CN215891070U - Multi-pressure control gear shifting control valve - Google Patents

Abstract

The utility model relates to a multi-pressure control gear shifting control valve which comprises a valve body, wherein the valve body comprises a pressure regulating valve group, a brake valve group, a gear shifting valve group and an oil inlet main path for communicating the pressure regulating valve group, the brake valve group, the gear shifting valve group and the oil inlet main path, the pressure regulating valve group comprises a pressure regulating valve cavity, a pressure regulating valve core, a spring part, a sliding block and a pressure control mechanism, the pressure regulating valve core is arranged in a sliding mode to control whether an oil inlet is communicated with an oil outlet of a torque converter or not, and the sliding block is arranged in a sliding mode to form a pressure regulating cavity; the pressure control mechanism comprises a first throttling oil way and a second throttling oil way which are arranged at intervals, the first throttling oil way is always communicated with the pressure regulating cavity and the oil inlet main path, and whether the second throttling oil way is communicated with the pressure regulating cavity or not is controlled by the sliding of the sliding block. According to the multi-pressure control gear shifting control valve, multi-stage buffering is adopted, so that power combination is slowly established at the initial stage of gear shifting, and power is quickly combined at the later stage of gear shifting, so that power connection is more stable in the gear shifting process, and the phenomenon that a vehicle body shakes forwards and backwards is avoided.

Description

Multi-pressure control gear shifting control valve

Technical Field

The utility model relates to the technical field of variable speed control valves of loaders, in particular to a multi-pressure control gear shifting control valve.

Background

At present, most of loader power gear shifting and speed changing control systems for domestic engineering machinery adopt a mechanical-hydraulic speed changing control valve, and a hydraulic speed changing control valve with good performance is required to meet the requirement that the gear shifting process is as fast as possible so as to reduce the abrasion of friction elements and avoid power cut-off. Meanwhile, the gear shifting process should be as smooth as possible to ensure that the vehicle speed is transited and lubricated smoothly without too high instantaneous acceleration and deceleration, and the buffer valve is arranged in the hydraulic variable speed control valve to ensure that the gear shifting smoothness is improved to a certain degree.

However, the shift control valves produced in China at present generally have the phenomena of instant impact in the shifting process, long shifting response time, power interruption in the shifting interval, unstable power connection in the shifting process and the like.

To this end we propose a multi-pressure controlled shift operating valve to address at least one of the above problems.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a multi-pressure control gear shifting operating valve to solve at least one of the problems of large instant impact, long gear shifting response time, power interruption phenomenon existing in gear shifting intervals and the like in the gear shifting process in the background technology.

In order to achieve the purpose, the utility model provides the following technical scheme:

a multi-pressure control gear shifting control valve comprises a valve body, wherein the valve body comprises a pressure regulating valve group, a brake valve group and a gear shifting valve group; the pressure regulating valve group, the brake valve group and the gear shifting valve group are communicated through an oil inlet main path.

The pressure regulating valve group comprises a pressure regulating valve cavity, an oil inlet, a torque converter sealing cavity and a torque converter oil port are arranged along the axial direction of the pressure regulating valve cavity, and the torque converter sealing cavity is formed by the inner wall of the pressure regulating valve cavity between the oil inlet and the torque converter oil port.

The pressure regulating valve group further comprises a pressure regulating valve core, a spring part, a sliding block and a pressure control mechanism which are sequentially arranged along the axial direction of the pressure regulating valve cavity.

The pressure regulating valve core is slidably arranged in the pressure regulating valve cavity, and the side wall of the pressure regulating valve core is slidably matched and sealed with the torque converter sealing cavity so as to enable the oil inlet to be communicated or not communicated with the oil outlet of the torque converter; the side wall of the sliding block is matched with the inner wall of the pressure regulating valve cavity so as to be arranged in the pressure regulating valve cavity in a sliding way; the right end of the sliding block is matched with the right end of the pressure regulating valve cavity to form a pressure regulating cavity; the two ends of the spring part are respectively matched with the end parts of the pressure regulating valve core and the sliding block so as to enable the two to correspondingly slide in the opposite directions in the pressure regulating valve cavity.

The pressure control mechanism comprises a first throttling oil path and a second throttling oil path which are arranged on the side wall of the pressure regulating cavity at intervals. The first throttling oil way is communicated with the pressure regulating cavity and the oil inlet main path, so that the sliding block can slide leftwards or rightwards due to the increase and decrease of the pressure in the pressure regulating cavity. The sliding block slides in the pressure regulating valve cavity to control the on-off state of the second throttling oil path, so that the second throttling oil path is communicated or not communicated with the pressure regulating cavity; the slider can realize on-off control of the second throttling oil path through the matching of the side wall of the slider and the pressure regulating valve cavity, so that the pressure regulating cavity is communicated with the oil inlet main path only through the first throttling oil path in the initial stage, and after the slider slides for a proper distance under the action, the second throttling oil path is communicated with the pressure regulating cavity and the oil inlet main path, so that the acting force borne by the slider is obviously increased.

According to the multi-pressure control gear shifting control valve, the pressure regulating valve group further comprises a valve core cavity plug matched at the end part of one end of the sliding block of the pressure regulating valve cavity, the valve core cavity plug comprises a valve core cavity part, and the valve core cavity part is hollow to form a cavity. A convex block is arranged on the right side of the sliding block, and a first shoulder is formed on the convex block; the pressure regulating cavity comprises a first pressure regulating cavity, and the first pressure regulating cavity is formed by matching a first shoulder with a cavity. The first throttling oil way and the second throttling oil way are arranged on the side wall of the valve core cavity piece at intervals.

