bidirectional variable pump 1.2, the oil outlet end of the heat exchange valve 14 is connected with the oil tank 12 through a second overflow valve 3.2, a third driving motor 5.3 and a fourth driving motor 5.4 are respectively connected in parallel between the oil inlet end and the oil outlet end of the hydraulic reversing valve 8, and a first brake cylinder 6.1 is respectively installed outside the first driving motor 5.1, the second driving motor 5.2, the third driving motor 5.3 and the fourth driving motor 5.4, The hydraulic control system comprises a second brake oil cylinder 6.2, a third brake oil cylinder 6.3 and a fourth brake oil cylinder 6.4, wherein the oil inlet end of the speed limiter 7 is respectively connected with rod cavities of the first brake oil cylinder 6.1, the second brake oil cylinder 6.2, the third brake oil cylinder 6.3 and the fourth brake oil cylinder 6.4, the oil outlet end of the speed limiter is connected with an oil tank 12, and the hydraulic reversing valve 8 is connected with a second hydraulic control pilot handle 18. The oil inlet ends of the first brake oil cylinder 6.1, the second brake oil cylinder 6.2, the third brake oil cylinder 6.3 and the fourth brake oil cylinder 6.4 are all connected with the one-way throttle valve 13, the oil inlet end of the one-way throttle valve 13 is respectively connected with the auxiliary pump 1.1 and the manual reversing valve 9, the oil inlet ends of the auxiliary pump 1.1 and the manual reversing valve 9 are all connected with the oil tank 12, the auxiliary pump 1.1 is respectively connected with the first hydraulic control pilot handle 17 and the second hydraulic control pilot handle 18, the manual reversing valve 9 is connected with the second controller 16, and the auxiliary pump 1.1 and the two-way variable pump 1.2 are all connected with the first controller 15. A first filter 11.1 is connected between the auxiliary pump 1.1 and the oil tank 12. The oil inlet end and the oil outlet end of the bidirectional variable pump 1.2 are respectively connected in parallel with a first check valve group, a second check valve group and a third check valve group, the first check valve group is formed by connecting a first check valve 4.1 and a second check valve 4.2 in series, the second check valve group is formed by connecting a third check valve 4.3 and a fourth check valve 4.4 in series, the third check valve group is formed by connecting a fifth check valve 4.5 and a sixth check valve 4.6 in series, the first check valve group and the auxiliary pump 1.1 are connected with the oil inlet end of the first overflow valve 3.1, a third overflow valve 3.3 is connected between the second check valve group and the third check valve group, and the oil outlet ends of the first overflow valve 3.1, the second overflow valve 3.2 and the third overflow valve 3.3 are connected with the oil tank 12 sequentially through a cooler 10 and a second filter 11.2. A seventh one-way valve 4.7 is connected between the oil inlet end and the oil outlet end of the cooler 10, and an eighth one-way valve 4.8 is connected between the oil inlet end and the oil outlet end of the second filter 11.2.
The working principle of the invention is as follows:
the auxiliary pump 1.1 rotates, hydraulic oil is sucked from the oil tank 12 and enters the auxiliary pump 1.1 through the first filter 11.1, one part of high-pressure oil discharged from the auxiliary pump 1.1 is used for being controlled by the first hydraulic control pilot handle 17 and the second hydraulic control pilot handle 18, one part of high-pressure oil enters a driving system loop through the first one-way valve 4.1 or the second one-way valve 4.2 and is used for supplying oil to a closed loop, and one part of high-pressure oil is used for unlocking and braking the first brake oil cylinder 6.1, the second brake oil cylinder 6.2, the third brake oil cylinder 6.3 and the fourth brake oil cylinder 6.4 through the one-way throttle valve 13.
