CN116181707A

CN116181707A - Full hydraulic system of pure electric vehicle

Info

Publication number: CN116181707A
Application number: CN202310269476.4A
Authority: CN
Inventors: 金勇�; 王振; 崔志东
Original assignee: Nanjing North Road Intelligent Control Technology Co ltd
Current assignee: Nanjing North Road Intelligent Control Technology Co ltd
Priority date: 2023-03-20
Filing date: 2023-03-20
Publication date: 2023-05-30

Abstract

The invention relates to the technical field of hydraulic pressure, in particular to a full hydraulic system of a pure electric vehicle, which comprises an oil tank for containing hydraulic oil; the variable pump is communicated with the oil tank; the steering valve group is communicated with the variable pump, and is communicated with a steering control oil cylinder and the oil tank and used for controlling the vehicle to steer; the lifting valve group is communicated with the variable pump, and is communicated with the lifting oil cylinder and the oil tank and used for controlling the action of the hopper; a steering accumulator in communication with the steering valve block and the variable pump; the brake valve group is communicated with the variable pump and is communicated with a brake system and the oil tank; and the brake accumulator is communicated with the brake valve group and the variable pump. The invention can reduce the complexity of the pipeline, is convenient for arrangement, and can improve the control performance.

Description

Full hydraulic system of pure electric vehicle

Technical Field

The invention relates to the technical field of hydraulic pressure, in particular to a full hydraulic system of a pure electric vehicle.

Background

Because the hydraulic system has good working reliability and large working acting force, the hydraulic system is used in engineering vehicles in a large scale. Lifting, braking, steering and the like are realized by adopting a hydraulic system. However, in order to meet the lifting, braking and steering actions, a plurality of oil pumps and corresponding pipelines are required to be correspondingly arranged, so that a system is complex and arrangement is difficult. And in the process of steering and braking, the response is slower, and after the hydraulic system fails, the vehicle cannot finish braking and steering, so that the steering performance of the vehicle is poor.

Therefore, an all-hydraulic system of a pure electric vehicle is required to solve the above-described problems.

Disclosure of Invention

The invention aims to provide an all-hydraulic system of a pure electric vehicle, which can reduce the complexity of pipelines, is convenient to arrange and can improve the control performance.

To achieve the purpose, the invention adopts the following technical scheme:

an all-hydraulic system of a pure electric vehicle, comprising:

the oil tank is used for containing hydraulic oil;

the variable pump is communicated with the oil tank;

the steering valve group is communicated with the variable pump, and is communicated with a steering control oil cylinder and the oil tank and used for controlling the vehicle to steer;

the lifting valve group is communicated with the variable pump, and is communicated with the lifting oil cylinder and the oil tank and used for controlling the action of the hopper;

a steering accumulator in communication with the steering valve block and the variable pump;

the brake valve group is communicated with the variable pump and is communicated with a brake system and the oil tank;

and the brake accumulator is communicated with the brake valve group and the variable pump.

Further, the steering valve group comprises a steering multi-way valve, the steering multi-way valve is provided with a first oil inlet, a first control port, a second control port and a first oil return port, the first oil inlet is communicated with the variable pump and the steering energy accumulator, the first control port is communicated with a first rod cavity of the steering control oil cylinder, the second control port is communicated with a second rod cavity of the control oil cylinder, the first oil return port is communicated with the oil tank, when the first oil inlet is communicated with the first control port, the second control port is communicated with the first oil return port, and when the first oil inlet is communicated with the second control port, the first control port is communicated with the first oil return port.

Further, the lifting valve group comprises a lifting electromagnetic ball valve and a descending electromagnetic ball valve, the lifting electromagnetic ball valve is communicated with the rodless cavity of the lifting oil cylinder and the variable pump, the descending electromagnetic ball valve is communicated with the rodless cavity of the lifting oil cylinder and the oil tank, and when one of the lifting electromagnetic ball valve and the descending electromagnetic ball valve is in a conducting state, the other is in a non-conducting state.

Further, a first one-way valve is arranged on a pipeline between the steering energy accumulator and the variable pump, an oil inlet of the first one-way valve is communicated with the variable pump, and an oil outlet of the first one-way valve is communicated with the steering energy accumulator.

