CN218347660U - Hydraulic drive control system and engineering machinery - Google Patents

Abstract

The utility model belongs to the technical field of hydraulic system, concretely relates to hydraulic drive control system and engineering machine tool. The hydraulic drive control system includes: a front wheel travel motor; a rear wheel travel motor; a travel pump connected to the front wheel travel motor and the rear wheel travel motor, respectively; the electric control module is provided with a plurality of relays; the electric control module controls the displacement of the front wheel driving motor and the rear wheel driving motor through a plurality of relays so as to control the distribution of the driving force between the front wheel and the rear wheel. Through the technical scheme of the utility model, carry out discharge capacity adjustment control to the motor of traveling through the automatically controlled module that has the relay to drive power distribution mode through between adjustment front wheel and the rear wheel and realize anti-skidding effect, automatically controlled adjustment operation response is rapid, efficient, is favorable to reduce cost moreover.

Description

Hydraulic drive control system and engineering machinery

Technical Field

The utility model belongs to the technical field of hydraulic system, concretely relates to hydraulic drive control system and engineering machine tool.

Background

In construction machinery such as a road roller, a hydraulic system is generally adopted to drive a front wheel and a rear wheel to run, for example, a double-drive single-steel-wheel road roller, wherein the front wheel and the rear wheel are respectively driven by a hydraulic motor, so as to realize different working modes such as road roller construction operation and transition driving. The road condition of the construction site of the engineering machinery is usually complex, and the slipping phenomenon often occurs. When one driving wheel slips, the adhesive force between the front wheel and the rear wheel is greatly different, the load of a motor corresponding to the slipping driving wheel is reduced, the oil pressure is reduced, oil in a hydraulic system flows to the motor corresponding to the slipping driving wheel in a concentrated mode, and the driving force of the other driving wheel is gradually reduced until the driving wheel stops rotating due to insufficient oil flow and pressure, so that the whole driving force of the road roller is lost, and normal construction operation is influenced.

In the existing hydraulic system of the road roller, a hydraulic control system formed by connecting various hydraulic valves, electromagnetic valves and the like is generally adopted, and the driving force is adjusted when the driving wheel slips, but the anti-slip performance of the road roller is influenced due to the fact that the connection relation of the hydraulic system is relatively complex and the control operation efficiency is not high, construction operation under complex road conditions is not facilitated, and the cost of the hydraulic system is relatively high.

SUMMERY OF THE UTILITY MODEL

In view of this, in order to improve at least one of the above problems in the prior art, the present invention provides a hydraulic drive control system and a construction machine.

A first aspect of the present invention provides a hydraulic drive control system, including: the front wheel running motor is used for being in transmission connection with the front wheel; the rear wheel driving motor is used for being in transmission connection with the rear wheel; a travel pump connected to the front wheel travel motor and the rear wheel travel motor, respectively; the electric control module is provided with a plurality of relays; the front wheel driving motor and the rear wheel driving motor are electric proportional hydraulic motors and are electrically connected with the electric control module, and the electric control module controls the displacement of the front wheel driving motor and the displacement of the rear wheel driving motor through a plurality of relays.

The utility model discloses beneficial effect among the above-mentioned technical scheme embodies:

through improving the control mode of the motor that traveles, adopt the cooperation of electric proportional motor to have the automatically controlled module of relay, carry out discharge capacity adjustment control operation to the motor that traveles, in order in time to adjust the drive power distribution mode between front wheel and the rear wheel when the drive wheel takes place the phenomenon of skidding, in order to realize anti-skidding effect, wherein, the structure and the relation of connection of relay are simple, automatically controlled adjustment operation response is rapid, high efficiency, be particularly suitable for using in machinery such as road roller, and need not to dispose corresponding hydrovalve, solenoid valve etc. in the system, the whole more optimization of system, be favorable to reduce cost.

In one possible implementation, the electronic control module comprises: the front wheel control circuit is electrically connected with the front wheel running motor and is suitable for controlling the displacement of the front wheel running motor, and part of the relays are arranged on the front wheel control circuit; the rear wheel control circuit is electrically connected with the rear wheel driving motor and is suitable for controlling the displacement of the rear wheel driving motor, and the rest relays in the plurality of relays are arranged on the rear wheel control circuit; and the master control switch is suitable for controlling the on-off states of a plurality of relays in the front wheel control circuit and the rear wheel control circuit.

In one possible implementation, the front wheel control circuit includes: the first sub-loop is provided with a first relay and is electrically connected with the front wheel running motor; the second sub-loop is provided with a second relay and is electrically connected with the front wheel running motor; the main control switch is suitable for controlling the first relay to be powered on and the second relay to be powered off, or controlling the first relay to be powered off and the second relay to be powered on, or controlling the first relay and the second relay to be powered off simultaneously; wherein, some of the relays include a first relay and a second relay, a default displacement of the front wheel driving motor is a maximum displacement, an energizing current of the first relay corresponds to a first displacement of the front wheel driving motor, an energizing current of the second relay corresponds to a minimum displacement of the front wheel driving motor, and the first displacement is greater than the minimum displacement of the front wheel driving motor and is in a range of 20% to 40% of the maximum displacement of the front wheel driving motor.

In one possible implementation, the rear wheel control circuit includes: a third sub-circuit provided with a third relay and electrically connected to the rear wheel drive motor; a fourth sub-circuit provided with a fourth relay and electrically connected with the rear wheel driving motor; the main control switch is suitable for controlling the third relay to be powered on and the fourth relay to be powered off, or controlling the third relay to be powered off and the fourth relay to be powered on, or controlling the third relay and the fourth relay to be powered off simultaneously; wherein the remaining relays among the plurality of relays include a third relay and a fourth relay, a default displacement of the rear-wheel-drive motor is a maximum displacement, an energization current of the third relay corresponds to a second displacement of the rear-wheel-drive motor, an energization current of the fourth relay corresponds to a minimum displacement of the rear-wheel-drive motor, and the second displacement is greater than the minimum displacement of the rear-wheel-drive motor and is in a range of 20% to 40% of the maximum displacement of the rear-wheel-drive motor.

