CN112555408A - Transmission integrating auxiliary box lock gear protection and rear power takeoff function and gas circuit system thereof - Google Patents
Transmission integrating auxiliary box lock gear protection and rear power takeoff function and gas circuit system thereof Download PDFInfo
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- CN112555408A CN112555408A CN202011309898.2A CN202011309898A CN112555408A CN 112555408 A CN112555408 A CN 112555408A CN 202011309898 A CN202011309898 A CN 202011309898A CN 112555408 A CN112555408 A CN 112555408A
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- valve
- fork shaft
- auxiliary box
- transmission
- power take
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/36—Interlocking devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0003—Arrangement or mounting of elements of the control apparatus, e.g. valve assemblies or snapfittings of valves; Arrangements of the control unit on or in the transmission gearbox
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/24—Final output mechanisms therefor; Actuating means for the final output mechanisms each of the final output mechanisms being moved by only one of the various final actuating mechanisms
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
The invention relates to a vehicle transmission, in particular to a transmission integrating auxiliary box blocking protection and rear power takeoff functions and an air circuit system thereof. The invention aims to solve the technical problem that a main box cannot be in gear during the process of putting in gear of an auxiliary box in the conventional vehicle transmission with a rear power takeoff, and provides a transmission integrating functions of auxiliary box gear locking protection and rear power takeoff and an air circuit system thereof. According to the transmission, an air circuit control valve installed on an operation shell on an original air circuit system is omitted, an unlocking cylinder is replaced by an integrated valve, the structure of an interlocking mechanism is changed, a valve core of the integrated valve is not directly connected with an interlocking plate, but the integrated valve can move along with the interlocking plate under the action of a spring, the transmission is further integrated with an unlocking function with the interlocking mechanism and an air circuit on-off function of the air circuit control valve, and the cost of the transmission is reduced. When the auxiliary box is in gear during driving of the transmission with the rear power takeoff, the main box is prevented from being in gear; and in the process of parking and power taking, when the auxiliary box is in gear, the main box can be in gear.
Description
Technical Field
The invention relates to a vehicle transmission, in particular to a transmission integrating auxiliary box blocking protection and rear power takeoff functions and an air circuit system thereof.
Background
In the prior art, a common manual transmission comprises a main box and an auxiliary box, generally, gear engagement of the auxiliary box realizes division of high and low gear areas by means of gas circuit gear engagement, and gear engagement of the main box realizes subdivision of gears of each area by means of manual operation and gear engagement of a lever system. The transmission structure determines that the position of the auxiliary box gear needs to be determined at first, then the main box gear is engaged, and meanwhile, when the main box gear is engaged, the auxiliary box can not be switched between high and low gears, so that the transmission damage caused by gear jumping across the speed ratio is avoided. An air path control valve (also called a stop valve) is arranged on an operating shell of the transmission air path system, when the main box is in neutral gear, compressed air builds pressure at an air inlet of the high-low gear switching valve, and when the main box is in gear, the air inlet of the high-low gear switching valve exhausts, so that the auxiliary box can not be switched between high gear and low gear when the main box is in gear.
The existing manual transmission generally adopts a transmission main box and auxiliary box interlocking structure with an interlocking plate, and the main functions of the interlocking structure comprise: 1) when the auxiliary box is in gear, the main box can be in gear; 2) and in the process of engaging the auxiliary box (or when the auxiliary box is in the middle position), the main box is prevented from engaging the gear.
However, in a transmission with a rear power take-off, it is required that the main section be able to engage during the auxiliary section (or when the auxiliary section is in a neutral position) during the parking power take-off of the vehicle. This requirement is contradictory to the function 2) of the above-described "interlocking structure of main and sub-cases of transmission with interlocking plates". Therefore, the transmission with the rear power takeoff cannot use the above-mentioned "transmission main and sub-case interlocking structure with an interlocking plate", but once the interlocking structure is canceled, the transmission loses the above-mentioned function of preventing the main case from being engaged during the sub-case engagement.
In the patent of publication No. CN208457180U, a vehicular transmission integrating sub-box lock catch protection and rear power take-off functions is disclosed, as shown in fig. 4, a pressing plate 03 is provided at one end of a lock plate 01 which is matched with a sub-box shift fork shaft 02, a partition wall 04 opposite to the pressing plate 03 is provided in a transmission housing, a lock plate spring 05 is installed between the pressing plate 03 and the partition wall 04, and a sub-box shift fork shaft groove 07 and a main-box shift fork shaft groove 09 which are in the same direction are respectively provided on the sub-box shift fork shaft 02 and each main-box shift fork shaft 06; meanwhile, an unlocking cylinder 08 is added on the basis of the auxiliary box cylinder to drive the locking plate to move downwards, so that the main box can still shift gears when the auxiliary box is in a neutral position in the parking power taking process, but the control shell of the transmission air circuit system still needs to be provided with an air circuit control valve, so that the integration level of the transmission and the air circuit system is low, and the cost is high.
Disclosure of Invention
The invention aims to solve the technical problems that an existing transmission integrating the auxiliary box gear locking protection and the rear power takeoff function still needs to be provided with a gas circuit control valve on an operating shell of a transmission gas circuit system, so that the integration level of the transmission and the gas circuit system of the transmission is not high, and the cost is high, and provides the transmission integrating the auxiliary box gear locking protection and the rear power takeoff function and the gas circuit system of the transmission.
In order to solve the technical problems, the technical solution provided by the invention is as follows:
the invention provides a transmission integrating functions of auxiliary box lock catch protection and rear power take-off, which comprises a transmission shell, a rear auxiliary box cylinder assembly, an auxiliary box declutch shift shaft and a plurality of main box declutch shift shafts, wherein the auxiliary box declutch shift shaft and each main box declutch shift shaft are sequentially arranged in parallel in the transmission shell and are provided with auxiliary box declutch shift shaft grooves, the cross sections of the auxiliary box declutch shift shaft grooves are trapezoids with short edges positioned at the bottom of the groove, each main box declutch shift shaft is provided with a main box declutch shift shaft groove, the bottom of the cross section of each main box declutch shift shaft groove is rectangular, and two sides of the upper part of the main box declut; the auxiliary box shifting fork shaft grooves and the main box shifting fork shaft grooves are arranged in the same direction; the auxiliary box gear locking protection mechanism is used for locking the main box gear in the auxiliary box gear engaging process during driving and enabling the main box to be in gear in the auxiliary box gear engaging process during power take-off during parking;
the auxiliary box lock catch protection mechanism comprises an integrated valve, an interlocking plate and a first spring;
the integrated valve is fixed on the transmission shell, and a valve core of the integrated valve extends out of the valve body and is coaxial and contacted with a shaft head of the interlocking plate;
the first spring and the stop rings at the two ends of the first spring are sleeved on the shaft head of the interlocking plate, the first stop ring close to the valve core is limited on the shaft head of the interlocking plate through a first clamp spring, and the second stop ring far away from the valve core is limited by a partition wall on the transmission shell;
the interlocking plate is provided with an auxiliary box shifting fork shaft hole and three main box shifting fork shaft holes; the auxiliary box shifting fork shaft holes are matched with the auxiliary box shifting fork shaft grooves, and the three main box shifting fork shaft holes are respectively matched with the three main box shifting fork shaft grooves;
the integrated valve is provided with an air path control port Pi, an air inlet P, a working port A, a working port B, an exhaust port T1 and an exhaust port T2, and air path switching is realized through movement of the valve core.