The multi-pressure control shift operating valve according to any one of the preceding claims, wherein the pressure regulating chamber further comprises a second pressure regulating chamber; the diameter of the convex block is smaller than that of the sliding block main body, the sliding block main body on the periphery of the convex block is formed into a second shoulder, and the second pressure regulating cavity is formed by matching the second shoulder with the end face of the valve core cavity piece. After the second throttling oil way is communicated with the first pressure regulating cavity and the oil inlet main path, the sliding block is displaced so that the first pressure regulating cavity is communicated with the second pressure regulating cavity, the first shoulder and the second shoulder work together, and the first shoulder and the second shoulder are stressed by the pressure of the oil body.

According to any one of the above multi-pressure control gear shifting operating valves, the pressure regulating valve group further comprises a valve core cavity plug matched with the end part of one end of the sliding block of the pressure regulating valve cavity, the valve core cavity plug comprises a valve core cavity part, and the valve core cavity part is hollow to form a cavity. A convex block is arranged on the right side of the sliding block, and a first shoulder is formed on the convex block; the pressure regulating cavity comprises a first pressure regulating cavity, and the first pressure regulating cavity is formed by matching a first shoulder with a cavity. The pressure regulating cavity comprises a second pressure regulating cavity; the diameter of the convex block is smaller than that of the slide block main body, the slide block main body on the periphery of the convex block is formed into a second shoulder, and the second pressure regulating cavity is formed by matching the second shoulder with the end face of the valve core cavity piece. The first throttling oil way is arranged on the side wall of the valve core cavity piece, the second throttling oil way is arranged on the side wall of the sliding block cavity, and the first throttling oil way and the second throttling oil way are arranged at intervals.

After the second throttling oil way is communicated with the first pressure regulating cavity and the oil inlet main path, the first pressure regulating cavity is communicated or not communicated with the second pressure regulating cavity.

According to any one of the above multi-pressure control gear shifting operating valves, the bump comprises a bump main body and a front bump, the side wall of the bump main body is matched with the second throttling oil path to cut off the second throttling oil path so that the second throttling oil path is not communicated, and the side wall of the front bump is matched with the side wall of the cavity to form a communicating cavity for communicating the second throttling oil path with the second pressure regulating cavity.

According to any one of the above multi-pressure control shift operating valves, the front protrusion is in a truncated cone shape or a conical shape so that a side wall surface thereof cooperates with a side wall of the chamber to form a communicating chamber.

According to any one of the above multi-pressure control shift operating valves, the side wall of the front boss is provided with a communication groove arranged along the axial direction so as to form a communication cavity by matching with the side wall of the chamber.

According to any one of the above multi-pressure control shift operating valves, the flow rate of the first throttling oil path is smaller than that of the second throttling oil path.

According to any one of the above multiple pressure control shift operating valves, the area of the first shoulder is smaller than that of the second shoulder, so that the operating valve has larger acting force in the second stage, the purposes of small initial stage engaging force and large second stage engaging force are achieved, and the requirements of the engaging process of the clutch are met.

According to any one of the above multi-pressure control shift operating valves, the spring member comprises a first spring, and two ends of the first spring are respectively matched with the end portions of the pressure regulating valve core and the sliding block.

According to any one of the above multi-pressure control gear shifting operating valves, the spring member further comprises a second spring, and a valve body shoulder is arranged in a spring cavity located in the middle of the pressure regulating valve cavity; the second spring is sleeved outside the first spring, and two ends of the second spring are matched with the shoulder of the valve body and the end part of the sliding block respectively.

According to any one of the multi-pressure control gear shifting operating valves, the side walls of the pressure regulating valve core and the slide block are respectively provided with a sealing ring groove so as to enhance the sliding sealing property between the side walls of the pressure regulating valve core and the slide block and the inner wall of the pressure regulating valve cavity.

According to any one of the multi-pressure control gear-shifting control valves, the gear-shifting valve group comprises a gear-shifting valve cavity, a gear-shifting valve rod which slides in the same axial direction is arranged in the gear-shifting valve cavity, a forward first gear oil return port, a forward first gear oil cylinder port, an oil inlet, a forward second gear oil cylinder port, a forward second gear oil return port, a reverse gear oil cylinder port and a reverse gear oil return port are sequentially formed in the inner side wall of the gear-shifting valve cavity along the axial direction of the inner side wall of the gear-shifting valve cavity, and a reverse gear groove is further formed in the inner wall of the gear-shifting valve cavity; the gear shifting valve comprises a gear shifting valve rod, an oil inlet main path, an oil inlet, a reverse gear oil cylinder opening, a gear shifting valve rod and a gear shifting valve rod, wherein the oil inlet main path is communicated with the oil inlet and the reverse gear oil cylinder opening respectively, two oil inlet grooves are formed in the upper side and the lower side of the oil inlet, and a gear retaining groove, an oil inlet groove, a two gear retaining groove and a reverse gear oil inlet groove are formed in the top of the gear shifting valve rod in sequence along the axial direction of the gear shifting valve rod.

According to any one of the above multi-pressure control gear shifting control valves, the brake valve group comprises a brake valve cavity, a brake valve rod which slides in the same axial direction is arranged in the brake valve cavity, and the right side of the brake valve rod is propped by a brake spring. When the brake is not performed, oil paths from the pressure regulating valve group to the gear shifting valve group are directly communicated; when braking, it cuts off the oil circuit between the pressure regulating valve group and the gear shifting valve group.

According to the multi-pressure control gear shifting control valve, by adopting multi-stage buffering, power combination is slowly established at the initial stage of gear shifting, and power is quickly combined at the later stage of gear shifting, so that power connection is more stable in the gear shifting process, and the phenomenon of shaking the front and back of a vehicle body is avoided.

