A combined flow type throttle speed regulating multi-way valve and throttle linkage control system

Abstract

The application discloses a kind of confluent type throttle speed regulation multi-way valve and accelerator linkage control system, including parallel connection big pump oil inlet association, telescopic control association, variable amplitude control association, hoist control association, oil return association, rotary control association and small pump oil inlet association;The telescopic control association, variable amplitude control association, hoist control association, rotary control association all include check valve, reversing valve, first electric proportional reversing valve and second electric proportional reversing valve;In the scheme, each control association in multi-way valve is integrated with electric proportional pressure reducing valve, to realize the proportional relationship between main valve axial opening and input electric signal, so as to realize electric control throttle speed regulation control;Accelerator linkage control system can realize multi-way valve small opening stable low-speed operation, large opening continuous acceleration operation, and expand the speed regulation interval.

Description

Technical Field

[0001] This invention relates to a straight boom truck-mounted crane, specifically to a confluence-type throttling speed regulating multi-way valve and throttle linkage control system. Background Technology

[0002] The control mode of the straight boom truck-mounted crane is shifting from manual control to electronic intelligent control. Compared to the existing manual control multi-way valve, which has limited control freedom and requires a lifting operator during lifting, and the existing single-pump electro-proportional load-sensitive multi-way valve solution, which suffers from poor low-speed performance and high manufacturing costs, the overall speed control is only related to the opening of the main valve core. When the whole system is remotely controlled, it is a chassis-based constant speed control, and acceleration requires separate throttle control. Considering that the truck-mounted crane is an efficiency-oriented machine, it is necessary to expand the speed range during motion control to improve work efficiency. Summary of the Invention

[0003] Purpose of the invention: The purpose of this invention is to provide a confluence-type throttling speed regulating multi-way valve and a throttle linkage control system. Each control link in the multi-way valve is integrated with an electro-proportional pressure reducing valve to achieve a proportional relationship between the axial opening of the main valve and the input electrical signal, thereby realizing electronic throttling speed regulation control. The throttle linkage control system can realize stable low-speed operation of the multi-way valve with a small opening and continuous acceleration operation with a large opening, thus expanding the speed regulation range.

[0004] Technical Solution: This invention includes parallel-connected large pump inlet line, telescopic control line, luffing control line, winch control line, return line, slewing control line, and small pump inlet line; each of the telescopic control line, luffing control line, winch control line, and slewing control line includes a check valve, a reversing valve, a first electro-proportional pressure reducing valve, and a second electro-proportional pressure reducing valve; the first working ports of the first and second electro-proportional pressure reducing valves are connected to the oil tank, and the second working ports of the first and second electro-proportional pressure reducing valves are connected to the large pump inlet line. The oil outlet of the first electro-proportional pressure reducing valve and the third working oil port of the second electro-proportional pressure reducing valve are both connected to the pilot oil port of the directional valve; the first working oil port of the directional valve is equipped with a check valve, which is connected to the oil inlet P1 or P2; the second working oil port of the directional valve is connected to the oil inlet P1 or P2; the third working oil port of the directional valve is connected to the return oil port T1 or T2; the fourth and sixth working oil ports of the directional valve are used to connect to the hydraulic actuator; and the fifth working oil port of the directional valve is connected to the second working oil port or the return oil port of the directional valve in the subsequent control link.

[0005] By applying different current signals to the first and second electro-proportional pressure reducing valves to make them open proportionally, the resulting control pressure controls the axial opening of the directional valve, thereby driving the corresponding hydraulic actuator to move.

[0006] The large pump inlet assembly includes a filter element, a damping element, and a differential pressure reducing valve arranged in series. The input end of the filter element is connected to the pilot X port, and the output end of the differential pressure reducing valve is connected to the second working oil port of the first electro-proportional pressure reducing valve and the second electro-proportional pressure reducing valve.

[0007] A return oil back pressure valve is installed at the return oil port. The input end of the return oil back pressure valve is connected to the return oil ports T1 and T2. The return oil back pressure valve enables the electro-proportional pressure reducing valve to build up pressure efficiently and stably when the remote control inputs an electrical signal, thereby driving the valve core to move.

[0008] A main relief valve for a large pump is installed between the oil inlet P1 and the oil return port T1, and a main relief valve for a small pump is installed between the oil inlet P2 and the oil return port T2.

[0009] The present invention also includes a throttle linkage control system, comprising a confluence-type throttle speed regulating multi-way valve, which is connected to the throttle of the undercarriage.

[0010] The throttle linkage system is activated based on the opening state of the electrically controlled remote levers among the telescopic remote lever, luffing remote lever, winch remote lever, and slewing remote lever.