Further, the integrated valve comprises a valve cover, a valve body, the valve core and a second spring;
the valve cover is connected with one end of the valve body, and the valve core is arranged in the valve body;
the valve core comprises a large end and a small end, the second spring is arranged between the small end and the valve cover, the large end is limited on the valve body through a second clamp spring, and the end part of the large end extends out of the valve body and is coaxial and in contact with the shaft head of the interlocking plate;
the large end is provided with a first annular table, the small end is sequentially provided with a second annular table, a third annular table, a fourth annular table, a fifth annular table and a sixth annular table along the axial direction, and the six annular tables are in sealing fit with the inner wall of the valve body;
the gas circuit control port Pi, the exhaust port T1, the gas inlet P and the exhaust port T2 are arranged on one side of the valve body, and the working port A and the working port B are arranged on the other side of the valve body;
the gas circuit control port Pi is only communicated with the opposite part of the area between the first annular table and the second annular table;
when the valve core is far away from the valve cover, the air inlet P is communicated with the working port A through the area between the fourth annular table and the fifth annular table, and the working port B is communicated with the air outlet T1 through the area between the third annular table and the fourth annular table;
when the valve core is close to the valve cover, the air inlet P is communicated with the working port B through the area between the third annular table and the fourth annular table, and the working port A is communicated with the air outlet T2 through the area between the fourth annular table and the fifth annular table;
an air passage a is arranged in the valve core and is used for communicating an air chamber where the second spring is located with an air chamber formed by the large end of the valve core and the valve body.
Further, in order to ensure the sealing performance, sealing rings are arranged between the valve cover and the valve body and between each annular table and the valve body; a guide ring is arranged between the first ring platform and the valve body.
Furthermore, in order to limit the second spring, a spring mounting hole is formed in the bottom of the small end of the valve core, a boss is arranged on the valve cover, the boss is sleeved with the second spring, one end of the second spring is in contact with the bottom of the spring mounting hole, and the other end of the second spring is in contact with the valve cover.
Furthermore, in order to ensure the convenience of assembling and disassembling the interlocking plate, a U-shaped hole is formed in the edge of the partition wall, and a shaft head of the interlocking plate enters the hole through the opening end of the U-shaped hole and is in clearance fit with the U-shaped hole; the outer diameter of the second retainer ring is larger than the aperture of the U-shaped hole.
Further, in order to improve the hardness and the strength, the end part of the big end is locally heat treated.
The invention also provides a transmission gas circuit system integrating the auxiliary box locking protection and rear power take-off functions, which comprises a control gas circuit; it is characterized in that: the transmission also comprises a transmission integrating the functions of auxiliary box gear locking protection and rear power take-off;
the control gas circuit comprises a gas source, a parking power take-off electromagnetic valve, a pre-selection valve, a driving power take-off electromagnetic valve, a power take-off cylinder, a high-low pressure switching valve, a clutch pedal electromagnetic valve and a power assisting cylinder;
the outlet of the air source is respectively communicated with an air inlet P of the parking power take-off electromagnetic valve, an air inlet P of the preselection valve, an air inlet P of the driving power take-off electromagnetic valve and an air inlet P of the integration valve;
the working port A of the parking power take-off electromagnetic valve is respectively communicated with an M cavity air inlet of the rear auxiliary box cylinder assembly, an air path control port Pi1 of the high-low pressure switching valve and an air path control port Pi of the integration valve;
the working port A of the preselection valve is communicated with the air passage control port Pi2 of the high-low pressure switching valve;
the working port A of the travelling crane power takeoff electromagnetic valve is communicated with the air inlet of the power takeoff cylinder;
an air inlet of an H cavity of the rear auxiliary box cylinder assembly is communicated with a working port B of the high-low pressure switching valve, and an air inlet of an L cavity of the rear auxiliary box cylinder assembly is communicated with a working port A of the high-low pressure switching valve;
an air inlet P of the high-low pressure switching valve is communicated with a working port B of the integrated valve;
the working port A of the integration valve is communicated with an air inlet P of a clutch pedal electromagnetic valve;
the working port A of the electromagnetic valve of the clutch pedal is communicated with the air inlet of the boosting cylinder.
Compared with the prior art, the invention has the following beneficial effects:
the transmission and the transmission gas circuit system integrating the auxiliary box lock catch protection and the rear power takeoff function, provided by the invention, have the advantages that the gas circuit control valve arranged on the control shell on the original gas circuit system is eliminated, the unlocking cylinder is replaced by the integrated valve, and the structure of the interlocking mechanism is changed, so that the valve core of the integrated valve is not directly connected with the interlocking plate but can move along with the interlocking plate under the action of the spring, the transmission integrates the unlocking function with the interlocking mechanism and the gas circuit on-off function of the gas circuit control valve, and the cost of the transmission is reduced. The transmission with the rear power takeoff can prevent the main box from engaging when the auxiliary box engages in a gear in the driving process; and in the process of parking and power taking, when the auxiliary box is in gear, the main box can be in gear.