Further, the device also comprises an unloading electromagnetic valve, wherein the unloading electromagnetic valve is communicated with the control port of the variable pump and the oil tank.

Further, the variable displacement pump further comprises an overflow valve which is respectively communicated with the variable displacement pump and the oil tank.

Further, the brake valve group comprises a first control valve, a second control valve and a third control valve, the brake system comprises an A-bridge brake, a B-bridge brake and a parking brake, the first control valve is communicated with the variable pump, the first control valve can be selectively communicated with an oil inlet of the second control valve, an oil inlet of the third control valve or the parking brake, the second control valve is communicated with the A-bridge brake, and the third control valve is communicated with the B-bridge brake.

Further, a pressure reducing valve is arranged on a pipeline between the first control valve and the variable pump.

Further, a second one-way valve is arranged on a pipeline between the pressure reducing valve and the first control valve, an oil inlet of the second one-way valve is communicated with the pressure reducing valve, and an oil outlet of the second one-way valve is communicated with the first control valve.

Further, the steering accumulator is communicated with the braking accumulator, a third one-way valve is arranged on a pipeline between the steering accumulator and the braking accumulator, an oil inlet of the third one-way valve is communicated with the steering accumulator, and an oil outlet of the third one-way valve is communicated with the braking accumulator.

The invention has the beneficial effects that:

according to the full hydraulic system of the pure electric vehicle, the variable pump is communicated with the oil tank, and the variable pump is communicated with the steering valve group, the lifting valve group, the steering accumulator, the braking valve group and the braking accumulator. The steering, lifting and braking can be realized by only arranging one variable pump, so that the pipeline is simple and convenient to arrange. Through setting up steering accumulator and braking accumulator, when the variable pump works, hydraulic oil enters into steering accumulator and braking accumulator, steering accumulator and braking accumulator can carry out the energy storage and can adjust the pressure of system, guarantee hydraulic system's oil pressure stability, when rotating, the hydraulic oil in the steering accumulator can be supplied to steering valve group, control steering control hydro-cylinder, when braking, the hydraulic oil in the braking accumulator can be supplied to the braking valve group, control the braking valve group. Through setting up braking energy storage ware and turning to the energy storage ware, can promote and control the performance, and after the variable pump breaks down, still can accomplish emergent turning to and braking, guarantee the security of driving.

Drawings

Fig. 1 is a hydraulic schematic diagram of an all-hydraulic system of a pure electric vehicle according to the present invention.

In the figure:

1. an oil tank; 11. a variable displacement pump; 12. a high pressure filter; 13. a first one-way valve; 14. an overflow valve; 15. an unloading solenoid valve; 2. a lifting valve group; 21. lifting the electromagnetic ball valve; 22. descending the electromagnetic ball valve; 23. lifting the oil cylinder; 3. a steering valve group; 31. a steering multiway valve; 32. a steering control cylinder; 4. a steering accumulator; 41. a first pressure sensor; 42. a third one-way valve; 5. a brake valve bank; 51. a pressure reducing valve; 52. a second one-way valve; 53. a first control valve; 54. a second control valve; 55. a third control valve; 6. a braking system; 61. a bridge brake; 62. a parking brake; 63. a B bridge brake; 7. a brake accumulator; 71. and a second pressure sensor.

Detailed Description

The technical scheme of the invention is further described below with reference to the attached drawings and the embodiments. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the drawings related to the present invention are shown.

In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixed or removable, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.

In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

In order to reduce the complexity of the pipeline of the full hydraulic system of the pure electric vehicle, so that the arrangement is convenient, the control performance of the full hydraulic system is ensured, and the full hydraulic system of the pure electric vehicle is provided as shown in fig. 1. The full hydraulic system of the pure electric vehicle comprises an oil tank 1, a variable pump 11, a steering valve group 3, a lifting valve group 2, a steering accumulator 4, a brake valve group 5 and a brake accumulator 7.

The oil tank 1 is used for containing hydraulic oil; the variable pump 11 is communicated with the oil tank 1; the steering valve group 3 is communicated with the variable pump 11, and the steering valve group 3 is communicated with the steering control oil cylinder 32 and the oil tank 1 and is used for controlling the vehicle to steer. The lifting valve group 2 is communicated with the variable pump 11, and the lifting valve group 2 is communicated with the lifting oil cylinder 23 and the oil tank 1 and is used for controlling the hopper to lift and discharge. The steering accumulator 4 is communicated with the steering valve group 3 and the variable pump 11; the brake valve group 5 is communicated with the variable pump 11, and the brake valve group 5 is communicated with the brake system 6 and the oil tank 1; the brake accumulator 7 communicates with the brake valve block 5 and the variable displacement pump 11.

