CN113027844B - Load pressure self-feedback flow regulating valve - Google Patents
Load pressure self-feedback flow regulating valve Download PDFInfo
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- CN113027844B CN113027844B CN202110128553.5A CN202110128553A CN113027844B CN 113027844 B CN113027844 B CN 113027844B CN 202110128553 A CN202110128553 A CN 202110128553A CN 113027844 B CN113027844 B CN 113027844B
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/06—Characteristics of dampers, e.g. mechanical dampers
- B60G17/08—Characteristics of fluid dampers
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- General Engineering & Computer Science (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
The invention discloses a load pressure self-feedback flow regulating valve, and belongs to the application fields of hydraulic machinery and motor vehicles. The self-feedback flow regulating valve is provided with a K1 control end, a K2 control end, a P1 output end and four oil ports of a P2 input end, wherein the P1 output end and the P2 input end are respectively connected with oil inlet and oil outlet in a controlled oil way, the K1 and the K2 are two external pressure control ends, the K2 end and the valve core spring pressure are reset in the same direction, the K1 end control flow regulating valve tends to reduce the flow, the K2 end control flow regulating valve tends to increase the flow, the K1 end and the K2 end are respectively connected with corresponding load pressure according to the requirement when in use, and the opening of the flow valve is controlled by the load self-pressure to form load self-feedback control. The valve core opening degree can be automatically adjusted through the pressure feedback control end, the purpose of adjusting the flow is achieved, and compared with a traditional electromagnetic proportional throttle valve, the valve has the characteristics of large flow control range, simple and compact structure and convenience in integration in a hydraulic system.
Description
Technical Field
The invention relates to a load pressure self-feedback flow regulating valve, and belongs to the application fields of hydraulic machinery and motor vehicles.
Background
Along with the continuous improvement of the requirements on the transportation capacity and the driving stability, the safety and the comfort of the vehicle in the production operation process, particularly the storage transportation equipment with larger load change, a set of vehicle attitude adjusting system is additionally required while the oil gas spring is matched, the consistency of the vehicle bottom ground clearance in the empty and full load state and the trafficability of uneven road surfaces are ensured through the control of the vehicle body attitude, and the dangerous phenomena such as side turning and the like of the vehicle under special operation working conditions can be effectively avoided so as to meet the requirements of the vehicle on the adaptability of the whole road surfaces, but the development of the high-stability vehicle attitude adjusting system is particularly necessary because the vehicle belongs to a high-pressure working system and has the technical problems of hydraulic locking leakage, height adjusting error, lifting stability and the like.
In order to effectively control the speed and stability of the vehicle body in the lifting process, a speed regulating valve or a throttle valve is usually integrated in a hydraulic system, and the purpose of controlling the flow of each part of oil way is achieved by changing the opening of an oil passage. For vehicles with large and frequent load changes, the addition of a flow regulating valve with a closed-loop control function is generally considered to meet the system use requirements.
Disclosure of Invention
In view of the above, the invention provides a load pressure self-feedback flow regulating valve, which can automatically regulate the opening of a valve core through a pressure feedback control end to achieve the purpose of regulating flow.
The load pressure self-feedback flow regulating valve comprises an end cover, a valve body, a guide spring, a valve core, a return spring, a top cover, a protection ring and an O-shaped ring;
the valve core is assembled in a central hole of the valve body, a conical surface sealing structure is adopted, an end cover is arranged at one end of the valve body, a top cover is arranged at the other end of the valve body, the central hole of the end cover is a K1 control end of the load pressure self-feedback flow regulating valve, the central hole of the top cover is a K2 control end of the load pressure self-feedback flow regulating valve, the K1 control end and the K2 control end are opposite and are positioned on the axis of the valve core, two protection rings are respectively arranged at two sides of an O-shaped ring, are respectively assembled in a sealing groove of the end cover and are matched with the valve core to be used for isolating the K1 control end from pressure medium at the output end of the load pressure self-feedback flow regulating valve P1, the K1 control end, the P1 output end and a guide spring are respectively arranged at one large-diameter end of the conical valve core, the guide spring is sleeved at the outer side of a guide post of the large-diameter end of the valve core and is supported and limited through the end cover, and the K1 control end and the guide spring are used for reducing the opening degree of the valve core; an O-shaped ring and protection rings distributed on two sides of the O-shaped ring are also assembled in a sealing groove of the valve body, the O-shaped ring is matched with the valve core to be used for isolating a K2 control end from a pressure medium of a P2 input end, the K2 control end, the P2 input end and a reset spring are all arranged at one small-diameter end of a conical valve core, the reset spring is installed in an inner hole of a guide post of the small-diameter end of the valve core, meanwhile, a top cover is used as a supporting limit of the reset spring and is connected to the other end of the valve body, and the K2 control end and the reset spring are used for increasing the opening of the valve core.
Further, the compression ratio of the O-shaped ring matched with the valve core is controlled to be 16% -20%.
Further, the pretightening force value of the guide spring is larger than that of the return spring.
Further, the axes of the P1 output end and the P2 input end are perpendicular to the axis of the valve core.
Further, the load pressure self-feedback flow regulating valve is of a cone valve structure, and the angle of a cone hole of the valve body is slightly larger than the angle of the cone valve core.
Further, the load pressure self-feedback flow regulating valve is an external independent flow regulating device or is embedded in the valve group to form a component part of the valve group.