[0011] When any one of the telescopic levers, luffing levers, winch levers, or slewing levers is in single-action mode, the throttle linkage control system is closed during the small opening phase of the actuating electronically controlled lever, and the trolley is in an idling state. A low-current electrical signal generates a low control pressure proportionally through the electro-proportional pressure reducing valve, driving the directional valve to open slightly axially, achieving low-speed operation. When the actuating electronically controlled lever is in a large opening phase, the throttle linkage system is open, and the trolley is in an accelerating state. A high-current electrical signal drives the electro-proportional pressure reducing valve to generate a high control pressure proportionally, driving the directional valve to open slightly axially, accelerating the trolley, further amplifying the input flow, and achieving high-speed operation.

[0012] When two of the telescopic levers, luffing levers, winch levers, and slewing levers are in dual-action mode, and both electrically controlled levers are at their small openings, the throttle linkage control system is closed, the chassis is idling, and a low-current electrical signal generates a low control pressure proportionally through the electro-proportional pressure reducing valve, driving the directional valve to its small axial opening. The oil from the large pump C1 and the small pump C2 provides oil pressure to the control linkage through their respective oil inlet circuits, achieving low-speed compound action.

[0013] When two of the telescopic, luffing, winch, and slewing telescopic levers are in dual-action mode, if one of the actions is slower and the electric control lever is pushed further into its large opening phase, the throttle linkage control system activates, and the trolley is in an accelerated state. The flow rates provided by both the large pump C1 and the small pump C2 are increased, and a high-current electrical signal generates a high control pressure proportionally through the electro-proportional pressure reducing valve, driving the main valve of one action to open axially to a large opening, increasing the input flow rate and accelerating this action. Meanwhile, because the electric control lever of the other action is still in its small opening phase, it outputs a low-current electrical signal, causing the electro-proportional pressure reducing valve to generate a low control pressure, and the directional valve remains in a small-opening throttling state. Therefore, although the input flow rate increases, the acceleration of this action is weakened, resulting in a more balanced speed of the combined action.

[0014] Beneficial effects: Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0015] (1) The opening and closing of the throttle linkage system is determined according to the opening state of the electronic control remote lever, so as to realize the stable low-speed operation of the throttle multi-way valve with a small opening and the continuous acceleration operation with a large opening, thereby expanding the speed regulation range and improving work efficiency.

[0016] (2) In common compound working conditions, low-speed compounding relies on the separate oil intake control of dual pumps, which has anti-saturation properties; while in high-speed compounding, the difference in speed increase after the throttle acceleration intervention makes the compounding action speed more balanced.

[0017] (3) The electrical control settings of the throttling and speed-regulating dual-pump system for truck-mounted cranes have certain economic benefits and are suitable for widespread application. Attached Figure Description

[0018] Figure 1 Hydraulic schematic diagram of a combined flow throttling speed regulating multi-way valve with electro-proportional control;

[0019] Figure 2 Front view of a combined flow throttling speed control multi-way valve with electro-proportional control;

[0020] Figure 3 Side view of a combined flow throttling speed control multi-way valve with electro-proportional control;

[0021] Figure 4 This is a schematic diagram of the throttle linkage system. Detailed Implementation

[0022] The technical solution of the present invention will now be described in detail with reference to specific embodiments and accompanying drawings.

[0023] like Figure 1 and Figure 2As shown, the combined flow throttling speed regulating multi-way valve of the present invention involves the following components: large pump inlet valve 1, large pump main relief valve 11, filter element 12, damping element 13, differential pressure reducing valve 14, telescopic control valve 2, first check valve 21, telescopic reversing valve 22, telescopic first electro-proportional pressure reducing valve 23, telescopic second electro-proportional pressure reducing valve 24, luffing control valve 3, second check valve 31, luffing reversing valve 32, luffing first electro-proportional pressure reducing valve 33, luffing second... The system includes: a two-electro-proportional pressure reducing valve 34, a winch control line 4, a third check valve 41, a winch directional valve 42, a first electro-proportional pressure reducing valve 43, a second electro-proportional pressure reducing valve 44, a return oil line 5, a fourth check valve 51, a return oil back pressure valve 52, a slewing control line 6, a fifth check valve 61, a slewing control valve 62, a first slewing electro-proportional pressure reducing valve 63, a second slewing electro-proportional pressure reducing valve 64, a small pump inlet line 7, a small pump main relief valve 71, and an external control port 9. Other components involved in this solution include: a telescopic cylinder 81, a luffing cylinder 82, a winch mechanism 83, a slewing mechanism 84, a large pump C1, and a small pump C2. The large pump C1 provides hydraulic fluid for the crane's telescopic and luffing operations through the large pump inlet line 1, while the small pump C2 provides hydraulic fluid for the crane's slewing operations through the small pump inlet line 7. The large and small pumps, after merging through the first and second inlet lines, provide hydraulic fluid for the crane's winch.

[0024] The large pump oil inlet connection 1, telescopic control connection 2, luffing control connection 3, winch control connection 4, return oil connection 5, slewing control connection 6, and small pump oil inlet connection 7 are connected in parallel.