Drawings

FIG. 1 is a schematic cross-sectional structural view of a multi-pressure controlled shift operating valve in accordance with an embodiment of the present invention;

fig. 2 is a schematic diagram of the arrangement of the main oil inlet path 11 in the embodiment of fig. 1, wherein the connection relationship between the main oil inlet path 11 and other components is mainly shown, and some hatching lines are not shown;

fig. 3 is a schematic structural diagram of the pressure regulating valve group 100 in the embodiment of fig. 1;

FIG. 4 is a schematic diagram of the pressure regulating valve cavity 21 of the pressure regulating valve assembly 100 of FIG. 3; the pressure regulating valve cavity 21 is divided into a pressure regulating valve core cavity 201, a spring cavity 202 and a slide block cavity 203 from left to right;

FIG. 5 is a schematic diagram of the structure of the slider 28 in the embodiment of FIG. 1;

FIG. 6 is a schematic illustration of the spool cavity plug 27 of the embodiment of FIG. 1, wherein the spool cavity 271 is shown partially in section to illustrate the chamber 272;

fig. 7a and 7b are schematic diagrams of the slider 28 in fig. 5 and the plug 27 in the valve core cavity in fig. 6, respectively, when only the first throttling oil path 101 is communicated with the two throttling oil paths 102 and 102;

fig. 7c is a schematic view of the slider 28 and the spool chamber plug 27 according to another embodiment, and more specifically, a schematic view when the first throttling oil path 101 and the second throttling oil path 102 are simultaneously communicated; the difference between this embodiment and fig. 7a and 7b is that when the two oil throttling passages 102 and 102 are communicated simultaneously, the slider 28 has the second pressure regulating cavity 292 formed by the second shoulder 28a with larger surface area, so that this embodiment has larger contact area and generates larger acting force at this time than the embodiment of fig. 7a and 7 b;

fig. 8a and 8b are schematic diagrams of the slider 28 and the plug 27 of the spool cavity in another embodiment of the present invention, which are respectively schematic diagrams when only the first throttling oil path 101 is communicated and when the two throttling oil paths 102 and 102 are simultaneously communicated, and other structures of the embodiment are the same as those of the embodiment of fig. 7a and 7 b; in this embodiment, a pressure regulating cavity 29 is formed between the flat right end surface of the slider 28 and the spool cavity plug 27, and the spool cavity plug 27 is provided with a limit bump 274 so that the right end surface of the slider 28 cannot be completely attached to the spool cavity plug 27;

fig. 9a and 9b are schematic diagrams of the slider 28 and the plug 27 of the spool cavity in another embodiment of the present invention, which are respectively schematic diagrams when only the first throttling oil path 101 is communicated and when the two throttling oil paths 102 and 102 are simultaneously communicated, and other structures of the embodiment are the same as those of the embodiment of fig. 7a and 7 b; in this embodiment, the depth of the cavity 272 is greater than the height of the protrusion 280, and the second shoulder 28a abuts against the front end surface 273 of the spool cavity 271 so that the right end surface of the slider 28 does not completely abut against the spool cavity plug 27; the first throttle oil passage 101 is provided on the side wall of the spool chamber member 271, and communicates with a first pressure-regulating chamber 291 formed by the first land 28b in cooperation with the chamber 272; the second throttling oil path 102 is arranged on the side wall of the pressure regulating valve cavity 21 and is communicated with a second pressure regulating cavity 292 formed by matching the second shoulder 28a with the front end surface 273 when needed; when it is required to be described, the second throttling oil path 102 needs to be offset to the left by a proper distance relative to the first throttling oil path 101, so that the second throttling oil path 102 is not communicated when the slider 28 starts to slide; meanwhile, in this embodiment, the first pressure regulating chamber 291 and the second pressure regulating chamber 292 may also communicate after the slider 28 slides a suitable distance to the left similarly to the embodiment shown in fig. 7 c;

FIG. 10a is a schematic diagram of a slider 28 according to another embodiment of the present invention; the bump 280 is composed of a bump main body 28c and a front bump 28d, the side wall of the bump main body 28c is matched with the second throttling oil path 102 to cut off the second throttling oil path 102 and make it not communicated, and the side wall of the front bump 28d is matched with the side wall of the cavity 272 to form a communicating cavity 293 to communicate the second throttling oil path 102 with the second pressure regulating cavity 292; in the embodiment of fig. 10a, the front projection 28d has a truncated cone or conical shape with a chamfered side wall;

fig. 10b is a schematic diagram of the slider 28 and the pressure-regulating valve chamber 21 in the embodiment of fig. 10a, in which the slider 102 slides to the left by a suitable distance, and the second throttling oil path 102 communicates with the second pressure-regulating chamber 292 through the communicating chamber 293; fig. 10c is a partially enlarged view of the area a in fig. 10b to show a specific structure of the communication chamber 293;

FIG. 10d is a schematic diagram of the structure of the slider 28 according to another embodiment of the present invention; in this embodiment, the overall diameter of the front boss 28d is the same as that of the boss main body 28c, except that a communication groove 284 provided in the axial direction is provided on the side wall of the front boss 28d, so that after the slider 28 is displaced a suitable distance to the left, the communication groove 284 is formed in cooperation with the side wall of the chamber 272 as the above-mentioned communication chamber 293 to communicate the second pressure regulating chamber 292 with the second throttle oil passage 102;

FIG. 11 is a plot of oil pressure during a single shift operation for a multi-pressure controlled shift control valve in accordance with an embodiment of the present invention; wherein the abscissa is time (unit: s, s), and the ordinate is oil pressure (unit: kg/cm)²) (ii) a The time and pressure value of the initial acting force F1 are exemplary and can be specifically set according to the needs in practical application;

FIG. 12 is a graph of oil pressure during operation of the multi-pressure controlled shift operating valve of the present invention; wherein C1 represents shift operation 1, t10 is its shift initiation point, t11 is its initial segment end point and the secondary segment start point, and t12 is its secondary segment end point; c2 represents shift operation 2, t20 is its shift initiation point, t21 is its initial segment end point and the secondary segment start point, t22 is its secondary segment end point; the interval time between C1 and C2 is not fixed, and the positions of the points t11 and t21 on the horizontal axis and the vertical axis can also be specifically set as required;

fig. 13 is a hydraulic schematic of the pilot valve of the present invention.

