CN114198497B

CN114198497B - Gear shifting control valve group for hybrid power gearbox of off-highway mine car and control method thereof

Info

Publication number: CN114198497B
Application number: CN202111575112.6A
Authority: CN
Inventors: 卢明; 刘伟华; 郑志刚; 敖忠
Original assignee: Suzhou Asia Pacific Jingrui Transmission Technology Co ltd
Current assignee: Suzhou Asia Pacific Jingrui Transmission Technology Co ltd
Priority date: 2021-12-21
Filing date: 2021-12-21
Publication date: 2022-08-30
Anticipated expiration: 2041-12-21
Also published as: CN114198497A

Abstract

The gear shifting control valve group for the off-road mine car hybrid power gearbox comprises a valve group, a valve group input oil port (P) connected with an oil source of a gearbox hydraulic system, a first output port (B) connected with a gearbox brake piston, and a second output port (C) connected with a gearbox clutch piston; the valve group comprises a control valve A (1), a control valve B (2), a control valve C (3), a first shuttle valve D (4) and a second shuttle valve E (5). The control valve group designed by the invention can realize mechanical interlocking between the high-speed gear oil way and the low-speed gear oil way, can realize self-locking of working gears, and is safe and reliable; the dependence of the traditional large-scale mine car on an imported gearbox is broken through, the manufacturing cost and the maintenance cost of the mine car are greatly reduced, the fuel economy of the whole car can be greatly improved, and the emission is reduced.

Description

Gear shifting control valve group for hybrid power gearbox of off-highway mine car and control method thereof

Technical Field

The invention belongs to the technical field of gear shifting control of hybrid automatic transmissions, and particularly relates to a gear shifting control valve group for an off-highway mine car hybrid transmission and a control method thereof.

Background

With the discharge of national off-highway diesel mobile machinery T4 discharge standard, the requirement of mine transportation equipment is higher and higher, and the requirement of national large-scale mine transportation equipment for large-tonnage mine cars is urgent. At present, the traditional large-scale mine car mechanical gear box in China is imported, and the matching cost and the maintenance cost are extremely high.

The off-road mine car has high working strength, is generally continuously operated for 24 hours and has severe working environment. The transmission of the mine car is subject to erosion of sand, dust and muddy water, and high reliability and adaptability are needed. The planetary gear-type automatic gearbox is generally provided with a brake and a clutch, wherein the brake is in a low gear, the clutch is in a high gear, and the switching of high and low gears is realized by controlling the combination of the clutch or the brake.

In the existing domestic automatic gearbox, the gear shifting control is generally realized by directly controlling a gear shifting clutch or a gear shifting brake through a gear shifting electromagnetic valve. According to the control mode, the gear shifting electromagnetic valves are completely controlled by electric signals, valve cores of different gear shifting electromagnetic valves are not related, and oil path outputs of different electromagnetic valves are also independent and not related. If the electric signals are interfered and other abnormal conditions occur, the clutch and the brake which are not allowed to act simultaneously are accidentally and simultaneously combined, so that the gear shifting element is burnt, and the whole vehicle cannot act; in addition, the whole vehicle jolts seriously, the connector is easy to loosen, sundries such as sand stones impact, the wire harness is easy to break, the gear shifting electromagnetic valve is accidentally powered off, the clutch or the brake can be accidentally separated, torque cannot be transmitted, the whole vehicle suddenly loses power, and driving danger is caused.

Therefore, the gear shifting control valve group for the hybrid power gearbox of the off-highway mine car and the control method thereof are designed to solve the problems.

It should be noted that the above background description is only for the sake of clarity and complete description of the technical solutions of the present invention and for the understanding of those skilled in the art. These solutions are not considered to be known to the person skilled in the art merely because they are set forth in the background section of the invention.

Disclosure of Invention

In order to overcome the defects in the prior art, the invention provides a gear shifting control valve group for an off-highway mine car hybrid power gearbox, which comprises a valve group, a valve group input oil port (P) connected with an oil source of a gearbox hydraulic system, a first output port (B) connected with a gearbox brake piston, and a second output port (C) connected with a gearbox clutch piston, wherein the valve group input oil port (P) is connected with a hydraulic system oil source of the gearbox; the method is characterized in that: the valve group comprises a control valve A (1), a control valve B (2), a control valve C (3), a first shuttle valve D (4) and a second shuttle valve E (5);

the control valve A (1) comprises a valve core A, a valve A first port (A1), a valve A second port (A2), a valve A third port (A3) and a first electromagnet (Y1);

the control valve B (2) comprises a valve core B, a valve B first port (B1), a valve B second port (B2), a valve B third port (B3), a valve B fourth port (B4), a second electromagnet (Y2) and a third electromagnet (Y3);

the control valve C (3) comprises a valve core C, a valve C first port (C1), a valve C second port (C2), a valve C third port (C3), a valve C fourth port (C4), a valve C fifth port (C5) and a valve C sixth port (C6);