Drawings
FIG. 1 is a schematic structural diagram of a transmission incorporating range-lock protection and rear power take-off functionality in an auxiliary transmission according to the present invention;
FIG. 1-1 is an enlarged view of a portion of FIG. 1 at A;
FIG. 2-1 is an exploded view of an integrated valve of the transmission of the present invention incorporating the range lock protection and rear power take off functions;
2-2 are schematic structural views of an integrated valve spool of the transmission of the present invention that integrates range lock protection and rear power take-off functions;
FIG. 3-1a is a gas circuit system diagram of the transmission of the present invention integrating the range protection of the auxiliary section and the rear power take-off function when the auxiliary section is in low gear and the main section is in neutral;
3-1b are schematic structural views of the transmission of the present invention incorporating the range protection of the auxiliary section and the rear power take-off function in the low range of the auxiliary section and the neutral range of the main section;
3-1c are schematic views of the integrated valve configuration of the transmission of the present invention incorporating the range protection and rear power take-off functions in the range low in the range and neutral in the main section;
3-2a are gas path system diagrams of the transmission integrating the functions of auxiliary box gear-locking protection and rear power take-off when the auxiliary box is in a low gear and the main box is in a gear according to the invention;
3-2b are schematic structural views of the transmission of the present invention incorporating the range protection of the auxiliary case and the rear power take-off function in the low range of the auxiliary case and the range of the main case;
3-2c are schematic structural views of the integrated valve of the transmission integrating range lock protection and rear power take-off functions of the present invention when the range is in low range and the main range is in range;
3-3a are gas circuit system diagrams of the transmission integrating the auxiliary box shift protection and the rear power take-off function when the auxiliary box high-low shift protection is in operation;
3-3b are schematic structural views of the transmission of the present invention incorporating both range lock protection and rear power take-off functionality when range shift lock protection is engaged;
3-3c are schematic structural views of the integrated valve of the transmission integrating the range lock protection and the rear power take-off function when the range shift lock protection is performed on the range;
3-4a are gas circuit system diagrams of a transmission integrating the auxiliary box gear-locking protection and rear power take-off functions of the present invention when the transmission is in a parking power take-off state;
3-4b are schematic structural views of the transmission of the present invention incorporating the range lock protection and rear power take-off functions at park power take-off;
FIG. 4 is a schematic illustration of a prior art transmission incorporating range-lock protection and rear power take-off functionality;
description of reference numerals:
in fig. 4:
01-locking plate, 02-auxiliary box declutch shift shaft, 03-pressing plate, 04-partition wall, 05-locking plate spring, 06-main box declutch shift shaft, 07-auxiliary box declutch shift shaft groove, 08-unlocking cylinder, 09-auxiliary box declutch shift shaft groove;
in fig. 1 to 3-4 b:
1-transmission shell, 101-partition wall, 1011-U shaped hole, 2-auxiliary box shifting fork shaft, 201-auxiliary box shifting fork shaft groove, 3-main box shifting fork shaft, 301-main box shifting fork shaft groove, 5-auxiliary box blocking protection mechanism, 501-integrated valve, 5011-valve core, 50111-large end, 501111-first ring platform, 50112-small end, 501121-second ring platform, 501122-third ring platform, 501123-fourth ring platform, 501124-fifth ring platform, 501125-sixth ring platform, 50113-spring mounting hole, 5012-valve cover, 50121-boss, 5013-valve body, 5014-second spring, 5015-second snap spring, 5016-guide ring, 502-interlocking plate, 5021-shaft head, 5022-auxiliary box shaft hole, 5023-main box shifting fork shaft hole, 5023-main box shifting fork shaft hole, 503-a first spring, 5031-a first retainer ring, 5032-a second retainer ring, 5033-a first clamp spring, 6-an air source, 7-a parking power take-off electromagnetic valve, 8-a pre-selection valve, 9-a driving power take-off electromagnetic valve, 10-a power take-off cylinder, 11-a rear auxiliary box cylinder assembly, 12-a high-low pressure switching valve, 13-a clutch pedal electromagnetic valve and 14-a power-assisted cylinder.
Detailed Description
The invention is further described below with reference to the figures and examples.
A transmission integrating the functions of sub-box lock catch protection and rear power take-off integrates the unlocking function with an interlocking mechanism and the function of making and breaking a gas path of a rear sub-box, as shown in figure 1 and figure 1-1, and comprises a transmission shell 1, a rear sub-box cylinder assembly 11(L, H, M represents three gas cavities respectively), a sub-box shift fork shaft 2 and a plurality of (for example three) main box shift fork shafts 3, wherein the sub-box shift fork shaft 2 and each main box shift fork shaft 3 are sequentially arranged in parallel in the transmission shell 1, are in clearance fit with holes on the transmission shell 1 and can move in the stroke range along the respective axial direction, the sub-box shift fork shaft 2 and the main box shift fork shaft 3 are limited by other parts and can not rotate axially, the sub-box shift fork shaft 2 and each main box shift fork shaft 3 are respectively provided with a sub-box shift fork shaft groove 201 and a main box shift fork shaft groove 301, the sub-box shift fork shaft groove 201 and each main box shift fork shaft groove 301 are arranged in the same direction, the section of the auxiliary box declutch shift shaft groove 201 is trapezoidal with a short bottom side positioned at the bottom of the groove, the bottom of the main box declutch shift shaft groove 301 is rectangular, and two sides of the upper part are provided with chamfers; the interlocking plate 502 can move in the tangential direction of the plane of the interlocking plate 502, and also comprises an auxiliary box gear-locking protection mechanism 5 which is used for locking the main box gear-locking in the auxiliary box gear-engaging process during driving and enabling the main box gear-engaging in the auxiliary box gear-engaging process during power-taking during parking; the auxiliary box lock catch protection mechanism 5 comprises an integrated valve 501, an interlocking plate 502 and a first spring 503; the integrated valve 501 is fixedly connected to the transmission housing 1, and a valve core 5011 of the integrated valve extends out of a valve body 5013 and is coaxial with and in contact with a shaft head 5021 of the interlocking plate 502; the first spring 503 and the retaining rings at two ends of the first spring 503 are sleeved on the shaft head 5021 of the interlocking plate 502, the first retaining ring 5031 close to the valve core 5011 is limited on the shaft head 5021 of the interlocking plate 502 through a first clamp spring 5033, and the second retaining ring 5032 far away from the valve core 5011 is limited by a partition wall 101 on the transmission shell 1; the interlocking plate 502 is tightly attached to the auxiliary box fork shaft 2 or the main box fork shaft 3 under the action of the first spring 503; the interlocking plate 502 is provided with holes corresponding to all the fork shafts, the auxiliary box fork shaft hole 5022 is matched with the auxiliary box fork shaft groove 201 on the auxiliary box fork shaft 2, and the three main box fork shaft holes 5023 are respectively matched with the main box fork shaft grooves 301 on the three main box fork shafts 3; a U-shaped hole 1011 is formed in the edge of the partition wall 101, and a shaft head 5021 of the interlocking plate 502 enters the hole through the open end of the U-shaped hole 1011 and is in clearance fit with the U-shaped hole 1011; the outer diameter of the second retainer 5032 is greater than the diameter of the U-shaped hole 1011 (i.e., a gap is left between the spindle nose 5021 of the interlock plate 502 and the U-shaped hole 1011 without contact). The interlocking plate 502, the first circlip 5033, the first retainer ring 5031, the first spring 503 and the second retainer ring 5032 can be assembled into a small assembly to ensure the convenience of assembly and disassembly.
