CN216199376U - Buffer valve, speed change valve assembly and engineering machinery - Google Patents

Abstract

The utility model discloses a buffer valve, a speed change valve assembly and engineering machinery, and relates to the technical field of engineering machinery. The cushion valve comprises a valve body, a piston and a throttling structure. Be equipped with the cushion chamber in the valve body, annular oil groove has been seted up to the inner wall of valve body, and the both sides of annular oil groove are equipped with oil feed chamber and oil cavity respectively, have seted up the oil-out on the valve body, and the oil-out communicates with oil cavity. The piston cooperation is at the cushion intracavity, has seted up the oil transportation passageway in the piston, and the oil feed end of oil transportation passageway is seted up in the tip of piston and is communicate with the oil feed chamber, and the oil output end of oil transportation passageway is seted up in the side of piston, and the oil output end is the step mouth, and the main aspects of step mouth can be through annular oil groove and oil outlet chamber intercommunication. The throttling structure is arranged at the communication position of the oil conveying channel or the oil outlet cavity and the annular oil groove. This buffer valve can reduce the impact of shifting, improves the stationarity of the in-process oil pressure of shifting, improves and controls the travelling comfort.

Description

Buffer valve, speed change valve assembly and engineering machinery

Technical Field

The utility model relates to the technical field of engineering machinery, in particular to a buffer valve, a speed change valve assembly and engineering machinery.

Background

Along with the increasing development and maturity of the related technology of the engineering machinery, the requirements of people on the gear shifting quality of the engineering machinery are higher and higher, and the gear shifting process can be stably and quickly completed. At present, power gear shifting in engineering machinery is usually carried out by adopting a gearbox, namely, oil pressure change in the gear shifting process is adjusted by a control valve, and then a gear shifting clutch is controlled to operate to realize gear shifting.

The existing gearbox piston has a large area, and can push the piston to act when being subjected to small pressure and press a friction plate to enable the whole gearbox to act. Although the buffer device can be arranged in the existing hydraulic system to play a role in adjusting the pressure, the pressure adjusting effect is poor, so that the impact in the gear shifting process is still large, and the requirement on the comfort of the whole machine control is difficult to meet.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a buffer valve which can reduce gear shifting impact, improve the stability of oil pressure in a gear shifting process and improve the control comfort.

The second purpose of the utility model is to provide a speed change valve assembly, which can reduce gear shift impact, improve the stability of oil pressure in the gear shift process and improve the control comfort.

The third purpose of the utility model is to provide an engineering machine which can reduce gear shifting impact, improve the stability of oil pressure in the gear shifting process and improve the control comfort.

In order to achieve the technical effects, the technical scheme of the utility model is as follows:

a trim valve, comprising: the oil outlet valve comprises a valve body, wherein a buffer cavity is arranged in the valve body, an annular oil groove is formed in the inner wall of the valve body, an oil inlet cavity and an oil outlet cavity are respectively formed in two sides of the annular oil groove, an oil outlet is formed in the valve body, and the oil outlet is communicated with the oil outlet cavity; the piston is matched in the buffer cavity, an oil conveying channel is formed in the piston, the oil inlet end of the oil conveying channel is arranged at the end part of the piston and is communicated with the oil inlet cavity, the oil outlet end of the oil conveying channel is arranged on the side surface of the piston, the oil outlet end is a step opening, and the large end of the step opening can be communicated with the oil outlet cavity through the annular oil groove; and the throttling structure is arranged at the communication position of the oil conveying channel or the oil outlet cavity and the annular oil groove.

Further, the oil delivery passage includes: the axial section is arranged at the end part of the piston along the axial direction of the piston; the radial section is communicated with the axial section, and the radial section is arranged on the side surface of the piston along the radial direction of the piston.

Further, the throttling structure comprises a throttling opening, and the throttling opening is arranged at the communication position of the radial section and the axial section.

Further, the radial section is provided with a plurality of, and a plurality of the radial section is distributed along the circumferential direction of the piston.

Further, the throttling structure comprises a throttling plug, and the throttling plug is arranged in the oil inlet end.

Further, the throttling structure comprises a throttling groove, the throttling groove is formed in one end, away from the oil inlet end, of the piston, and the groove depth of the throttling groove is increased in the direction away from the oil inlet end.

Further, the throttling groove comprises a U-shaped groove, a V-shaped groove or a rectangular groove.