the first shuttle valve D (4) comprises a valve D first port (D1), a valve D second port (D2), a valve D third port (D3);

the second shuttle valve E (5) comprises a valve E first port (E1), a valve E second port (E2), a valve E third port (E3);

the valve A first port (A1) is communicated with the valve group input oil port (P), the valve A second port (A2) is an oil drainage port, the valve A third port (A3) is connected with the control valve C (3), the left side of the valve core A is connected with the first electromagnet (Y1), and the first electromagnet (Y1) is connected with a controller wiring harness;

the first port (B1) of the valve B is communicated with the valve group input oil port (P), the second port (B2) of the valve B is an oil drainage port, the third port (B3) of the valve B is connected with the second shuttle valve E (5), the fourth port (B4) of the valve B is connected with the first shuttle valve D (4), the left side of the valve core B is connected with the second electromagnet (Y2), the right side of the valve core B is connected with the third electromagnet (Y3), and the second electromagnet (Y2) and the third electromagnet (Y3) are both connected with a controller wire harness;

the valve C first port (C1) is communicated with the valve A third port (A3), the valve C second port (C2) is a drain port, the valve C third port (C3) is communicated with the second output port (C) and a second shuttle valve E (5), the valve C fourth port (C4) is communicated with the first output port (B) and the first shuttle valve D (4), the valve C fifth port (C5) is connected with the second shuttle valve E (5), and the valve C sixth port (C6) is connected with the first shuttle valve D (4);

the valve D first port (D1) is disposed in communication with the valve B fourth port (B4), the valve D second port (D2) is disposed in communication with the valve C fourth port (C4), and the valve D third port (D3) is disposed in communication with the valve C sixth port (C6);

the valve E first port (E1) is disposed in communication with the valve B third port (B3), the valve E second port (E2) is disposed in communication with the valve C third port (C3), and the valve E third port (E3) is disposed in communication with the valve C fifth port (C5).

The preferable technical scheme is as follows: the control valve A (1) is a two-position three-way electromagnetic directional valve, and a spring is arranged on the right side of the valve core A; when the first electromagnet (Y1) is not electrified, the valve core A is in a right position under the action of the spring force, and the valve A first port (A1) is communicated with the valve A third port (A3); when the first electromagnet (Y1) is electrified, the electromagnetic force overcomes the spring force, the valve core A is positioned at the left position, and the second port (A2) of the valve A is communicated with the third port (A3) of the valve A.

The preferable technical scheme is as follows: the control valve B (2) is a three-position four-way electromagnetic reversing valve, and springs are arranged on the left side and the right side of the valve core B;

when the second electromagnet (Y2) and the third electromagnet (Y3) are not electrified, the valve core B is located at a middle position, the second valve B port (B2) is communicated with the third valve B port (B3) and the fourth valve B port (B4), and the first valve B port (B1) is not communicated with the third valve B port (B3) and the fourth valve B port (B4);

when the second electromagnet (Y2) is electrified and the third electromagnet (Y3) is not electrified, the valve core B is positioned at the left position, the valve B first port (B1) is communicated with the valve B third port (B3), and the valve B second port (B2) is communicated with the valve B fourth port (B4);

when the second electromagnet (Y2) is not electrified and the third electromagnet (Y3) is electrified, the valve core B is located at the right position, the first port (B1) of the valve B is communicated with the fourth port (B4) of the valve B, and the second port (B2) of the valve B is communicated with the third port (B3) of the valve B.

The preferable technical scheme is as follows: the control valve C (3) is a three-position four-way hydraulic control reversing valve, and a fifth port (C5) and a sixth port (C6) of the valve C are hydraulic control ports;

when the fifth port (C5) and the sixth port (C6) of the valve C are both depressurized, the valve core C is positioned at a neutral position, the second port (C2) of the valve C is communicated with the third port (C3) and the fourth port (C4) of the valve C, and the first port (C1) of the valve C is not communicated with the third port (C3) and the fourth port (C4) of the valve C;

when the fifth port (C5) of the valve C is connected with high-pressure oil and the sixth port (C6) of the valve C is depressurized, the valve core C is positioned at a left position, the first port (C1) of the valve C is communicated with the third port (C3) of the valve C, and the second port (C2) of the valve C is communicated with the fourth port (C4) of the valve C;

when the fifth port (C5) of the valve C is depressurized and the sixth port (C6) of the valve C is connected with high-pressure oil, the valve core C is positioned at the right position, the first port (C1) of the valve C is communicated with the fourth port (C4) of the valve C, and the second port (C2) of the valve C is communicated with the third port (C3) of the valve C.

The preferable technical scheme is as follows: when the valve D first port (D1) is connected with high-pressure oil, the valve D first port (D1) is communicated with the valve D third port (D3), and the valve D second port (D2) is not communicated with the valve D third port (D3); when the valve D second port (D2) is connected with high pressure oil, the valve D first port (D1) is not communicated with the valve D third port (D3), and the valve D second port (D2) is communicated with the valve D third port (D3).