The beneficial effects are that:
according to the invention, the K1 control end, the K2 control end, the P1 output end and the P2 input end are arranged on the regulating valve, the P1 output end and the P2 input end are respectively connected with the oil inlet and the oil outlet in the controlled oil way, the K1 and the K2 are two external pressure control ends, the K1 end controls the flow regulating valve to tend to reduce the flow, the K2 end controls the flow regulating valve to tend to increase the flow, the K1 end and the K2 end are respectively connected with corresponding load pressure according to the requirement when in use, the opening of the flow valve is controlled by the load pressure, the load self-feedback control is formed, the pressure feedback control end can independently adjust the opening of the valve core, the purpose of regulating the flow is achieved, and compared with the traditional electromagnetic proportional throttle valve, the electromagnetic proportional throttle valve has the characteristics of large flow control range, simple and compact structure, and convenience in integration in a hydraulic system. The problem that the flow rate of a traditional proportional throttle valve is limited is mainly solved, the maximum flow rate of the proportional throttle valve of the traditional goods shelf product is usually not more than 150L/min, an external electromagnet and a lead wire are required to control the opening, the proportional throttle valve is generally suitable for a better laboratory environment, but the collision damage of the electromagnet and a cable is easily caused due to the severe use environment of a vehicle suspension system, and the flow rate of the proportional throttle valve is usually more than 200L/min under a strong impact working condition, so that the hydraulic control large-flow rate regulating valve is urgently needed, the parameters of the regulating valve can be conveniently regulated according to the use requirement, the flow rate range is greatly improved, an external electronic control module is not required, and the bottleneck problem existing in the traditional technology is effectively solved.
Drawings
FIG. 1 is a schematic diagram of a load pressure self-feedback flow regulator valve of the present invention;
FIG. 2 is a schematic diagram of a five-axis vehicle load pressure self-feedback multistage damping adjustable balance suspension and cross-linked vehicle attitude adjustment system;
FIG. 3 is a schematic diagram of a single set of balanced suspension and cross-connect vehicle attitude adjustment systems;
FIG. 4 is a schematic diagram of the main pressure control valve block assembly;
FIG. 5 is a schematic diagram of an accumulator damper valve block with six-stage damping adjustable function;
FIG. 6 is a schematic diagram of a load pressure self-feedback vehicle attitude adjusting valve group;
FIG. 7 is a schematic diagram of a one-way flow control valve with load pressure self-feedback function;
FIG. 8 is a schematic diagram of a system pressure control valve;
FIG. 9 is a schematic diagram of the overall control logic relationship of the system;
FIG. 10 is a flow chart of a static vehicle attitude and damping adjustment control method;
FIG. 11 is a flow chart of a dynamic vehicle attitude and damping adjustment control method;
FIG. 12 is a flow chart of a damping adjustment control method.
Wherein: 1-main pressure control valve bank, 2-left front accumulator vibration damping valve bank, 3-left front accumulator, 4-left front built-in displacement sensor, 5-left one-oil-gas spring, 6-front load pressure self-feedback vehicle attitude adjusting valve bank, 7-left two-oil-gas spring, 8-system pressure control valve bank, 9-left three-oil-gas spring, 10-back load pressure self-feedback vehicle attitude adjusting valve bank, 11-left four-oil-gas spring, 12-left rear built-in displacement sensor, 13-left five-oil-gas spring, 14-left rear accumulator, 15-left rear accumulator vibration damping valve bank, 16-right rear accumulator vibration damping valve bank, 17-right rear accumulator, 18-right five-oil-gas spring, 19-right rear built-in displacement sensor, 20-right four-oil-gas spring 21-right three-oil-gas spring, 22-right two-oil-gas spring, 23-right one-oil-gas spring, 24-right front built-in displacement sensor, 25-right front accumulator vibration damping valve group, 26-right front accumulator, 27-oil return filter, 28-power source and pump, 29-oil tank, 30-main oil filter, 31-hydraulic pilot overflow valve, 32-two-position three-way direction control valve, 33-main pressure sensor, 34-main pressure defibrillation device, 35-one-way valve, 36-large damping two-way flow control valve, 37-large damper, 38-middle damper, 39-middle damping two-way flow control valve, 40-small damper, 41-small damping two-way flow control valve, 42-small damping electric control stop valve, 43-middle damping electric control stop valve, the hydraulic control system comprises a 44-large damping electric control stop valve, a 45-A oil return valve, a 46-A oil discharge load pressure self-feedback flow regulating valve, a 47-A hydraulic lock, a 48-A oil charge load pressure self-feedback flow regulating valve, a 49-B hydraulic lock, a 50-B oil charge load pressure self-feedback flow regulating valve, a 51-B oil discharge load pressure self-feedback flow regulating valve, a 52-B oil return valve, a 53-B oil charge valve, a 54-A oil charge valve, a 55-vehicle posture oil return check valve, a 56-front throttling defibrillation device, a 57-system pressure comparison valve, a 58-rear pressure comparison valve, a 59-rear throttling defibrillation device, a 60-front pressure comparison valve, a 61-end cover, a 62-valve body, a 63-guide spring, a 64-valve core, a 65-return spring, a 66-top cover, a 67-protection ring and a 68-O-shaped ring.
Detailed Description
The invention will now be described in detail by way of example with reference to the accompanying drawings.
The invention provides a load pressure self-feedback flow regulating valve which is applied to a load pressure self-feedback vehicle posture regulating valve group of a vehicle posture regulating system.