The hydraulic control valve comprises a valve body 1, a valve body 100, a pressure regulating valve group 200, a brake valve group 300, a gear shifting valve group 11, an oil inlet main path 101, a first throttling oil path 102, a second throttling oil path 21, a pressure regulating valve cavity 22, an oil inlet 23, a torque converter oil port 24, a pressure regulating valve core 25, a valve body shoulder 27, a valve core cavity plug 28, a sliding block 29, a pressure regulating cavity 201, a pressure regulating valve core cavity 202, a spring cavity 203, a sliding block cavity 204, a left plug 205, an oil inlet cavity 28a, a second shoulder 28b, a first shoulder 28c, a protruding block main body 28d, a front protruding block 231, a torque converter sealing cavity 241, a pressure regulating valve core side wall 261, a first spring 262, a second spring 271, a valve core cavity part 272, a cavity 273, a front end face 280, a protruding block 281, a first spring end 282, a first spring end 283, a sliding block side wall 291, a first pressure regulating cavity 292, a first spring end 292, And the second pressure regulating cavity 293 is communicated with the cavity.

Detailed Description

In order that those skilled in the art will better understand the utility model and thus more clearly define the scope of the utility model as claimed, it is described in detail below with respect to certain specific embodiments thereof. It should be noted that the following is only a few embodiments of the present invention, and the specific direct description of the related structures is only for the convenience of understanding the present invention, and the specific features do not of course directly limit the scope of the present invention. Such alterations and modifications as are made obvious by those skilled in the art and guided by the teachings herein are intended to be within the scope of the utility model as claimed.

As shown in fig. 1-6, fig. 7a, 7b and 7c, the multi-pressure control shift operating valve comprises a valve body 1, wherein the valve body 1 comprises a pressure regulating valve group 100, a brake valve group 200 and a shift valve group 300; the pressure regulating valve group 100, the brake valve group 200 and the gear shifting valve group 300 are communicated through an oil inlet main path 11. The pressure regulating valve group 100 has the functions of providing pressure change in the gear shifting process and ensuring the stability of the gear shifting process; the brake valve group 200 has the function of cutting off power output to ensure normal parking under the condition of requirement; the function of the shift valve block 300 is to ensure that the vehicle switches back and forth between various gears.

The pressure regulating valve group 100 comprises a pressure regulating valve cavity 21, and an oil inlet 22, a torque converter sealing cavity 231 and a torque converter oil port 23 are sequentially arranged along the axial direction of the pressure regulating valve cavity 21; for example, the pressure regulating valve chamber 21 is sequentially formed as a pressure regulating valve core chamber 201, a spring chamber 202, and a slider chamber 203 along the axial direction thereof (i.e., the pressure regulating valve chamber 21 is divided into three sections from left to right and respectively divided into the pressure regulating valve core chamber 201, the spring chamber 202, and the slider chamber 203), the oil inlet 22, the torque converter oil port 23, and the torque converter seal chamber 231 are disposed in the pressure regulating valve core chamber 201, and the torque converter seal chamber 231 is formed by the inner wall of the pressure regulating valve core chamber 201 between the oil inlet 22 and the torque converter oil port 23. As shown in fig. 4, the pressure regulating valve core cavity 201, the spring cavity 202 and the slider cavity 203 are sequentially arranged from left to right, and a left plug 204 and a valve core cavity plug 27 are respectively arranged on two sides of the pressure regulating valve cavity 21 to seal two ends of the pressure regulating valve cavity 21; namely, the left end of the pressure regulating valve core cavity 201 and the right end of the slide block cavity 203 are closed by the two plugs.

The pressure regulating valve block 100 further includes a pressure regulating spool 24, a spring member, a slider 28, and a pressure control mechanism.

The pressure regulating valve core 24 is slidably arranged in the pressure regulating valve core cavity 201, and the side wall 241 of the pressure regulating valve core is slidably matched with the sealed cavity 231 of the torque converter so as to enable the oil inlet 22 to be communicated or not communicated with the oil outlet 23 of the torque converter; when the side wall 241 of the pressure regulating valve core 24 contacts the torque converter sealing cavity 231, the oil inlet 22 and the torque converter oil port 23 are isolated and not communicated by the pressure regulating valve core 24, and when the pressure regulating valve core 24 slides for a certain distance in the pressure regulating valve core cavity 201, the side wall 241 of the pressure regulating valve core 24 does not contact the torque converter sealing cavity 231, and at the moment, the oil inlet 22 and the torque converter oil port 23 are communicated and are communicated through the gap part 243 of the pressure regulating valve core 24, so that whether the oil inlet 22 and the torque converter oil port 23 are communicated or not is controlled through the sliding of the pressure regulating valve core 24.

The side wall 283 of the slider 28 is also slidably and sealably fitted on the inner wall of the slider cavity 203, so that the slider 28 is slidably disposed in the slider cavity 203; the right end face of the slider 28 is formed as a pressure-regulating chamber 29 in cooperation with the right end of the slider chamber 203. The ends of the spring element are engaged with the ends of the pressure regulating spool 24 and the slider 28, respectively.