As shown in fig. 2-1 and 2-2, the integration valve 501 includes a valve cover 5012, a valve body 5013, the valve spool 5011, and a second spring 5014; the valve cover 5012 is connected with one end of the valve body 5013 through a bolt, and the valve core 5011 is arranged in the valve body 5013; the valve core 5011 comprises a large end 50111 and a small end 50112, a second spring 5014 is arranged between the small end 50112 and a valve cover 5012, the large end 50111 is limited on the valve body 5013 through a second clamping spring 5015 to prevent the valve core 5011 from falling off in the flowing process, the end part of the large end 50111 extends out of the valve body 5013 and is coaxial and contacted with a shaft head 5021 of the interlocking plate 502 under the action of the second spring 5014, and the end part of the large end 50111 is subjected to local heat treatment to improve the hardness and the strength; the valve body 5013 is further provided with a flange, the flange is provided with a mounting hole, the integrated valve 501 can be mounted on other parts through screw connection, a sealing ring is arranged at the corner between the side face of the valve body 5013 and the flange, and the sealing performance of the integrated valve 501 matched with other parts after being mounted is guaranteed. A first annular table 501111 is arranged on the big end 50111, a second annular table 501121, a third annular table 501122, a fourth annular table 501123, a fifth annular table 501124 and a sixth annular table 501125 are sequentially arranged on the small end 50112 along the axial direction (from the big end 50111 to the small end 50112), the six annular tables are all in sealing fit with the inner wall of the valve body 5013, the gas path control port Pi, the exhaust port T1, the gas inlet P and the exhaust port T2 are formed in one side of the valve body 5013, and the working port a and the working port B are formed in the other side of the valve body 5013; the air passage control port Pi is communicated with the opposite position of the area between the first annular table 501111 and the second annular table 501121 and is not communicated with other ports; when the valve core 5013 is far away from the valve cover 5012, the air inlet P is communicated with the working port A through the area between the fourth annular table 501123 and the fifth annular table 501124 and is not communicated with other ports, and the working port B is communicated with the air outlet T1 through the area between the third annular table 501122 and the fourth annular table 501123 and is not communicated with other ports; when the valve core 5013 is close to the valve cover 5012, the air inlet P and the working port B are communicated through the area between the third annular table 501122 and the fourth annular table 501123 and are not communicated with other ports, and the working port A and the air outlet T2 are communicated through the area between the fourth annular table 501123 and the fifth annular table 501124 and are not communicated with other ports; sealing rings are arranged between the valve cover 5012 and the valve body 5013 and between each annular table and the valve body 5013, wherein 1, 2, 3, 1 and 1 sealing ring are respectively arranged between the first annular table 501111, the second annular table 501121, the third annular table 501122, the fourth annular table 501123, the fifth annular table 501124 and the sixth annular table 501125 and the valve body 5013 (namely, a first sealing ring is arranged on the first annular table 501111, a second sealing ring is arranged on the second annular table 501121, a third sealing ring and a fourth sealing ring are arranged on the third annular table 501122, a fifth sealing ring, a sixth sealing ring and a seventh sealing ring are arranged on the fourth annular table 501123, an eighth sealing ring is arranged on the fifth annular table 501124, a ninth sealing ring is arranged on the sixth annular table 501125), a guide ring 5016 is arranged between the first annular table 501111 and the valve body 5013, the hardness of the guide ring 5016 is higher than that of the sealing rings, the guide supporting function of the guide ring on the valve core 5011 can greatly prolong the service life of the sealing rings, air leakage of the integrated valve 501 caused by premature failure of the seal ring due to abrasion is avoided. The bottom of the small end 50112 of the valve core 5011 is provided with a spring mounting hole 50113, the valve cover 5012 is provided with a boss 50121, the second spring 5014 is sleeved on the boss 50121, one end of the second spring 5014 is in contact with the bottom of the spring mounting hole 50113, and the other end of the second spring 5014 is in contact with the valve cover 5012.
The valve core 5011 is internally provided with an air passage a for communicating an air chamber where the second spring 5014 is positioned with an air chamber formed by the large end 50111 of the valve core 5011 and the valve body 5013. The air path switching is realized by the movement of the valve core 5011, and when the air inlet P is communicated with the working port B, the working port A is communicated with the exhaust port T2; when the intake port P communicates with the working port a, the working port B communicates with the exhaust port T1.
A transmission gas circuit system integrating the functions of auxiliary box lock gear protection and rear power take-off, as shown in figure 3-1a, comprises a control gas circuit; the transmission integrating the functions of auxiliary box locking protection and rear power takeoff is also included; the control gas circuit comprises a gas source 6, a parking power take-off electromagnetic valve 7, a pre-selection valve 8, a driving power take-off electromagnetic valve 9, a power take-off cylinder 10, a high-low pressure switching valve 12, a clutch pedal electromagnetic valve 13 and a power-assisted cylinder 14; the outlet of the air source 6 is respectively communicated with the air inlet P of the parking power take-off electromagnetic valve 7, the air inlet P of the preselection valve 8, the air inlet P of the driving power take-off electromagnetic valve 9 and the air inlet P of the integration valve 501; the working port A of the parking power take-off electromagnetic valve 7 is respectively communicated with an M-cavity air inlet of the rear auxiliary box cylinder assembly 11, an air path control port Pi1 of the high-low pressure switching valve 12 and an air path control port Pi of the integration valve 501; the working port A of the preselection valve 8 is communicated with the air passage control port Pi2 of the high-low pressure switching valve 12; the working port A of the travelling crane power takeoff electromagnetic valve 9 is communicated with the air inlet of the power takeoff cylinder 10; an air inlet of an H cavity of the rear auxiliary box cylinder assembly 11 is communicated with a working port B of the high-low pressure switching valve 12, and an air inlet of an L cavity of the rear auxiliary box cylinder assembly 11 is communicated with a working port A of the high-low pressure switching valve 12; an air inlet P of the high-low pressure switching valve 12 is communicated with a working port B of the integration valve 501; the working port A of the integrated valve 501 is communicated with an air inlet P of the clutch pedal electromagnetic valve 13; the working port a of the clutch pedal solenoid valve 13 communicates with the intake port of the assist cylinder 14. As shown in fig. 3-1b, the spool 5011 of the integrated valve 501 abuts the interlock plate 502 under the action of the second spring 5014 such that the spool 5011 moves with the movement of the interlock plate 502.