Fig. 1 is a schematic diagram of a load pressure self-feedback flow regulator valve. The structure of all load pressure self-feedback flow regulating valves in the system is the same, and the load pressure self-feedback flow regulating valves consist of an end cover 61, a valve body 62, a guide spring 63, a valve core 64, a return spring 65, a top cover 66, a protection ring 67 and an O-shaped ring 68. The valve can be an external independent flow regulating device, and can also be embedded into the valve group to form a component part of the valve group. The valve core 64 is assembled in the central hole of the valve body 62, a conical surface sealing structure is adopted, an end cover 61 is installed at one end of the valve body 62, a top cover 66 is installed at the other end of the valve body, the central hole of the end cover 61 is a K1 control end of the load pressure self-feedback flow regulating valve, the central hole of the top cover 66 is a K2 control end of the load pressure self-feedback flow regulating valve, the K1 control end and the K2 control end are opposite and are located on the axis of the valve core 64, two protection rings 67 are respectively arranged at two sides of an O-shaped ring 68, are assembled in sealing grooves of the end cover 61 and are matched with guide columns of the valve core 64 to be used for isolating pressure medium at the K1 control end and the P1 output end, and the compression ratio of the O-shaped ring 68 matched with the valve core 64 is controlled to be 16% -20%. The control end of K1, the output end of P1 and the guide spring 63 are all arranged at the large diameter end of the conical valve core 64 and are supported and limited by the end cover 61, and the function of the guide spring is to provide locking pressure of the valve core 64, and simultaneously guide the valve core 62, and the rigidity and precompression amount of the guide spring 63 are related to the working pressure of the system. An O-ring 68 and protection rings 67 distributed on both sides of the O-ring are also installed in the sealing groove of the valve body 62, and cooperate with the valve core 64 to isolate the pressure medium between the control end of K2 and the input end P2, and at the same time, the top cover 66 is used as a supporting limit of the return spring 65, and is connected to the other end of the valve body 62. The control end K2, the input end P2 and the return spring 65 are all arranged at one small-diameter end of the conical valve core 64, the return spring 65 is arranged in an inner hole of a guide post at the small-diameter end of the valve core 64, the function of the return spring 65 is to provide balanced pressure difference between the control ends K1 and K2, and the function of the return spring 65 is to provide pre-thrust for the valve core 64 to open, and the rigidity and pre-compression amount of the return spring 65 are related to the working pressure of a system. During normal operation, the valve core 64 is pressed onto the valve body 62 under the action of the guide spring 63, when oil pressure flows from P1 to P2, the valve core 64 is locked due to pressure difference, a passage is blocked, and flow regulation cannot be performed; when oil pressure flows from P2 to P1, the pressure difference pushes the valve core 64 to move to open a passage, and at the moment, the valve core 64 is controlled to move to a required force balance position through the pressure comparison between the K1 end and the K2 end, at the moment, a fixed annular gap throttling passage is formed at the conical surface between the valve core 64 and the valve body 62, the throttling area is in direct proportion to the opening of the pressure difference between the load pressure and the system pressure, and a throttling effect is generated on the oil flowing through. The tapered bore of valve body 62 is slightly angled in comparison to the taper of cone valve cartridge 64 in order to facilitate smooth locking of cartridge 64 in a single direction.
It should be noted that, the compression rate of the O-ring 68 and the valve core 64 needs to be controlled to be 16% -20%, the pretightening force value of the guide spring 63 should be greater than the pretightening force value of the return spring 65, so as to ensure the effective locking of the valve core to avoid the internal leakage phenomenon; the axes of the P1 output and P2 input are designed to be generally perpendicular to the axis of valve element 64; the K1 control end and the guide spring 63 serve to decrease the opening degree of the valve element 64, and the K2 control end and the return spring 65 serve to increase the opening degree of the valve element 64.
As shown in fig. 2, the vehicle posture adjusting system of the multi-axle vehicle is generally divided into four groups of left front, right front, left rear and right rear, each group is composed of different numbers of hydro-pneumatic springs, wherein the hydro-pneumatic spring rodless cavities in each group are communicated with each other, the rod cavities are also communicated with each other, four groups of balanced suspensions are further formed, the rod cavity of the left front hydro-pneumatic spring combination is communicated with the rod cavity of the right front hydro-pneumatic spring combination, the rod cavity of the left rear hydro-pneumatic spring combination is communicated with the rod cavity of the right rear hydro-pneumatic spring combination, in addition, the rod cavity of the left front, right front, left rear and right rear hydro-pneumatic spring combinations are communicated with the energy accumulator vibration reduction function, the whole vehicle anti-roll balanced suspension is formed, the hydraulic system parts and the hydraulic system and the hard suspension are connected through high-pressure pipes or electric control valve sets, and the electromagnetic signal is connected with the electromagnetic signal control valve sets through the electric control valve sets.
The hydraulic system can select a matched balanced suspension and crossed interconnection type vehicle posture adjusting system according to requirements of vehicle on side tilting rigidity and load distribution; the self-feedback flow control valve of the matched load pressure and the mechanical flow control valve group of the manual regulation type can be selected according to the lifting stability requirement of the vehicle; according to the requirements of the vehicle on the adaptability of different road surfaces, whether the matched energy accumulator vibration reduction valve group has a multistage damping adjustable function or not can be selected. And a person skilled in the art can arbitrarily combine a plurality of integrated control valves according to actual needs to realize the adjustment of the vehicle posture.
In the following, the system principle is described by taking a five-axis vehicle posture adjusting system as an example, and as shown in fig. 2, the multi-axis vehicle posture adjusting system of the present invention mainly comprises a main pressure control valve bank 1, a left front accumulator vibration damping valve bank 2, a left front accumulator 3, a left front built-in displacement sensor 4, a left first hydro-pneumatic spring 5, a front load pressure self-feedback vehicle posture adjusting valve bank 6, a left second hydro-pneumatic spring 7, a system pressure control valve bank 8, a left third hydro-pneumatic spring 9, a rear load pressure self-feedback vehicle posture adjusting valve bank 10, a left four hydro-pneumatic spring 11, a left rear built-in displacement sensor 12, a left five hydro-pneumatic spring 13, a left rear accumulator 14, a left rear accumulator vibration damping valve bank 15, a right rear accumulator vibration damping valve bank 16, a right rear accumulator 17, a right five hydro-pneumatic spring 18, a right rear built-in displacement sensor 19, a right four hydro-pneumatic spring 20, a right three hydro-pneumatic spring 21, a right two hydro-pneumatic spring 22, a right first hydro-pneumatic spring 23, a right front displacement sensor 24, a right front accumulator vibration damping valve bank 25, a right front accumulator 26, a filter oil return 27, a power source and pumps 28 and 29. The left front built-in displacement sensor 4 is arranged in the left hydro-pneumatic spring 5, the left rear built-in displacement sensor 12 is arranged in the left five hydro-pneumatic spring 13, the right front built-in displacement sensor 24 is arranged in the right hydro-pneumatic spring 23, the right rear built-in displacement sensor 19 is arranged in the