The pressure control mechanism includes a first throttle oil passage 101 and a second throttle oil passage 102 that are provided at intervals on a side wall of the pressure regulating chamber 29, and the first throttle oil passage 101 and the second throttle oil passage 102 are provided at intervals from right to left so that the first throttle oil passage 101 communicates the pressure regulating chamber 29 with the oil-in main passage 11 prior to the second throttle oil passage 102 when the slider 28 slides from right to left. Meanwhile, the first throttle circuit 101 is always communicated with the main oil inlet path 11 and the pressure regulating chamber 29, while the second throttle circuit 102 is communicated with the main oil inlet path 11 and the pressure regulating chamber 29 only after the slider 28 slides a certain distance to the left, and when it does not slide to the distance, the second throttle circuit 102 is cut off by the side wall of the slider 28.

The pressure regulating cavity 29 comprises a first pressure regulating cavity 291 formed by matching the right end surface of the slide block 28 with the right side of the slide block cavity 203, and the first throttling oil path 101 is always communicated with the first pressure regulating cavity 291 and the oil inlet main path 11; the slider 28 slides in the slider cavity 203 to connect or disconnect the second throttle passage 102 with the first pressure regulating cavity 291.

The pressure regulating valve cavity 21 near the oil inlet 22 is formed into an oil inlet cavity 205, the oil inlet cavity 205 is communicated with the pressure regulating cavity 29 through the oil inlet main passage 11 and the first throttling oil passage 101 (or the first throttling oil passage 101 and the second throttling oil passage 102), so that the pressures in the oil inlet cavity 205 and the pressure regulating cavity 29 are the same or tend to be the same, and therefore the pressures act on the left side of the pressure regulating valve core 24 and the right side of the slide block 28 from the left direction and the right direction respectively, the pressure regulating valve core 24 and the slide block 28 slide to the right direction and the left direction respectively, and finally the oil pressure is gradually established at the oil outlet 23 of the torque converter.

The pressure regulating valve group 100 further comprises a valve core cavity plug 27, the valve core cavity plug 27 comprises a valve core cavity part 271, and the valve core cavity part 271 is hollow to form a cavity 272. The right side of the slide block 28 is provided with a projection 280, a first shoulder 28b is formed on the projection 280, and the first pressure regulating cavity 291 is formed by matching the first shoulder 28b with a hollow cavity of the valve core cavity 271. The diameter of the projection 280 is smaller than that of the main body of the slide 28, the main body of the slide 28 at the periphery of the projection 280 is formed into a second shoulder 28a, and the second shoulder 28a and the front end surface 273 of the valve core cavity piece 271 form a second pressure regulating cavity 292; the front end surface 273 also abuts against the second shoulder 28a so that the first shoulder 28b does not completely abut against the end surface of the second pressure-regulating chamber 292, thereby facilitating entry of the oil body into the first pressure-regulating chamber 291. The first orifice oil passage 101 and the second orifice oil passage 102 are disposed on the side wall of the spool chamber 271 at an interval such that the first orifice oil passage 101 is always communicated with the first pressure regulating chamber 291, and whether the second orifice oil passage 102 is communicated with the first pressure regulating chamber 291 is controlled by the sliding of the slider 28 and is communicated only after the slider 28 slides a certain distance leftward.

Preferably, the flow rate of the first throttling oil path 101 is smaller than that of the second throttling oil path 102, which is mainly realized by the difference between the cross-sectional areas of the two, and when the cross-sectional area of the first throttling oil path 101 is smaller than that of the second throttling oil path 102, the flow rate is correspondingly smaller than that of the second throttling oil path 102, which can make the initial joint force smaller.

More preferably, the first shoulder 28b is smaller in area than the second shoulder 28a so that the second stage forces are significantly greater than the first stage so that the forces are less early in the engagement and the engagement is more rapid later.

In other embodiments, as shown in fig. 9a and 9b, the pressure regulating valve set 100 further includes a spool cavity plug 27, the spool cavity plug 27 includes a spool cavity 271, and the spool cavity 271 is hollow to form a cavity 272. A lug 280 is arranged on the right side of the slide block 28, a first shoulder 28b is formed on the lug 280, and the first pressure regulating cavity 291 is formed by matching the first shoulder 28b with a hollow cavity of the valve core cavity 271; the diameter of the projection 280 is smaller than that of the main body of the slide 28, the main body of the slide 28 at the periphery of the projection 280 is formed into a second shoulder 28a, and the second shoulder 28a and the end surface of the spool cavity 271 form a second pressure regulating cavity 292. The first throttling oil path 101 is arranged on the side wall of the valve core cavity part 271, the second throttling oil path 102 is arranged on the side wall of the sliding block cavity 203 (namely, arranged at a proper position on the side wall of the pressure regulating valve cavity 21), and the first throttling oil path 101 and the second throttling oil path 102 are arranged at intervals; the first orifice passage 101 is always communicated with the first pressure-regulating chamber 291, and whether the second orifice passage 102 is communicated with the second pressure-regulating chamber 292 or not is controlled by the sliding of the slider 28, so that the second orifice passage 102 is communicated with the second pressure-regulating chamber 292 only when the side wall 283 of the slider 28 is deviated behind the orifice at the end of the second orifice passage 102 after the slider 28 slides a certain distance to the left. Meanwhile, the slider 28 may be slid by a distance insufficient to communicate the first pressure regulating chamber 291 with the second pressure regulating chamber 292 (as shown in fig. 7 b) or may be slid by a distance sufficient to communicate the first pressure regulating chamber 291 with the second pressure regulating chamber 292 to form a relatively complete pressure regulating chamber 29 (as shown in fig. 7 c) during the above operation.

As shown in fig. 8a and 8b, in other embodiments, a pressure regulating cavity 29 is formed between the flat right end surface of the slider 28 and the valve core cavity plug 27, and a limit protrusion 274 is disposed on the valve core cavity plug 27 so that the right end surface of the slider 28 does not completely fit with the valve core cavity plug 27 (of course, the limit protrusion 274 may be disposed on the right end surface of the slider 28). The other structure of this embodiment is the same as the embodiment of fig. 7a, 7 b.

