CN214036840U - Hydraulic reversing control valve for hydraulic transmission case - Google Patents
Hydraulic reversing control valve for hydraulic transmission case Download PDFInfo
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- CN214036840U CN214036840U CN202023275074.6U CN202023275074U CN214036840U CN 214036840 U CN214036840 U CN 214036840U CN 202023275074 U CN202023275074 U CN 202023275074U CN 214036840 U CN214036840 U CN 214036840U
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Abstract
The utility model provides a hydraulic reversing control valve for hydraulic transmission case belongs to hydraulic control valve technical field, include: a base plate having 8 manifold holes formed therein; the valve body is arranged above the bottom plate; the valve cover is arranged above the valve body and is provided with 6 pipe holes; a first mounting hole, a second mounting hole and a third mounting hole with mutually parallel axes are axially arranged in the valve body; and the reversing valve device, the car direction valve device and the brake valve are communicated through oil filling pipelines. The utility model discloses compact structure, the installation of easily assembling, whole pure mechanical structure that is, the precision is high, longe-lived, interchangeability is good, can realize keeping off to hydraulic transmission case Q to I, Q keeps off to II, H keeps off to I, H keeps off to II, Q to braking and H to the control of 6 kinds of actions of braking to operation Q to operation H, and control is convenient, and is functional strong.
Description
Technical Field
The utility model relates to a technical field of hydraulic control valve, especially a hydraulic reversing control valve for hydraulic transmission case.
Background
The hydraulic transmission box is an important part in a power transmission mechanism of an internal combustion locomotive, and mainly has the main functions of transmitting the rotating speed and the torque of a diesel engine to an axle gear box of the locomotive, enabling the locomotive to obtain ideal traction characteristics according with the operation of the locomotive through a built-in gear transmission mechanism and a hydraulic torque converter, and further meeting the functions of frequently starting, stopping, accelerating, reversing and shifting a shunting operation vehicle. The two sets of torque converters are almost completely the same, each set of torque converter is provided with a starting torque converter and a running torque converter, and the two torque converters work alternately to meet the requirements of the locomotive on rotating speed and torque under different working conditions such as starting, uphill running or flat road running, so that the diesel engine can work under high efficiency all the time. In addition, within a certain speed range, a certain braking power can be provided for the locomotive by connecting a hydraulic torque converter opposite to the advancing direction.
Therefore, the hydraulic transmission case can realize actions such as reversing, gear shifting, braking and the like, and for this reason, 2 starting torque converters and 2 running torque converters in the hydraulic transmission case need to be accurately, reliably, stably and efficiently controlled for oil charging and oil discharging. For each set of torque converter shaft, the best working mode of oil filling and oil discharging of the two torque converters is as follows: the control is automatically carried out by a control system, and can be manually controlled when necessary; meanwhile, in order to ensure that the traction force is not interrupted obviously in the gear shifting process, the oil discharging process of one torque converter and the oil charging process of the other torque converter are overlapped for a short time.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a hydraulic reversing control valve for hydraulic transmission case through reasonable structural design, reaches compact structure, control convenience, response speed is fast, interchangeability is good, the effect of easy installation maintenance.
In order to achieve the above object, the utility model adopts the following technical scheme:
a hydraulic directional control valve for a hydraulic transmission case, comprising:
the bottom plate is provided with 8 pipe connecting holes;
the valve body is in a cube shape and is arranged above the bottom plate; a first mounting hole, a second mounting hole and a third mounting hole are axially formed in the base, and the axes of the first mounting hole, the second mounting hole and the third mounting hole are parallel to each other;
the reversing valve device comprises a reversing valve sleeve arranged in the first mounting hole and a reversing valve arranged in the reversing valve sleeve;
the turning valve device comprises a turning valve sleeve arranged in the second mounting hole and a turning valve arranged in the turning valve sleeve;
a brake valve disposed in the third mounting hole;
the reversing valve device, the vehicle direction valve device and the brake valve are communicated through an oil filling pipeline;
and the valve cover is arranged above the valve body and is provided with 6 pipe connecting holes.