In one possible implementation, the first sub-loop is arranged in parallel with the third sub-loop; the main control switch is suitable for controlling the first relay and the third relay to be electrified or electrified simultaneously.

In one possible implementation, the hydraulic drive control system further comprises: the detection assembly is arranged corresponding to the front wheel and the rear wheel and is suitable for detecting the slipping state of the front wheel and the rear wheel; the main control switch is in communication connection with the detection assembly and is suitable for controlling the on-off state of relays in the front wheel control circuit and the rear wheel control circuit according to the slipping state of the front wheels and the rear wheels.

In one possible implementation, the detection component includes: a plurality of rotation speed sensors respectively provided on the front wheel and the rear wheel to detect rotation speeds of the front wheel and the rear wheel; and the processing unit is in communication connection with the plurality of rotating speed sensors and the main control switch, and is suitable for determining the slipping state of the front wheels and the rear wheels according to the rotating speeds of the front wheels and the rear wheels.

In one possible embodiment, the hydraulic drive control system further comprises: and the driving mechanism is in transmission connection with the traveling pump so as to drive the traveling pump to pump oil.

In a possible embodiment, the traveling pump is provided with two working oil ports, and the two working oil ports are respectively connected with the two oil ports of the front wheel traveling motor and the two oil ports of the rear wheel traveling motor through pipelines to form a closed loop.

The second aspect of the present invention also provides an engineering machine, including: the bicycle comprises a bicycle body, a front wheel and a rear wheel, wherein the bicycle body is provided with the front wheel and the rear wheel; the hydraulic drive control system of any one of the above. Among them, the construction machine includes but is not limited to a road roller.

Drawings

Fig. 1 is a schematic block diagram of a hydraulic drive control system according to an embodiment of the present invention.

Fig. 2 is a schematic diagram illustrating an internal circuit of an electronic control module according to an embodiment of the present invention.

Fig. 3 is a schematic block diagram of a hydraulic drive control system according to an embodiment of the present invention.

Fig. 4 is a schematic block diagram of a detection assembly according to an embodiment of the present invention.

Fig. 5 is a schematic block diagram of a hydraulic drive control system according to an embodiment of the present invention.

Fig. 6 is a schematic view of a road roller under a plane road condition according to an embodiment of the present invention.

Fig. 7 is a schematic view of a road roller under a steep slope condition according to an embodiment of the present invention.

Fig. 8 is a schematic view of a road roller under a steep slope condition according to an embodiment of the present invention.

Fig. 9 shows a logic table for controlling a relay of each gear of the engineering machinery according to an embodiment of the present invention.

Fig. 10 is a schematic block diagram of a construction machine according to an embodiment of the present invention.

In fig. 10, "+" indicates a power-on state and "-" indicates a power-off state.

Detailed Description

In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless explicitly specifically limited otherwise. In the embodiment of the present application, all directional indicators (such as up, down, left, right, front, rear, top, bottom \8230;) are used only to explain the relative positional relationship between the components, the motion, etc. in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indicator is changed accordingly. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements but may alternatively include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Furthermore, reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein may be combined with other embodiments.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application.

Summary of the application

In the field of construction machinery, a road roller is one of common road construction machinery, and a hydraulic system is generally adopted to drive front wheels and rear wheels to rotate. For example, in a dual-drive single-steel-wheel road roller, the front wheel and the rear wheel are respectively driven by a hydraulic motor, the front wheel motor and the rear wheel motor are arranged in parallel, pressure oil is provided by a running pump and freely distributed to the front wheel motor and the rear wheel motor, so that the linear speeds of the front steel wheel and the rear wheel are kept consistent, and different working modes of construction operation, transition running and the like of the road roller are realized.

However, since road conditions on the road roller construction site are generally complex, slippage often occurs under road conditions such as steep slopes, muddy roads or deserts. The steel wheel and the tire have large adhesive force difference to the ground, so that when the driving force generated by one driving wheel exceeds the adhesive force to the road surface, the phenomenon of skidding can occur, the load of a motor corresponding to the skidding driving wheel is reduced at the moment, the oil pressure is reduced, so that the oil in a hydraulic system flows to the motor corresponding to the skidding driving wheel in a concentrated manner, and the driving force of the other driving wheel is gradually reduced until the driving wheel stops rotating due to insufficient oil flow and pressure, namely, the phenomenon that one driving wheel slips and the other driving wheel does not rotate occurs, so that the whole road roller loses the driving force and normal construction operation is influenced.

In a conventional hydraulic system of a road roller, a hydraulic control system formed by connecting various hydraulic valves, solenoid valves and the like is generally adopted, and a driving force is adjusted when a driving wheel slips, for example, in a slip prevention hydraulic driving system of a dual-drive road roller, a slip prevention valve is connected in series in a motor loop to play a role in preventing a motor from slipping. However, the system needs to arrange a corresponding anti-run-out slide valve for each motor, so that the connection relationship is complex, the control operation efficiency is not high, the anti-skid performance of the road roller is affected, and the cost of the hydraulic system is relatively high; meanwhile, the anti-slip valve adopts the damping hole to limit the flow of the motor, so that the system can generate heat, the temperature of the system is increased, and the construction operation under complex road conditions is not facilitated.

The following provides some embodiments of the hydraulic drive control system and the construction machine in the technical solution of the present invention. It can be understood that the utility model discloses a hydraulic drive control system can be applied to engineering machine tools such as road roller.