right five hydro-pneumatic spring 18, and the displacement sensors can be arranged outside the suspension swing arm, namely, the hydro-pneumatic springs at the positions of the four far-end points of the left front, the right front, the left rear and the right rear of the whole vehicle are respectively provided with the displacement sensors, so that the gesture precision is convenient to adjust, and all the built-in displacement sensors are connected with a system controller through a control wire led out. The left front accumulator 3 is arranged on an Ac oil outlet of the left front accumulator damping valve group 2; the left rear accumulator 14 is arranged on an Ac oil outlet of the left rear accumulator damping valve group 15; the right rear accumulator 17 is installed on the Ac oil outlet of the right rear accumulator damper valve bank 16, and the right front accumulator 26 is installed on the Ac oil outlet of the right front accumulator damper valve bank 25, and it should be noted that when the accumulator is connected with the corresponding accumulator damper valve bank, the accumulator can be connected with the valve bank through a pipeline for convenience in arrangement, but the length of the pipeline should be reduced as much as possible, and the pressure loss should be reduced. The oil suction port of the power source and the pump 28 is connected with the oil outlet of the oil tank 29, the P1 oil inlet of the main pressure control valve group 1 is connected with the power source and the oil outlet of the pump 28, and the pressure oil at the pump outlet enters the system after being regulated by the main pressure control valve group 1. The P oil outlet of the main pressure control valve bank 1 is simultaneously connected with Pa control ports of the left front energy accumulator vibration reduction valve bank 2, the left rear energy accumulator vibration reduction valve bank 15, the right rear energy accumulator vibration reduction valve bank 16 and the right front energy accumulator vibration reduction valve bank 25 through pipelines to provide hydraulic control force for damping adjustment; the P oil outlet of the main pressure control valve group 1 is also connected with the P oil inlets of the front load pressure self-feedback vehicle posture adjusting valve group 6 and the rear load pressure self-feedback vehicle posture adjusting valve group 10 through pipelines to charge oil for the hydro-pneumatic spring. The rodless cavity of the left first hydro-pneumatic spring 5 is connected with the rodless cavity of the left second hydro-pneumatic spring 7 through a pipeline to form left front balance suspension, and then is connected with an As oil outlet of the left front accumulator vibration damping valve group 2, and the left front balance suspension is damped and the damping size of the left front balance suspension is regulated through the left front accumulator vibration damping valve group 2; the rodless cavity of the left three-oil-gas spring 9, the rodless cavity of the left four-oil-gas spring 11 and the rodless cavity of the left five-oil-gas spring 13 are connected through pipelines to form a left rear balance suspension, and then are connected with an As oil outlet of the left rear accumulator vibration reduction valve group 15, and the left rear balance suspension is subjected to vibration reduction through the left rear accumulator vibration reduction valve group 15 and the damping size of the left rear balance suspension is adjusted; the rodless cavity of the right first hydro-pneumatic spring 23 is connected with the rodless cavity of the right second hydro-pneumatic spring 22 through a pipeline to form a right front balance suspension, and then is connected with an As oil outlet of the right front accumulator vibration damping valve group 25, and the right front balance suspension is damped and the damping size of the right front balance suspension is regulated through the right front accumulator vibration damping valve group 25; the rodless cavity of the right three hydro-pneumatic spring 21, the rodless cavity of the right four hydro-pneumatic spring 20 and the rodless cavity of the right five hydro-pneumatic spring 18 are connected through pipelines to form a right rear balance suspension, and then are connected with an As oil outlet of the right rear accumulator vibration reduction valve group 16, and the right rear balance suspension is subjected to vibration reduction through the right rear accumulator vibration reduction valve group 16 and the damping size of the right rear balance suspension is adjusted. The rod cavity of the left first hydro-pneumatic spring 5 is connected with the rod cavity of the left second hydro-pneumatic spring 7 through a pipeline and then is connected with the right front balance suspension; the rod cavity of the right first hydro-pneumatic spring 23 is connected with the rod cavity of the right second hydro-pneumatic spring 22 through a pipeline and then is connected with the left front balance suspension; the rod cavity of the left three oil-gas spring 9, the rod cavity of the left four oil-gas spring 11 and the rod cavity of the left five oil-gas spring 13 are connected through pipelines and then are connected with the right rear balance suspension; the rod cavity of the right three hydro-pneumatic spring 21, the rod cavity of the right four hydro-pneumatic spring 20 and the rod cavity of the right five hydro-pneumatic spring 18 are connected through pipelines and then connected with the left rear balance suspension. The front load pressure self-feedback vehicle gesture adjusting valve group 6 is characterized in that an oil outlet A is connected with a left front balance suspension, an oil outlet B is connected with a right front balance suspension, an oil return port T is connected with an oil return port of an oil tank 29, an opening Ka is connected with the left front balance suspension, an opening Kb is connected with the right front balance suspension, the opening Ka and the opening Kb are used as load pressure feedback interfaces of the valve group, and an internal pressure feedback loop is formed by collecting the load pressure of the left front balance suspension and the right front balance suspension and used for controlling the stability of lifting of the two side suspensions. The oil outlet A of the back load pressure self-feedback vehicle posture adjusting valve group 10 is connected with the left back balance suspension, the oil outlet B is connected with the right back balance suspension, the oil return port T is connected with the oil return port of the oil tank 29 through the oil return port T of the main pressure controlling valve group 1, the port Ka is connected with the left back balance suspension, the port Kb is connected with the right back balance suspension, the port Ka and the port Kb are used as load pressure feedback interfaces of the valve group, an internal pressure feedback loop is formed by collecting the load pressure of the left back balance suspension and the right back balance suspension, and the lifting stability of the two side suspensions is controlled. The Fa end of the system pressure control valve group 8 is connected with the left front balance suspension, the left front load pressure of the vehicle is collected, the Fb end is connected with the right front balance suspension, the right front load pressure of the vehicle is collected, the Ra end is connected with the left rear balance suspension, the left rear load pressure of the vehicle is collected, the Rb end is connected with the right rear balance suspension, the right rear load pressure of the vehicle is collected, after the internal pressures of the system pressure control valve group 8 are compared, the maximum load pressure of the whole vehicle is output through the PLs port, the PLs port is connected with the pressure feedback LS port of the main pressure valve group 1, and the maximum load pressure is input through the LS port to be the control pressure for controlling the maximum actual working pressure of the whole system, so that the actual working pressure of the whole system is always 0.6-0.9 Mpa higher than the maximum load pressure, and the energy consumption of the system is reduced. The As oil outlets and the Ac oil outlets of the left front energy accumulator vibration damping valve group 2, the left rear energy accumulator vibration damping valve group 15, the right rear energy accumulator vibration damping valve group 16 and the right front energy accumulator vibration damping valve group 25 are communicated through damping flow control valves.