In other embodiments, the spring member includes a first spring 261, and both ends of the first spring 261 are respectively engaged with the ends of the pressure regulating spool 24 and the slider 28. Preferably, the spring member further comprises a second spring 262, the valve body shoulder 25 is arranged in the spring cavity 202, and the spring cavity 202 is located in the middle of the pressure regulating valve cavity 21; the second spring 262 is sleeved outside the first spring 261, and two ends of the second spring 262 are respectively matched with the valve shoulder 25 and the end of the slider 28. Correspondingly, the left end surface of the slider 28 is provided with a first spring end 281 and a second spring end 282 respectively, so as to provide the ends of the first spring 261 and the second spring 262 respectively.

In other embodiments, the side walls of the pressure regulating valve core 24 and the sliding block 28 are provided with sealing ring grooves for additional sealing rings to fit in, so that the pressure regulating valve core 24 and the sliding block 28 are tightly fitted with the inner wall of the pressure regulating valve cavity 21, a good sealing effect is ensured on the right side of the oil inlet cavity 205 and the left side of the pressure regulating cavity 29, and hydraulic oil cannot enter the spring cavity 202.

In other embodiments, the shift valve group 300 includes a shift valve cavity, a shift valve rod sliding in the same axial direction is arranged inside the shift valve cavity, a forward first-gear oil return port, a forward first-gear oil cylinder port, an oil inlet, a forward second-gear oil cylinder port, a forward second-gear oil return port, a reverse oil cylinder port and a reverse oil return port are sequentially arranged on the inner side wall of the shift valve cavity along the axial direction of the shift valve cavity, a reverse groove is further arranged on the inner wall of the shift valve cavity, an oil inlet main path is communicated with the oil inlet and the reverse oil cylinder port respectively, two oil inlet grooves are arranged on the upper side and the lower side of the oil inlet, and a first-gear groove, an oil inlet groove, a second-gear groove and a reverse oil inlet groove are sequentially arranged on the top of the shift valve rod along the axial direction of the shift valve rod.

In other embodiments, the brake valve assembly 200 includes a brake valve cavity, and a brake valve rod sliding in the same axial direction is disposed inside the brake valve cavity and supported by a right brake spring. Normally, the oil path from pressure regulating valve set 100 to gear shifting valve set 300 is directly communicated.

In other preferred embodiments of the present invention, as shown in fig. 10a to 10c, the protrusion 280 of the slider 28 is composed of two parts, i.e., a protrusion main body 28c and a front protrusion 28d, a side wall of the protrusion main body 28c cooperates with the second throttling oil path 102 to cut off the second throttling oil path 102 and make it not communicate with each other, and a side wall of the front protrusion 28d cooperates with a side wall of the cavity 272 to form a communicating cavity 293 for communicating the second throttling oil path 102 with the second pressure regulating cavity 292; in this embodiment, the front projection 28d has a rounded or conical shape with a chamfered side wall, so that a passage for oil to pass through is formed between the side wall thereof and the side wall of the chamber 272.

As shown in fig. 10b, after the slider 102 slides a suitable distance to the left, the second throttle oil passage 102 communicates with the second pressure-regulating chamber 292 via a communication chamber 293 formed by the side wall surface of the front protrusion 28d in cooperation with the inner wall surface of the chamber 272. The region a of the communication chamber 293 in fig. 10b is shown in an enlarged view as in fig. 10c, and the detailed structure of the communication chamber 293 can be seen from fig. 10 c. The axial length of the front protrusion 28d and the chamfer angle thereof (i.e., the inclination angle of the side wall thereof) may be set as needed, and are not limited to the above, and it is only necessary to satisfy the above-mentioned control requirement on whether the second orifice passage 102 is communicated with the second pressure-regulating chamber 292.

Further, the chamfering of the front projection 28d is not the only embodiment, and both objects can be achieved by providing a communicating structure on the side wall surface thereof without chamfering. For example, in other embodiments, as shown in fig. 10d, in this embodiment, the overall diameter of the front protrusion 28d is the same as (i.e., not chamfered) the protrusion main body 28c, except that a communication groove 284 is provided in the side wall of the front protrusion 28d in the axial direction, so that after the slider 28 is displaced to the left by a suitable distance, the communication groove 284 is formed in cooperation with the side wall of the chamber 272 to form the above-mentioned communication chamber 293 to communicate the second pressure regulating chamber 292 with the second throttle oil passage 102. Of course, the communication groove 284 does not need to be strictly disposed in the axial direction, and may have an appropriate spiral or bent shape, which is not limited to the above-mentioned shape, and only needs to satisfy the control requirement for whether the second throttle oil passage 102 and the second pressure regulating chamber 292 are communicated or not.

The multi-pressure control gear shifting control valve has the following advantages:

1. when the front first-gear oil cylinder port, the front second-gear oil cylinder port or the reverse gear oil cylinder port works, namely when the gear shifting valve rod is reversed, the oil inlet 23 is communicated with the front first-gear oil cylinder port, the front second-gear oil cylinder port or the reverse gear oil cylinder port through the oil inlet main path 11; at this instant, the pressure is momentarily reduced, the pressure regulating spool 24 translates leftward, and the slider 28 translates rightward; when the gear shifting valve group is pushed out to make the gear shifting valve group contact with a friction plate of a clutch, pressure begins to build, meanwhile, oil enters the area of the first throttling oil path 101 and the first shoulder 28b of the slide block 28, because the size of the first throttling oil path 101 is small, and the area of the first shoulder 28b of the slide block 28 is small, the right end of the slide block 28 is stressed less, under the action of the second spring, the left moving speed of the slide block 28 is reduced, the left moving speed of the right end of the first spring is reduced, and the left end of the first spring bears the pressure of the pressure regulating valve core 24, because the extension length of the first spring is relatively long at present, the right moving distance of the pressure regulating valve core 24 is relatively large, the pressure built in the oil inlet 23 is relatively low, and at the moment, when the gear shifting clutch just contacts, because the combination pressure is low, a small first pressure F1 is formed to act, so that the clutch contacts stably, the utility model radically avoids the occurrence of higher instantaneous binding force of the clutch friction plate by gradually changing the action area of the pressure regulating valve core 24, effectively prevents the occurrence of the shaking phenomenon caused by the impact of instantaneous pressure in the gear shifting process, and simultaneously has the advantages of simple structure, convenient operation and low costThe prior hydraulic variable speed operating valve can be reduced to 0.05kg/cm in the shifting process²The combination pressure effectively ensures the combination stability of the clutch.