In an embodiment of the first aspect of the present invention a hydraulic drive control system 1 is provided. As shown in fig. 1, the hydraulic drive control system 1 includes a front wheel travel motor 11, a rear wheel travel motor 12, a travel pump 13, and an electronic control module 14. The running pump 13 is respectively connected with a front wheel running motor 11 and a rear wheel running motor 12, the front wheel running motor 11 is used for being in transmission connection with a front wheel of the engineering machinery, and the rear wheel running motor 12 is used for being in transmission connection with a rear wheel of the engineering machinery; hydraulic oil is pumped to the front-wheel travel motor 11 and the rear-wheel travel motor 12 by the travel pump 13 to drive the front wheels and the rear wheels to rotate, so that a double drive form is formed. The traveling pump 13 may be connected to the front wheel traveling motor 11 and the rear wheel traveling motor 12 through hydraulic lines; the front wheel running motor 11 and the rear wheel running motor 12 are both electric proportional hydraulic motors, and the electric control module 14 is electrically connected with the front wheel running motor 11 and the rear wheel running motor 12; the electric control module 14 is provided with a plurality of relays, and can control the displacement of the front-wheel travel motor 11 and the displacement of the rear-wheel travel motor 12 through the plurality of relays, respectively, to control the distribution of the driving force between the front wheels and the rear wheels.

Because the front wheel and the rear wheel are both driving wheels, when one of the front wheel and the rear wheel slips, the driving force of the slipping driving wheel can be reduced by changing the original driving force distribution mode, so that the other driving wheel can obtain sufficient driving force, the vehicle can further run under the driving of the driving wheel, the slipping driving wheel is driven to finish the slipping state, and the anti-slipping effect is realized.

It can be understood that the hydraulic system of the common engineering machinery generally adopts a hydraulic valve and the like to perform control operation in the hydraulic system, for example, a double-drive single-steel-wheel road roller with a slide valve is adopted, however, the structures and the connection relations of the components such as the hydraulic valve are complex, the control operation efficiency is relatively low, the cost is high, the response speed is slow when the slipping phenomenon occurs, the whole construction operation efficiency of the engineering machinery is influenced, and the hydraulic system is not beneficial to being used in the construction environment with complex road conditions.

The hydraulic drive control system in this embodiment, through improving the control mode of the motor that traveles, adopt the cooperation of electric proportional motor to have the automatically controlled module 14 of relay, carry out automatically controlled discharge capacity adjustment operation to the motor that traveles, in order in time to adjust the drive power distribution proportion between front wheel and the rear wheel when the drive wheel takes place the phenomenon of skidding, in order to realize anti-skidding effect, wherein, automatically controlled adjustment operation response is quick, high efficiency, and the structure and the regulation and control easy operation of relay, be particularly suitable for using in machinery such as road roller, and simultaneously, the system need not to dispose parts such as hydrovalve, the whole system is more optimized, be favorable to reduce cost.

In a further embodiment of the present invention, as shown in fig. 1 and 2, in the hydraulic drive control system 1, the electronic control module 14 includes a front wheel control circuit 141, a rear wheel control circuit 142, and a main control switch 143. As an example in fig. 2, some of the plurality of relays are provided on the front wheel control circuit 141, and the front wheel control circuit 141 is electrically connected to the front wheel travel motor 11 to control the displacement of the front wheel travel motor 11 through the relays; the remaining relays of the plurality of relays are provided on the rear wheel control circuit 142, and the rear wheel control circuit 142 is electrically connected to the rear wheel travel motor 12 to control the displacement volume of the rear wheel travel motor 12 through the relays. By the above-described displacement adjustment operation, the driving force distribution ratio between the front wheels and the rear wheels is further changed. As shown in fig. 2, in the front wheel control circuit 141 and the rear wheel control circuit 142, the main control switch 143 is disposed in a line connected to a positive electrode of a power supply, so as to control the power on/off states of a plurality of relays in the front wheel control circuit 141 and the rear wheel control circuit 142 by operating the main control switch 143, so as to perform corresponding control operations according to different construction requirements of the engineering machine, and implement corresponding operating mode.

For example, under normal construction conditions, the main control switch 143 performs corresponding control operations to make the front wheel driving motor 11 and the rear wheel driving motor 12 both have maximum displacement, so that the front wheel and the rear wheel both rotate with maximum driving force (the displacement of the motors is proportional to the driving force), so as to meet the requirement of the construction conditions on the driving force; under the transition working condition, corresponding control operation is carried out through the main control switch 143, so that the front wheel running motor 11 and the rear wheel running motor 12 are both in a smaller displacement, the rotating speeds of the front wheel and the rear wheel are increased under the condition that the flow of hydraulic oil is not changed, the front wheel and the rear wheel keep the same running speed, and the fast running is carried out; when one of them emergence of front wheel and rear wheel skids, carry out corresponding control operation through master control switch 143, make the discharge capacity of the drive wheel that skids reduce and even adjust to 0 discharge capacity to make another drive wheel that does not skid still be in the maximum discharge capacity state, so that this drive wheel keeps sufficient drive power, and continue to drive engineering machine and continue to travel, and then drive the drive wheel that skids and finish the state of skidding, realize preventing the effect of skidding.

Further, as shown in fig. 1 and 2, the front wheel control circuit 141 of the electronic control module 14 specifically includes a first sub-loop 1411 and a second sub-loop 1414. The first sub-circuit 1411 is electrically connected to the front wheel travel motor 11, and a first relay 1412 is provided in the first sub-circuit 1411; similarly, a second sub-circuit 1414 is electrically connected to the rear wheel travel motor 12, and a second relay 1415 is provided in the second sub-circuit 1414. Wherein, some of the relays include a first relay 1412 and a second relay 1415, the default displacement of the front wheel driving motor 11 is the maximum displacement, that is, when both the first relay 1412 and the second relay 1415 are in the power-off state, the front wheel driving motor 11 operates at the maximum displacement; the energizing current of the first relay 1412 corresponds to a first displacement of the front-wheel travel motor 11, i.e., when the first relay 1412 is energized and the second relay 1415 is de-energized, the front-wheel travel motor 11 is at the first displacement; the energizing current of the second relay 1415 corresponds to the minimum displacement volume of the front-wheel travel motor 11, i.e., when the first relay 1412 is de-energized and the second relay 1415 is energized, the front-wheel travel motor 11 is at the minimum displacement volume; the minimum displacement of the front-wheel travel motor 11 < the first displacement < the maximum displacement of the front-wheel travel motor 11.