A variable speed valve assembly comprising: as mentioned above, the valve body of the cushion valve is further provided with a pressure regulating cavity, a gear shifting cavity, a main oil inlet oil duct, an oil return cavity and a cushion oil duct, the pressure regulating cavity is communicated with the cushion cavity, the main oil inlet oil duct is sequentially communicated with the pressure regulating cavity, one end of the cushion oil duct and the gear shifting cavity along an oil inlet direction of the main oil inlet oil duct, the other end of the cushion oil duct is communicated with the cushion cavity, and the gear shifting cavity is used for being communicated with a clutch; the pressure regulating rod is arranged in the pressure regulating cavity in a sliding mode, and an elastic part is connected with one end, away from the oil inlet end, of the piston of the buffer valve; a gear shift lever slidably disposed within the gear shift cavity.

Further, the transmission valve assembly further comprises: the first throttling part is arranged between the main oil inlet duct and the oil return cavity; a second throttling portion provided in the buffer oil passage; a third throttling portion provided in the main oil inlet passage; and the fourth throttling part is arranged in the main oil inlet channel and is positioned at the upstream of the first throttling part and the third throttling part.

A work machine comprising a variable speed valve assembly as hereinbefore described.

The utility model has the beneficial effects that: when the hydraulic oil enters the oil inlet cavity, the hydraulic oil enters the oil inlet end of the oil conveying channel in the piston under the action of pressure, then enters the annular oil groove from the oil outlet end, finally enters the oil outlet cavity from the annular oil groove and is discharged through the oil outlet. In an initial state, the oil outlet end does not cross the annular oil groove, hydraulic oil can flow into the oil outlet cavity through the oil outlet end of the oil conveying end and the annular oil groove, and because the throttling structure is arranged at the oil conveying passage or the communication part of the oil outlet cavity and the annular oil groove, after the hydraulic oil flows through the throttling structure, the pressure difference between the oil outlet cavity and the oil inlet cavity is smaller, so that the moving speed of the piston in the direction towards the oil outlet cavity is slower; after the oil outlet end of the piston passes over the annular oil groove under the pressure action of hydraulic oil, the oil outlet end is not communicated with the annular oil groove and is abutted to the inner wall of the valve body, hydraulic oil cannot enter the oil outlet cavity through the annular oil groove at the moment, the pressure difference between the two ends of the piston is increased rapidly, the moving speed of the piston to the oil outlet cavity is increased, and the oil pressure increasing speed of the oil outlet cavity is well guaranteed. Simultaneously, because the end that produces oil forms to the step mouth, and the step mouth main aspects can pass through annular oil groove and oil outlet cavity intercommunication, can prevent that the piston from appearing the jam problem in the operation process. Therefore, through the arrangement of the throttling structure and the annular oil groove, the moving speed of the piston in the direction towards the oil outlet cavity can be better controlled to be slow firstly and then fast, the pressure of the buffer valve to other structures is small firstly and then large in the working process, the impact of hydraulic oil when the hydraulic oil enters the clutch is small, the pressure of the hydraulic oil can be improved subsequently, the clutch can be enabled to be raised to set pressure in a short time, gear shifting is achieved, and normal control of the clutch is ensured and driving comfort is improved.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

FIG. 1 is a schematic diagram of a trim valve according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of the internal structure of a trim valve according to an embodiment of the present invention;

FIG. 3 is one of the schematic internal structural views of a piston according to an embodiment of the present invention;

FIG. 4 is a second schematic view of the internal structure of the piston according to the second embodiment of the present invention;

FIG. 5 is a schematic diagram of the internal structure of a trim valve according to an embodiment of the present invention;

FIG. 6 is a third schematic view of the internal structure of the piston according to the present invention;

fig. 7 is a side view of a piston provided in accordance with an embodiment of the present invention.