[0025] The large pump inlet assembly 1 includes a main relief valve 11, a filter element 12, a damping element 13, and a differential pressure reducing valve 14. The main relief valve 11 is located between the inlet port P1 and the return port T1. The filter element 12, damping element 13, and differential pressure reducing valve 14 are connected in series. The input end of the filter element 12 is connected to the pilot port X, and the output end of the differential pressure reducing valve 14 is connected to the second working ports of the first and second electro-proportional pressure reducing valves. Oil pressure from the source enters the differential pressure reducing valve 14 through the pilot oil circuit, filter element 12, and damping element 13 for primary pressure reduction, generating an oil pressure lower than the source pressure to protect the electro-proportional pressure reducing valves and ensure they operate within their rated pressure range. The electro-proportional pressure reducing valve performs secondary pressure reduction; the resulting control pressure changes proportionally to the input electrical signal, thereby overcoming the valve core spring force and driving the valve core movement.

[0026] The telescopic control unit 2 includes a first check valve 21, a telescopic directional valve 22, a first telescopic electro-proportional pressure reducing valve 23, and a second telescopic electro-proportional pressure reducing valve 24. The first working port (i.e., port F4) of the telescopic directional valve 22 is connected to the first check valve 21, and the inlet of the first check valve 21 is connected to the second working port of the telescopic directional valve 22. The second working port of the telescopic directional valve 22 is connected to the inlet port P1. The third working port (i.e., port F1) of the telescopic directional valve 22 is connected to the return port T1. The fourth working port (i.e., port F3) of the telescopic directional valve 22 is used to connect to the rod chamber of the telescopic cylinder 81. The fifth working port of the telescopic directional valve 22 is connected to the second working port of the luffing directional valve 32 in the luffing control unit 3. The sixth working port (i.e., port F2) of the telescopic directional valve 22 is used to connect to the rodless chamber of the telescopic cylinder 81. The first working ports of the telescopic first electro-proportional pressure reducing valve 23 and the telescopic second electro-proportional pressure reducing valve 24 are both connected to the oil tank. The second working ports of the telescopic first electro-proportional pressure reducing valve 23 and the telescopic second electro-proportional pressure reducing valve 24 are both connected to the output end of the differential pressure reducing valve 14. The third working ports of the telescopic first electro-proportional pressure reducing valve 23 and the telescopic second electro-proportional pressure reducing valve 24 are connected to the pilot port of the telescopic directional valve 22.

[0027] The luffing control unit 3 includes a second check valve 31, a luffing directional valve 32, a first electro-proportional pressure reducing valve 33, and a second electro-proportional pressure reducing valve 34. The first working port (i.e., port G4) of the luffing directional valve 32 is connected to the second check valve 31. The inlet of the second check valve 31 is connected to the inlet of the first check valve 21. The second working port of the luffing directional valve 32 is connected to the fifth working port of the telescopic directional valve 22. The third working port (i.e., port G1) of the luffing directional valve 32 is connected to the return port T1. The fourth working port (i.e., port G3) of the luffing directional valve 32 is used to connect to the rod chamber of the luffing cylinder 82. The fifth working port of the luffing directional valve 32 is connected to the second working port of the hoisting directional valve 42 in the hoisting control unit 4. The sixth working port (i.e., port G2) of the luffing directional valve 32 is used to connect to the rodless chamber of the luffing cylinder 82. The first working ports of the luffing first electro-proportional pressure reducing valve 33 and the luffing second electro-proportional pressure reducing valve 34 are both connected to the oil tank. The second working ports of the luffing first electro-proportional pressure reducing valve 33 and the luffing second electro-proportional pressure reducing valve 34 are both connected to the output end of the differential pressure reducing valve 14. The third working ports of the luffing first electro-proportional pressure reducing valve 33 and the luffing second electro-proportional pressure reducing valve 34 are connected to the pilot port of the luffing directional valve 32.

[0028] The winch control linkage 4 includes a third check valve 41, a winch directional valve 42, a first electro-proportional pressure reducing valve 43, and a second electro-proportional pressure reducing valve 44. The first working port (i.e., port H4) of the winch directional valve 42 is connected to the third check valve 41. The inlet of the third check valve 41 is connected to the outlet of the fourth check valve 51 and the first working port of the winch directional valve 42. The second working port of the winch directional valve 42 is connected to the fifth working port of the luffing directional valve 32. The third working port (i.e., port H1) of the winch directional valve 42 is connected to the return port T1. The fourth working port (i.e., port H3) of the winch directional valve 42 is used to connect to the winch mechanism 83. The fifth working port of the winch directional valve 42 is connected to the return port T1. The sixth working port (i.e., port H2) of the winch directional valve 42 is used to connect to the winch mechanism 83. The first working ports of the first electro-proportional pressure reducing valve 43 and the second electro-proportional pressure reducing valve 44 of the hoist are both connected to the oil tank. The second working ports of the first electro-proportional pressure reducing valve 43 and the second electro-proportional pressure reducing valve 44 of the hoist are both connected to the output end of the differential pressure reducing valve 14. The third working ports of the first electro-proportional pressure reducing valve 43 and the second electro-proportional pressure reducing valve 44 of the hoist are connected to the pilot port of the hoist directional valve 42.