The main control switch 143 can control the on/off states of the first relay 1412 and the second relay 1415, specifically, the main control switch 143 can control the on/off states of the first relay 1412 and the second relay 1415, and at this time, the front wheel driving motor 11 operates at a first displacement; alternatively, the main control switch 143 controls the first relay 1412 to be de-energized and the second relay 1415 to be energized, and at this time, the front wheel drive motor 11 operates at the minimum displacement; alternatively, the main control switch 143 controls the first relay 1412 and the second relay 1415 to be simultaneously de-energized, and the front-wheel-drive motor 11 is operated at a default maximum displacement.

Wherein the first displacement of the front-wheel travel motor 11 is in the range of 20% to 40% of the maximum displacement of the front-wheel travel motor 11, and preferably, the first displacement may be 30% of the maximum displacement of the front-wheel travel motor 11. When the front-wheel travel motor 11 is at the first displacement, the front-wheel travel motor 11 operates at a small displacement other than zero.

Further, as shown in fig. 1 and fig. 2, the rear wheel control circuit 142 of the electronic control module 14 specifically includes a third sub-loop 1421 and a fourth sub-loop 1424. The third sub-circuit 1421 is electrically connected to the rear wheel travel motor 12, and a third relay 1422 is provided in the third sub-circuit 1421; similarly, the fourth sub-circuit 1424 is electrically connected to the rear wheel travel motor 12, and a fourth relay 1425 is provided in the fourth sub-circuit 1424. The remaining relays of the plurality of relays include a third relay 1422 and a fourth relay 1425, and the default displacement of the rear wheel drive motor 12 is the maximum displacement, that is, when both the third relay 1422 and the fourth relay 1425 are in the power-off state, the rear wheel drive motor 12 operates at the maximum displacement by default; the energization current of the third relay 1422 corresponds to a second displacement of the rear wheel travel motor 12, that is, when the third relay 1422 is energized and the fourth relay 1425 is de-energized, the rear wheel travel motor 12 is at the second displacement; the energization current of the fourth relay 1425 corresponds to the minimum displacement of the rear wheel travel motor 12, that is, when the third relay 1422 is de-energized and the fourth relay 1425 is energized, the rear wheel travel motor 12 is at the minimum displacement; the minimum displacement of the rear-wheel travel motor 12 < the second displacement < the maximum displacement of the rear-wheel travel motor 12.

The main control switch 143 can control the power-on and power-off states of the third relay 1422 and the fourth relay 1425, specifically, the main control switch 143 can control the power-on of the third relay 1422 and the power-off of the fourth relay 1425, and at this time, the rear wheel driving motor 12 operates at the second displacement; or, the main control switch 143 controls the third relay 1422 to be powered off and the fourth relay 1425 to be powered on, and at this time, the rear wheel driving motor 12 operates at the minimum displacement; alternatively, the main control switch 143 controls the third relay 1422 and the fourth relay 1425 to be simultaneously de-energized, and the rear wheel drive motor 12 is operated at the maximum displacement.

Further, as shown in fig. 1 and 2, the minimum displacement of the front-wheel travel motor 11 and the minimum displacement of the rear-wheel travel motor 12 are both zero, and the motors are not operated at the minimum displacement. When one of the front wheel and the rear wheel slips, the corresponding running motor is controlled to be adjusted to zero displacement to stop working, so that the oil flow and the pressure of the running motor corresponding to the other non-slipping driving wheel can meet normal requirements, and sufficient driving force can be obtained to drive the engineering machinery to continue running.

Wherein the second displacement of the rear-wheel travel motor 12 is in the range of 20% to 40% of the maximum displacement of the rear-wheel travel motor 12, and preferably, the second displacement may be 30% of the maximum displacement of the rear-wheel travel motor 12. When the rear-wheel drive motor 12 is at the second displacement, the rear-wheel drive motor 12 operates at a small displacement other than zero.

When the front wheel running motor 11 works with a first displacement and the rear wheel running motor 12 works with a second displacement, namely the front wheel running motor 11 and the rear wheel running motor 12 both work with a non-zero small displacement, the rotation speed and the displacement of the motors are in inverse proportion under the condition that the oil flow in the system is unchanged, namely the rotation speed is larger as the displacement is smaller, so that the front wheel and the rear wheel can be driven to run with a larger rotation speed, namely the engineering machinery runs at a faster speed at the moment, and the method is suitable for the transition working condition of the engineering machinery.

It should be noted that, in practical applications, specific values of the first displacement and the second displacement may be set according to different types, models, sizes, and the like of the front wheel and the rear wheel, so that linear speeds of the front wheel and the rear wheel are kept consistent, and the engineering machine can run more stably.

In the utility model discloses in further embodiment, as shown in fig. 1 and fig. 2, the first sub-circuit 1411 and the third sub-circuit 1421 of the electronic control module 14 are parallelly connected and are set up, and at this moment, main control switch 143 can unify the control to first relay 1412 in the first sub-circuit 1411 and third relay 1422 in the third sub-circuit 1421, can control first relay 1412 and third relay 1422 and switch on or cut off the power supply simultaneously, can further simplify the circuit. When the first relay 1412 and the third relay 1422 are simultaneously energized, the front-wheel traveling motor 11 operates at a first displacement, and the rear-wheel traveling motor 12 operates at a second displacement, so as to adapt to a transition condition of the construction machine.