Reference numerals

1. A valve body; 11. a buffer chamber; 111. an oil inlet cavity; 112. an oil outlet cavity; 12. an annular oil groove; 13. an oil outlet; 14. a pressure regulating cavity; 141. t1 oil return; 151. a P2 oil inlet; 152. a working oil blocking port; 153. a second working oil port; 154. a reverse blocking working oil port; 155. an oil return blocking port; 156. a second oil return port; 157. a reverse gear oil return port; 16. a main oil inlet duct; 161. a first main oil gallery; 162. a second main oil gallery; 171. a first oil return cavity; 172. a second oil return cavity; 173. a third oil return chamber; 174. an oil delivery cavity of the torque converter; 175. an oil pump oil delivery cavity; 176. a buffer oil passage;

2. a piston; 21. an oil delivery passage; 211. an oil inlet end; 212. an oil outlet end; 213. an axial section; 214. a radial segment;

31. a choke; 32. a throttle plug; 33. a throttling groove;

4. a pressure regulating rod;

5. a shift lever;

6. an elastic member;

71. a first throttle section; 72. a second throttle section; 73. a third throttling section; 74. a fourth throttle section; 75. a fifth throttle section; 76. a one-way valve.

Detailed Description

In order to make the technical problems solved, the technical solutions adopted and the technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by way of specific embodiments with reference to the accompanying drawings.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

It will be understood that the terms "central," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in an orientation or positional relationship indicated in the drawings for convenience and simplicity of description only and do not indicate or imply that the device or element so referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be considered as limiting the utility model. In the description of the present invention, "a plurality" means two or more unless otherwise specified. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.

The specific structure of a cushion valve according to an embodiment of the present invention will be described with reference to fig. 1 to 7.

As shown in fig. 1-7, fig. 1 discloses a cushion valve, which comprises a valve body 1, a piston 2 and a throttling structure. The internal buffer cavity 11 that is equipped with of valve body 1, annular oil groove 12 has been seted up to the inner wall of valve body 1, and the both sides of annular oil groove 12 are equipped with oil inlet chamber 111 and oil outlet chamber 112 respectively, have seted up oil-out 13 on the valve body 1, and oil-out 13 communicates with oil outlet chamber 112. The piston 2 is matched in the buffer cavity 11, an oil delivery channel 21 is arranged in the piston 2, an oil inlet end 211 of the oil delivery channel 21 is arranged at the end part of the piston 2 and communicated with the oil inlet cavity 111, an oil outlet end 212 of the oil delivery channel 21 is arranged on the side surface of the piston 2, the oil outlet end 212 is a step opening, and the large end of the step opening can be communicated with the oil outlet cavity 112 through the annular oil groove 12. The throttle structure is provided at the communication between the oil delivery passage 21 or the oil outlet chamber 112 and the annular oil groove 12.

It will be appreciated that when the hydraulic oil enters the oil inlet chamber 111, the hydraulic oil will enter the oil inlet end 211 of the oil delivery passage 21 in the piston 2 under pressure, then enter the annular oil groove 12 from the oil outlet end 212, and finally enter the oil outlet chamber 112 from the annular oil groove 12 and be discharged through the oil outlet 13. In the initial state, the oil outlet end 212 does not cross the annular oil groove 12, the hydraulic oil can flow into the oil outlet chamber 112 through the oil outlet end 212 of the oil delivery end and the annular oil groove 12, and since the throttle structure is provided at the oil delivery passage 21 or the communication between the oil outlet chamber 112 and the annular oil groove 12, after the hydraulic oil flows through the throttle structure, the pressure difference between the oil outlet chamber 112 and the oil inlet chamber 111 is caused to be small, so that the moving speed of the piston 2 in the direction toward the oil outlet chamber 112 is slow; after the oil outlet end 212 of the piston 2 crosses the annular oil groove 12 under the pressure action of the hydraulic oil, the oil outlet end 212 is no longer communicated with the annular oil groove 12 and abuts against the inner wall of the valve body 1, at the moment, the hydraulic oil cannot enter the oil outlet cavity 112 through the annular oil groove 12, so that the pressure difference between two ends of the piston 2 is rapidly increased, the moving speed of the piston 2 to the oil outlet cavity 112 is further increased, and the oil pressure increasing speed of the oil outlet cavity 112 is better ensured. Meanwhile, since the oil outlet end 212 is formed as a stepped port, and the large end of the stepped port can be communicated with the oil outlet chamber 112 through the annular oil groove 12, the piston 2 can be prevented from being clogged during operation.

Therefore, through the arrangement of the throttling structure and the annular oil groove 12, the moving speed of the piston 2 in the direction towards the oil outlet cavity 112 can be better controlled to be slow firstly and then fast, the pressure of the buffer valve to other structures is small firstly and then large in the working process, the impact of hydraulic oil when the hydraulic oil enters the clutch is small, the hydraulic oil pressure can be subsequently improved, the clutch can be enabled to be increased to set pressure in a short time, gear shifting is achieved, and normal control of the clutch is ensured and driving comfort is improved.