When the sub-tank fork shaft hole 5022 of the interlock plate 502 is not aligned with the sub-tank fork shaft groove 201 of the sub-tank fork shaft 2 and the three main-tank fork shaft holes 5023 are aligned with the main-tank fork shaft groove 301 of the main-tank fork shaft 3, the interlock plate 502 compresses the first spring 503 under the action of the sub-tank fork shaft 2. The valve core 5011 is tightly attached to the interlocking plate 502 under the action of a second spring 5014, an air inlet P of the integrated valve 501 is communicated with a working port B, and the working port A is communicated with an exhaust port T2; under this state, the main box fork shaft groove 301 chamfer position of the main box fork shaft 3 matches with the main box fork shaft hole 5023 of the interlocking plate 502, so the main box fork shaft 3 is not constrained by the main box fork shaft hole 5023 on the interlocking plate 502, the chamfer on the main box fork shaft groove 301 is disengaged from the constraint of the main box fork shaft hole 5023 of the interlocking plate 502, and the gear is engaged and disengaged under the action of the shifting force.
When the hole of the interlock plate 502 is misaligned with the main box fork shaft groove 301 of any one of the main box fork shafts 3, the interlock plate 502 compresses the first spring 503 by the main box fork shaft 3. In this state, the valve element 5011 moves against the interlock plate 502 by the second spring 5014, and the intake port P of the integration valve 501 communicates with the working port a and the working port B communicates with the exhaust port T1.
When the main box fork shaft grooves 301 of all the main box fork shafts 3 are aligned with the interlocking plates 502, the auxiliary box fork shaft grooves 201 of the auxiliary box fork shafts 2 need to cross the interlocking plates 502 during high-low gear switching, in the process, the first springs 503 overcome the thrust of the second springs 5014 and the friction force between parts to push the interlocking plates 502 to move towards the direction of the integrated valve 501, the interlocking plates 502 enter the main box fork shaft grooves 301, the rectangles at the bottoms of the main box fork shaft grooves 301 are matched with the main box fork shaft holes 5023 of the interlocking plates 502, and therefore the main box fork shafts 3 are restrained by the main box fork shaft holes 5023 of the interlocking plates 502 and cannot be in gear engagement; meanwhile, the valve core 5011 moves tightly against the interlocking plate 502 under the action of a second spring 5014, so that the air inlet P of the integrated valve 501 is communicated with the working port B, and the working port A is communicated with the exhaust port T2; after the sub-tank fork shaft groove 201 of the sub-tank fork shaft 2 passes over the sub-tank fork shaft hole 5022 of the interlocking plate 502, the sub-tank fork shaft hole 5022 is not aligned with the sub-tank fork shaft groove 201, and as described above, the main tank can be freely engaged and disengaged. In addition, since the sub-tank fork shaft groove 201 is trapezoidal, the sub-tank fork shaft groove 201 is not forcibly restricted by the interlocking plate in the process of passing over the sub-tank fork shaft hole 5022 of the interlocking plate 502.
When all the declutch shift shaft grooves are aligned with the interlocking plate 502, the air passage control port Pi of the integrated valve 501 is filled with air, the pressure air enters an air chamber formed by the large end 50111 of the valve core 5011 and the valve body 5013 and an air chamber of a spring cavity, the valve core 5011 and the interlocking plate 502 attached to the valve core 5011 are pushed to move away from the integrated valve 501 by overcoming the spring force of the first spring 503, the air inlet P of the integrated valve 501 is communicated with the working port a, and the working port B is communicated with the exhaust port T1. The main box shifting fork shaft groove 301 of the main box shifting fork shaft 3 is completely separated from the constraint of the main box shifting fork shaft hole 5023, and free gear engagement and gear disengagement can be realized.
The three primary operating positions of the interlock arrangement correspond to four primary operating conditions of the transmission.
1) Working condition I: low gear of auxiliary box and neutral gear of main box
As shown in fig. 3-1a and 3-1b, the sub-box fork shaft grooves 201 of the sub-box fork shafts 2 are not aligned with the interlocking plate 502, the main box fork shaft grooves 301 of all the main box fork shafts 3 are aligned with the interlocking plate 502, and the interlocking plate 502 stays at this position by the cooperation of the first springs 503 with the sub-box fork shafts 2. The spool 5011 of the integrated valve 501 abuts the interlock plate 502 under the action of the second spring 5014, and the position of the spool 5011 is shown in fig. 3-1c, where the intake port P communicates with the working port B and the working port a communicates with the exhaust port T2.
2) Working condition II: auxiliary box low gear and main box gear
As shown in fig. 3-2a and 3-2b, the sub-housing fork shaft groove 201 of the sub-housing fork shaft 2 is not aligned with the interlock plate 502, the main housing fork shaft groove 301 of any of the main housing fork shafts 3 is not aligned with the interlock plate 502, and the interlock plate 502 stays in this position under the cooperation of the first spring 503 and the main housing fork shaft 3. The spool 5011 of the integrated valve 501 abuts the interlock plate 502 under the action of the second spring 5014, and the position of the spool 5011 is shown in fig. 3-2c, where the intake port P communicates with the working port a and the working port B communicates with the exhaust port T1.
3) Working condition III: gear locking protection for high-low gear switching of auxiliary box in driving process
3-3a and 3-3b, the sub-housing fork shaft grooves 201 of the sub-housing fork shafts 2 are aligned with the interlocking plate 502, the main housing fork shaft grooves 301 of all the main housing fork shafts 3 are aligned with the interlocking plate 502, and the interlocking plate 502 stays in this position under the cooperation of the first spring 503 and the sub-housing fork shafts 2. The spool 5011 of the integrated valve 501 abuts the interlock plate 502 under the action of a second spring 5014. The position of the valve element 5011 is shown in fig. 3-3c, where the inlet port P is in communication with the working port B and the working port a is in communication with the exhaust port T2.
4) Working condition IV: power take-off when parking
As shown in fig. 3-4a and 3-4b, the sub-tank fork shaft groove 201 of the sub-tank fork shaft 2 is aligned with the interlocking plate 502, the main tank fork shaft groove 301 of any of the main tank fork shafts 3 is not aligned with the interlocking plate 502, the gas circuit control port Pi of the integration valve 501 is in an established state, and the spool 5011 abuts the interlocking plate 502 against the sub-tank fork shaft 2 under the action of gas pressure. The position of the valve element 5011 is shown in fig. 3-2c, where the inlet port P is in communication with port a and port B is in communication with the outlet port T1.
The operating condition I, the operating condition II and the operating condition III respectively correspond to the position I, the position II, the position III, the position I, the position II, the position III and the position III of the valve core 5011 on the integrated valve 501, and the diagram 3-1 c. When the integration valve 501 is at position 1 or position iii, the intake port P communicates with the working port B, and the working port a communicates with the exhaust port T2. In position II of integration valve 5011, intake port P is in communication with port A and port B is in communication with exhaust port T1.
The main working process is as follows:
1) when the auxiliary box is in low gear, the main box is normally engaged (the transmission is from the working condition I of low gear and neutral gear of the auxiliary box to the working condition II of low gear and gear of the main box).