Further, as an example in fig. 2, according to the closed state of the main control switch 143, four different gears may be set for the front wheels and the rear wheels of the construction machine: the system comprises a construction gear, a first driving force distribution gear, a second driving force distribution gear and a transition gear. In the construction gear state, the main control switch 143 is in an off state, the four relays are all powered off, and the front wheel driving motor 11 and the rear wheel driving motor 12 both work at the maximum displacement to adapt to the normal construction condition of the engineering machinery; in a first-gear driving force distribution state, the main control switch 143 is connected with a first-gear contact 1461 of the second sub-circuit 1414, at this time, the second relay 1415 is energized, the other three relays are all de-energized, the front-wheel driving motor 11 is in a zero-displacement state, and the rear-wheel driving motor 12 works at the maximum displacement to adapt to the working condition of front wheel slipping; in the second-gear driving force distribution state, the main control switch 143 is connected to the second-gear contact 1462 of the fourth sub-circuit 1424, at this time, the fourth relay 1425 is powered on, the other three relays are powered off, the front-wheel driving motor 11 operates at the maximum displacement, and the rear-wheel driving motor 12 is in the zero-displacement state to adapt to the working condition of rear-wheel slipping; in the transition gear state, the main control switch 143 is connected to a transition gear contact 1463 shared by the first sub-circuit 1411 and the third sub-circuit 1421, at this time, the first relay 1412 and the third relay 1422 are energized, the second relay 1415 and the fourth relay 1425 are de-energized, the front wheel driving motor 11 operates at the first displacement, and the rear wheel driving motor 12 operates at the second displacement to adapt to the transition driving condition of the construction machine.

In a further embodiment of the present invention, as shown in fig. 2 and 3, a detection assembly 15 is further provided in the hydraulic drive control system 1. The detecting component 15 is disposed corresponding to the front wheel and the rear wheel of the engineering machine to detect the slipping state of the front wheel and the rear wheel, that is, detect whether the front wheel and the rear wheel slip. The detection component 15 is in communication connection with the main control switch 143 of the electronic control module 14 to feed back information to the electronic control module 14; the main control switch 143 is capable of performing a control operation according to a slip state of the front wheel and the rear wheel so that the front wheel traveling motor 11 and/or the rear wheel traveling motor 12 perform a displacement adjustment operation to cope with the slip phenomenon.

Further, as shown in fig. 2 to 4, the detection assembly 15 includes a plurality of rotation speed sensors 151 and a processing unit 152. A plurality of rotation speed sensors 151 are respectively provided on front wheels and rear wheels of the construction machine, for example, one front wheel rotation speed sensor and one rear wheel rotation speed sensor are respectively provided to respectively detect the rotation speed of the front wheels and the rotation speed of the rear wheels. The processing unit 152 is connected to the plurality of rotation speed sensors 151 in a communication manner, and the processing unit 152 can acquire rotation speed information detected by the rotation speed sensors 151 and determine the slip states of the front wheels and the rear wheels according to the rotation speeds of the front wheels and the rear wheels, that is, determine whether the front wheels and the rear wheels respectively slip according to the rotation speeds. The main control switch 143 of the electronic control module 14 is in communication connection with the processing unit 152 of the detection assembly 15 to obtain the information processed by the processing unit 152 (i.e. the information including the slip state of the front wheel and the rear wheel), and the main control switch 143 controls the power on/off state of the front wheel control circuit 141 and/or the rear wheel control circuit 142 according to the slip state of the front wheel and the rear wheel to adjust the displacement of the front wheel driving motor 11 and/or the rear wheel driving motor 12 to cope with the slip phenomenon.

In a further embodiment of the present invention, as shown in fig. 5, the hydraulic drive control system 1 further comprises a driving mechanism 16. The driving mechanism 16 is in transmission connection with the running pump 13 to provide power for the running pump 13; the travel pump 13 pumps hydraulic oil to the front-wheel travel motor 11 and the rear-wheel travel motor 12 under the drive of the drive mechanism 16. The driving mechanism 16 may be a power device specially configured for the traveling pump 13, or may be a power device provided in the construction machine; the drive mechanism 16 includes, but is not limited to, an engine, an electric motor.

In a further embodiment of the present invention, as shown in fig. 1 and 5, in the hydraulic drive control system 1, the traveling pump 13 is specifically provided with an oil inlet and two working oil ports. The two working oil ports of the running pump 13 are respectively connected with the two oil ports of the front wheel running motor 11 and the two oil ports of the rear wheel running motor 12 through pipelines, namely, the front wheel running motor 11 and the rear wheel running motor 12 form a parallel connection mode, the front wheel running motor 11 and the running pump 13 are connected into a closed loop, the rear wheel running motor 12 and the running pump 13 are also connected into a closed loop, hydraulic oil in the closed loop circularly flows under the driving of the running pump 13 so as to drive the front wheel running motor 11 and the rear wheel running motor 12 to operate under the pressure action of the hydraulic oil and output power to the front wheel and the rear wheel.

Of course, the above is only one preferred connection method of the traveling pump 13, and in practical applications, other system connection methods may also be adopted, for example, an open hydraulic system is formed by connecting a hydraulic tank with the traveling pump 13 and the front-wheel traveling motor 11 and the rear-wheel traveling motor 12, the traveling pump 13 pumps the hydraulic fluid in the hydraulic tank to the front-wheel traveling motor 11 and the rear-wheel traveling motor 12, and the hydraulic fluid is returned to the hydraulic tank after driving the front-wheel traveling motor 11 and the rear-wheel traveling motor 12 to operate.

The following is a specific embodiment of the present invention, and the hydraulic drive control system 1 is specifically described by taking a road roller as an example.

As shown in fig. 3 and 6, the hydraulic drive control system 1 includes a front wheel travel motor 11, a rear wheel travel motor 12, a travel pump 13, an electronic control module 14, and a detection module 15. The front wheel driving motor 11 is in transmission connection with a front wheel 211 of the road roller, and the rear wheel driving motor 12 is in transmission connection with a rear wheel 212 of the road roller; the front wheel traveling motor 11 and the rear wheel traveling motor 12 are electric proportional hydraulic motors, and are arranged in parallel with each other. The traveling pump 13 has two working oil ports, which are respectively connected with the two oil ports of the front-wheel traveling motor 11 and the two oil ports of the rear-wheel traveling motor 12 through pipelines, so that the traveling pump 13 is connected with both the front-wheel traveling motor 11 and the rear-wheel traveling motor 12 into a closed loop; the running pump 13 is in transmission connection with an engine of the road roller to run under the driving of the engine, so as to drive hydraulic oil in a closed loop to circularly flow, and further drive the front wheel running motor 11 and the rear wheel running motor 12 to rotate under the pressure action of the hydraulic oil, so as to drive the front wheel 211 and the rear wheel 212 to rotate, so that the road roller runs.