The steering, lifting and braking can be realized by only arranging one variable pump 11, so that the pipeline is simple and convenient to arrange. Through setting up steering accumulator 4 and braking accumulator 7, when variable pump 11 works, hydraulic oil enters into steering accumulator 4 and braking accumulator 7, steering accumulator 4 and braking accumulator 7 can carry out the energy storage and can adjust the pressure of system, guarantee that hydraulic system's oil pressure is stable, when rotating, the hydraulic oil in steering accumulator 4 can be supplemented to steering valve group 3, control steering control hydro-cylinder 32, when braking, the hydraulic oil in braking accumulator 7 can be supplemented to braking valve group 5, control braking valve group 5. By arranging the brake energy accumulator 7 and the steering energy accumulator 4, the control performance can be improved, and after the variable pump 11 fails, emergency steering and braking can still be completed, so that the driving safety is ensured.

Further, the steering valve group 3 includes a steering multi-way valve 31, the steering multi-way valve 31 has a first oil inlet, a first control port, a second control port and a first oil return port, the first oil inlet is communicated with the variable pump 11 and the steering accumulator 4, the first control port is communicated with a first rod cavity of the steering control cylinder 32, the second control port is communicated with a second rod cavity of the control cylinder, the first oil return port is communicated with the oil tank 1, when the first oil inlet is communicated with the first control port, the second control port is communicated with the first oil return port, and when the first oil inlet is communicated with the second control port, the first control port is communicated with the first oil return port. Specifically, the steering control cylinder 32 is a double-piston cylinder, and the piston action of the steering control cylinder 32 can be controlled by controlling the multi-way valve, so that the steering of the vehicle is realized. And the steering speed can be controlled by controlling the opening degree of the multi-way valve.

Further, the lifting valve group 2 includes a lifting electromagnetic ball valve 21 and a lowering electromagnetic ball valve 22, the lifting electromagnetic ball valve 21 is communicated with the rodless cavity of the lifting cylinder 23 and the variable pump 11, the lowering electromagnetic ball valve 22 is communicated with the rodless cavity of the lifting cylinder 23 and the oil tank 1, and when one of the lifting electromagnetic ball valve 21 and the lowering electromagnetic ball valve 22 is in a conductive state, the other is in a non-conductive state. When the car hopper is required to be lifted, the lifting electromagnetic ball valve 21 is controlled to be conducted, the descending electromagnetic ball valve 22 is closed, the piston of the lifting oil cylinder 23 extends out, unloading is carried out after the car hopper is lifted in place, after unloading, the lifting electromagnetic ball valve 21 is closed, the descending electromagnetic ball valve 22 is opened, hydraulic oil in the lifting oil cylinder 23 flows back to the oil tank 1, the piston rod of the lifting oil cylinder 23 is retracted, and the car hopper is reset. In this embodiment, both the lifting solenoid valve 21 and the lowering solenoid valve 22 adopt cone valve structures.

Further, a first one-way valve 13 is arranged on a pipeline between the steering accumulator 4 and the variable pump 11, an oil inlet of the first one-way valve 13 is communicated with the variable pump 11, and an oil outlet of the first one-way valve 13 is communicated with the steering accumulator 4. By providing the first one-way valve 13, it is ensured that hydraulic oil enters the steering accumulator 4 in one direction for accumulation, and hydraulic oil in the steering accumulator 4 does not flow back into the oil tank 1. In order to facilitate the detection of the pressure of the steering accumulator 4, a first pressure sensor 41 is provided on the line through which the steering accumulator 4 communicates.

Further, the full hydraulic system also comprises an unloading electromagnetic valve 15, and the unloading electromagnetic valve 15 is communicated with the control port of the variable pump 11 and the oil tank 1. By arranging the unloading electromagnetic valve 15, when the unloading electromagnetic valve 15 is in a power-off state, the variable pump 11 is in a high-pressure working state, and after the unloading electromagnetic power is generated, a control port of the variable pump 11 is directly communicated with the oil tank 1 and is in low-pressure operation. At this time, the vehicle is in a standby state, and the energy consumption of the system can be reduced.