[0029] The return oil connection 5 includes a fourth check valve 51 and a return oil back pressure valve 52. The inlet of the fourth check valve 51 is connected to the fifth working oil port and the return oil port T1 of the rotary control valve 62. The return oil back pressure valve 52 is located at the return oil port, with its input end connected to the return oil ports T1 and T2, and its output end connected to the oil tank. By adding the return oil back pressure valve 52 at the return oil port, a certain oil pressure is maintained in the pilot oil circuit, preventing the electro-proportional pressure reducing valve from generating too low a control pressure to drive the main valve core when the opening is small and the pressure is low.

[0030] The rotary control linkage 6 includes a fifth check valve 61, a rotary control valve 62, a first rotary electro-proportional pressure reducing valve 63, and a second rotary electro-proportional pressure reducing valve 64. The first working port (i.e., port I4) of the rotary control valve 62 is connected to the fifth check valve 61, and the inlet of the fifth check valve 61 is connected to the inlet P2. The second working port of the rotary control valve 62 is connected to the inlet P2. The third working port (i.e., port I1) of the rotary control valve 62 is connected to the return port T2. The fourth working port (i.e., port I3) of the rotary control valve 62 is used to connect to the rotary mechanism 84. The fifth working port of the rotary control valve 62 is connected to the inlet of the fourth check valve 51. The sixth working port (i.e., port I2) of the rotary control valve 62 is used to connect to the rotary mechanism 84. The first working ports of the first rotary proportional pressure reducing valve 63 and the second rotary proportional pressure reducing valve 64 are both connected to the oil tank. The second working ports of the first rotary proportional pressure reducing valve 63 and the second rotary proportional pressure reducing valve 64 are both connected to the output end of the differential pressure reducing valve 14. The third working ports of the first rotary proportional pressure reducing valve 63 and the second rotary proportional pressure reducing valve 64 are connected to the pilot port of the rotary control valve 62.

[0031] The small pump inlet valve 7 includes a small pump main relief valve 71, which is located between the oil inlet P2 and the oil return port T2.

[0032] This solution achieves bidirectional remote control operation through two electro-proportional pressure reducing valves in each control unit. A pilot-operated proportional directional valve can replace the two electro-proportional pressure reducing valves as the pilot stage to control the main valve core movement. This solution integrates electro-proportional pressure reducing valves in each control unit, realizing an intelligent remote-controlled dual-pump system.

[0033] like Figure 3 As shown, in this example, a threaded connection port D is reserved at the end of the multi-way valve control coupling. By connecting a flexible shaft or connecting rod, remote manual emergency control can be achieved.

[0034] like Figure 4 As shown, the present invention also includes a throttle linkage control system, which includes an electro-proportional controlled confluence-type throttle speed regulating multi-way valve. This throttle linkage control system is connected to the undercarriage throttle. The activation of the throttle linkage system is achieved based on the opening state of the electrically controlled remote levers among the telescopic remote lever, luffing remote lever, winch remote lever, and slewing remote lever. The opening degree of the electrically controlled remote lever is associated with the undercarriage throttle, and the multi-way valve is controlled by the remote lever to achieve stable low-speed operation and efficient high-speed operation.

[0035] Combination Figure 2 and Figure 3 As shown, the following is the operation process of the throttle linkage control system:

[0036] In this example, when all remote controls are stationary, the oil from the large pump C1 enters the multi-way valve through port P1. A portion of the oil is introduced into the pilot port X through the side pressure port, flowing through filter element 12, damping element 13, and differential pressure reducing valve 14 before reaching each electro-proportional pressure reducing valve. Since there is no electrical signal input due to no remote control operation, each electro-proportional pressure reducing valve is closed. The oil from the large pump reaches the return port T1 through extension control link 2, luffing control link 3, and winch control link 4, then flows back to the oil tank via return back pressure valve 52. The oil from the small pump C2 enters the multi-way valve through port P2, flows through slewing control link 6 to the return port T2, and then returns to the oil tank via return back pressure valve 52. The return back pressure valve 52 allows the electro-proportional pressure reducing valve to efficiently and stably build pressure when the remote control inputs an electrical signal, thereby driving the valve core movement.

[0037] In this example, when the telescopic lever is in single-action mode, the throttle linkage control system is closed when the telescopic extension electric control lever is in the small opening stage, the chassis is in the idling state, the oil from the large pump C1 enters the multi-way valve through port P1, and part of the oil is introduced into the pilot port X through the side pressure port. It flows through the filter element 12, the damping element 13, the differential pressure reducing valve 14 to the front of the first telescopic proportional pressure reducing valve 23. The small opening of the lever outputs a low current signal, which causes the first telescopic proportional pressure reducing valve 23 to open proportionally. This generates a low control pressure to drive the telescopic reversing valve 22 to the lower small opening position. The oil from the large pump C1 opens the first check valve 21 through port P1 and flows through port F4 to port F2 of the telescopic reversing valve 22, thereby driving the telescopic extension to move at low speed.