As shown in fig. 3 and 4, the detection assembly 15 includes a plurality of rotational speed sensors 151 and a processing unit 152. The plurality of rotation speed sensors 151 specifically include a front wheel rotation speed sensor and a rear wheel rotation speed sensor, which are respectively provided on the front wheel 211 and the rear wheel 212 to respectively detect the rotation speeds of the front wheel 211 and the rear wheel 212. The processing unit 152 is connected in communication with the front wheel rotation speed sensor and the rear wheel rotation speed sensor, and the processing unit 152 can acquire rotation speed information detected by the rotation speed sensor 151 and determine the slip state of the front wheel 211 and the rear wheel 212 according to the rotation speeds of the front wheel 211 and the rear wheel 212, that is, determine whether the front wheel 211 and the rear wheel 212 respectively slip according to the rotation speeds.

As shown in fig. 2 and 3, the electronic control module 14 includes a front wheel control circuit 141, a rear wheel control circuit 142, and a main control switch 143. As an example in fig. 2, a main control switch 143 is provided in a line connecting the positive poles of the power sources in the front wheel control circuit 141 and the rear wheel control circuit 142, to control the on/off states of the plurality of relays in the front wheel control circuit 141 and the rear wheel control circuit 142 by operating the main control switch 143. The plurality of relays specifically include a first relay 1412, a second relay 1415, a third relay 1422, and a fourth relay 1425.

As shown in fig. 2 and 3, the front wheel control circuit 141 specifically includes a first sub-loop 1411 and a second sub-loop 1414. The first sub-circuit 1411 is electrically connected to the front wheel travel motor 11, and a first relay 1412 is provided in the first sub-circuit 1411; similarly, the second sub-circuit 1414 is electrically connected to the rear wheel travel motor 12, and a second relay 1415 is provided in the second sub-circuit 1414. Wherein, the default displacement of the front wheel driving motor 11 is the maximum displacement, that is, when the first relay 1412 and the second relay 1415 are both in the power-off state, the front wheel driving motor 11 works at the maximum displacement; the energizing current of the first relay 1412 corresponds to a first displacement of the front-wheel travel motor 11, and the energizing current of the second relay 1415 corresponds to a minimum displacement (minimum displacement is zero) of the front-wheel travel motor 11, 0 < first displacement < maximum displacement of the front-wheel travel motor 11.

Correspondingly, the rear wheel control circuit 142 specifically includes a third sub-loop 1421 and a fourth sub-loop 1424. The third sub-circuit 1421 is electrically connected to the rear wheel travel motor 12, and a third relay 1422 is provided in the third sub-circuit 1421; similarly, the fourth sub-circuit 1424 is electrically connected to the rear wheel travel motor 12, and a fourth relay 1425 is provided in the fourth sub-circuit 1424. The default displacement of the rear wheel driving motor 12 is the maximum displacement, that is, when both the third relay 1422 and the fourth relay 1425 are in the power-off state, the rear wheel driving motor 12 operates at the maximum displacement by default; the energizing current of the third relay 1422 corresponds to the second displacement of the rear-wheel travel motor 12, the energizing current of the fourth relay 1425 corresponds to the minimum displacement of the rear-wheel travel motor 12 (the minimum displacement is zero), and 0 < the second displacement < the maximum displacement of the rear-wheel travel motor 12. The first sub-circuit 1411 and the third sub-circuit 1421 of the electronic control module 14 are arranged in parallel.

Wherein the first displacement of the front-wheel travel motor 11 is in the range of 20% to 40% of the maximum displacement of the front-wheel travel motor 11, and preferably, the first displacement may be 30% of the maximum displacement of the front-wheel travel motor 11; similarly, the second displacement of the rear-wheel travel motor 12 is in the range of 20% to 40% of the maximum displacement of the rear-wheel travel motor 12, and preferably, the second displacement may be 30% of the maximum displacement of the rear-wheel travel motor 12.

The main control switch 143 of the electronic control module 14 is communicatively connected to the processing unit 152 of the detection assembly 15 to obtain the information processed by the processing unit 152 (i.e. the information including the slip state of the front wheel 211 and the rear wheel 212), and the main control switch 143 controls the power on/off state of the front wheel control circuit 141 and/or the rear wheel control circuit 142 according to the slip state of the front wheel 211 and the rear wheel 212, so as to perform the displacement adjustment operation on the front wheel traveling motor 11 and/or the rear wheel traveling motor 12 accordingly.

Specifically, as in the example of fig. 2, the road roller is provided with four different gears, depending on the closed state of the main control switch 143: the construction gear, the first driving force distribution gear, the second driving force distribution gear and the transition gear are matched with different running working conditions of the road roller.

As shown in fig. 2, 6 and 9, when the road roller is in a normal construction state, the main control switch 143 is in an off state, and enters a construction gear state, at this time, the four relays are all powered off, the front wheel driving motor 11 and the rear wheel driving motor 12 both work at the maximum displacement, and the driving forces of the front wheel 211 and the rear wheel 212 of the road roller reach the maximum, so as to meet the driving force requirement of the road roller construction working condition.

As shown in fig. 2, 7 and 9, when the front wheel 211 of the road roller slips under the complex road condition (such as the steep road condition in fig. 7), the detection module 15 detects that the front wheel 211 of the road roller is in a slipping state, and the main control switch 143 receives the detection result of the detection module 15, is connected with the first gear contact 1461, and enters the first gear of the driving force distribution. At the moment, the second relay 1415 is powered on, other three relays are powered off, the front wheel driving motor 11 is in a zero displacement state, the rear wheel driving motor 12 works at the maximum displacement, so that the front wheel 211 of the road roller enters a driven state, the flow and pressure requirements of the rear wheel driving motor 12 are met in a centralized manner by hydraulic oil in the system, the rear wheel driving motor 12 is guaranteed to work at the maximum displacement, the rear wheel 212 of the road roller is driven to rotate at the maximum driving force, the road roller is driven to continue to drive, the front wheel 211 is driven to finish a slipping state, and the anti-slipping effect is achieved.