In some embodiments, as shown in fig. 2-6, oil transfer passage 21 includes an axial segment 213 and a radial segment 214. The axial section 213 opens out at the end of the piston 2 in the axial direction of the piston 2. The radial section 214 communicates with the axial section 213, and the radial section 214 opens to the side of the piston 2 in the radial direction of the piston 2.

It can be understood that by dividing the oil delivery passage 21 into the axial section 213 and the radial section 214, both the diversion of the hydraulic oil from the oil inlet chamber 111 on the side of the piston 2 into the annular oil groove 12 and the processing on the piston 2 can be facilitated.

In some embodiments, as shown in fig. 3, the throttling structure comprises a throttling orifice 31, the throttling orifice 31 being disposed at the communication of the radial section 214 and the axial section 213.

It can be understood that, by providing the throttling opening 31 at the communication position between the radial section 214 and the axial section 213, the throttling function can be realized in the oil delivery passage 21, so that the pressure difference between the side of the radial section 214 away from the axial section 213 and the side of the axial section 213 away from the radial section 214 is smaller, that is, the pressure difference between the oil inlet chamber 111 and the oil outlet chamber 112 is smaller, thereby ensuring that the moving speed of the piston 2 in the direction towards the oil outlet chamber 112 is slower when the oil outlet end 212 does not cross the annular oil groove 12, and ensuring that the impact of the hydraulic oil on the clutch in the early stage is smaller.

Specifically, the inner diameter of the orifice 31 is smaller than the inner diameters of the axial section 213 and the radial section 214, thereby achieving a throttling effect such that the pressure difference across the piston 2 is small.

In some embodiments, the radial section 214 is provided in plurality, and the plurality of radial sections 214 are distributed in the circumferential direction of the piston 2.

It can be appreciated that the plurality of radial segments 214 can facilitate ensuring that the hydraulic oil flows into the oil outlet cavity 112 through the annular oil groove 12, thereby improving the smooth flowing of the hydraulic oil.

In some embodiments, as shown in FIG. 4, the throttling structure comprises a throttling plug 32, the throttling plug 32 being disposed within the oil inlet end 211.

It can be understood that the throttle plug 32 has a throttling effect, and since the throttle plug 32 is disposed in the oil inlet end 211, the hydraulic oil can pass through the throttle plug 32 when flowing into the oil delivery passage 21 from the oil inlet chamber 111, so that the pressure difference between the oil delivery passage 21 and the oil inlet chamber 111 is smaller, and further the pressure difference between the oil inlet chamber 111 and the oil outlet chamber 112 is smaller, thereby ensuring that the movement speed of the piston 2 in the direction toward the oil outlet chamber 112 is slower when the oil outlet end 212 does not cross the annular oil groove 12, and ensuring that the impact of the hydraulic oil on the clutch is smaller in the early stage.

Meanwhile, after the throttle plug 32 is arranged, a throttle section does not need to be arranged in the oil transportation channel 21 in a machining mode, and therefore the machining difficulty of the oil transportation channel 21 is reduced.

In some embodiments, as shown in fig. 5-7, the throttling structure comprises a throttling groove 33, the throttling groove 33 is opened at one end of the piston 2 facing away from the oil inlet end 211, and the groove depth of the throttling groove 33 is increased in the direction facing away from the oil inlet end 211.

It can be understood that, because the groove depth of the throttling groove 33 is increased in the direction departing from the oil inlet end 211, the annular oil groove 12 is communicated with the inner cavity of the valve body 1 through the throttling groove 33, when the piston 2 moves in the direction departing from the oil inlet cavity 111, the throttling area between the annular oil groove 12 and the throttling groove 33 is continuously changed, so that when the oil outlet end 212 does not cross over the annular oil groove 12, a variable throttling structure is formed by the throttling groove 33 and the inner wall of the valve body 1, the pressure difference between two sides of the piston 2 is smaller, and the impact of hydraulic oil entering the clutch in the early stage is smaller.

In some embodiments, the throttle slot 33 comprises a U-shaped slot, a V-shaped slot, or a rectangular slot.