Further, the full hydraulic system further includes a relief valve 14, and the relief valve 14 communicates with the variable pump 11 and the oil tank 1, respectively. By arranging the relief valve 14, after the pressure of the full hydraulic system is too high to exceed the set pressure, the relief valve 14 is opened to release pressure, so that the safety of the full hydraulic system is ensured.

Further, the brake valve group 5 includes a first control valve 53, a second control valve 54, and a third control valve 55, the brake system 6 includes an a-bridge brake 61, a B-bridge brake 63, and a parking brake 62, the first control valve 53 is in communication with the variable displacement pump 11, the first control valve 53 is selectively communicable with an oil inlet of the second control valve 54, an oil inlet of the third control valve 55, or the parking brake 62, the second control valve 54 is communicable with the a-bridge brake 61, and the third control valve 55 is communicable with the B-bridge brake 63. Specifically, in the present embodiment, the first control valve 53 is a two-position three-way solenoid valve, and when the first control valve 53 is communicated with the parking brake 62, the first control valve 53 is disconnected from the second control valve 54 and the third control valve 55, at which time the parking function is realized. When the first control valve 53 is communicated with the second control valve 54 and the third control valve 55, the first control valve 53 is disconnected from the parking brake 62, and at this time, the second control valve 54 or the third control valve 55 may be controlled, thereby realizing braking of the a-bridge brake 61 or the B-bridge brake 63. The second control valve 54 and the third control valve 55 are three-way proportional pressure reducing valves 51, and the opening degrees of the second control valve 54 and the third control valve 55 can be controlled by controlling the current, so that the braking speed is controlled. When braking is completed, the hydraulic oil in the a-bridge brake 61 enters the oil tank 1 through the oil return port of the second control valve 54, the hydraulic oil in the B-bridge brake 63 enters the oil tank 1 through the oil return port of the third control valve 55, and the hydraulic oil in the parking brake 62 enters the oil tank 1 through the oil return port of the first control valve 53, so that braking is released.

Further, pressure sensors for detecting the brake pressure are provided on the hydraulic lines of the a-bridge brake 61, the B-bridge brake 63, and the parking brake 62.

Further, a pressure reducing valve 51 is provided in a line between the first control valve 53 and the variable displacement pump 11. By providing the relief valve 51, the oil pressure entering the first control valve 53 can be reduced, thereby satisfying the braking demand.

Further, a second one-way valve 52 is arranged on a pipeline between the pressure reducing valve 51 and the first control valve 53, an oil inlet of the second one-way valve 52 is communicated with the pressure reducing valve 51, and an oil outlet of the second one-way valve 52 is communicated with the first control valve 53. By providing the second check valve 52, the hydraulic oil one-way flow passage first control valve 53 in the brake accumulator 7 can be ensured, so that emergency braking can be ensured.

Further, the steering accumulator 4 is communicated with the brake accumulator 7, a third one-way valve 42 is arranged on a pipeline between the steering accumulator 4 and the brake accumulator 7, an oil inlet of the third one-way valve 42 is communicated with the steering accumulator 4, and an oil outlet of the third one-way valve 42 is communicated with the brake accumulator 7. By arranging the third one-way valve 42, the steering accumulator 4 and the brake accumulator 7 can be conducted in one way, so that the steering accumulator 4 is supplied to the brake accumulator 7 in one way for emergency braking, and the driving safety is ensured. Moreover, by adopting the mode, the size of the brake energy accumulator 7 can be reduced, and the emergency braking capability can be greatly improved. In order to facilitate the detection of the pressure of the brake accumulator 7, a second pressure sensor 71 is provided on the line through which the steering accumulator 4 communicates.

Further, a high-pressure filter 12 is arranged at the oil outlet of the variable pump 11, and the high-pressure filter 12 can filter the pumped hydraulic oil, so that the cleaning of the oil is ensured.

It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.