FIG. 3 is a schematic diagram of a single set of balanced suspension and cross-connect style vehicle attitude adjustment system. The rodless cavity of the left first hydro-pneumatic spring 5 is connected with the rodless cavity of the left second hydro-pneumatic spring 7 through a pipeline to form left front balance suspension; the rodless cavity of the right first hydro-pneumatic spring 23 and the rodless cavity of the right second hydro-pneumatic spring 22 are connected through a pipeline to form a right front balance suspension, and the function of the balance suspension is mainly used for balancing the internal pressure of each wheel suspension cylinder, so that the phenomenon of overload impact is avoided, and the reliability of the system is improved. For example, when the piston rod of the left hydro-pneumatic spring 5 is impacted and contracted, the height of the vehicle body at the corresponding position is increased due to the impact of the piston rod of the hydro-pneumatic spring, and meanwhile, the pressure in the rodless cavity of the left hydro-pneumatic spring 5 is suddenly increased, when the vehicle does not adopt balanced suspension, the vehicle body only suddenly rises at the position, so that the vehicle body is in a shaking state, even the vehicle body is twisted, and other parts of the vehicle and the axle are damaged. When the vehicle adopts balanced suspension, because the rodless cavities of the front and rear hydro-pneumatic springs are mutually communicated, high-pressure oil in the rodless cavity of the left hydro-pneumatic spring 5 can be pressed into the rodless cavity of the left hydro-pneumatic spring 7, and the pressure in the rodless cavity of the left hydro-pneumatic spring 7 is increased, so that the piston rod of the hydro-pneumatic spring can be driven to extend out, the vehicle body on the same side is balanced and ascended, the torsion of the vehicle frame is reduced, and meanwhile, the shake of the vehicle posture is reduced. The rod cavity of the left first hydro-pneumatic spring 5 is connected with the rod cavity of the left second hydro-pneumatic spring 7 through a pipeline and then is connected with the right front balance suspension to form cross interconnection; the rod cavity of the right first hydro-pneumatic spring 23 is connected with the rod cavity of the right second hydro-pneumatic spring 22 through a pipeline and then is connected with the left front balance suspension to form cross interconnection. The cross interconnection function is mainly used for reducing excessive deflection of the vehicle body caused by uneven loads on the left side and the right side of the vehicle. For example, when the vehicle turns right, the vehicle is not assembled with the crossed and interconnected vehicles, the left side is stressed greatly, the hydro-pneumatic spring piston rod is contracted, the vehicle body can roll greatly, and the vehicle can roll over under severe conditions; when the left side stress is larger, the piston rod of the hydro-pneumatic spring contracts, the pressure in the rodless cavity of the left side hydro-pneumatic spring rises, high-pressure oil enters the right side rod cavity along the cross interconnection system, the right side hydro-pneumatic spring is compressed by the piston rod due to the rising of the pressure of the rod cavity, the right side hydro-pneumatic spring descends to a certain extent, the rolling angle of the vehicle body is reduced, and the side turning risk of the vehicle is reduced. It should be noted that the number of hydro-pneumatic springs contained in the single-group balanced suspension and the cross-connect is related to the actual situation of the vehicle, and those skilled in the art can group the hydro-pneumatic springs according to the actual load distribution of the vehicle.
Fig. 4 is a schematic diagram of a main pressure control valve block. The main pressure control valve group 1 consists of a main oil filter 30, a pilot hydraulic relief valve 31, a two-position three-way directional control valve 32, a main pressure sensor 33, a main pressure defibrillation device 34 and a one-way valve 35. The main oil filter 30 is sequentially connected from an oil inlet P1 port to an oil outlet P port of the main pressure control valve bank 1 through the two-position three-way directional control valve 32, the oil outlet of the two-position three-way directional control valve 32 is connected with the one-way valve 35 in series and then connected with the T1 port of the main pressure control valve bank 1, so that oil return is facilitated, the oil in the oil tank is prevented from flowing backwards, and the pressure port of the two-position three-way directional control valve 32 is connected with the oil inlet P port of the main pressure control valve bank 1 and is connected with the main pressure sensor 33, so that the working pressure of the system is conveniently detected; the hydraulic control pilot relief valve 31 is connected in parallel with the two-position three-way directional control valve 32 and is used for controlling the working pressure of a system, the hydraulic pilot control port of the hydraulic control pilot relief valve 31 is reset in the same direction with the valve core spring pressure and is connected with the LS port of the main pressure control valve group 1 and is used for receiving a system maximum pressure feedback signal, and the system pressure entering the hydraulic control pilot relief valve 31 is equal to the sum of the pressure of the hydraulic pilot control port and the back pressure spring force of the internal valve core, so that the aim that the system pressure is always only 0.6-0.9 Mpa higher than the maximum load pressure is fulfilled.
Fig. 5 is a schematic diagram of an accumulator damper valve block with six-stage damping adjustable function. The energy accumulator vibration damping valve group 2 is a six-level damping adjustable control system which is formed by three groups of a large damping two-way flow control valve 36, a large damper 37, a large damping electric control stop valve 44, a middle damper 38, a middle damping two-way flow control valve 39, a middle damping electric control stop valve 43, a small damper 40, a small damping two-way flow control valve 41 and a small damping electric control stop valve 42 in parallel, wherein the large damping electric control stop valve 44, the middle damping electric control stop valve 43 and the small damping electric control stop valve 42 have the same structure, and are usually two-position two-way cartridge valves, and the large damping two-way flow control valve 36, the middle damping two-way flow control valve 39 and the small damping two-way flow control valve 41 have the same structure. The large damper 37, the large damping two-way flow control valve 36 and the large damping electric control stop valve 44 are sequentially connected to form a large damping control oil way; the middle damper 38, the middle damping two-way flow control valve 39 and the middle damping electric control stop valve 43 are sequentially connected to form a middle damping control oil way; the small dampers 40, the small damping two-way flow control valves 41 and the small damping electric control stop valves 42 are sequentially connected to form a small damping control oil way. Each two-way flow control valve comprises a control port and two oil outlets As and Ac, wherein the As and Ac ports are also oil outlets of the energy accumulator damping valve group, the control port is connected with an electric control stop valve, the As ports in the two oil outlets are connected with the group of oil gas springs, the Ac port is connected with the energy accumulator, and the electric control stop valve is connected with the system pressure through an oil inlet Pa port of the energy accumulator damping valve group; when the control port of the two-way flow control valve is communicated with system pressure oil through the electric control stop valve, the As oil outlet and the Ac oil outlet are disconnected, so that the energy accumulator and the hydro-pneumatic spring cannot be communicated, and a rigid lock is formed. It should be noted that the invention can realize the adjustment of 6 damping characteristics by controlling the respective power-on and power-off of the large, medium and small damping electric control stop valves, and the specific number of the damping control oil paths can be determined by the actual use conditions of the vehicle, the parameter matching of the specific dampers is related to the actual use conditions and requirements of the vehicle, and the damping control oil paths can be flexibly configured. The difference in orifice diameter between the large damper 37 and the medium damper 38, and the difference in orifice diameter between the medium damper 38 and the small damper 40 are not more than 2mm.