The bidirectional variable pump 1.2 rotates, oil is sucked from one side of the bidirectional variable pump 1.2, high-pressure oil from the bidirectional variable pump 1.2 enters the first driving motor 5.1, the second driving motor 5.2, the third driving motor 5.3 and the fourth driving motor 5.4, and low-pressure oil from the first driving motor 5.1, the second driving motor 5.2, the third driving motor 5.3 and the fourth driving motor 5.4 returns to the oil suction side of the bidirectional variable pump 1.2 to form a closed loop; the heat exchange valve 14 exchanges hot hydraulic oil at the side part of the low pressure out through the second overflow valve 3.2 under the action of the pressure at the two sides, enters the cooler 10 for cooling, and finally flows back to the oil tank 12 through the second filter 11.2. When the external load is too large, the first drive motor 5.1, the second drive motor 5.2, the third drive motor 5.3 and the fourth drive motor 5.4 stop rotating, and after passing through the sixth check valve 4.6 or the fifth check valve 4.5, the high-pressure oil enters the cooler 10 and the second filter 11.2 through the third relief valve 3.3 and flows back to the oil tank 12. When the bidirectional variable displacement pump 1.2 suddenly stops rotating, the first drive motor 5.1, the second drive motor 5.2, the third drive motor 5.3 and the fourth drive motor 5.4 continue to operate due to inertia, the low-pressure side of the drive motors buffer and supplement oil through the third one-way valve 4.3 or the fourth one-way valve 4.4, and the high-pressure side of the drive motors sequentially enters the cooler 10 and the second filter 11.2 through the third overflow valve 3.3 and then flows back to the oil tank 12 after passing through the sixth one-way valve 4.6 or the seventh one-way valve 4.7. When the cooler 10 and the second filter 11.2 are blocked by impurities, the oil flows back to the tank 12 through the seventh check valve 4.7 and the eighth check valve 4.8, respectively.
As shown in fig. 1, the forward/stop/reverse condition: the manual reversing valve 9 is shifted to the left position to work through the second controller 16; the bidirectional variable pump 1.2 is shifted to the forward/backward position by the second controller 16, the auxiliary pump 1.1 and the bidirectional variable pump 1.2 start to act, high-pressure oil from the auxiliary pump 1.1 enters the first brake cylinder 6.1, the second brake cylinder 6.2, the third brake cylinder 6.3 and the fourth brake cylinder 6.4 through the one-way throttle valve 13 to unlock the brakes, and under the action of the one-way throttle valve 13, the first drive motor 5.1, the second drive motor 5.2, the third drive motor 5.3 and the fourth drive motor 5.4 build certain pressure and then unlock the brakes, so that the vehicle is prevented from sliding during starting. After the high-pressure oil enters the first drive motor 5.1, the second drive motor 5.2, the third drive motor 5.3 and the fourth drive motor 5.4, the system performs forward/backward movement. When the brake is shifted to the stop position, the auxiliary pump 1.1 and the bidirectional variable pump 1.2 stop outputting pressure oil, the manual reversing valve 9 is pushed, high-pressure oil of the first brake oil cylinder 6.1, the second brake oil cylinder 6.2, the third brake oil cylinder 6.3 and the fourth brake oil cylinder 6.4 flows back to the oil tank 12, and the first driving motor 5.1, the second driving motor 5.2, the third driving motor 5.3 and the fourth driving motor 5.4 brake.
Acceleration/deceleration: the acceleration/deceleration button is pressed down through the first hydraulic control pilot handle 17, high-pressure oil enters the adjusting oil cylinder 2, the inclination angle of the swash plate of the bidirectional variable pump 1.2 is adjusted, the displacement of the bidirectional variable pump 1.2 is adjusted, and acceleration/deceleration action is realized.