The preferable technical scheme is as follows: when the valve E first port (E1) is connected with high-pressure oil, the valve E first port (E1) is communicated with the valve E third port (E3), and the valve E second port (E2) is not communicated with the valve E third port (E3); when the valve E second port (E2) is connected to high pressure oil, the valve E first port (E1) is not communicated with the valve E third port (E3), and the valve E second port (E2) is communicated with the valve E third port (E3).

The invention also provides a control method of the gear shifting control valve group for the off-highway mine car hybrid power gearbox, wherein a first port (C1) of the valve C is pressure oil, the second electromagnet (Y2) controls the engagement of a clutch, and the third electromagnet (Y3) controls the engagement of a brake;

when the second electromagnet (Y2) and the third electromagnet (Y3) of the control valve B (2) are not electrified, the valve core B is in a middle position; the third port (B3) and the fourth port (B4) of the valve B (2) have no pressure; the valve D first port (D1), the valve D second port (D2) and the valve D third port (D3) are all pressure-free; the valve E first port (E1), the valve E second port (E2) and the valve E third port (E3) are all free of pressure, the valve C fifth port (C5) and the valve C sixth port (C6) of the control valve C (3) are both free of pressure, the valve core C is located in a middle position, a clutch oil path is communicated with the valve C second port (C2) through the valve C third port (C3) to achieve pressure relief, a brake oil path is communicated with the valve C second port (C2) through the valve C fourth port (C4) to achieve pressure relief, the clutch oil path and the brake oil path are not communicated with the valve C first port (C1), and at the moment, the clutch and the brake are not combined;

when the second electromagnet (Y2) of the control valve B (2) is electrified and the third electromagnet (Y3) is not electrified, the valve core B is in a left position; a fifth port (C5) of a valve C of the control valve C (3) is connected with high-pressure oil, a sixth port (C6) of the valve C is decompressed, the valve core C is in a left position, a clutch oil path is communicated with the first port (C1) of the valve C through the third port (C3) of the valve C, the clutch oil path is high-pressure, and the clutch is combined; the brake oil path is communicated with a second port (C2) of the valve C through a fourth port (C4) of the valve C, and the brake oil path is decompressed; at the moment, the clutch is combined, and the brake is not combined;

when the second electromagnet (Y2) of the control valve B (2) is not electrified and the third electromagnet (Y3) is electrified, the valve core B is in a right position; a fifth port (C5) of the valve C of the control valve C (3) is depressurized, a sixth port (C6) of the valve C is connected with high-pressure oil, the valve core C is positioned at the right position, a clutch oil path is communicated with a second port (C2) of the valve C through a third port (C3) of the valve C, and the clutch oil path is depressurized; the brake oil path is communicated with a first port (C1) of the valve C through a fourth port (C4) of the valve C, and a high-pressure brake of the brake oil path is combined; at this time, the clutch is not engaged and the brake is engaged.

The preferable technical scheme is as follows: a clutch pressure measuring port (MC) is arranged between a second port (E2) of the second shuttle valve E (5) and a third port (C3) of the control valve C (3);

the first electromagnet (Y1) is not electrified, the second electromagnet (Y2) is electrified, at the moment, a high-pressure oil source of an input oil port (P) of the valve group reaches a third port (B3) of a valve B through a first port (B1) of the valve B of a control valve B (2), then reaches a first port (E1) of a valve E of a second shuttle valve E (5), then reaches a third port (E3) of the valve E, then reaches a fifth port (C5) of the valve C of a control valve C (3), and the valve core of the control valve C (3) is pushed by pressure oil at the left position; meanwhile, a high-pressure oil source of an input oil port (P) of the valve group reaches a third port (A3) of the valve A through a first port (A1) of the valve A of the control valve A (1), then reaches a first port (C1) of the valve C of the control valve C (3), then reaches a third port (C3) of the valve C, then reaches a second output port (C), a clutch pressure measuring port (MC) and a second port (E2) of the valve E, and the clutch is combined;

after the clutch is combined, the second electromagnet (Y2) is powered off accidentally, the third port (B3) of the valve B of the control valve B (2) is depressurized, the first port (E1) of the valve E of the second shuttle valve E (5) is depressurized, high-pressure oil of the second port (E2) of the valve E enters the fifth port (C5) of the valve C of the control valve C (3) through the third port (E3) of the valve E, the position of a valve core C of the control valve C (3) is kept unchanged, the second output port (C) is still kept at high pressure, and the clutch is kept in a combined state;

the first electromagnet (Y1) is electrified, the second electromagnet (Y2) is electrified, at the moment, the third port (A3) of the valve A of the control valve A (1) is decompressed, the first port (C1) of the valve C of the control valve C (3) and the third port (C3) of the valve C are decompressed, the second port (E2) and the second output port (C) of the valve E (5) are decompressed, the clutch is separated, meanwhile, the third port (B3) of the valve B of the control valve B (2) is decompressed, the first port (D1) of the valve D of the first shuttle valve D (4) is decompressed, the fifth port (C5) of the valve C (3) is decompressed, and the valve core C returns to the middle position.