Optionally, the 6 connecting pipe holes on the valve cover are respectively:
a hole Q1, which is a wind inlet for controlling the advancing direction of the locomotive and leads to the lower part of the reversing valve through the valve body and the bottom plate;
an H1 hole which is a locomotive backward direction control air inlet and leads to the upper part of the reversing valve;
a QH hole which opens above the brake valve and which is connected to the oil-filled line;
a C hole which is opened to the brake valve through the valve body and is externally connected to an oil pipe of a charge regulating valve for the forward direction and the backward direction of the locomotive;
a Q2 hole leading above the truck valve;
an H2 bore passing through the valve body to open below the truck valve;
the Q2 hole and the H2 hole are connected to an inert pump through oil pipes.
Optionally, the 8 connection pipe holes on the bottom plate are respectively:
an A1 hole, which is a control oil inlet of a starting torque converter working gear and leads to the reversing valve through the valve body;
an A2 hole, which is a control oil inlet of a working gear of the running torque converter and leads to the reversing valve through the valve body;
the Q I outlet hole is a control oil outlet of a starting torque converter working gear in the advancing direction of the locomotive and is communicated with the reversing valve through the valve body;
the Q II outlet is a control oil outlet of a working gear of the running torque converter in the advancing direction of the locomotive and is communicated with the locomotive directional valve through the valve body;
the HI outlet hole is a control oil outlet of a working gear of a starting torque converter in the locomotive backward direction and is communicated with the reversing valve through the valve body;
an III outlet hole which is a control oil outlet of a working gear of the operation torque converter in the locomotive backward direction and is communicated with the locomotive directional valve through the valve body;
an N1 hole which is an oil drain hole when the brake valve is actuated;
and an N2 hole, which is an oil discharge hole when the reversing valve acts.
Optionally, a spring and a spring seat for mounting the spring are arranged below the brake valve, the brake valve can move in a third mounting hole in the valve body along an axis, and the spring is always in a compressed state.
Optionally, the bottom plate, the valve body and the valve cover are fixedly connected into a whole.
Optionally, the bottom plate, the valve body and the valve cover are connected into a whole through screws.
Optionally, the front side, the rear side and the left side of the valve cover are respectively provided with an oil filter, and the oil filters on the front side, the rear side and the left side are respectively communicated with the brake valve oil path, the vehicle direction valve oil path and the reversing valve oil path.
Optionally, four corners of the bottom plate are provided with 4 mounting bolts.
Compared with the prior art, the invention has the beneficial effects that:
1. the utility model discloses with three kinds of valve designs of switching-over valve, car to valve, brake valve assembly in a cubic is whole, through the inside oil circuit connection that communicates each other, need not the piping between three kinds of valves and connect, compact structure, easy assembly installation.
2. The utility model discloses can realize the control to hydraulic transmission case locomotive advancing direction start torque converter work level, locomotive advancing direction operation torque converter work level, locomotive backward direction start torque converter work level, locomotive backward direction operation torque converter work level, locomotive advancing direction operation-the direction braking of retreating, and locomotive backward direction operation-the control of advancing direction braking 6 kinds of actions, control is convenient, and is functional strong.
3. The utility model is of pure mechanical structure, high precision, long service life and good interchangeability.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a schematic front view of a hydraulic directional control valve for a hydraulic transmission housing;
FIG. 2 is a schematic top view of a hydraulic directional control valve for a hydraulic transmission housing;
FIG. 3 is a cross-sectional view of a hydraulic directional control valve for a hydraulic transmission housing;
FIG. 4 is a schematic bottom view of a hydraulic directional control valve for a hydraulic transmission housing;
FIG. 5 is a schematic diagram of an overall perspective view of a hydraulic directional control valve for a hydraulic transmission case;
FIG. 6 is a schematic diagram of the Q-direction and I-speed principle of a hydraulic directional control valve for a hydraulic transmission case;
FIG. 7 is a schematic diagram of the Q-direction II-gear principle of a hydraulic directional control valve for a hydraulic transmission case;
FIG. 8 is a schematic diagram of the H-direction and I-direction principle of a hydraulic directional control valve for a hydraulic transmission case;
FIG. 9 is a schematic diagram of the H-direction and II-direction principle of a hydraulic directional control valve for a hydraulic transmission case;
FIG. 10 is a schematic diagram of the Q-direction operation and H-direction braking principle of the hydraulic reversing control valve for the hydraulic transmission case.