As shown in fig. 2, 8 and 9, when the rear wheel 212 of the road roller slips under the complex road condition (such as the steep slope road condition in fig. 8), the detection module 15 detects that the rear wheel 212 of the road roller is in the slipping state, and the main control switch 143 receives the detection result of the detection module 15, is connected with the second gear contact 1462, and enters the second gear of the driving force distribution. At this time, the fourth relay 1425 is energized, the other three relays are all de-energized, the front wheel driving motor 11 operates at the maximum displacement, the rear wheel driving motor 12 is in the zero displacement state, so that the rear wheel 212 of the road roller enters the driven state, the hydraulic oil in the system is centralized to meet the flow and pressure requirements of the front wheel driving motor 11, the front wheel driving motor 11 is ensured to operate at the maximum displacement, the front wheel 211 of the road roller is driven to rotate at the maximum driving force, the road roller is driven to continue to run, the rear wheel 212 is driven to finish the slipping state, and the anti-slipping effect is achieved.

In the first driving force distribution gear and the second driving force distribution gear, after the slipping driving wheel finishes the slipping state and recovers the adhesion force with the ground, the detection module 15 can detect that the slipping driving wheel is in the non-slipping state, and at this time, the main control switch 143 can perform a corresponding adjustment control operation to recover to the driving force distribution state before slipping.

As shown in fig. 2, 6 and 9, when the road roller is in a transition driving condition, the main control switch 143 is connected with the transition gear contact 1463, and enters a transition gear state. At this time, the first relay 1412 and the third relay 1422 are powered on, the second relay 1415 and the fourth relay 1425 are powered off, the front wheel driving motor 11 works at the first displacement, and the rear wheel driving motor 12 works at the second displacement, that is, the front wheel driving motor 11 and the rear wheel driving motor 12 both work at a non-zero small displacement, so as to drive the front wheel 211 and the rear wheel 212 of the road roller to rotate at a faster rotation speed, so as to accelerate the driving speed of the road roller, so that the road roller can complete the transition process quickly, and can enter the next construction site as soon as possible.

In the hydraulic drive control system 1 of the embodiment, by improving the control mode of the running motor, the electric proportional motor is adopted to cooperate with the electric control module 14 with the relay to perform electric control displacement adjustment operation on the running motor so as to adapt to different running conditions of the engineering machinery, and the driving force distribution proportion between the front wheel 211 and the rear wheel 212 can be adjusted in time when the driving wheel slips, so that the anti-skidding effect is realized; the electric control adjustment operation response is rapid, the efficiency is high, the structure and the regulation operation of the relay are simple, the electric control adjustment operation is particularly suitable for being applied to machinery such as a road roller, meanwhile, the system is not required to be provided with components such as a hydraulic valve, the whole system is optimized, and the cost is reduced.

In an embodiment of the second aspect of the present invention, a construction machine 2 is further provided. As shown in fig. 1, 6, and 10, the construction machine 2 includes a vehicle body 21 and the hydraulic drive control system 1 in any of the embodiments described above. The vehicle body 21 is provided with a front wheel 211 and a rear wheel 212, a front wheel running motor 11 of the hydraulic drive control system 1 is in transmission connection with the front wheel 211, and a rear wheel running motor 12 is in transmission connection with the rear wheel 212; the running pump 13 supplies hydraulic oil to the front wheel running motor 11 and the rear wheel running motor 12 to drive the front wheel running motor 11 and the rear wheel running motor 12 to rotate, and further drive the front wheel 211 and the rear wheel 212 of the vehicle body 21 to rotate, so as to drive the vehicle body 21 to run, and thus the vehicle body 21 is driven to form a dual-driving mode.

The electric control module 14 can control the displacement of the front wheel driving motor 11 and the rear wheel driving motor 12 to deal with different driving conditions of the engineering machine 2; when the front wheel 211 or the rear wheel 212 of the vehicle body 21 slips, the displacement of the front wheel running motor 11 and the displacement of the rear wheel running motor 12 are controlled to adjust the driving force distribution between the front wheel 211 and the rear wheel 212, so that the rotating speed of the slipping driving wheel is reduced or even stopped, and meanwhile, the driving wheel which does not slip keeps enough driving force to drive the vehicle body 21 to continue running, so as to drive the slipping driving wheel to finish the slipping state, thereby realizing the anti-slipping effect.

It should be noted that the working machine 2 in the present embodiment includes, but is not limited to, a road roller, and may be other types of machines.

Further, when the working machine 2 is a road roller, the front wheels 211 and the rear wheels 212 of the vehicle body 21 may be steel wheels, tires, or a combination of steel wheels and tires.

The travel pump 13 may be in transmission connection with an engine of the construction machine 2, so that the travel pump 13 is powered by the engine to drive the travel pump 13 to operate.

In addition, the construction machine 2 in this embodiment has all the beneficial effects of the hydraulic drive control system 1 in any one of the embodiments of the first aspect, which are not described herein again.

The basic principles of the present invention have been described above with reference to specific embodiments, but it should be noted that advantages, effects, etc. mentioned in the present invention are only examples and not limitations, and these advantages, effects, etc. should not be considered as necessarily possessed by various embodiments of the present invention. Furthermore, the specific details disclosed above are for the purpose of illustration and understanding only and are not intended to be limiting, since the invention is not to be limited to the specific details described above.

The block diagrams of devices, apparatuses, devices, and systems according to the present invention are only given as illustrative examples and are not intended to require or imply that the connections, arrangements, and configurations have to be made in the manner shown in the block diagrams. These devices, apparatuses, devices, systems may be connected, arranged, configured in any manner, as will be appreciated by those skilled in the art. Words such as "including," "comprising," "having," and the like are open-ended words that mean "including, but not limited to," and are used interchangeably therewith. The words "or" and "as used herein mean, and are used interchangeably with, the word" and/or, "unless the context clearly dictates otherwise. The word "such as" is used herein to mean, and is used interchangeably with, the phrase "such as but not limited to". It should also be noted that in the apparatus and device of the present invention, the components may be disassembled and/or reassembled. These decompositions and/or recombinations are to be regarded as equivalents of the present invention.