The preferable technical scheme is as follows: a brake pressure measuring port (MB) is arranged between a valve D second port (D2) of the first shuttle valve D (4) and a valve C fourth port (C4) of the control valve C (3);

a first electromagnet (Y1) of the control valve A (1) is not electrified, a third electromagnet (Y3) of the control valve B (2) is electrified, and at the moment, a high-pressure oil source of the valve group input oil port (P) reaches a valve B fourth port (B4) through a valve B first port (B1) of the control valve B (2), then reaches a valve D first port (D1) of the first shuttle valve D (4), then reaches a valve D third port (D3), and then reaches a valve C sixth port (C6) of the control valve C (3), wherein the pressure oil pushes a valve core C of the control valve C (3) to be in a right position; meanwhile, a high-pressure oil source of the valve group input oil port (P) reaches a third port (A3) of a valve A through a first port (A1) of the valve A of the control valve A (1), then reaches a first port (C1) of a valve C of the control valve C (3), then reaches a fourth port (C4) of the valve C, and then reaches a first output port (B), a brake pressure measuring port (MB) and a second port (D2) of the valve D, and a brake is combined;

after the brake is combined, if the third electromagnet (Y3) of the control valve B (2) is powered off accidentally, the fourth port (B4) of the valve B of the control valve B (2) is depressurized, the first port (D1) of the valve D of the first shuttle valve D (4) is depressurized, but high-pressure oil of the second port (D2) of the valve D enters the sixth port (C6) of the valve C of the control valve C (3) through the third port (D3) of the valve D, the position of the valve core C of the control valve C (3) is kept unchanged, the first output port (B) is kept at high pressure, and the brake is kept in a combined state;

the control valve is characterized in that a first electromagnet (Y1) of the control valve A (1) is electrified, a third electromagnet (Y3) of the control valve B (2) is electrified, at the moment, a valve A third port (A3) of the control valve A (1) is depressurized, a valve C first port (C1) and a valve C fourth port (C4) of the control valve C (3) are depressurized, a valve D second port (D2) and a first output port (B) of the first shuttle valve D (4) are depressurized, a brake is separated, meanwhile, a valve B fourth port (B4) of the control valve B (2) is depressurized, a valve D first port (D1) of the first shuttle valve D (4) is depressurized, a valve C sixth port (C6) of the control valve C (3) is depressurized, and the valve core C returns to a neutral position.

Due to the application of the technical scheme, compared with the prior art, the invention has the advantages that:

1. mechanical interlocking between a high-speed gear oil circuit and a low-speed gear oil circuit can be realized, and a clutch and a brake of the same planet row are controlled by a three-position four-way valve, so that three working modes are provided: the clutch and the brake are not combined; combining a clutch; the brake is engaged. The valve core of the three-position four-way valve determines that the oil paths of the clutch and the brake cannot simultaneously obtain high pressure on the mechanical structure, so that the alternative between two gears can be ensured, and the two oil paths cannot simultaneously obtain high pressure even if electromagnetic valves of the clutch and the brake are accidentally powered simultaneously.

2. The auto-lock that can realize work gear, the solenoid valve of shifting gets electric the back, and this gear oil circuit gets high pressure, and the oil circuit high pressure can be at this position with two three-way case locks of control gear simultaneously, even because pencil, connector trouble lead to the solenoid valve accident to fall the electricity, this case still can keep unchangeable in this position, guarantees that whole car maintains current gear and continues to travel.

Drawings

Fig. 1 is a first state of the valve assembly of the present invention.

Fig. 2 is a diagram illustrating a second state of the valve assembly according to the present invention.

Fig. 3 is a schematic diagram of state three of the valve assembly of the present invention.

In the above drawings, 1 is a control valve a, 2, a control valve B, 3, a control valve C, 4, a first shuttle valve D, 5, and a second shuttle valve E.

Detailed Description

The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure.

Please refer to fig. 1 to fig. 3. It should be understood that in the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship which the product of the present invention is usually placed in when used, which is only for the convenience of describing the present invention and simplifying the description, but does not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and therefore, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. The terms "horizontal", "vertical", "suspended" and the like do not imply that the components are absolutely required to be horizontal or suspended, but may be slightly inclined. For example, "horizontal" merely means that the direction is more horizontal than "vertical" and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.

In the description of the present invention, it should be further noted that, unless otherwise specifically stated or limited, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly and may include, for example, a fixed connection, a detachable connection, an integral connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediate medium, and a communication between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.