Fig. 6 is a schematic diagram of a load pressure self-feedback vehicle posture adjusting valve group. The front load pressure self-feedback vehicle posture adjusting valve group 6 and the rear load pressure self-feedback vehicle posture adjusting valve group 10 have the same structural principle, and the front load pressure self-feedback vehicle posture adjusting valve group 6 is specifically described below. The front load pressure self-feedback vehicle attitude adjusting valve group 6 consists of an A-path oil return valve 45, an A-path oil discharge flow adjusting valve 46, an A-path hydraulic lock 47, an A-path oil charge flow adjusting valve 48, a B-path hydraulic lock 49, a B-path oil charge flow adjusting valve 50, a B-path oil discharge flow adjusting valve 51, a B-path oil return valve 52, a B-path oil charge valve 53, an A-path oil charge valve 54 and a vehicle attitude oil return one-way valve 55, and is divided into an A-path oil path and a B-path oil path which can be connected with different oil-gas springs or balanced suspensions.
The basic principle and the structural form of the A-path oil filling flow regulating valve 48, the A-path oil discharging flow regulating valve 46, the B-path oil filling flow regulating valve 50 and the B-path oil discharging flow regulating valve 51 are the same as those of the load pressure self-feedback function, as shown in fig. 7, the flow of oil in different directions is controlled only through different connection modes and combinations when the valve is applied, the valve core and the valve body in the one-way flow regulating valve are of conical structures, the oblique angle of the valve body is slightly larger, the purpose of the valve is to realize the one-way flow regulating function, the one-way flow regulating valve P2 is an input end, the P1 is an output end, the oil inlet and the oil outlet in a controlled oil path are respectively connected, the K1 and the K2 are two external pressure control ends, the K2 end and the valve core spring pressure are reset in the same direction, the K1 end controls the flow regulating valve tends to flow to be reduced, the K2 end controls the flow of the flow regulating valve tends to be increased, the K1 end and the K2 end is respectively connected with the corresponding load pressure when the valve is used according to the needs, and the opening degree of the load self-pressure controls the flow valve to form the load self-feedback control.
The A-path oil discharge flow regulating valve 46 and the A-path oil filling flow regulating valve 48 are reversely connected in parallel to form a bidirectional flow regulating valve group, namely, the input end P2 of the A-path oil discharge flow regulating valve 46 is connected with the output end P1 of the A-path oil filling flow regulating valve 48, the output end P1 of the A-path oil discharge flow regulating valve 46 is connected with the input end P2 of the A-path oil filling flow regulating valve 48, the K1 control end of the A-path oil discharge flow regulating valve 46 and the K2 control end of the A-path oil filling flow regulating valve 48 are communicated with the Ka end of the A-path connected load through an oil path inside the valve group, the load pressure self-feedback control oil way is formed, the K2 control end of the A-path oil discharge flow regulating valve 46 and the K1 control end of the A-path oil charge flow regulating valve 48 are connected with the B-path connected load Kb end through the internal oil way of the valve bank, the other path of load pressure self-feedback control oil way is formed, if the A-path load is larger than the B-path load, the flow of the A-path load can be increased when the A-path load rises, and the flow of the A-path load can be reduced when the A-path load descends; if the load on the A path is smaller than the load on the B path on the opposite side of the coaxial line, the flow rate of the load on the A path is reduced when the load on the A path rises, and the flow rate of the load on the A path is increased when the load on the A path falls.
The B-path oil discharge flow regulating valve 51 and the B-path oil filling flow regulating valve 50 are reversely connected in parallel to form a bidirectional flow regulating valve group, namely, the input end P2 of the B-path oil discharge flow regulating valve 51 is connected with the output end P1 of the B-path oil filling flow regulating valve 50, the output end P1 of the B-path oil discharge flow regulating valve 51 is connected with the input end P2 of the B-path oil filling flow regulating valve 50, the K1 control end of the B-path oil discharge flow regulating valve 51 and the K2 control end of the B-path oil filling flow regulating valve 50 are connected with the Kb-path connected load through an internal oil path of the valve group, forming a load pressure self-feedback control oil path, wherein the K2 control end of the B-path oil discharge flow regulating valve 51 and the K1 control end of the B-path oil charge flow regulating valve 50 are connected with the load Ka end connected with the A-path through an oil path in the valve group to form another load pressure self-feedback control oil path, and controlling that if the B-path load is larger than the A-path load, the flow of the B-path load is increased when the B-path load rises and the flow of the B-path load is reduced when the B-path load falls; if the load on the B path is smaller than the load on the A path, the flow rate of the load on the B path is reduced when the load on the B path rises, and the flow rate of the load on the B path is increased when the load on the B path falls.
The inlet of the A-path oil filling valve 54 is connected with the inlet of the B-path oil filling valve 53 and then is connected with the input end P of the front load pressure self-feedback vehicle posture adjusting valve group 6 through an internal oil path of the valve group to form oil mass supply ends of A, B two oil paths; the oil outlet of the A-path oil return valve 45 is connected with the oil outlet of the B-path oil return valve 52 and then is connected with the vehicle-posture oil return check valve 55 in series, and the oil return ends of the A, B two oil paths are formed by connecting the internal oil path of the valve set with the oil return port T of the front load pressure self-feedback vehicle-posture adjusting valve set 6. The purpose of the serial vehicle-posture oil return check valve 55 is to prevent the oil in the oil tank from flowing backward, which affects the normal operation of the system.