In the figure:
a bottom plate-101, a valve body-102, a valve cover-103, an oil filling pipeline-104, a screw-105, an oil filter-106 and a mounting bolt-107;
a reversing valve-201 and a reversing valve sleeve-202; a steering valve-301 and a steering valve sleeve-302; brake valve-401, spring-402, spring seat-403.
Detailed Description
In the following, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments may be modified in various different ways, all without departing from the spirit or scope of the present invention. Accordingly, the drawings and description are to be regarded as illustrative in nature, and not as restrictive.
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
As shown in fig. 1 to 5, in the present embodiment, the hydraulic directional control valve for a hydraulic transmission case includes a bottom plate 101, a valve body 102, and a valve cover 103, which are connected in sequence from bottom to top; the valve body 102 is cube-shaped and is arranged above the bottom plate 101, a first mounting hole, a second mounting hole and a third mounting hole are axially arranged in the valve body 102, and the axes of the first mounting hole, the second mounting hole and the third mounting hole are parallel to each other; an oil charging pipeline 104, a reversing valve device, a vehicle direction valve device and a brake valve which are communicated through the oil charging pipeline 104 are also arranged in the valve body 102; the reversing valve device comprises a reversing valve sleeve 202 arranged in the first mounting hole and a reversing valve 201 arranged in the reversing valve sleeve 202, and the reversing valve 201 can move along the axial direction; the car-direction valve device comprises a car-direction valve sleeve 302 arranged in the second mounting hole and a car-direction valve 301 arranged in the car-direction valve sleeve 302, and the car-direction valve 301 can move along the axial direction; the brake valve 401 is arranged in the third mounting hole, and the brake valve 401 can move axially along an axis in the third mounting hole;
preferably, in this embodiment, as shown in fig. 3, a spring 402 and a spring seat 403 for mounting the spring 402 are arranged below the brake valve 401, and the spring 402 is always in a compressed state;
preferably, in this embodiment, the valve cover is provided with 6 pipe connecting holes, and the bottom plate is provided with 8 pipe connecting holes, as shown in fig. 2 and 4; the oil charging pipeline 104 on the valve body is provided with a plurality of holes, wherein one part of the holes can be controlled to be communicated or not through the axial movement of the reversing valve 201, the turning valve 301 and the brake valve 401, and the rest of the holes are communicated with part of connecting pipe holes arranged on the bottom plate 101 or the valve cover 103;
as shown in fig. 2, in the present embodiment, the 6 connection pipe holes on the valve cover 103 are respectively denoted as Q1 hole, H1 hole, QH hole, C hole, Q2 hole, and H2 hole; meanwhile, in this embodiment, in order to make the description of the scheme clearer and avoid redundant description, the "advancing direction of the locomotive" is simply referred to as: "Q direction", the "locomotive backward direction" is simply referred to as: "H is to", will start the torque converter work position "and shortly called: "I keeps off", will "operation torque converter operating gear" for short: "II gear";
thus, the Q1 hole, which is a Q-direction control wind inlet, passes through the valve body 102 and the bottom plate 101 to the lower part of the reversing valve 201; an H1 hole is an H-direction control air inlet which leads to the upper part of the reversing valve 201; a QH port which opens above the brake valve 401 and which is connected to a pipe which is pressurized whether the locomotive is operating in Q or H direction; a hole C which is opened to the brake valve 401 through the valve body 102 and is externally connected to an oil pipe of a charge control valve in a direction Q and a direction H; a Q2 hole leading above the truck valve 301; an H2 hole passing through the valve body 102 to the underside of the car valve 301; the Q2 hole and the H2 hole are connected to an inert pump through oil pipes, and the mechanism of the inert pump is as follows: when the locomotive Q runs towards the direction, oil pressure exists in the hole Q2, no oil pressure exists in the hole H2, when the locomotive H runs towards the direction, oil pressure exists in the hole H2, and no oil pressure exists in the hole Q2.