[0038] When the telescopic extension lever is at its widest opening, the throttle linkage control system is activated, and the trolley is accelerating. The high current signal output by the lever at its widest opening causes the first proportional pressure reducing valve 23 to open proportionally, generating high control pressure that drives the telescopic directional valve 22 to its lower, widest opening. Oil from the main pump C1 flows through port P1, opening the first check valve 21 and passing through port F4 to port F2 of the telescopic directional valve 22. The trolley accelerates, further amplifying the input flow and driving the telescopic extension at high speed. As the telescopic extension lever opening increases, the trolley throttle continuously accelerates, thus expanding the speed range of the telescopic extension.

[0039] When the telescopic retraction control lever is at a small opening, the throttle linkage control system is closed, the chassis is idling, and the oil from the large pump C1 enters the multi-way valve through port P1. Part of the oil is introduced into the pilot port X through the side pressure port, flows through the filter element 12, damping element 13, and differential pressure reducing valve 14 to the telescopic second electro-proportional pressure reducing valve 24. The small opening of the lever outputs a low current signal, causing the telescopic second electro-proportional pressure reducing valve 24 to open proportionally, which in turn generates a low control pressure to drive the telescopic reversing valve 22 to the upper small opening. The oil from the large pump C1 opens the first check valve 21 through port P1 and flows through port F1 to port F3 of the telescopic reversing valve 22, thereby driving the telescopic retraction at low speed.

[0040] When the telescopic retraction control lever is at its widest opening, the throttle linkage control system is activated, and the chassis is accelerating. The high current signal output by the lever at its widest opening causes the second proportional pressure reducing valve 24 to open proportionally, generating high control pressure that drives the telescopic reversing valve 22 to its upper wide opening. Oil from the main pump C1 flows through port P1, opening the first check valve 21 and passing through port F1 to port F3 of the telescopic reversing valve 22. The chassis accelerates, further amplifying the input flow and driving the telescopic retraction at high speed. As the telescopic retraction lever opening increases, the chassis throttle continuously accelerates, thus expanding the speed range of the telescopic retraction action.

[0041] In this example, when the luffing telescopic lever is in single-action mode, the throttle linkage control system is closed when the luffing starter electric control telescopic lever is in a small opening stage, the trolley is in an idling state, the oil from the large pump C1 enters the multi-way valve through port P1, and part of the oil is introduced into the pilot port X through the side pressure port, flowing through the filter element 12, damping element 13, and constant differential pressure reducing valve 14 to the luffing first electro-proportional pressure reducing valve 33. The small opening of the telescopic lever outputs a low current signal, causing the luffing first electro-proportional pressure reducing valve 33 to open proportionally, which in turn generates a low control pressure to drive the luffing reversing valve 32 to the lower small opening position. The oil from the large pump C1 opens the second one-way valve 31 through port P1 and flows through port G4 to port G2 of the luffing reversing valve 32, thereby driving the luffing starter to operate at low speed.

[0042] When the luffing starter's electronic control lever is at its widest opening, the throttle linkage control system is activated, and the trolley is accelerating. The high current signal output by the lever at its widest opening causes the luffing first proportional pressure reducing valve 33 to open proportionally, generating high control pressure that drives the luffing directional valve 32 to its lower, widest opening. Oil from the main pump C1 flows through port P1, opening the second check valve 31 and passing through port G4 to port G2 of the luffing directional valve 32. The trolley accelerates, further amplifying the input flow and driving the luffing starter to high speed. As the luffing starter lever opening increases, the trolley throttle continuously accelerates, thus expanding the speed regulation range of the luffing starter.

[0043] When the luffing drop control lever is in the small opening stage, the throttle linkage control system is in the closed state, the trolley is in the idling state, the oil from the large pump C1 enters the multi-way valve through port P1, and part of the oil is introduced into the pilot port X through the side pressure port, flowing through the filter element 12, damping element 13, and differential pressure reducing valve 14 to the front of the luffing second electro-proportional pressure reducing valve 34. The small opening of the lever outputs a low current signal, causing the luffing second electro-proportional pressure reducing valve 34 to open proportionally, which in turn generates a low control pressure to drive the luffing reversing valve 32 to the upper small opening. The oil from the large pump C1 opens the second check valve 31 through port P1 and flows through port G1 to port G3 of the luffing reversing valve 32, thereby driving the luffing drop low-speed action.

[0044] When the luffing drop control lever is at its widest opening, the throttle linkage control system is activated, and the trolley is accelerating. The high current signal output by the lever at its widest opening causes the second proportional pressure reducing valve 34 of the luffing system to open proportionally, generating high control pressure that drives the luffing directional valve 32 to its upper wide opening. Oil from the main pump C1 flows through port P1, opening the second check valve 31 and passing through port G1 to port G3 of the luffing directional valve 32. The trolley accelerates, further amplifying the input flow and driving the luffing drop at high speed. As the luffing drop lever opening increases, the trolley throttle continuously accelerates, expanding the speed range of the luffing drop operation.