It is understood that the U-shaped groove, the V-shaped groove and the rectangular groove can achieve the variable throttling effect well, and can be processed according to the actual grooving process, and in other embodiments of the present invention, the throttling groove 33 can be processed into other shapes without specific limitation.

As shown in fig. 1 and 2, the utility model also discloses a speed change valve assembly, which comprises the cushion valve, the pressure regulating rod 4 and the gear shifting rod 5. The pressure regulating cavity 14, the gear shifting cavity, the main oil inlet oil duct 16, the oil return cavity and the buffer oil duct 176 are further formed in the valve body 1 of the buffer valve, the pressure regulating cavity 14 is communicated with the buffer cavity 11, the main oil inlet oil duct 16 is sequentially communicated with the pressure regulating cavity 14, one end of the buffer oil duct 176 and the gear shifting cavity along the oil inlet direction of the main oil inlet oil duct, the other end of the buffer oil duct 176 is communicated with the buffer cavity 11, and the gear shifting cavity is used for being communicated with a clutch. The pressure regulating rod 4 is arranged in the pressure regulating cavity 14 in a sliding mode, and the elastic part 6 is connected with one end, away from the oil inlet end 211, of the piston 2 of the buffer valve, and is arranged on the pressure regulating rod 4. The gear shift lever 5 is slidably disposed in the shift cavity.

It can be understood that the main oil inlet oil passage 16 is communicated with the oil inlet cavity 111 and with the pressure regulating cavity 14, one end of the buffer oil passage 176 and the shift cavity, while the other end of the buffer oil passage 176 is communicated with the buffer cavity 11, thereby realizing the communication between the main oil inlet oil passage 16 and the buffer cavity 11. In the gear shifting process, hydraulic oil firstly enters the buffer cavity 11 and the gear shifting cavity from the main oil inlet oil passage 16, the piston 2 moves at a lower speed under the pressure action of the hydraulic oil in the early stage, so that the hydraulic oil is continuously shunted to the buffer cavity 11 and the pressure regulating cavity 14, further the hydraulic oil entering the gear shifting cavity is lower, the pressure of the hydraulic oil in the gear shifting cavity on the clutch is lower, the pressure boosting of the clutch is lower, in the later stage, after the oil outlet end 212 on the piston 2 passes through the annular oil groove 12, the pressure difference between two ends of the piston 2 is rapidly increased, the movement speed of the piston 2 is accelerated, after the piston 2 moves to the stopping position, no hydraulic oil enters the buffer cavity 11 and the pressure regulating cavity 14, so that more hydraulic oil enters the gear shifting cavity, the pressure on the clutch is rapidly increased to a set pressure, the rapid adjustment of the clutch is ensured, and the first half section of the gear shifting boosting curve is improved, the impact caused by hydraulic oil in the gear shifting process is reduced, so that the service life of each transmission structure is prolonged, and the driving comfort of the engineering machinery is improved.

In some embodiments, as shown in fig. 1 and 2, the shift valve assembly further includes a first throttle portion 71, a second throttle portion 72, a third throttle portion 73, and a fourth throttle portion 74. The first throttle portion 71 is provided between the main oil inlet passage 16 and the oil return chamber. The second throttle portion 72 is provided in the buffer oil passage 176. The third throttle portion 73 is provided in the main oil-intake passage 16. The fourth throttle portion 74 is provided in the main oil inlet passage 16, and the fourth throttle portion 74 is located upstream of the first throttle portion 71 and the third throttle portion 73.

It is understood that the first throttle portion 71 can make the flow of the hydraulic oil in the main oil inlet passage 16 more gradual and also make the discharge of the hydraulic oil after the hydraulic oil is returned to the oil return chamber more gradual. The second throttling part 72 can enable the hydraulic oil entering the buffer cavity 11 to be more gentle, reduce the speed of the hydraulic oil entering the buffer cavity 11, improve the buffering performance of the buffer cavity 11 on a main oil way and further reduce the impact during gear shifting; the third throttling part 73 can smoothly reduce the speed and the pressure of the oil pressure on the main oil path, and realizes buffering when each gear is shifted. The fourth throttle portion 74 can further slow down the oil speed of the hydraulic oil entering the clutch, reducing the buffer shock during shifting. Thus, the first throttle section 71, the second throttle section 72, the third throttle section 73, and the fourth throttle section 74 improve the pressure rise curve entering the corresponding clutch at each shift, reduce the shock when the high-pressure oil enters the clutch, and improve the driving comfort of the construction machine.