Claims

1. Full hydraulic system of pure electric vehicle, characterized by comprising:

the oil tank (1) is used for containing hydraulic oil;

a variable pump (11), the variable pump (11) being in communication with the oil tank (1);

the steering valve group (3) is communicated with the variable pump (11), and the steering valve group (3) is communicated with a steering control oil cylinder (32) and the oil tank (1) and is used for controlling the vehicle to steer;

the lifting valve group (2) is communicated with the variable pump (11), and the lifting valve group (2) is communicated with a lifting oil cylinder (23) and the oil tank (1) and is used for controlling the action of a hopper;

a steering accumulator (4) in communication with the steering valve block (3) and the variable displacement pump (11);

a brake valve group (5) communicated with the variable pump (11), and the brake valve group (5) is communicated with a brake system (6) and the oil tank (1);

and a brake accumulator (7) which is communicated with the brake valve group (5) and the variable pump (11).

2. The full hydraulic system of a pure electric vehicle according to claim 1, characterized in that the steering valve group (3) comprises a steering multi-way valve (31), the steering multi-way valve (31) has a first oil inlet, a first control port, a second control port and a first oil return port, the first oil inlet is communicated with the variable pump (11) and the steering accumulator (4), the first control port is communicated with a first rod cavity of the steering control cylinder (32), the second control port is communicated with a second rod cavity of the control cylinder, the first oil return port is communicated with the oil tank (1), the second control port is communicated with the first oil return port when the first oil inlet is communicated with the first control port, and the first control port is communicated with the first oil return port when the first oil inlet is communicated with the second control port.

3. Full hydraulic system of a pure electric vehicle according to claim 1, characterized in that the lifting valve group (2) comprises a lifting electromagnetic ball valve (21) and a lowering electromagnetic ball valve (22), the lifting electromagnetic ball valve (21) being in communication with the rodless cavity of the lifting cylinder (23) and the variable pump (11), the lowering electromagnetic ball valve (22) being in communication with the rodless cavity of the lifting cylinder (23) and the oil tank (1), when one of the lifting electromagnetic ball valve (21) and the lowering electromagnetic ball valve (22) is in a conducting state, the other is in a non-conducting state.

4. Full hydraulic system of a pure electric vehicle according to claim 1, characterized in that a first non-return valve (13) is arranged on the pipeline between the steering accumulator (4) and the variable pump (11), the oil inlet of the first non-return valve (13) is communicated with the variable pump (11), and the oil outlet of the first non-return valve (13) is communicated with the steering accumulator (4).

5. The full hydraulic system of a pure electric vehicle according to claim 1, further comprising an unloading solenoid valve (15), the unloading solenoid valve (15) being in communication with a control port of the variable displacement pump (11) and with the oil tank (1).

6. Full hydraulic system of a pure electric vehicle according to claim 1, characterized by further comprising an overflow valve (14), said overflow valve (14) being in communication with the variable displacement pump (11) and with the tank (1), respectively.

7. Full hydraulic system of a pure electric vehicle according to claim 1, characterized in that the brake valve group (5) comprises a first control valve (53), a second control valve (54) and a third control valve (55), the brake system (6) comprises an a-bridge brake (61), a B-bridge brake (63) and a parking brake (62), the first control valve (53) is in communication with the variable pump (11), the first control valve (53) is selectively communicable with an oil inlet of the second control valve (54), an oil inlet of the third control valve (55) or the parking brake (62), the second control valve (54) is in communication with the a-bridge brake (61), the third control valve (55) is in communication with the B-bridge brake (63).

8. Full hydraulic system of a pure electric vehicle according to claim 7, characterized in that a pressure reducing valve (51) is arranged on the line between the first control valve (53) and the variable displacement pump (11).

9. The full hydraulic system of a pure electric vehicle according to claim 8, characterized in that a second one-way valve (52) is arranged on a pipeline between the pressure reducing valve (51) and the first control valve (53), an oil inlet of the second one-way valve (52) is communicated with the pressure reducing valve (51), and an oil outlet of the second one-way valve (52) is communicated with the first control valve (53).

10. Full hydraulic system of a pure electric vehicle according to claim 1, characterized in that the steering accumulator (4) is in communication with the brake accumulator (7), a third non-return valve (42) is arranged on the line between the steering accumulator (4) and the brake accumulator (7), the oil inlet of the third non-return valve (42) is in communication with the steering accumulator (4), and the oil outlet of the third non-return valve (42) is in communication with the brake accumulator (7).