The A-way hydraulic lock 47, the two-way flow regulating valve bank and the A-way oil filling valve 54 are sequentially connected in series to form an A-way oil inlet path, and the A-way hydraulic lock 47, the two-way flow regulating valve bank and the A-way oil return valve 45 are sequentially connected in series to form an A-way oil return path; the B-way hydraulic lock 49, the two-way flow regulating valve group and the B-way oil filling valve 53 are sequentially connected in series to form a B-way oil inlet path, and the B-way hydraulic lock 49, the two-way flow regulating valve group and the B-way oil return valve 52 are sequentially connected in series to form a B-way oil return path. The hydraulic lock 47, the oil filling valve 54, the oil return valve 45, the hydraulic lock 49, the oil filling valve 53 and the oil return valve 52 are two-position two-way normally-closed electromagnetic valves, and are electrified when oil filling and discharging are needed, so that power loss is reduced.
Fig. 8 is a schematic diagram showing the constitution of the system pressure control valve 8. The system pressure control valve 8 is comprised of a front throttle defibrillation device 56, a system pressure comparison valve 57, a rear pressure comparison valve 58, a rear throttle defibrillation device 59, and a front pressure comparison valve 60. The two input ends Fa and Fb of the front pressure comparison valve 60 are respectively connected with hydro-pneumatic springs or balance suspensions on two sides of the front part of the vehicle; the two inputs Ra and Rb of the rear pressure comparison valve 58 are connected to the hydro-pneumatic springs on both sides of the rear of the vehicle, respectively. The output of the front pressure comparison valve 60 is connected in series with the front throttle defibrillation device 56 and then connected to one input of the system pressure comparison valve 57, and the output of the rear pressure comparison valve 58 is connected in series with the rear throttle defibrillation device 59 and then connected to the other input of the system pressure comparison valve 57. The load pressure on the two sides of the front part is compared through a front part pressure comparison valve 60, the higher pressure is subjected to noise reduction and defibrillation through a front part throttling defibrillation device 56, one input end of a system pressure comparison valve 57 is entered, the load pressure on the two sides of the rear part is compared through a rear part pressure comparison valve 58, the higher pressure is subjected to noise reduction and defibrillation through a rear part throttling defibrillation device 59, the load pressure enters the other input end of the system pressure comparison valve 57, the front and rear higher load pressures are compared through the system pressure comparison valve 57, the maximum load of the vehicle is found, the load is transmitted to the PLs port of the system pressure control valve 8 through the output end of the system pressure comparison valve 57, and then the PLs port is connected with the pressure feedback LS port of the main pressure control valve 1, the load is used as a control signal to be input into the hydraulic pilot control overflow valve 31 in the main pressure control valve 1 after the noise reduction and defibrillation through the main pressure defibrillation device 34, and the actual working pressure of the system is correlated with the maximum load of the system in real time, and the pressure loss during idle load of the system is reduced.
Fig. 9 is a schematic diagram of the overall control logic relationship of the vehicle posture adjusting system of the present invention. The system uses a motor (or an engine) and a pump as power sources to provide high-pressure power, uses hydro-pneumatic suspension as an executive component, and collects the maximum working load of each wheel as the actual working pressure of the system through a self-feedback system of the internal pressure of the system so as to achieve the aim of saving energy of the system; the controller downloads information such as vehicle speed through a bus, acquires parameters such as hydro-pneumatic suspension pressure, displacement, speed and the like, calculates parameters such as hydro-pneumatic spring displacement change and the like by combining a system algorithm, adjusts hydro-pneumatic suspension damping and rigidity characteristics and vehicle body height in real time, forms closed loop control, and improves the trafficability, steering stability and comfort of the vehicle. Meanwhile, when the height of the vehicle body is adjusted, the flow of each part of the system is controlled through the internal pressure self-feedback system, so that the stability of lifting of the vehicle is kept, the reasonable distribution of the flow of each wheel position is realized, and the purpose of stable lifting is achieved.
FIG. 10 is a flow chart of a static vehicle attitude and damping adjustment control method. The method comprises the following steps:
the first step: when a driver pulls a corresponding adjusting button, the system enters a self-checking state, and whether the vehicle can enter a vehicle posture and damping static adjusting program is judged by collecting a vehicle speed signal;
and a second step of: when the vehicle speed is less than 10km/h, judging that the regulation requirement is met, entering a next step of static regulation program, and when the vehicle speed is greater than 10km/h, judging that the regulation requirement is not met, and entering a dynamic regulation program;
and a third step of: the system collects the pressure signal and the oil cylinder position signal of each wheel of hydro-pneumatic spring;
fourth step: the system judges whether the single-wheel pressure exceeds the limit or not through pressure information, if the pressure exceeds the limit, the initial damping of the system is set to be heavy-load off-road damping, if the pressure does not exceed the limit, the initial damping of the system is set to be no-load off-road damping, and the initial damping of the system is matched with the sprung mass and the suspension stiffness of the vehicle according to a relative damping coefficient of 0.25;
fifth step: the system adjusts the static height of the vehicle gesture according to the input action requirement of the driver, judges whether the vehicle gesture height is executed in place or not by collecting displacement signals of the displacement cylinders of all wheels in real time, adjusts the vehicle gesture height if the vehicle gesture height is executed in place, and returns to the third step if the vehicle gesture height is not executed in place.