When the main box is normally in gear, the auxiliary box is generally in a gear state. Take the auxiliary box at low gear as an example. 3-1b show the auxiliary section in low gear and the main section in neutral. In this state, the interlock plate 502 is held stationary by the interaction of the sub-tank fork shaft 2 and the first spring 503, and the spool 5011 of the integration valve 501 abuts against the interlock plate 502 by the spring. The position of a valve core 5011 of the integrated valve 501 corresponding to the working condition is shown in fig. 3-1c, a cavity between the third annular table 501122 and the fourth annular table 501123 is communicated with the air inlet P and the working port B, and sealing is guaranteed through a fourth sealing ring of the third annular table and a seventh sealing ring of the fourth annular table; the cavity between the fourth annular table 501123 and the fifth annular table 501124 is communicated with the exhaust port T2 and the working port A, and sealing is guaranteed through a fifth sealing ring of the fourth annular table and an eighth sealing ring of the fifth annular table.
The gas path system corresponding to the gas path system is shown in fig. 3-1 a: the integrated valve 501 works at the upper position, the preselection valve 8 works at the right position, the clutch pedal electromagnetic valve 13 works at the left position, the parking power take-off electromagnetic valve 7 works at the left position, and the driving power take-off electromagnetic valve 9 works at the left position. The compressed air enters the air passage control port Pi2 of the high-low gear switching valve 12 through the right position of the preselection valve 8, so that the high-low gear switching valve 12 is ensured to be in the left position for operation. Compressed air enters the L cavity of the auxiliary box cylinder assembly through the upper position of the integration valve 501 and the left position of the high-low gear switching valve 12.
After the clutch pedal is depressed and the main box is in gear, as shown in fig. 3-2a, the electromagnetic valve 13 of the clutch pedal works in the right position. The interlock plate 502 is moved away from the integration valve 501 by the action of either main box shift rail 3. The spool 5011 of the integrated valve 501 moves toward the interlocking plate 502 in the direction of approaching the interlocking plate 502 in response to the second spring 5014, and the position of the spool 5011 of the integrated valve 501 corresponding to this condition is shown in fig. 3-2 c. A cavity between the third annular table 501122 and the fourth annular table 501123 is communicated with the air inlet T1 and the working port B, and sealing is ensured through a third sealing ring of the third annular table 501122 and a fifth sealing ring of the fourth annular table 501123; the cavity between the fourth ring platform 501123 and the fifth ring platform 501124 is communicated with the air inlet P and the working port A, and sealing is guaranteed through a fifth sealing ring of the fourth ring platform and an eighth sealing ring of the fifth ring platform.
3-2a, compressed air enters the boosting cylinder 14 through the lower position of the integrated valve 501 and the right position of the electromagnetic valve 13 of the clutch pedal, so that the boosting function in the gear engaging process is ensured. In addition, after the main box is in gear, the integrated valve 501 is always in the lower position under the action of the interlocking plate 502, and the air inlet of the high-low gear switching valve 12 cannot build pressure, so that no matter which position the pre-selection valve 8 works at, the high gear cavity H or the low gear cavity L of the auxiliary box cylinder assembly 11 cannot intake air, and therefore, the auxiliary box cannot be in gear when the main box is in gear.
2) And (3) blocking protection in the process of switching the high gear and the low gear of the auxiliary box (working condition III).
When the vehicle is driven in a low gear area, the vehicle is switched to a high gear. The operation process is as follows: and (3) shifting a switch of the preselection valve 8 to enable the preselection valve 8 to work at a left position, and after the main box is shifted to a neutral position and stays for 1-2 seconds, the main box is shifted.
3-3a, after the preselection valve 8 is switched on and off, the preselection valve 8 works in the left position, and the control ports Pi1 and Pi2 of the high-low gear switching valve 12 have no pressure input, so that the preselection valve works in the right position under the action of the spring in the valve. As shown in fig. 3-3b, during the process from the main box being disengaged to the main box being engaged, the interlock plate 502 falls into the main box fork shaft groove 301 of the main box fork shaft 3 under the action of the first spring 503 and is restrained by the sub box fork shaft groove 201 of the sub box fork shaft 2 to prevent it from moving further, and the rectangle at the bottom of the main box fork shaft groove 301 of the main box fork shaft 3 matches with the main box fork shaft hole 5023 of the interlock plate 502, so the main box fork shaft 3 is restrained by the hole of the interlock plate 502 and cannot be engaged. The situation that the main box cannot be in gear in the gear engaging process of the auxiliary box in the process is the 'gear locking protection process' of the structure. Until the auxiliary box declutch shift shaft 2 relies on the auxiliary box declutch shift shaft groove 201 to overcome the effort of first spring 503 and put into gear and make interlocking plate 502 break away from main box declutch shift shaft groove 301, the main box declutch shift shaft groove 301 chamfer position of main box declutch shift shaft 3 matches with the main box declutch shift shaft hole 5023 of interlocking plate 502, therefore main box declutch shift shaft 3 does not receive the compulsory restraint of main box declutch shift shaft hole 5023 on interlocking plate 502, can rely on the chamfer on main box declutch shift shaft 301 to break away from the restraint of main box declutch shift shaft hole 5023 of interlocking plate 502, put into gear and take off gear under the effect of the power of shifting. In the process of blocking protection, the interlocking plate 502 overcomes the spring force of the second spring 5014 to push the valve core 5011 of the integrated valve 501 under the action of the first spring 503, so that the integrated valve 501 works in the upper position, the air inlet P is communicated with the working port B, and the working port a is communicated with the exhaust port T2.
At this time, the corresponding air path system (shown in fig. 3-3 a) is as follows: compressed air enters an H cavity of the auxiliary box cylinder assembly through the upper position of the integrated valve 501 and the right position of the high-low gear switching valve 12, the auxiliary box fork shaft 2 moves towards the position far away from the auxiliary box cylinder, and the interlocking plate 502 falls into an auxiliary box fork shaft groove 201 of the auxiliary box fork shaft 2 and is deeper in a main box fork shaft groove 301 of the main box fork shaft 3. At this time, the rectangle at the bottom of the main box fork shaft groove 301 matches with the main box fork shaft hole 5023 of the interlocking plate 502, so the main box fork shaft 3 is constrained by the main box fork shaft hole 5023 of the interlocking plate 502 and cannot move axially, and the main box cannot be engaged. The position of the spool 5011 of the integration valve 501 corresponding to this condition is as shown in fig. 3-3 c. A cavity between the third annular table 501122 and the fourth annular table 501123 is communicated with the air inlet P and the working port B, and the sealing is ensured through a third sealing ring of the third annular table 501122 and a sixth sealing ring of the fourth annular table 501123; the cavity between the fourth annular platform 501123 and the fifth annular platform 501124 is communicated with the exhaust port T2 and the working port A, and sealing is ensured through a sixth sealing ring of the fourth annular platform 501122 and an eighth sealing ring of the fifth annular platform 501125. The structure ensures that the main box cannot rob the gear in the process of gear engaging of the auxiliary box, and realizes gear locking protection in the process of switching between high and low gears.