As shown in fig. 4, in this embodiment, the 8 connection pipe holes on the bottom plate 101 are respectively marked as a1, a2, qi, qii, xii, hi, xii, N1, and N2 holes; the hole A1 is a control oil inlet of a first gear and leads to the reversing valve 201 through the valve body 102; the hole A2 is a control oil inlet of a second gear and leads to the reversing valve 201 through the valve body 102; the Q I outlet hole is a Q-to-I-gear control oil outlet and is communicated to the reversing valve 201 through the valve body 102; the QII outlet hole is a QII oil outlet hole and is communicated to the vehicle-direction valve 301 through the valve body 102; the HI outlet hole is an H-direction I-gear control oil outlet and is communicated to the reversing valve 201 through the valve body 102; the HI outlet hole is an H-direction II-gear control oil outlet and is communicated to the vehicle-direction valve 301 through the valve body 102; the N1 hole is an oil drain hole when the brake valve 401 is actuated; the N2 hole is an oil discharge hole when the direction valve 201 is actuated.
The base plate 101, the valve body 102 and the valve cover 103 are fixedly connected into a whole, and preferably, in this embodiment, the base plate 101, the valve body 102 and the valve cover 103 are connected into a whole through screws 105.
Preferably, in this embodiment, the bonnet 103 is provided with oil filters 106 on a front side, a rear side, and a left side, and the oil filters 106 on the front side, the rear side, and the left side are respectively communicated with the brake valve oil passage, the vehicle direction valve oil passage, and the directional valve oil passage.
Preferably, in this embodiment, the four corners of the bottom plate 101 are respectively provided with mounting bolts 107 for mounting the hydraulic directional control valve for the hydraulic transmission case.
The hydraulic reversing control valve for the hydraulic transmission case is characterized in that a reversing valve, a turning valve and a brake valve are designed and assembled in a cubic whole body and are connected through oil passages communicated with each other inside the cubic whole body, and the three valves are connected without a pipe, so that the hydraulic transmission case is compact in structure, high in precision, long in service life, good in interchangeability and easy to assemble and install; and can realize the control of 6 actions of hydraulic transmission case Q to I gear, Q to II gear, H to I gear, H to II gear, Q to operation H to the braking and H to operation Q to the braking, and the control is convenient, and is functional strong. The hydraulic reversing control valve for the hydraulic transmission case has the following working principle:
as shown in fig. 6-7, the principle of the present invention is illustrated in the schematic diagram of the gear shift from Q to i and from Q to ii. When the reversing handle of the locomotive is positioned in the Q direction, Q1 is introduced into pressure air from the control air cylinder to push the reversing valve 201 upwards, and at the moment, control oil introduced into the A1 port reaches one of oil passages opened by the reversing valve 201 and enters the I port of the Q direction main control valve, so that the working oil is opened to a passage for starting the torque converter, and the oil charging action of the I port of the torque converter from the Q direction is finished; the other one reaches the steering valve 301. When the locomotive is started to operate, the inert pump starts to work, pressure oil of the inert pump enters from the Q2 and pushes the car direction valve 301 to the lower part, control oil from the reversing valve 201 passes through an oil channel opened by the car direction valve 301 and reaches the lower part of the brake valve 401, the control oil and the spring 402 act on the lower part of the brake valve 401 together, and meanwhile, the reversing valve 201 also provides a passage for oil from the Q to the main control valve II. The pressure oil from the inertia pump enters the upper part of the brake valve from QH, but the oil pressure generated by the pressure oil is far less than the control oil pressure below the brake valve plus the elastic force of the spring 402, so the brake valve 401 is still at the upper position, namely the closed state; at this time, one path of control oil introduced from the port A1 reaches the port C through an oil path opened by the brake valve 401, goes to the charge regulating valve Q, and is closed, so that full oil filling of the starting torque converter is ensured. Therefore, the locomotive is in the Q-to-I gear working state, and the Q-to-II gear working state can be entered manually or automatically.
At this time, if the locomotive needs to shift to the gear Q to II, the control oil is introduced from the port A2, and as shown in FIG. 8, the control oil passes through the passage in the reversing valve 201 and the vehicle direction valve 301, reaches the port Q II, enters the port Q to the main control valve II, discharges oil to the starting torque converter, operates the torque converter to charge oil, and finishes the gear shifting action from the gear Q to I to the gear Q to II.