[0045] In this example, when the hoist lever is in single-action mode, the throttle linkage control system is closed when the hoisting action electric control lever is in the small opening stage, the undercarriage is in the idling state, the oil from the large pump C1 enters the multi-way valve through port P1, and part of the oil is introduced into the pilot port X through the side pressure port. It flows through the filter element 12, the damping element 13, and the differential pressure reducing valve 14 to the hoist's first electro-proportional pressure reducing valve 43. The small opening of the lever outputs a low current signal, causing the hoist's first electro-proportional pressure reducing valve 43 to open proportionally. This generates a low control pressure that drives the hoist reversing valve 42 to the lower small opening position. The oil from the large pump C1 through port P1 and the oil from the small pump C2 through port P2 open the fourth one-way valve 51 and form a confluence. The oil flows through the third one-way valve 41 and through the oil port H4 to the oil port H2 of the hoist reversing valve 42, thereby driving the hoist to operate at low speed.

[0046] When the winch's electric control lever is at its widest opening, the throttle linkage control system is activated, and the undercarriage is accelerating. The high current signal output by the lever at its widest opening causes the winch's first proportional pressure reducing valve 43 to open proportionally, generating high control pressure that drives the winch's reversing valve 42 to its lower, widest opening. Oil from the large pump C1 (through port P1) and the small pump C2 (through port P2) merge at the fourth check valve 51, flowing through the third check valve 41 and then through port H4 to port H2 of the winch's reversing valve 42. This acceleration of the undercarriage further amplifies the input flow, driving the winch to high speed. As the winch lever opening increases, the undercarriage throttle accelerates accordingly, expanding the winch's speed control range.

[0047] When the hoist lowering action's electric control remote lever is in the small opening stage, the throttle linkage control system is in the closed state, the chassis is in the idling state, the oil from the large pump C1 enters the multi-way valve through port P1, and part of the oil is introduced into the pilot port X through the side pressure port, flowing through the filter element 12, damping element 13, and differential pressure reducing valve 14 to the hoist's second electro-proportional pressure reducing valve 44. The small opening of the remote lever outputs a low current signal, causing the hoist's second electro-proportional pressure reducing valve 44 to open proportionally, correspondingly generating a low control pressure to drive the hoist reversing valve 42 to the upper small opening. The oil from the large pump C1 through port P1 and the oil from the small pump C2 through port P2 open the fourth one-way valve 51 to form a confluence, flowing through the third one-way valve 41 and through the oil port H1 to the oil port H3 of the hoist reversing valve 42, thereby driving the hoist to lower at low speed.

[0048] When the winch lowering operation's electric control lever is at its widest opening, the throttle linkage control system is activated, and the undercarriage is accelerating. The high current signal output by the lever at its widest opening causes the winch's second electro-proportional pressure reducing valve 44 to open proportionally, generating high control pressure that drives the luffing directional valve 32 to its upper wide opening. Oil from the large pump C1 (through port P1) and the small pump C2 (through port P2) merge at the fourth check valve 51, flowing through the third check valve 41 and then through port H1 to port H3 of the winch directional valve 42. This acceleration of the undercarriage further amplifies the input flow, thus driving the winch to lower at high speed. As the winch lowering lever opening continuously increases, the undercarriage throttle accelerates accordingly, expanding the speed range of the winch lowering operation.

[0049] In this example, when the slewing lever is in single-action mode, and the slewing forward action electronic control lever is in the small opening stage, the throttle linkage control system is in the closed state, the chassis is in the idling state, the oil from the large pump C1 enters the multi-way valve through port P1, and part of the oil is introduced into the pilot X port through the side pressure port, flowing through the filter element 12, damping element 13, constant differential pressure reducing valve 14 to the first slewing electro-proportional pressure reducing valve 63. The small opening of the lever outputs a low current signal, causing the first slewing electro-proportional pressure reducing valve 63 to open proportionally, which in turn generates a low control pressure to drive the slewing control valve 62 to the lower small opening. The oil from the small pump C2 opens the fifth one-way valve 61 through port P2 and flows through port I4 to port I2 of the slewing control valve 62, thereby driving the slewing forward action at low speed.

[0050] When the slewing forward motion control lever is at its widest opening, the throttle linkage control system is activated, and the trolley is accelerating. The high current signal output by the lever at its widest opening causes the first proportional pressure reducing valve 63 to open proportionally, generating high control pressure that drives the slewing control valve 62 to its lower, widest opening. Oil from the small pump C2 flows through port P2, opening the fifth check valve 61 and passing through port I4 to port I2 of the slewing control valve 62. The trolley accelerates, further amplifying the input flow and thus driving the slewing forward motion at high speed. As the slewing forward motion lever opening increases, the trolley throttle continuously accelerates, expanding the slewing forward motion speed range.