3) And (4) stopping to take power (working condition IV).
The parking power take-off operation process comprises the following steps of firstly ensuring that a driving power take-off switch and a parking power take-off switch are turned on and then a main box is in gear under the conditions that an auxiliary box is in a low gear and a main box is in a neutral gear.
When the auxiliary box of the transmission is in low gear and the main box is in neutral gear, as in the previous step of 'normal gear engagement of the main box when the auxiliary box is in low gear', the right position of the preselection valve 8 works and the integration valve 501 works in the upper position. And when the driving power take-off switch and the parking power take-off switch are turned on, the driving power take-off electromagnetic valve 9 and the parking power take-off electromagnetic valve 7 are both in the right position to work.
As shown in fig. 3-4a, the gas path system corresponding to the working condition is: compressed air enters the air path control port Pi of the integration valve 501 through the parking power take-off solenoid valve 7, so that the valve core 5011 of the integration valve 501 pushes the interlocking plate 502 to move in a direction away from the integration valve 501 against the acting force of the first spring 503 until the interlocking plate 502 stops moving continuously after being constrained by the auxiliary box shift fork shaft 2 or any main box shift fork shaft 3. The position of the spool 5011 of the integration valve 501 corresponding to this condition is as shown in fig. 3-2 c. A cavity between the third annular table 501122 and the fourth annular table 501123 is communicated with the air inlet T1 and the working port B, and sealing is ensured through a third sealing ring of the third annular table 501122 and a fifth sealing ring of the fourth annular table 501123; the cavity between the fourth ring platform 501123 and the fifth ring platform 501124 is communicated with the air inlet P and the working port a, and the sealing is ensured through the fifth sealing ring of the fourth ring platform 501123 and the eighth sealing ring of the fifth ring platform 501125. Therefore, the integration valve 501 operates in the lower position.
As shown in fig. 3-4a, the interlock plate 502 in this condition is constrained by the thrust of the spool 5011 and the range rail 2 so that even if the interlock plate 502 is aligned with the rail grooves, it does not fall into the rail grooves. The main box can be freely put into and taken off. And when the clutch is stepped on and the gear is engaged, compressed air enters the boosting main box of the boosting cylinder 14 to engage and disengage the gear through the lower position of the integrated valve 501 and the right position of the electromagnetic valve 13 of the clutch pedal, so that the parking power take-off is realized.
4) Low gear power take-off protection function
3-4a, when the low gear power take-off works, the preselection valve 8 works at the right position, and the parking power take-off electromagnetic valve 7 works at the right position. The compressed air passes through the preselection valve 8 from the right position to the air passage control port Pi2 of the high-low gear switching valve 12 and passes through the parking power take-off solenoid valve 7 from the right position to the air passage control port Pi1 of the high-low gear switching valve 12, so that the high-low gear switching valve 12 is ensured to work at the left position, and the compressed air passes through the upper position of the integration valve 501 and the left position of the high-low gear switching valve 12 to be unblocked to the L cavity of the auxiliary box cylinder assembly. Even if the preselection valve 8 is toggled to be opened or closed due to misoperation so that the preselection valve 8 works on the left, the air passage control port Pi1 of the high-low gear switching valve 12 can still ensure the left work of the high-low gear switching valve 12.
And the transmission cannot enter a high gear area in the low gear power taking process through a high-low gear switching valve 12 with two control ports on the gas circuit system.
Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same, and it is obvious for a person skilled in the art to modify the specific technical solutions described in the foregoing embodiments or to substitute part of the technical features, and these modifications or substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions protected by the present invention.
Claims (7)
1. A transmission integrating functions of auxiliary box lock catch protection and rear power takeoff comprises a transmission shell (1), a rear auxiliary box cylinder assembly (11), an auxiliary box shifting fork shaft (2) and a plurality of main box shifting fork shafts (3), wherein the auxiliary box shifting fork shaft (2) and each main box shifting fork shaft (3) are sequentially arranged in the transmission shell (1) in parallel, an auxiliary box shifting fork shaft groove (201) is formed in the auxiliary box shifting fork shaft (2), the section of the auxiliary box shifting fork shaft groove (201) is a trapezoid with a short bottom edge positioned at the bottom of a groove, each main box shifting fork shaft (3) is provided with a main box shifting fork shaft groove (301), the bottom of the section of the main box shifting fork shaft groove (301) is rectangular, and two sides of the upper part of the main box shifting fork shaft groove are provided with chamfers; the auxiliary box fork shaft grooves (201) and the main box fork shaft grooves (301) are arranged in the same direction; the auxiliary box gear locking protection mechanism (5) is used for locking the main box gear in the auxiliary box gear engaging process during driving and enabling the main box gear to be engaged in the auxiliary box gear engaging process during power take-off during parking;
the auxiliary box lock catch protection mechanism (5) comprises an integrated valve (501), an interlocking plate (502) and a first spring (503);
the integrated valve (501) is fixed on the transmission shell (1), and a valve core (5011) of the integrated valve extends out of the valve body (5013) and is coaxial and in contact with a shaft head (5021) of the interlocking plate (502);
the first spring (503) and the retaining rings at two ends of the first spring are sleeved on a shaft head (5021) of the interlocking plate (502), the first retaining ring (5031) close to the valve core (5011) is limited on the shaft head (5021) of the interlocking plate (502) through a first clamp spring (5033), and the second retaining ring (5032) far away from the valve core (5011) is limited by a partition wall (101) on the transmission shell (1);
the interlocking plate (502) is provided with an auxiliary box shifting fork shaft hole (5022) and three main box shifting fork shaft holes (5023); the auxiliary box shifting fork shaft hole (5022) is matched with the auxiliary box shifting fork shaft groove (201), and the three main box shifting fork shaft holes (5023) are respectively matched with the main box shifting fork shaft grooves (301);
the integrated valve (501) is provided with an air path control port Pi, an air inlet P, a working port A, a working port B, an exhaust port T1 and an exhaust port T2, and air path switching is realized through movement of a valve core (5011).