Level road/uphill: the leveling/ascending button is reset through the second hydraulic control pilot handle 18, the hydraulic reversing valve 8 works at the right position, the flow entering the first driving motor 5.1, the second driving motor 5.2, the third driving motor 5.3 and the fourth driving motor 5.4 is q, the pressure at the high-pressure end of each driving motor is P1Pressure at low pressure end of P2When the displacement of the driving motor is v, the total driving torque of the system is T1＝4(P1-P2) v/(2 pi), the rotating speed of the driving motor is n at the moment, and the requirement of low vehicle uphill speed and large moment can be met. When a road leveling/uphill button is pressed down, the hydraulic reversing valve 8 works at the left position, the flow rates entering the first driving motor 5.1, the second driving motor 5.2, the third driving motor 5.3 and the fourth driving motor 5.4 are all 2q, the pressure at the high-pressure end of each motor is P1Pressure at low pressure end of P2When the displacement of the driving motor is v, the total driving torque of the system is T1＝2(P1-P2) v/(2 n), the rotating speed of the driving motor is 2n, and the requirements of high speed and small moment on level road can be met. If the oil inlets and the oil outlets of the third driving motor 5.3 and the fourth driving motor 5.4 are communicated, the driving force is not provided any more, but the third driving motor 5.3 and the fourth driving motor 5.4 are driven by the first driving motor 5.1 and the second driving motor 5.2 to rotate.
Overspeed protection: as shown in fig. 1, an oil inlet of the speed limiter 7 is connected with rod cavities of a first brake cylinder 6.1, a second brake cylinder 6.2, a third brake cylinder 6.3 and a fourth brake cylinder 6.4 respectively, and an oil outlet is connected with an oil tank 12; when the speed limiter operates in a set rotating speed range, the proportional valve inside the speed limiter 7 is normally closed; when the rotating speed exceeds the set rotating speed, the rotating speed of the driving motor is increased, the mass block in the speed limiter 7 moves leftwards under the action of centrifugal force, the valve core of the proportional valve is pushed to move under the action of a lever, high-pressure oil in a rod cavity part of the brake oil cylinder flows back to the oil tank, the brake oil cylinder acts on the driving motor to reduce the speed, and overspeed protection action is completed, and when the rotating speeds of the first driving motor 5.1, the second driving motor 5.2, the third driving motor 5.3 and the fourth driving motor 5.4 are reduced, the valve core action of the speed limiter 7 is opposite.
Claims (5)
1. The utility model provides a rail transport vechicle hydraulic drive system, includes two-way variable pump (1.2), overspeed governor (7), switching-over valve (8) that surges, manual switching-over valve (9), oil tank (12) and heat exchange valve (14), its characterized in that: a regulating oil cylinder (2) is arranged in a bidirectional variable pump (1.2), the regulating oil cylinder (2) is connected with a first pilot operated handle (17), a first driving motor (5.1), a second driving motor (5.2), a hydraulic reversing valve (8) and a heat exchange valve (14) are respectively connected in parallel between the oil inlet end and the oil outlet end of the bidirectional variable pump (1.2), the oil outlet end of the heat exchange valve (14) is connected with an oil tank (12) through a second overflow valve (3.2), a third driving motor (5.3) and a fourth driving motor (5.4) are respectively connected in parallel between the oil inlet end and the oil outlet end of the hydraulic reversing valve (8), a first braking oil cylinder (6.1), a second braking oil cylinder (6.2), a third braking oil cylinder (6.3) and a fourth braking oil cylinder (6.4) are respectively arranged outside the first driving motor (5.1), the second driving motor (5.2), the third driving motor (5.3) and the fourth driving motor (5.4), the oil inlet end of the speed limiter (7) is respectively connected with rod cavities of the first brake oil cylinder (6.1), the second brake oil cylinder (6.2), the third brake oil cylinder (6.3) and the fourth brake oil cylinder (6.4), the oil outlet end of the speed limiter is connected with an oil tank (12), and the hydraulic reversing valve (8) is connected with the second hydraulic control pilot handle (18).