[0051] When the slewing reverse action electric control lever is in the small opening stage, the throttle linkage control system is in the closed state, the chassis is in the idling state, the oil of the large pump C1 enters the multi-way valve through port P1, and part of the oil is introduced into the pilot X port through the side pressure port, flows through the filter element 12, damping element 13, constant differential pressure reducing valve 14 to the slewing second electro-proportional pressure reducing valve 64. The small opening of the lever outputs a low current signal, which causes the slewing second electro-proportional pressure reducing valve 64 to open proportionally, and correspondingly generates a low control pressure to drive the slewing control valve 62 to the upper small opening. The oil of the small pump C2 opens the fifth one-way valve 61 through port P2 and flows through the oil port I1 to the oil port I3 of the slewing control valve 62, thereby driving the slewing reverse low speed action.

[0052] When the slewing reverse action electric control lever is at its widest opening, the throttle linkage control system is activated, and the trolley is accelerating. The high current signal output by the lever at its widest opening causes the second proportional pressure reducing valve 64 to open proportionally, generating high control pressure that drives the slewing control valve 62 to its upper wide opening. Oil from the small pump C2 flows through port P2, opening the fifth check valve 61 and passing through port I1 to port I3 of the slewing control valve 62. The trolley accelerates, further amplifying the input flow and thus driving the high-speed slewing reverse action. As the slewing reverse action lever opening increases, the trolley throttle continuously accelerates, thus expanding the slewing reverse action speed range.

[0053] In this example, during the dual-action operation of the telescopic extension and winch, when both the telescopic levers are at their small opening positions, the throttle linkage control system is closed, the undercarriage is idling, and the hydraulic fluid from the large pump C1 enters the multi-way valve through port P1. Part of the fluid is introduced into the pilot port X through the side pressure port, flowing through filter element 12, damping element 13, and differential pressure reducing valve 14 before reaching the first proportional pressure reducing valve 23 for telescopic extension and the first proportional pressure reducing valve 43 for winch. The small opening of the telescopic extension lever outputs a low current signal, causing the first proportional pressure reducing valve 23 to open proportionally. This generates a low control pressure, driving the telescopic directional valve 22 to its lower small opening position. The hydraulic fluid from the large pump C1 opens the first check valve 21 through port P1, flowing through port F4 to port F2 of the telescopic directional valve 22, thus driving the telescopic extension to move at low speed. Simultaneously, the small opening of the winch lever outputs a low current signal, causing the first proportional pressure reducing valve 43 for winch to open proportionally. When pressure valve 43 opens proportionally, it generates low control pressure, driving winch directional valve 42 to its lower, smaller opening. Oil from small pump C2 flows through port P2, through the fourth check valve 51, and through port H4 to port H2 of winch directional valve 42, thus driving the winch to operate at low speed. If the winch needs to be accelerated, the electric control lever is in a large opening position, the throttle linkage control system is activated, and the undercarriage is in an accelerated state. The large opening of the lever outputs a high current signal, causing the first proportional pressure reducing valve 43 of the winch to open proportionally, generating high control pressure, driving winch directional valve 42 to its lower, larger opening. Oil from small pump C2 flows through port P2, through the fourth check valve 51, and through port H4 to port H2 of winch directional valve 42, accelerating the undercarriage and further amplifying the input flow, thus driving the winch to operate at high speed. When the telescopic extension electric control lever is still in the small opening stage, the output low current signal causes the first proportional pressure reducing valve 33 of the amplitude transformer to generate low control pressure, and the telescopic reversing valve 22 is still in the small opening throttling state. Although the input flow is increased, the telescopic extension action is not significantly improved, making the speed of the telescopic extension and hoisting combined action more balanced.

[0054] In this example, during the remote-controlled hoisting and slewing simultaneous operation, when both control levers are at their small opening positions, the throttle linkage control system is closed, the chassis is idling, and the hydraulic fluid from the large pump C1 enters the multi-way valve through port P1. Part of the fluid is introduced into the pilot port X through the side pressure port, flowing through filter element 12, damping element 13, and differential pressure reducing valve 14 before reaching the hoisting first electro-proportional pressure reducing valve 43 and the slewing first electro-proportional pressure reducing valve 63. The small opening of the hoisting lever outputs a low current signal, causing the hoisting first electro-proportional pressure reducing valve 43 to open proportionally. This generates a low control pressure, driving the hoisting directional valve 42 to its lower small opening position. The hydraulic fluid from the large pump C1 opens the third check valve 41 through port P1, flowing through port H4 to port H2 of the hoisting directional valve 42, thereby driving the hoisting at low speed. Simultaneously, the small opening of the slewing lever outputs a low current signal... The first proportional pressure reducing valve 63 of the slewing mechanism opens proportionally, generating a low control pressure that drives the slewing control valve 62 to its lower small opening position. The oil from the small pump C2 flows through port P2 to open the third check valve 41, passing through port I4 to port I2 of the slewing control valve 62, thus driving the slewing mechanism to operate at low speed. If the winch operation needs to be accelerated, the electric control lever for the winch operation is pushed to its large opening position, the throttle linkage control system is activated, and the undercarriage is in an accelerated state. The large opening of the lever outputs a high current signal, causing the first proportional pressure reducing valve 43 of the winch to open proportionally, generating a high control pressure that drives the winch reversing valve 42 to its lower large opening position. The oil from the large pump C1 flows through port P1 to open the third check valve 41, passing through port H4 to port H2 of the winch reversing valve 42, accelerating the undercarriage and further amplifying the input flow, thereby driving the winch to operate at high speed. When the slewing-forward electric control remote lever is still in the small opening stage, the output low current signal causes the first electro-proportional pressure reducing valve 63 to generate low control pressure, and the slewing control valve 62 is still in the small opening throttling state. Although the input flow is increased, the slewing-forward action is not significantly improved, making the speed of the winch and slewing-forward combined action more balanced.