2. When the pressure of the shift cylinder is increased after the shift cylinder is filled with oil, the pressure regulating valve core 24 continues to move rightwards, when the area of the second shoulder 28a of the sliding block 28 is communicated with the second throttling oil path 102, the first throttling oil path 101 and the second throttling oil path 102 are enabled to jointly feed oil, the stressed area of the pressure regulating valve core 24 is increased, the pressure regulating valve core 24 is just in contact with most of friction plates of the shift clutch, the right end of the pressure regulating valve core 24 is stressed to be instantly increased, the pressure regulating valve core 24 rapidly moves rightwards, the first spring is compressed, the right end of the sliding block 28 is stressed to be instantly increased, the overflow pressure of the oil inlet 23 is instantly increased, a larger second pressure F2 is formed to act, under the action of the pressure, the friction plates of the shift clutch are rapidly and completely combined, the throttle oil inlet passage and the flow area are changed and increased, the pressure of the oil inlet is changed in a grading mode, the response time in the gear shifting process is greatly shortened, and stable power output in the gear shifting interval process is effectively guaranteed.

3. In the gear shifting control valve, in the gear shifting process, part of oil body is respectively injected into a first throttling oil circuit and a second throttling oil circuit through an oil inlet main path 11, so that the oil body is respectively injected into the first throttling oil circuit 101 and the second throttling oil circuit 102 through the first throttling oil circuit and the second throttling oil circuit, but because the output end of the second throttling oil circuit 102 is blocked by the side wall of the sliding block 28, the oil body is only injected into a fixed cavity in a plug through the first throttling oil circuit 101, so that the right end of the sliding block 28 is covered by the oil body, the sliding block 28 is driven to slowly translate leftwards in the pressure regulating valve cavity, the pressure regulating valve core 24 is driven to slowly rise and press through the matching use of a first spring and a second spring, when the sliding block 28 moves to the output end of the second throttling oil circuit 102, the oil passage of the second throttling oil circuit 102 is dredged, so that the second throttling oil circuit 102 and the first throttling oil circuit 101 simultaneously enter oil circuit, the sliding block 28 is driven to rapidly translate leftwards in the pressure regulating valve cavity, and the pressure regulating valve core 24 is driven to rapidly start to press.

4. By setting the elastic forces of the first spring 261 and the second spring 262, setting the flow rates of the first throttle oil passage 101 and the second throttle oil passage 102, and setting the areas of the first land 28b and the second land 28a, it is possible to control the two-stage pressure of the multi-pressure control shift operating valve of the present invention, thereby obtaining a shift operating valve having a desired two-stage pressure control.

Claims (10)

1. A multi-pressure control gear shifting control valve comprises a valve body (1), wherein the valve body (1) comprises a pressure regulating valve group (100), a brake valve group (200) and a gear shifting valve group (300); the pressure regulating valve bank (100), the brake valve bank (200) and the gear shifting valve bank (300) are communicated through an oil inlet main path (11); it is characterized in that the preparation method is characterized in that,

the pressure regulating valve group (100) comprises a pressure regulating valve cavity (21), an oil inlet (22), a torque converter sealing cavity (231) and a torque converter oil port (23) are arranged along the axial direction of the pressure regulating valve cavity (21), and the torque converter sealing cavity (231) is formed by the inner wall of the pressure regulating valve cavity (21) between the oil inlet (22) and the torque converter oil port (23);

the pressure regulating valve group (100) also comprises a pressure regulating valve core (24), a spring part, a sliding block (28) and a pressure control mechanism;

the pressure regulating valve core (24) is slidably arranged in the pressure regulating valve cavity (21), and the side wall (241) of the pressure regulating valve core is slidably matched with the torque converter sealing cavity (231) so as to enable the oil inlet (22) to be communicated or not communicated with the torque converter oil port (23); the side wall (283) of the sliding block (28) is matched with the inner wall of the pressure regulating valve cavity (21) so as to be arranged in the pressure regulating valve cavity (21) in a sliding way; the right end of the sliding block (28) is matched with the right end of the pressure regulating valve cavity (21) to form a pressure regulating cavity (29); two ends of the spring part are respectively matched with the end parts of the pressure regulating valve core (24) and the sliding block (28);

the pressure control mechanism comprises a first throttling oil path (101) and a second throttling oil path (102) which are arranged on the side wall of the pressure regulating cavity (29) at intervals; the first throttling oil way (101) is communicated with the pressure regulating cavity (29) and the oil inlet main path (11); the sliding block (28) slides in the pressure regulating valve cavity (21) so that the second throttling oil path (102) is communicated or not communicated with the pressure regulating cavity (29).