Specifically, the first throttle portion 71, the second throttle portion 72, the third throttle portion 73, and the fourth throttle portion 74 may be provided as the throttle 31, and the minimum cross-sectional area of the first throttle portion 71 and the third throttle portion 73 is smaller than the cross-sectional area of the main oil inlet passage 16. By setting the throttling structure as the throttling opening 31, the throttling structure can be conveniently arranged in the flow channel, the structure of the variable speed control valve assembly is simplified, and the cost of the variable speed control valve is reduced.

Specifically, the buffer oil passage 176 is further provided with a fifth throttling portion 75 and a one-way valve 76 which are connected in parallel with the second throttling portion 72, two P4 oil inlets which are respectively communicated with the valve cavity of the one-way valve 76 and the fifth throttling portion 75 are arranged on the cavity wall of the buffer cavity 11, the fifth throttling portion 75 and the one-way valve 76 enable oil entering the buffer cavity 11 to enter the buffer cavity 11 after twice throttling buffering, the speed of hydraulic oil entering the buffer cavity 11 is reduced, the buffering performance of the buffer cavity on the main oil inlet oil passage 16 is improved, and impact during gear shifting is further reduced.

In some specific embodiments, as shown in fig. 1 and 2, the shift chamber has a P2 oil inlet 151, a first gear oil port 152, a second gear oil port 153, a reverse gear oil port 154, a first gear oil return port 155, a second gear oil return port 156, and a reverse gear oil return port 157. The first oil return blocking port 155 and the second oil return blocking port 156 are communicated with the oil return cavity, the first working oil blocking port 152 and the second working oil blocking port 153 are respectively used for being connected with a clutch, and the first working oil blocking port 152 or the second working oil blocking port 153 is selectively communicated with the P2 oil inlet 151 through the sliding of the shift lever 5 in the shift cavity, so that the clutches corresponding to the first working oil blocking port 152 and the second working oil blocking port 153 are filled with or flowed out of hydraulic oil, and the shifting operation is realized. Of course, in other embodiments of the present invention, other working oil ports and oil return ports can be further disposed in the shift cavity to implement shift control of other clutches.

In particular embodiments, as shown in fig. 1 and 2, the pressure regulating chamber 14 has a P1 oil inlet and a T1 oil return 141. An oil return cavity is further arranged in the valve body 1, and the oil return cavity comprises a first oil return cavity 171, a second oil return cavity 172, a third oil return cavity 173, a torque converter oil delivery cavity 174 and an oil pump oil delivery cavity 175.

The first oil return chamber 171 and the second oil return chamber 172 are respectively provided on both sides of the first main gallery 161, and the first oil return chamber 171 is provided corresponding to the pressure regulating chamber 14 and the surge chamber 11. The second oil return chamber 172 and the third oil return chamber 173 are respectively disposed at both sides of the second main oil gallery 162, and the first oil return chamber 171 and the third oil return chamber 173 are respectively disposed at both sides of the buffer oil gallery 176. The first oil return blocking port 155 communicates with the third oil return chamber 173, and the second oil return blocking port 156 and the reverse oil return blocking port 157 communicate with the second oil return chamber 172.

The A1 working oil port of the pressure regulating cavity 14 is always communicated with the main oil inlet oil channel 16, the B1 working oil port is formed in the position, corresponding to the pressure regulating rod 4, of the valve body 1, the sliding of the pressure regulating rod 4 in the pressure regulating cavity 14 enables the B1 working oil port to be selectively communicated with the pressure regulating cavity 14, and the B1 working oil port is communicated with the torque converter oil conveying cavity 174.

In some specific embodiments, as shown in fig. 1 and 2, the oil inlet end 211 of the main oil inlet gallery 16 is provided with an oil pump delivery chamber 175 communicating with the oil pump outlet 13, and the main oil inlet gallery 16 includes the first main oil gallery 161 and the second main oil gallery 162. One end of the first main oil gallery 161 communicates with the oil pumping chamber 175, and the other end of the second main oil gallery 162 communicates with the P2 oil inlet 151 of the shift chamber.

The utility model also discloses engineering machinery comprising the speed change valve assembly.

According to the engineering machinery provided by the embodiment of the utility model, due to the adoption of the speed change valve assembly, the impact of the engineering machinery during gear shifting can be relieved, and the driving comfort of the engineering machinery is improved.