As shown in fig. 8-9, the principle of the present invention is schematically illustrated in the H-to-i and H-to-ii gears. Similar to the direction Q, when the reversing handle of the locomotive is positioned in the direction H, pressure air from the control air cylinder is introduced into the H1 to push the reversing valve 201 downwards, and at the moment, control oil introduced into the port A1 reaches one of oil passages opened by the reversing valve and enters the port I of the main control valve in the direction H to open a passage from working oil to a starting torque converter, so that the oil charging action of the gear I of the torque converter in the direction H is completed. The other one reaches the steering valve 301. When the locomotive is started to operate, the inert pump starts to work, pressure oil of the inert pump enters from H2 and pushes the car direction valve 301 to the upper side, control oil from the reversing valve 201 passes through an oil channel opened by the car direction valve and reaches the lower side of the brake valve, the control oil and the spring 402 jointly act on the lower side of the brake valve, and meanwhile, the reversing valve 201 also provides a passage for oil from the H to the main control valve II. The pressure oil from the inertia pump enters the upper part of the brake valve from QH, but the oil pressure generated by the pressure oil is far less than the control oil pressure below the brake valve 401 plus the elastic force of the spring, so the brake valve is still at the upper position, namely the closed state; at this time, one path of control oil introduced from the port A1 reaches the port C through an oil path opened by the brake valve 401, goes to the H-direction charge regulating valve, and is closed, so that full oil filling of the starting torque converter is ensured. Therefore, the locomotive is in the H-direction I-gear working state, and the H-direction II-gear working state can be entered manually or automatically.
At this time, if the locomotive needs to shift to the H-direction II gear, the control oil is introduced from the port A2, and as shown in FIG. 8, the control oil passes through the passage in the reversing valve 201 and the vehicle direction valve 301, reaches the port H II, enters the port H-direction main control valve II, discharges oil to the starting torque converter, operates the torque converter to charge oil, and finishes the shifting action from the H-direction I gear to the H-direction II gear.
As shown in fig. 10, the braking principle of the invention is schematically illustrated in the Q-direction operation and the H-direction braking. When the locomotive runs in the Q direction of inertia, in order to generate active braking force, the torque direction generated by the hydraulic torque converter is opposite to the rotation direction of the turbine, namely, oil needs to be filled into the H direction starting torque converter. At this time, the hydraulic directional control valve H is changed to the i-shift state as follows: due to the mechanism of the inertia pump, when the locomotive runs in the direction Q, an oil inlet of the vehicle-direction valve 301 is Q2, the vehicle-direction valve 301 is pushed downwards, an oil path leading to the lower part of the brake valve 401 through the reversing valve 201 and the vehicle-direction valve 301 is cut off, at the moment, the pressure of the inertia pump above the brake valve 401 cannot be resisted only by the acting force of the spring 402, the brake valve 401 moves downwards, therefore, the oil path leading to the impulse regulating valve in the direction H from the gear shifting valve is also cut off, the impulse regulating valve controls oil path discharge, the oil path is automatically opened when the oil pressure of the starting torque converter reaches a certain value, and the starting torque converter can only be partially filled with oil, so that the braking torque is prevented from being damaged due to overlarge. The principle of the H-direction operation and Q-direction braking can be derived by analogy by those skilled in the art, and will not be described in detail.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "back", "left", "inner", "outer", "in", "out", and the like indicate the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship which the products of the present invention are conventionally placed in use, or the position or positional relationship which the skilled person conventionally understand, and are only for the convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific position, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," "third," "several" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicit to any number of technical features indicated. Thus, features defined as "first", "second", "third", "several" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present application, "a plurality" means two or more unless specifically defined otherwise.