2. The transmission integrating range lock protection and rear power take-off functions of claim 1, wherein: the integrated valve (501) comprises a valve cover (5012), a valve body (5013), the valve core (5011) and a second spring (5014);
the valve cover (5012) is connected with one end of the valve body (5013), and the valve core (5011) is arranged in the valve body (5013);
the valve core (5011) comprises a large end (50111) and a small end (50112), the second spring (5014) is arranged between the small end (50112) and the valve cover (5012), the large end (50111) is limited on the valve body (5013) through a second clamp spring (5015), and the end part of the large end (50111) extends out of the valve body (5013) and is coaxial and in contact with a shaft head (5021) of the interlocking plate (502);
a first annular table (501111) is arranged on the big end (50111), a second annular table (501121), a third annular table (501122), a fourth annular table (501123), a fifth annular table (501124) and a sixth annular table (501125) are sequentially arranged on the small end (50112) along the axial direction, and the six annular tables are in sealing fit with the inner wall of the valve body (5013);
the gas circuit control port Pi, the exhaust port T1, the gas inlet P and the exhaust port T2 are arranged on one side of the valve body (5013), and the working port A and the working port B are arranged on the other side of the valve body (5013);
the air passage control port Pi is communicated with the opposite part of the area between the first ring platform (501111) and the second ring platform (501121);
when the valve core (5013) is far away from the valve cover (5012), the air inlet P is communicated with the working port A through an area between the fourth annular table (501123) and the fifth annular table (501124), and the working port B is communicated with the air outlet T1 through an area between the third annular table (501122) and the fourth annular table (501123);
when the valve core (5013) is close to the valve cover (5012), the air inlet P is communicated with the working port B through an area between the third annular table (501122) and the fourth annular table (501123), and the working port A is communicated with the air outlet T2 through an area between the fourth annular table (501123) and the fifth annular table (501124);
an air passage a is arranged in the valve core (5011) and is used for communicating an air chamber where the second spring (5014) is located with an air chamber formed by the large end (50111) of the valve core (5011) and the valve body (5013).
3. The transmission integrating range lock protection and rear power take-off functions of claim 2, wherein: sealing rings are arranged between the valve cover (5012) and the valve body (5013) and between each annular table and the valve body (5013); a guide ring (5016) is arranged between the first ring platform (501111) and the valve body (5013).
4. The transmission integrating range lock protection and rear power take-off functions of claim 3, wherein: the spring mounting hole (50113) is formed in the bottom of the small end (50112) of the valve core (5011), the boss (50121) is arranged on the valve cover (5012), the second spring (5014) is sleeved on the boss (50121), one end of the second spring (5014) is in contact with the bottom of the spring mounting hole (50113), and the other end of the second spring (5014) is in contact with the valve cover (5012).
5. The transmission integrating range lock protection and rear power take-off functions as claimed in any one of claims 2 to 4, wherein: the edge of the partition wall (101) is provided with a U-shaped hole (1011), and a shaft head (5021) of the interlocking plate (502) enters the hole through the open end of the U-shaped hole (1011) and is in clearance fit with the U-shaped hole (1011); the outer diameter of the second retainer ring (5032) is larger than the diameter of the U-shaped hole (1011).
6. The transmission integrating range lock protection and rear power take-off functions of claim 5, wherein: the end of the large end (50111) is locally heat treated.
7. The utility model provides an integrated auxiliary tank keeps off transmission gas circuit system of protection and back power takeoff function which characterized in that: comprises a control gas circuit; the method is characterized in that: a transmission integrating range lock protection and rear power take-off functions as claimed in any one of claims 1-6;
the control gas circuit comprises a gas source (6), a parking power take-off electromagnetic valve (7), a pre-selection valve (8), a traveling power take-off electromagnetic valve (9), a power take-off cylinder (10), a high-low pressure switching valve (12), a clutch pedal electromagnetic valve (13) and a power assisting cylinder (14);
the outlet of the air source (6) is respectively communicated with the air inlet P of the parking power take-off electromagnetic valve (7), the air inlet P of the preselection valve (8), the air inlet P of the driving power take-off electromagnetic valve (9) and the air inlet P of the integration valve (501);
the working port A of the parking power take-off electromagnetic valve (7) is respectively communicated with an M-cavity air inlet of the rear auxiliary box cylinder assembly (11), an air path control port Pi1 of the high-low pressure switching valve (12) and an air path control port Pi of the integration valve (501);
the working port A of the preselection valve (8) is communicated with the air passage control port Pi2 of the high-low pressure switching valve (12);
the working port A of the travelling crane power take-off electromagnetic valve (9) is communicated with the air inlet of the power take-off cylinder (10);
an air inlet of an H cavity of the rear auxiliary box cylinder assembly (11) is communicated with a working port B of the high-low pressure switching valve (12), and an air inlet of an L cavity of the rear auxiliary box cylinder assembly (11) is communicated with a working port A of the high-low pressure switching valve (12);
an air inlet P of the high-low pressure switching valve (12) is communicated with a working port B of the integration valve (501);
the working port A of the integrated valve (501) is communicated with an air inlet P of a clutch pedal electromagnetic valve (13);
the working port A of the clutch pedal electromagnetic valve (13) is communicated with the air inlet of the boosting cylinder (14).
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115182994A (en) * | 2022-06-27 | 2022-10-14 | 陕西法士特齿轮有限责任公司 | Interlocking integrated valve, gas circuit protection system and control method thereof |
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| CN104033597A (en) * | 2014-04-23 | 2014-09-10 | 陕西法士特齿轮有限责任公司 | Transmission high reverse lock system |
| CN104500779A (en) * | 2014-12-13 | 2015-04-08 | 陕西法士特齿轮有限责任公司 | Heavy truck transmission with main and auxiliary box structures and single-H gate valve |
| CN105370877A (en) * | 2015-12-09 | 2016-03-02 | 陕西法士特齿轮有限责任公司 | Mining vehicle transmission control system |
| CN108468802A (en) * | 2018-06-01 | 2018-08-31 | 西安法士特汽车传动有限公司 | The vehicular transmission of integrated odd-side backset protection and rear power taking function |
| CN108626389A (en) * | 2018-06-07 | 2018-10-09 | 陕西法士特汽车传动集团有限责任公司 | A kind of commercial car rear power takeoff work protection system |
| CN111365456A (en) * | 2020-03-20 | 2020-07-03 | 西安法士特汽车传动有限公司 | Air circuit control mechanism of main and auxiliary box structure speed changer with power take-off function |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115182994A (en) * | 2022-06-27 | 2022-10-14 | 陕西法士特齿轮有限责任公司 | Interlocking integrated valve, gas circuit protection system and control method thereof |
| CN115182994B (en) * | 2022-06-27 | 2023-12-08 | 陕西法士特齿轮有限责任公司 | Interlocking integrated valve, protection gas circuit system and control method of protection gas circuit system |
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