2. The multi-pressure control shift operating valve according to claim 1, wherein the pressure regulating valve block (100) further comprises a spool cavity plug (27) fitted at an end of one end of the slider (28) of the pressure regulating valve cavity (21), the spool cavity plug (27) comprising a spool cavity member (271), the spool cavity member (271) being hollow to form a cavity (272);

a convex block (280) is arranged on the right side of the sliding block (28), and a first shoulder (28b) is formed on the convex block (280); the pressure regulating cavity (29) comprises a first pressure regulating cavity (291), the first pressure regulating cavity (291) is formed by a first shoulder (28b) and a cavity (272) in a matched mode;

the first throttling oil path (101) and the second throttling oil path (102) are arranged on the side wall of the valve core cavity piece (271) at intervals.

3. A multi-pressure controlled shift operating valve according to claim 2 characterized in that said pressure regulating chamber (29) comprises a second pressure regulating chamber (292); the diameter of the lug (280) is smaller than that of the main body of the slide block (28), the main body of the slide block (28) on the periphery of the lug (280) is formed into a second shoulder (28a), and a second pressure regulating cavity (292) is formed by matching the second shoulder (28a) with the end surface of the valve core cavity piece (271); after the second throttling oil path (102) is communicated with the first pressure regulating cavity (291) and the oil inlet main path (11), the sliding block (28) displaces to enable the first pressure regulating cavity (291) to be communicated with the second pressure regulating cavity (292), and the first shoulder (28b) and the second shoulder (28a) work together.

4. The multi-pressure control shift operating valve according to claim 1, wherein the pressure regulating valve block (100) further comprises a spool cavity plug (27) fitted at an end of one end of the slider (28) of the pressure regulating valve cavity (21), the spool cavity plug (27) comprising a spool cavity member (271), the spool cavity member (271) being hollow to form a cavity (272);

a convex block (280) is arranged on the right side of the sliding block (28), and a first shoulder (28b) is formed on the convex block (280); the pressure regulating cavity (29) comprises a first pressure regulating cavity (291), the first pressure regulating cavity (291) is formed by a first shoulder (28b) and a cavity (272) in a matched mode;

the pressure regulating cavity (29) comprises a second pressure regulating cavity (292); the diameter of the lug (280) is smaller than that of the main body of the slide block (28), the main body of the slide block (28) on the periphery of the lug (280) is formed into a second shoulder (28a), and a second pressure regulating cavity (292) is formed by matching the second shoulder (28a) with the end surface of the valve core cavity piece (271);

the first throttling oil path (101) is arranged on the side wall of the valve core cavity piece (271), the second throttling oil path (102) is arranged on the side wall of the slider cavity (203) on the right side of the pressure regulating valve cavity (21), and the first throttling oil path (101) and the second throttling oil path (102) are arranged at intervals;

after the second throttling oil path (102) is communicated with the first pressure regulating cavity (291) and the oil inlet main path (11), the first pressure regulating cavity (291) is communicated or not communicated with the second pressure regulating cavity (292).

5. The multi-pressure-controlled shift operating valve according to claim 3, characterized in that the lug (280) includes a lug main body (28c) and a front lug (28d), a side wall of the lug main body (28c) cooperates with the second throttle oil passage (102) to shut off the second throttle oil passage (102) from communicating, and a side wall of the front lug (28d) cooperates with a side wall of the chamber (272) to form a communication chamber (293) for communicating the second throttle oil passage (102) with the second pressure regulating chamber (292).

6. A multi-pressure controlled shift operating valve according to claim 5 characterized in that the front projection (28d) is of a truncated cone or conical shape such that its side wall surface cooperates with the side wall of the chamber to form a communicating chamber (293); or the like, or, alternatively,

the side wall of the front lug (28d) is provided with a communication groove (284) arranged along the axial direction, so that the communication groove is matched with the side wall of the cavity to form a communication cavity (293).

7. The multi-pressure control shift operating valve according to any one of claims 1 to 6, characterized in that the flow rate of the first throttle oil passage (101) is smaller than that of the second throttle oil passage (102).

8. A multi-pressure controlled shift operating valve according to any one of claims 2-6 characterized in that the first land (28b) is smaller in area than the second land (28 a).

9. A multi-pressure controlled shift operating valve according to any one of claims 1 to 6 wherein the spring member includes a first spring (261), both ends of the first spring (261) being fitted with the ends of the pressure regulating spool (24) and the slider (28), respectively;

the spring piece of the multi-pressure control gear shifting operating valve further comprises a second spring (262), and a valve body shoulder (25) is arranged in a spring cavity (202) located in the middle of the pressure regulating valve cavity (21); the second spring (262) is sleeved outside the first spring (261), and two ends of the second spring (262) are respectively matched with the valve body shoulder (25) and the end part of the sliding block (28).

10. The multi-pressure control shift operating valve according to any one of claims 1 to 6, wherein the shift valve group (300) comprises a shift valve cavity, a shift valve rod which slides in an axial direction is arranged in the shift valve cavity, a forward first gear oil cylinder port, an oil inlet, a forward second gear oil cylinder port, a forward second gear oil return port, a reverse gear oil cylinder port and a reverse gear oil return port are sequentially arranged on the inner side wall of the shift valve cavity along the axial direction, and a reverse gear groove is further formed on the inner wall of the shift valve cavity; the main oil inlet path is communicated with the oil inlet and the reverse gear oil cylinder opening respectively, two oil inlet grooves are formed in the upper side and the lower side of the oil inlet, and a first gear groove, an oil inlet groove, a second gear groove and a reverse gear oil inlet groove are formed in the top of the gear shifting valve rod in sequence along the axial direction of the gear shifting valve rod;

the brake valve group (200) of the multi-pressure control gear shifting control valve further comprises a brake valve cavity, wherein a brake valve rod which slides in the same axial direction is arranged in the brake valve cavity, and the right side of the brake valve rod is propped by a brake spring; when the brake is not applied, the oil passages from the pressure regulating valve group (100) to the gear shifting valve group (300) are directly communicated.

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