The foregoing description has been presented for purposes of illustration and description. Furthermore, the description is not intended to limit embodiments of the application to the form disclosed herein. While a number of example aspects and embodiments have been discussed above, those of skill in the art will recognize certain variations, modifications, alterations, additions and sub-combinations thereof.

The previous description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects without departing from the scope of the invention. Thus, the present invention is not intended to be limited to the aspects shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalents and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (10)

1. A hydraulic drive control system, comprising:

a front wheel running motor (11) which is used for being in transmission connection with a front wheel (211);

a rear wheel travel motor (12) for transmission connection with a rear wheel (212);

a travel pump (13) connected to the front wheel travel motor (11) and the rear wheel travel motor (12), respectively;

the electronic control module (14), the said electronic control module (14) has multiple relays;

the front wheel running motor (11) and the rear wheel running motor (12) are electric proportional hydraulic motors and are electrically connected with the electronic control module (14), and the electronic control module (14) controls the displacement of the front wheel running motor (11) and the displacement of the rear wheel running motor (12) through a plurality of relays.

2. The hydraulic drive control system of claim 1, wherein the electronic control module (14) includes:

a front wheel control circuit (141) electrically connected to the front wheel drive motor (11) and adapted to control a displacement of the front wheel drive motor (11), some of the plurality of relays being provided on the front wheel control circuit (141);

a rear wheel control circuit (142) electrically connected to the rear wheel drive motor (12) and adapted to control a displacement volume of the rear wheel drive motor (12), the remaining relays of the plurality of relays being provided on the rear wheel control circuit (142);

a master switch (143), the master switch (143) adapted to control the on-off state of a plurality of the relays in the front wheel control circuit (141) and the rear wheel control circuit (142).

3. The hydraulic drive control system of claim 2,

the front wheel control circuit (141) includes:

a first sub-circuit (1411) provided with a first relay (1412), and the first sub-circuit (1411) is electrically connected to the front wheel travel motor (11);

a second sub-circuit (1414) provided with a second relay (1415), and the second sub-circuit (1414) is electrically connected to the front wheel travel motor (11);

the main control switch (143) is adapted to control the first relay (1412) to be energized and the second relay (1415) to be de-energized, or to control the first relay (1412) to be de-energized and the second relay (1415) to be energized, or to control the first relay (1412) and the second relay (1415) to be de-energized simultaneously;

wherein some of the relays include the first relay (1412) and the second relay (1415), a default displacement volume of the front-wheel travel motor (11) is a maximum displacement volume, an energization current of the first relay (1412) corresponds to a first displacement volume of the front-wheel travel motor (11), and an energization current of the second relay (1415) corresponds to a minimum displacement volume of the front-wheel travel motor (11), the first displacement volume being greater than the minimum displacement volume of the front-wheel travel motor (11) and being in a range of 20% to 40% of the maximum displacement volume of the front-wheel travel motor (11).

4. The hydraulic drive control system of claim 3,

the rear wheel control circuit (142) includes:

a third sub-circuit (1421) provided with a third relay (1422), and the third sub-circuit (1421) is electrically connected to the rear wheel travel motor (12);

a fourth sub-circuit (1424) provided with a fourth relay (1425), and the fourth sub-circuit (1424) is electrically connected to the rear wheel travel motor (12);

the main control switch (143) is adapted to control the third relay (1422) to be energized and the fourth relay (1425) to be de-energized, or to control the third relay (1422) to be de-energized and the fourth relay (1425) to be energized, or to control the third relay (1422) and the fourth relay (1425) to be de-energized simultaneously;

wherein the remaining relays of the plurality of relays include the third relay (1422) and the fourth relay (1425), a default displacement of the rear-wheel-drive motor (12) is a maximum displacement, an energization current of the third relay (1422) corresponds to a second displacement of the rear-wheel-drive motor (12), an energization current of the fourth relay (1425) corresponds to a minimum displacement of the rear-wheel-drive motor (12), and the second displacement is greater than the minimum displacement of the rear-wheel-drive motor (12) and is in a range of 20% to 40% of the maximum displacement of the rear-wheel-drive motor (12).

5. The hydraulic drive control system of claim 4,

the first sub-loop (1411) is arranged in parallel with the third sub-loop (1421);

the master control switch (143) is adapted to control the first relay (1412) and the third relay (1422) to be energized or de-energized simultaneously.

6. The hydraulic drive control system of claim 2, further comprising:

-a detection assembly (15) provided in correspondence of said front wheels (211) and said rear wheels (212) and adapted to detect a slip condition of said front wheels (211) and of said rear wheels (212);

the main control switch (143) is in communication connection with the detection assembly (15) and is adapted to control the on/off states of a plurality of relays in the front wheel control circuit (141) and the rear wheel control circuit (142) according to the slip states of the front wheel (211) and the rear wheel (212).

7. The hydraulic drive control system according to claim 6, characterized in that the detection assembly (15) comprises:

a plurality of rotation speed sensors (151) respectively provided on the front wheel (211) and the rear wheel (212) to detect rotation speeds of the front wheel (211) and the rear wheel (212);

a processing unit (152) communicatively connected to the plurality of rotational speed sensors (151) and the master switch (143), the processing unit (152) being adapted to determine a slip state of the front wheels (211) and the rear wheels (212) based on rotational speeds of the front wheels (211) and the rear wheels (212).

8. The hydraulic drive control system according to any one of claims 1 to 7, characterized by further comprising:

and the driving mechanism (16) is in transmission connection with the running pump (13).

9. The hydraulic drive control system according to any one of claims 1 to 7,

the traveling pump (13) is provided with two working oil ports which are respectively connected with the two oil ports of the front wheel traveling motor (11) and the two oil ports of the rear wheel traveling motor (12) to form a closed loop.

10. A work machine, comprising:

a vehicle body (21), the vehicle body (21) being provided with front wheels (211) and rear wheels (212);

a hydraulic drive control system according to any one of claims 1 to 9.

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