2. The rail transit vehicle hydraulic drive system of claim 1, wherein: the oil inlet end of first brake cylinder (6.1), second brake cylinder (6.2), third brake cylinder (6.3) and fourth brake cylinder (6.4) all is connected with one-way throttle valve (13), the oil inlet end of one-way throttle valve (13) is connected with auxiliary pump (1.1) and hand-operated directional valve (9) respectively, and the oil inlet end of auxiliary pump (1.1) and hand-operated directional valve (9) all is connected with oil tank (12), auxiliary pump (1.1) is connected with first liquid accuse pilot handle (17) and second liquid accuse pilot handle (18) respectively, and hand-operated directional valve (9) are connected with second controller (16), and auxiliary pump (1.1) and two-way variable pump (1.2) all are connected with first controller (15).
3. The rail transit vehicle hydraulic drive system of claim 2, wherein: a first filter (11.1) is connected between the auxiliary pump (1.1) and the oil tank (12).
4. The rail transit vehicle hydraulic drive system of claim 1, wherein: a first check valve group, a second check valve group and a third check valve group are respectively connected in parallel between the oil inlet end and the oil outlet end of the bidirectional variable pump (1.2), the first check valve group is formed by connecting a first check valve (4.1) and a second check valve (4.2) in series, the second check valve group is formed by connecting a third check valve (4.3) and a fourth check valve (4.4) in series, the third check valve group is formed by connecting a fifth check valve (4.5) and a sixth check valve (4.6) in series, the first check valve group and the auxiliary pump (1.1) are connected with the oil inlet end of the first overflow valve (3.1), a third overflow valve (3.3) is connected between the second check valve group and the third check valve group, the oil outlet ends of the first overflow valve (3.1), the second overflow valve (3.2) and the third overflow valve (3.3) are connected with an oil tank (12) sequentially through a cooler (10) and a second filter (11.2).
5. The rail transit vehicle hydraulic drive system of claim 4, wherein: a seventh one-way valve (4.7) is connected between the oil inlet end and the oil outlet end of the cooler (10), and an eighth one-way valve (4.8) is connected between the oil inlet end and the oil outlet end of the second filter (11.2).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110836591.6A CN113386799B (en) | 2021-07-23 | 2021-07-23 | Hydraulic driving system of rail transport vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110836591.6A CN113386799B (en) | 2021-07-23 | 2021-07-23 | Hydraulic driving system of rail transport vehicle |
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| CN113386799A true CN113386799A (en) | 2021-09-14 |
| CN113386799B CN113386799B (en) | 2023-04-25 |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01262220A (en) * | 1988-04-11 | 1989-10-19 | Hitachi Constr Mach Co Ltd | Control device for traveling oil pressure of hydraulic driving vehicle |
| CN103273843A (en) * | 2013-04-27 | 2013-09-04 | 燕山大学 | Hydraulic part time four-wheel-drive drive system of self-propelled harvester |
| CN107628540A (en) * | 2016-07-19 | 2018-01-26 | 成都源云机械有限公司 | Monorail crane locomotive fluid power system |
| CN207777313U (en) * | 2018-01-18 | 2018-08-28 | 大连天重散装机械设备有限公司 | Car puller walking fluid power system |
-
2021
- 2021-07-23 CN CN202110836591.6A patent/CN113386799B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH01262220A (en) * | 1988-04-11 | 1989-10-19 | Hitachi Constr Mach Co Ltd | Control device for traveling oil pressure of hydraulic driving vehicle |
| CN103273843A (en) * | 2013-04-27 | 2013-09-04 | 燕山大学 | Hydraulic part time four-wheel-drive drive system of self-propelled harvester |
| CN107628540A (en) * | 2016-07-19 | 2018-01-26 | 成都源云机械有限公司 | Monorail crane locomotive fluid power system |
| CN207777313U (en) * | 2018-01-18 | 2018-08-28 | 大连天重散装机械设备有限公司 | Car puller walking fluid power system |
Non-Patent Citations (1)
| Title |
|---|
| 李婷;: "机动设备液压系统的主要元件及其应用探析(1)" * |
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| CN113386799B (en) | 2023-04-25 |
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