Example (b): as shown in fig. 1-3, a gear-shifting control valve set for an off-highway mine car hybrid power transmission comprises a valve set, a valve set input oil port (P) connected with an oil source of a hydraulic system of the transmission, a first output port (B) connected with a brake piston of the transmission, and a second output port (C) connected with a clutch piston of the transmission; the method is characterized in that: the valve group comprises a control valve A (1), a control valve B (2), a control valve C (3), a first shuttle valve D (4) and a second shuttle valve E (5); the control valve A (1) comprises a valve core A, a valve A first port (A1), a valve A second port (A2), a valve A third port (A3) and a first electromagnet (Y1); the control valve B (2) comprises a valve core B, a valve B first port (B1), a valve B second port (B2), a valve B third port (B3), a valve B fourth port (B4), a second electromagnet (Y2) and a third electromagnet (Y3); the control valve C (3) comprises a valve core C, a valve C first port (C1), a valve C second port (C2), a valve C third port (C3), a valve C fourth port (C4), a valve C fifth port (C5) and a valve C sixth port (C6); the first shuttle valve D (4) comprises a valve D first port (D1), a valve D second port (D2), a valve D third port (D3); the second shuttle valve E (5) comprises a valve E first port (E1), a valve E second port (E2), a valve E third port (E3); the first port (A1) of the valve A is communicated with the input oil port (P) of the valve group, the second port (A2) of the valve A is an oil drainage port, the third port (A3) of the valve A is connected with the control valve C (3), the left side of the valve core A is connected with a first electromagnet (Y1), and the first electromagnet (Y1) is connected with a controller wire harness; a first port (B1) of a valve B valve group is communicated with an input oil port (P), a second port (B2) of the valve B is an oil drainage port, a third port (B3) of the valve B is connected with a second shuttle valve E (5), a fourth port (B4) of the valve B is connected with a first shuttle valve D (4), the left side of a valve core B is connected with a second electromagnet (Y2), the right side of the valve core B is connected with a third electromagnet (Y3), and the second electromagnet (Y2) and the third electromagnet (Y3) are both connected with a controller wire harness; a first port (C1) of the valve C is communicated with a third port (A3) of the valve A, a second port (C2) of the valve C is an oil drainage port, a third port (C3) of the valve C is communicated with a second output port (C) and a second shuttle valve E (5), a fourth port (C4) of the valve C is communicated with a first output port (B) and a first shuttle valve D (4), a fifth port (C5) of the valve C is connected with the second shuttle valve E (5), and a sixth port (C6) of the valve C is connected with the first shuttle valve D (4); the valve D first port (D1) is communicated with the valve B fourth port (B4), the valve D second port (D2) is communicated with the valve C fourth port (C4), and the valve D third port (D3) is communicated with the valve C sixth port (C6); the valve E first port (E1) is placed in communication with the valve B third port (B3), the valve E second port (E2) is placed in communication with the valve C third port (C3), and the valve E third port (E3) is placed in communication with the valve C fifth port (C5).

The control valve A (1) is a two-position three-way electromagnetic directional valve, and the right side of the valve core A is provided with a spring; when the first electromagnet (Y1) is not electrified, the valve core A is in the right position under the action of the spring force, and the first port (A1) of the valve A is communicated with the third port (A3) of the valve A; when the first electromagnet (Y1) is electrified, the electromagnetic force overcomes the spring force, the valve core A is positioned at the left position, and the second port (A2) of the valve A is communicated with the third port (A3) of the valve A.

The control valve B (2) is a three-position four-way electromagnetic reversing valve, and springs are arranged on the left side and the right side of the valve core B; the median function of the valve core B is Y-shaped. When the second electromagnet (Y2) and the third electromagnet (Y3) are not electrified, the valve core B is positioned at a middle position, the second port (B2) of the valve B is communicated with the third port (B3) of the valve B and the fourth port (B4) of the valve B, and the first port (B1) of the valve B is not communicated with the third port (B3) of the valve B and the fourth port (B4) of the valve B; when the second electromagnet (Y2) is electrified and the third electromagnet (Y3) is not electrified, the valve core B is positioned at the left position, the first port (B1) of the valve B is communicated with the third port (B3) of the valve B, and the second port (B2) of the valve B is communicated with the fourth port (B4) of the valve B; when the second electromagnet (Y2) is not electrified and the third electromagnet (Y3) is electrified, the valve core B is positioned at the right position, the first port (B1) of the valve B is communicated with the fourth port (B4) of the valve B, and the second port (B2) of the valve B is communicated with the third port (B3) of the valve B.