FIG. 11 is a flow chart of a dynamic vehicle attitude and damping adjustment control method, which is implemented as follows:
the first step: when a driver pulls a corresponding adjusting button, the system enters a self-checking state, and whether the vehicle can enter a vehicle gesture and damping dynamic adjusting program is judged by collecting a vehicle speed signal;
and a second step of: when the vehicle speed is greater than 10km/h, judging that the regulation requirement is met, entering a next step of dynamic regulation program, and when the vehicle speed is less than 10km/h, judging that the regulation requirement is not met, and entering a static regulation program;
and a third step of: taking a specified running distance of 500m as a sampling period, and calculating sampling time according to the sampling period;
fourth step: respectively carrying out dynamic adjustment and semi-active damping adjustment on the vehicle body posture by the system in the sampling time;
when the vehicle body posture is dynamically regulated, the system extracts the stroke and internal pressure change of each wheel hydro-pneumatic spring according to the sampling frequency of 20Hz-30Hz, respectively calculates the arithmetic average value and the root mean square value of the stroke and the pressure change of the hydro-pneumatic spring in the specified time, compares the arithmetic average value and the root mean square value with the vehicle body height of the initial static balance position to obtain the vehicle posture height variation caused by the influence of factors such as suspension temperature rise and the like in the running process of the vehicle, finally executes corresponding regulating action according to the established setting of a program, and compares the acquired corresponding displacement sensor data with a target value in real time until the required vehicle posture height is reached;
when damping semi-active adjustment is carried out, the system extracts stroke change of each wheel of hydro-pneumatic spring in sampling time according to sampling frequency of 20Hz-30Hz, carries out power spectrum density data processing in a frequency domain so as to judge road surface grade, and optimizes damping characteristics according to the road surface grade; the system extracts the pressure change of each wheel of hydro-pneumatic spring in sampling time according to the sampling frequency of 20Hz-30Hz, judges whether the vehicle is in an idle or heavy load state according to whether the single-wheel load is overloaded, judges whether the initial damping setting meets the requirement by combining the vehicle load state and the optimized damping characteristic, finishes if the initial damping setting meets the requirement, opens and closes the corresponding damping control valve if the initial damping setting does not meet the requirement, and selects the corresponding damping size.
The high-frequency road surface which is good usually adopts a small damping mode, the low-frequency large-fluctuation soil road surface and the off-road surface adopt a large damping mode, and the suspension damping force value is adjusted to enable the vehicle to achieve an ideal running state.
FIG. 12 is a flow chart of a damping adjustment control method implemented as follows:
the first step: collecting the load signal of each wheel of hydro-pneumatic spring after the system is electrified;
and a second step of: the system judges whether the single-wheel pressure exceeds the limit or not through a load signal, if the single-wheel pressure exceeds the limit, the initial damping of the system is set to be heavy-load off-road damping, if the single-wheel pressure does not exceed the limit, the initial damping of the system is set to be no-load off-road damping, and is matched with the sprung mass and the suspension stiffness of the vehicle according to a relative damping coefficient of 0.25;
and a third step of: the system collects a vehicle speed signal, takes a specified running distance of 500m as a sampling period, and calculates sampling time according to the sampling period;
fourth step: the system extracts the stroke change of each wheel of hydro-pneumatic spring in sampling time according to the sampling frequency of 20Hz-30Hz, performs power spectrum density data processing in a frequency domain to judge the grade of the road surface, and optimizes the damping characteristic according to the grade of the road surface; the system extracts the pressure change of each wheel of hydro-pneumatic spring in sampling time according to the sampling frequency of 20Hz-30Hz, and judges whether the vehicle is in an idle load or heavy load state according to whether the single-wheel load is overloaded;
fifth step: the system judges whether the initial damping setting meets the requirement or not by combining the vehicle load state and the optimized damping characteristic, if yes, the system ends, if not, the corresponding damping control valve is opened and closed, and the corresponding damping size is selected.
In summary, the above embodiments are only preferred embodiments of the present invention, and are not intended to limit the scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (6)
1. The load pressure self-feedback flow regulating valve is characterized by comprising an end cover, a valve body, a guide spring, a valve core, a return spring, a top cover, a protection ring and an O-shaped ring;
the valve core is assembled in a central hole of the valve body, a conical surface sealing structure is adopted, an end cover is arranged at one end of the valve body, a top cover is arranged at the other end of the valve body, the central hole of the end cover is a K1 control end of the load pressure self-feedback flow regulating valve, the central hole of the top cover is a K2 control end of the load pressure self-feedback flow regulating valve, the K1 control end and the K2 control end are opposite and are positioned on the axis of the valve core, two protection rings are respectively arranged at two sides of an O-shaped ring, are respectively assembled in a sealing groove of the end cover and are matched with the valve core to be used for isolating the K1 control end from pressure medium at the output end of the load pressure self-feedback flow regulating valve P1, the K1 control end, the P1 output end and a guide spring are respectively arranged at one large-diameter end of the conical valve core, the guide spring is sleeved at the outer side of a guide post of the large-diameter end of the valve core and is supported and limited through the end cover, and the K1 control end and the guide spring are used for reducing the opening degree of the valve core; the sealing groove of the valve body is also provided with an O-shaped ring and protection rings distributed on two sides of the O-shaped ring, the O-shaped ring and the protection rings are matched with the valve core and used for isolating pressure medium of the K2 control end and the P2 input end, the K2 control end, the P2 input end and the reset spring are all arranged at one small-diameter end of the conical valve core, the reset spring is arranged in an inner hole of a guide post at the small-diameter end of the valve core, meanwhile, the top cover is used as a supporting limit of the reset spring and connected to the other end of the valve body, and the K2 control end and the reset spring are used for increasing the opening of the valve core.
2. The load pressure self-feedback flow regulator valve of claim 1, wherein the compression ratio of the O-ring and the valve element is controlled to be 16% -20%.
3. The load pressure self-feedback flow regulator valve of claim 2, wherein the pilot spring has a preload value greater than the preload value of the return spring.
4. The load pressure self-feedback flow regulator valve of claim 3, wherein the axis of the P1 output and the P2 input are perpendicular to the axis of the spool.
5. The load pressure self-feedback flow regulating valve as claimed in claim 4, wherein the load pressure self-feedback flow regulating valve is of a cone valve structure, and the taper of the cone hole of the valve body is slightly larger than the taper of the valve core of the cone valve.
6. The load pressure self-feedback flow regulator valve of claim 5, wherein the load pressure self-feedback flow regulator valve is an external independent flow regulator or is embedded in a valve block to form a component part of the valve block.
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