Also, unless expressly stated or limited otherwise, the terms "disposed," "connected," "mounted," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral connections; they may be directly connected or indirectly connected through an intermediate medium, and may be connected through the inside of two elements or in an interaction relationship between two elements, unless otherwise specifically defined, and the specific meaning of the above terms in the present invention will be understood by those skilled in the art according to specific situations.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (8)
1. A hydraulic reversing control valve for a hydraulic transmission case is characterized by comprising:
the bottom plate is provided with 8 pipe connecting holes;
a valve body disposed above the bottom plate; a first mounting hole, a second mounting hole and a third mounting hole are axially formed in the base, and the axes of the first mounting hole, the second mounting hole and the third mounting hole are parallel to each other;
the reversing valve device comprises a reversing valve sleeve arranged in the first mounting hole and a reversing valve arranged in the reversing valve sleeve;
the turning valve device comprises a turning valve sleeve arranged in the second mounting hole and a turning valve arranged in the turning valve sleeve;
a brake valve disposed in the third mounting hole;
the reversing valve device, the vehicle direction valve device and the brake valve are communicated through an oil filling pipeline;
and the valve cover is arranged above the valve body and is provided with 6 pipe connecting holes.
2. The hydraulic reversing control valve for a hydraulic transmission case as recited in claim 1, wherein the 6 connection pipe holes on the valve cover are respectively:
a hole Q1, which is a wind inlet for controlling the advancing direction of the locomotive and leads to the lower part of the reversing valve through the valve body and the bottom plate;
an H1 hole which is a locomotive backward direction control air inlet and leads to the upper part of the reversing valve;
a QH hole which opens above the brake valve and which is connected to the oil-filled line;
a C hole which is opened to the brake valve through the valve body and is externally connected to an oil pipe of a charge regulating valve for the forward direction and the backward direction of the locomotive;
a Q2 hole leading above the truck valve;
an H2 bore passing through the valve body to open below the truck valve;
the Q2 hole and the H2 hole are connected to an inert pump through oil pipes.
3. The fluid power reversing control valve for a fluid power transmission case according to claim 1, wherein 8 pipe connection holes on the bottom plate are respectively:
an A1 hole, which is a control oil inlet of a starting torque converter working gear and leads to the reversing valve through the valve body;
an A2 hole, which is a control oil inlet of a working gear of the running torque converter and leads to the reversing valve through the valve body;
the Q I outlet hole is a control oil outlet of a starting torque converter working gear in the advancing direction of the locomotive and is communicated with the reversing valve through the valve body;
the Q II outlet is a control oil outlet of a working gear of the running torque converter in the advancing direction of the locomotive and is communicated with the locomotive directional valve through the valve body;
the HI outlet hole is a control oil outlet of a working gear of a starting torque converter in the locomotive backward direction and is communicated with the reversing valve through the valve body;
an III outlet hole which is a control oil outlet of a working gear of the operation torque converter in the locomotive backward direction and is communicated with the locomotive directional valve through the valve body;
an N1 hole which is an oil drain hole when the brake valve is actuated;
and an N2 hole, which is an oil discharge hole when the reversing valve acts.
4. A fluid power reversing control valve for a fluid power transmission case according to claim 1, wherein a spring and a spring seat for mounting said spring are provided below said brake valve, said brake valve is movable along an axis in a third mounting hole provided in said valve body, and said spring is always in a compressed state.
5. The fluid power reversing control valve for a fluid power transmission case as claimed in claim 1, wherein said bottom plate, valve body and valve cover are fixedly connected as a whole.
6. The fluid power reversing control valve for a fluid power transmission case according to claim 5, wherein the base plate, the valve body, and the valve cover are fixedly connected to one another by screws.
7. The fluid power reversing control valve for a fluid power transmission case according to claim 1, wherein oil filters are provided on each of the front side, the rear side, and the left side of the bonnet, and the oil filters on the front side, the rear side, and the left side communicate with the brake valve oil passage, the vehicle direction valve oil passage, and the reversing valve oil passage, respectively.
8. The fluid power reversing control valve for a fluid power transmission case as defined in claim 1, wherein mounting bolts are provided at four corners of said bottom plate.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023275074.6U CN214036840U (en) | 2020-12-31 | 2020-12-31 | Hydraulic reversing control valve for hydraulic transmission case |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202023275074.6U CN214036840U (en) | 2020-12-31 | 2020-12-31 | Hydraulic reversing control valve for hydraulic transmission case |
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| Publication Number | Publication Date |
|---|---|
| CN214036840U true CN214036840U (en) | 2021-08-24 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202023275074.6U Active CN214036840U (en) | 2020-12-31 | 2020-12-31 | Hydraulic reversing control valve for hydraulic transmission case |
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| CN (1) | CN214036840U (en) |
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