The control valve C (3) is a three-position four-way hydraulic control reversing valve, and a fifth port (C5) and a sixth port (C6) of the valve C are hydraulic control ports; the middle position function of the valve core C is Y-shaped. When the fifth port (C5) and the sixth port (C6) of the valve C are all decompressed, the valve core C is located at the middle position, the second port (C2) of the valve C is communicated with the third port (C3) and the fourth port (C4) of the valve C, and the first port (C1) of the valve C is not communicated with the third port (C3) and the fourth port (C4) of the valve C; when the fifth port (C5) of the valve C is connected with high-pressure oil and the sixth port (C6) of the valve C is depressurized, the valve core C is positioned at the left position, the first port (C1) of the valve C is communicated with the third port (C3) of the valve C, and the second port (C2) of the valve C is communicated with the fourth port (C4) of the valve C; when the fifth port (C5) of the valve C is depressurized and the sixth port (C6) of the valve C is connected with high-pressure oil, the valve core C is positioned at the right position, the first port (C1) of the valve C is communicated with the fourth port (C4) of the valve C, and the second port (C2) of the valve C is communicated with the third port (C3) of the valve C.

When the first port (D1) of the valve D is connected with high-pressure oil, the first port (D1) of the valve D is communicated with the third port (D3) of the valve D, and the second port (D2) of the valve D is not communicated with the third port (D3) of the valve D; when the valve D second port (D2) is connected with high-pressure oil, the valve D first port (D1) is not communicated with the valve D third port (D3), and the valve D second port (D2) is communicated with the valve D third port (D3).

When the first port (E1) of the valve E is connected with high-pressure oil, the first port (E1) of the valve E is communicated with the third port (E3) of the valve E, and the second port (E2) of the valve E is not communicated with the third port (E3) of the valve E; when the second port (E2) of the valve E is connected with high-pressure oil, the first port (E1) of the valve E is not communicated with the third port (E3) of the valve E, and the second port (E2) of the valve E is communicated with the third port (E3) of the valve E.

Mechanical interlocking of clutch and brake oil paths:

the first port (C1) of the valve C is pressure oil, the second electromagnet (Y2) controls the clutch to be combined, and the third electromagnet (Y3) controls the brake to be combined;

the first state: when the second electromagnet (Y2) and the third electromagnet (Y3) of the control valve B (2) are not electrified, the valve core B is in a middle position; a fifth port (C5) and a sixth port (C6) of a valve C of a control valve C (3) are both free of pressure, a valve core C is positioned at a middle position, a clutch oil path is communicated with a second port (C2) of the valve C through a third port (C3) of the valve C to realize pressure relief, a brake oil path is communicated with a second port (C2) of the valve C through a fourth port (C4) of the valve C to realize pressure relief, the clutch oil path and the brake oil path are not communicated with a first port (C1) of the valve C, and a clutch and a brake are not combined at the moment;

and a second state: when the second electromagnet (Y2) of the control valve B (2) is electrified and the third electromagnet (Y3) is not electrified, the valve core B is in a left position; a fifth port (C5) of a valve C of the control valve C (3) is connected with high-pressure oil, a sixth port (C6) of the valve C is decompressed, a valve core C is positioned at a left position, a clutch oil path is communicated with a first port (C1) of the valve C through a third port (C3) of the valve C, the clutch oil path is high in pressure, and the clutch is combined; the brake oil path is communicated with a second port (C2) of the valve C through a fourth port (C4) of the valve C, and the brake oil path is decompressed; at the moment, the clutch is combined, and the brake is not combined;

and a third state: when the second electromagnet (Y2) of the control valve B (2) is not electrified and the third electromagnet (Y3) is electrified, the valve core B is in the right position; a fifth port (C5) of a valve C of the control valve C (3) is depressurized, a sixth port (C6) of the valve C is connected with high-pressure oil, a valve core C is positioned at the right position, a clutch oil path is communicated with a second port (C2) of the valve C through a third port (C3) of the valve C, and the clutch oil path is depressurized; the brake oil path is communicated with a first port (C1) of the valve C through a fourth port (C4) of the valve C, and a high-pressure brake of the brake oil path is combined; at this time, the clutch is not engaged and the brake is engaged.

When the second electromagnet (Y2) and the third electromagnet (Y3) are electrified simultaneously, the fifth port (C5) and the sixth port (C6) of the valve C of the control valve C (3) maintain the current pressure state, the valve core C is in the current position and is unchanged, and the pressure states of the clutch oil path and the brake oil path are in one of the three states of the state I, the state II and the state III.

In the above situation, no matter how the control signal changes, the mechanical structure of the valve core C of the control valve C (3) determines that the situation that the clutch oil path and the brake oil path are simultaneously high-pressure cannot occur, the clutch is combined, the brake is not combined necessarily, the brake is combined, the clutch is not combined necessarily, and interlocking is realized, so that the friction plate sintering fault caused by the simultaneous combination of the clutch and the brake is avoided.