In the description herein, references to the description of "some embodiments," "other embodiments," or the like, mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The above description is only a preferred embodiment of the present invention, and for those skilled in the art, the present invention should not be limited by the description of the present invention, which should be interpreted as a limitation.

Claims (10)

1. A trim valve, comprising:

the oil-saving valve comprises a valve body (1), wherein a buffer cavity (11) is arranged in the valve body (1), an annular oil groove (12) is formed in the inner wall of the valve body (1), an oil inlet cavity (111) and an oil outlet cavity (112) are respectively formed in two sides of the annular oil groove (12), an oil outlet (13) is formed in the valve body (1), and the oil outlet (13) is communicated with the oil outlet cavity (112);

the piston (2) is matched in the buffer cavity (11), an oil conveying channel (21) is formed in the piston (2), an oil inlet end (211) of the oil conveying channel (21) is arranged at the end of the piston (2) and communicated with the oil inlet cavity (111), an oil outlet end (212) of the oil conveying channel (21) is arranged on the side face of the piston (2), the oil outlet end (212) is a step opening, and the large end of the step opening can be communicated with the oil outlet cavity (112) through the annular oil groove (12);

the throttling structure is arranged at the communication position of the oil delivery channel (21) or the oil outlet cavity (112) and the annular oil groove (12).

2. The cushion valve as claimed in claim 1, wherein the oil delivery passage (21) comprises:

an axial section (213), the axial section (213) opening onto an end of the piston (2) in the axial direction of the piston (2);

a radial section (214), the radial section (214) is communicated with the axial section (213), and the radial section (214) is arranged on the side surface of the piston (2) along the radial direction of the piston (2).

3. The trim valve of claim 2, wherein the throttling arrangement comprises a throttle orifice (31), the throttle orifice (31) being disposed at a communication of the radial segment (214) and the axial segment (213).

4. A trim valve according to claim 2, characterized in that the radial segment (214) is provided in plurality, the radial segments (214) being distributed in the circumferential direction of the piston (2).

5. The trim valve of claim 1, wherein the throttling structure comprises a throttling plug (32), the throttling plug (32) being disposed within the oil inlet end (211).

6. The cushion valve according to claim 1, wherein the throttling structure comprises a throttling groove (33), the throttling groove (33) opens at an end of the piston (2) facing away from the oil inlet end (211), and a groove depth of the throttling groove (33) increases in a direction facing away from the oil inlet end (211).

7. The trim valve of claim 6, wherein the throttling groove (33) comprises a U-shaped groove, a V-shaped groove, or a rectangular groove.

8. A variable speed valve assembly, comprising:

the cushion valve according to any one of claims 1 to 7, wherein a pressure regulating cavity (14), a gear shifting cavity, a main oil inlet oil duct (16), an oil return cavity and a cushion oil duct (176) are further formed in a valve body (1) of the cushion valve, the pressure regulating cavity (14) is communicated with the cushion cavity (11), the main oil inlet oil duct (16) is sequentially communicated with the pressure regulating cavity (14), one end of the cushion oil duct (176) and the gear shifting cavity along an oil inlet direction of the main oil inlet oil duct, the other end of the cushion oil duct (176) is communicated with the cushion cavity (11), and the gear shifting cavity is used for communicating a clutch;

the pressure regulating rod (4) is arranged in the pressure regulating cavity (14) in a sliding mode, and an elastic part (6) is connected between the pressure regulating rod (4) and one end, away from the oil inlet end (211), of the piston (2) of the buffer valve;

the gear shifting mechanism comprises a gear shifting rod (5), and the gear shifting rod (5) is arranged in the gear shifting cavity in a sliding mode.

9. The shift valve assembly of claim 8, further comprising:

the first throttling part (71), the first throttling part (71) is arranged between the main oil inlet channel (16) and the oil return cavity;

a second throttle portion (72), the second throttle portion (72) being provided in the buffer oil passage (176);

a third throttle portion (73), the third throttle portion (73) being provided in the main oil-intake passage (16);

a fourth throttle portion (74), the fourth throttle portion (74) being provided in the main oil inlet passage (16), and the fourth throttle portion (74) being located upstream of the first throttle portion (71) and the third throttle portion (73).

10. A working machine comprising a variable speed valve assembly according to claim 8 or 9.

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