Self-locking of the clutch:

a clutch pressure measuring port (MC) is arranged between a second port (E2) of the valve E of the second shuttle valve E (5) and a third port (C3) of the valve C of the control valve C (3);

after the clutch is combined, the second electromagnet (Y2) is powered off accidentally, the third port (B3) of the valve B of the control valve B (2) is decompressed, the first port (E1) of the valve E of the second shuttle valve E (5) is decompressed, high-pressure oil of the second port (E2) of the valve E enters the fifth port (C5) of the valve C of the control valve C (3) through the third port (E3) of the valve E, the position of the valve core C of the control valve C (3) is kept unchanged, the second output port (C) is still kept at high pressure, and the clutch is kept in a combined state;

the first electromagnet (Y1) is electrified, the second electromagnet (Y2) is electrified, at the moment, the third port (A3) of the valve A (1) is controlled to be decompressed, the first port (C1) of the valve C and the third port (C3) of the valve C of the control valve C (3) are decompressed, the second port (E2) of the valve E of the second shuttle valve E (5) and the second output port (C) are decompressed, the clutch is separated, meanwhile, the third port (B3) of the valve B (2) is controlled to be decompressed, the first port (D1) of the valve D of the first shuttle valve D (4) is decompressed, the fifth port (C5) of the valve C (3) is controlled to be decompressed, and the valve core C returns to the neutral position.

Self-locking of the brake:

a brake pressure measuring port (MB) is arranged between a second port (D2) of the valve D of the first shuttle valve D (4) and a fourth port (C4) of the valve C of the control valve C (3);

a first electromagnet (Y1) of the control valve A (1) is not electrified, a third electromagnet (Y3) of the control valve B (2) is electrified, at the moment, a high-pressure oil source of a valve group input oil port (P) reaches a fourth port (B4) of the valve B through a first port (B1) of the valve B (2), then reaches a first port (D1) of a valve D of a first shuttle valve D (4), then reaches a third port (D3) of the valve D, then reaches a sixth port (C6) of the valve C of the control valve C (3), and the valve core C of the control valve C (3) is pushed by pressure oil at the right position; meanwhile, a high-pressure oil source of an input oil port (P) of the valve group reaches a third port (A3) of a valve A through a first port (A1) of the valve A of a control valve A (1), then reaches a first port (C1) of a valve C of a control valve C (3), then reaches a fourth port (C4) of the valve C, then reaches a first output port (B), a brake pressure measuring port (MB) and a second port (D2) of the valve D, and a brake is combined;

after the brake is combined, if the third electromagnet (Y3) of the control valve B (2) is powered off accidentally, the fourth port (B4) of the valve B of the control valve B (2) is depressurized, the first port (D1) of the valve D of the first shuttle valve D (4) is depressurized, but high-pressure oil of the second port (D2) of the valve D enters the sixth port (C6) of the valve C of the control valve C (3) through the third port (D3) of the valve D, the position of a valve core C of the control valve C (3) is kept unchanged, the first output port (B) is still kept at high pressure, and the brake is kept in a combined state;

the first electromagnet (Y1) of the control valve A (1) is electrified, the third electromagnet (Y3) of the control valve B (2) is electrified, at the moment, the third port (A3) of the valve A of the control valve A (1) is depressurized, the first port (C1) and the fourth port (C4) of the valve C (3) are depressurized, the second port (D2) and the first output port (B) of the valve D (4) are depressurized, the brake is separated, meanwhile, the fourth port (B4) of the valve B (2) is depressurized, the first port (D1) of the valve D of the first shuttle valve D (4) is depressurized, the sixth port (C6) of the valve C (3) is depressurized, and the valve core C returns to the middle position.

The control valve group designed by the invention can realize mechanical interlocking between the high-speed gear oil way and the low-speed gear oil way, can realize self-locking of working gears, and is safe and reliable; the dependence of the traditional large-scale mine car on an imported gearbox is broken through, the manufacturing cost and the maintenance cost of the mine car are greatly reduced, the fuel economy of the whole car can be greatly improved, and the emission is reduced.

The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or change the above-mentioned embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which can be made by those skilled in the art without departing from the spirit and technical spirit of the present invention be covered by the claims of the present invention.

Claims

1. The gear shifting control valve group for the off-road mine car hybrid power gearbox comprises a valve group, a valve group input oil port (P) connected with an oil source of a gearbox hydraulic system, a first output port (B) connected with a gearbox brake piston, and a second output port (C) connected with a gearbox clutch piston; the method is characterized in that: the valve group comprises a control valve A (1), a control valve B (2), a control valve C (3), a first shuttle valve D (4) and a second shuttle valve E (5);

the valve D first port (D1) is arranged to communicate with the valve B fourth port (B4), the valve D second port (D2) is arranged to communicate with the valve C fourth port (C4), and the valve D third port (D3) is arranged to communicate with the valve C sixth port (C6);

2. The shift control valve assembly for an off-highway mine car hybrid transmission according to claim 1, wherein: the control valve A (1) is a two-position three-way electromagnetic directional valve, and a spring is arranged on the right side of the valve core A; when the first electromagnet (Y1) is not electrified, the valve core A is in a right position under the action of the spring force, and the valve A first port (A1) is communicated with the valve A third port (A3); when the first electromagnet (Y1) is electrified, the electromagnetic force overcomes the spring force, the valve core A is positioned at the left position, and the second port (A2) of the valve A is communicated with the third port (A3) of the valve A.

3. The shift control valve block for an off-highway mine car hybrid transmission according to claim 2, wherein: the control valve B (2) is a three-position four-way electromagnetic reversing valve, and springs are arranged on the left side and the right side of the valve core B;

when the second electromagnet (Y2) and the third electromagnet (Y3) are not electrified, the valve core B is located at a middle position, the second port (B2) of the valve B is communicated with the third port (B3) and the fourth port (B4) of the valve B, and the first port (B1) of the valve B is not communicated with the third port (B3) and the fourth port (B4) of the valve B;

4. The shift control valve assembly for an off-highway mine car hybrid transmission according to claim 3, wherein: the control valve C (3) is a three-position four-way hydraulic control reversing valve, and a fifth port (C5) and a sixth port (C6) of the valve C are hydraulic control ports;

when the fifth port (C5) of the valve C is decompressed and the sixth port (C6) of the valve C is connected with high-pressure oil, the valve core C is located at the right position, the first port (C1) of the valve C is communicated with the fourth port (C4) of the valve C, and the second port (C2) of the valve C is communicated with the third port (C3) of the valve C.

5. The shift control valve assembly for an off-highway mine car hybrid transmission according to claim 4, wherein: when the valve D first port (D1) is connected with high-pressure oil, the valve D first port (D1) is communicated with the valve D third port (D3), and the valve D second port (D2) is not communicated with the valve D third port (D3); when the valve D second port (D2) is connected with high pressure oil, the valve D first port (D1) is not communicated with the valve D third port (D3), and the valve D second port (D2) is communicated with the valve D third port (D3).

6. The shift control valve assembly for an off-highway mine car hybrid transmission according to claim 5, wherein: when the valve E first port (E1) is connected with high-pressure oil, the valve E first port (E1) is communicated with the valve E third port (E3), and the valve E second port (E2) is not communicated with the valve E third port (E3); when the valve E second port (E2) is connected with high pressure oil, the valve E first port (E1) is not communicated with the valve E third port (E3), and the valve E second port (E2) is communicated with the valve E third port (E3).

7. A method of controlling a shift control valve block for an off-highway mine car hybrid transmission, wherein the shift control valve block is according to claim 6, and wherein: the valve C first port (C1) is pressure oil, the second electromagnet (Y2) controls the clutch to be combined, and the third electromagnet (Y3) controls the brake to be combined;

when a second electromagnet (Y2) and a third electromagnet (Y3) of the control valve B (2) are not electrified, the valve core B is in a middle position; the third port (B3) and the fourth port (B4) of the valve B (2) have no pressure; the valve D first port (D1), the valve D second port (D2), and the valve D third port (D3) all have no pressure; the valve E first port (E1), the valve E second port (E2) and the valve E third port (E3) are all free of pressure, the valve C fifth port (C5) and the valve C sixth port (C6) of the control valve C (3) are both free of pressure, the valve core C is located in a middle position, a clutch oil path is communicated with the valve C second port (C2) through the valve C third port (C3) to achieve pressure relief, a brake oil path is communicated with the valve C second port (C2) through the valve C fourth port (C4) to achieve pressure relief, the clutch oil path and the brake oil path are not communicated with the valve C first port (C1), and at the moment, the clutch and the brake are not combined;

when the second electromagnet (Y2) of the control valve B (2) is not electrified and the third electromagnet (Y3) is electrified, the valve core B is in a right position; a fifth port (C5) of a valve C of the control valve C (3) is decompressed, a sixth port (C6) of the valve C is connected with high-pressure oil, the valve core C is positioned at the right position, a clutch oil path is communicated with a second port (C2) of the valve C through a third port (C3) of the valve C, and the clutch oil path is decompressed; the brake oil path is communicated with a first port (C1) of the valve C through a fourth port (C4) of the valve C, and a high-pressure brake of the brake oil path is combined; at this time, the clutch is not engaged and the brake is engaged.

8. The control method according to claim 7, characterized in that: a clutch pressure measuring port (MC) is arranged between a second port (E2) of the second shuttle valve E (5) and a third port (C3) of the control valve C (3);

after the clutch is combined, the second electromagnet (Y2) is powered off accidentally, the third port (B3) of the valve B of the control valve B (2) is depressurized, the first port (E1) of the valve E of the second shuttle valve E (5) is depressurized, high-pressure oil in the second port (E2) of the valve E enters the fifth port (C5) of the valve C of the control valve C (3) through the third port (E3) of the valve E, the position of the valve core C of the control valve C (3) is kept unchanged, the second output port (C) is still kept at high pressure, and the clutch is kept in a combined state;

9. The control method according to claim 8, characterized in that: a brake pressure measuring port (MB) is arranged between a valve D second port (D2) of the first shuttle valve D (4) and a valve C fourth port (C4) of the control valve C (3);