[0055] In this example, different throttle opening states can be defined according to the actual working conditions for different actions. For hoisting actions that require high work efficiency, the throttle linkage control system can be opened at a smaller angle of the joystick. For slewing actions that require smooth operation, the throttle linkage control system can be opened at a larger angle of the joystick.

[0056] This solution integrates an electro-proportional pressure reducing valve into the multi-way valve control linkage to achieve a proportional relationship between the axial opening of the main valve and the input electrical signal, thereby realizing electronically controlled throttling speed regulation. This approach is low-cost and facilitates widespread application. The throttle linkage control system is linked to the chassis throttle. The opening of the throttle linkage system is based on the opening state of the electronic control lever, thus enabling the throttle multi-way valve to operate stably at low speeds with a small opening and continuously accelerate with a large opening, expanding the speed regulation range and improving work efficiency. When the confluence-type throttling speed regulation multi-way valve combines hoisting or slewing with other electronically controlled low-speed actions, it relies on separate oil supply control from dual pumps to achieve anti-saturation properties. When combining at high speeds, the difference in speed increase after the throttle acceleration intervenes makes the combined action speed more balanced.

Claims

1. A throttle linkage control system, characterized in that: The system includes a combined flow-type throttling speed regulating multi-way valve with electro-proportional control. The combined flow-type throttling speed regulating multi-way valve includes a large pump inlet connection (1), a telescopic control connection (2), a variable amplitude control connection (3), a winch control connection (4), a return oil connection (5), a slewing control connection (6), and a small pump inlet connection (7) connected in parallel. The telescopic control connection (2), the variable amplitude control connection (3), the winch control connection (4), and the slewing control connection (6) each include a check valve, a reversing valve, a first electro-proportional pressure reducing valve, and a second electro-proportional pressure reducing valve. The first working ports of the first and second electro-proportional pressure reducing valves are connected to the oil tank, the second working ports of the first and second electro-proportional pressure reducing valves are connected to the oil outlet of the large pump inlet connector (1), and the third working ports of the first and second electro-proportional pressure reducing valves are connected to the pilot port of the directional valve. The first working port of the directional valve is equipped with a check valve, which is connected to the inlet port P1 or P2. The second working port of the directional valve is connected to the inlet port P1 or P2. The third working port of the directional valve is connected to the return port T1 or T2. The fourth and sixth working ports of the directional valve are used to connect to the hydraulic actuator. The fifth working port of the directional valve is connected to the second working port or return port of the directional valve in the subsequent control link. The throttle linkage control system is connected to the throttle of the chassis vehicle; The throttle linkage control system is activated based on the opening status of the electrically controlled remote levers among the telescopic remote lever, luffing remote lever, winch remote lever, and slewing remote lever. When two of the telescopic levers, luffing levers, winch levers, and slewing levers are in dual-action mode, and both electric control levers are in the small opening stage, the throttle linkage control system is in the closed state, the chassis is in the idling state, and the low current electrical signal generates a low control pressure proportionally through the electro-proportional pressure reducing valve, which drives the directional valve to open axially to a small opening. The oil from the large pump C1 and the small pump C2 provides oil pressure to the control linkage through the oil inlet circuits of the large and small pumps, realizing low-speed compound action.

2. The throttle linkage control system according to claim 1, characterized in that: By applying different current signals to the first and second electro-proportional pressure reducing valves to make them open proportionally, the corresponding control pressure controls the axial opening of the directional valve, thereby driving the hydraulic actuator to move.

3. The throttle linkage control system according to claim 1, characterized in that: The large pump inlet assembly (1) includes a filter element (12), a damping element (13), and a differential pressure reducing valve (14) arranged in series. The input end of the filter element (12) is connected to the pilot X port, and the output end of the differential pressure reducing valve (14) is connected to the second working oil port of the first electro-proportional pressure reducing valve and the second electro-proportional pressure reducing valve.

4. The throttle linkage control system according to claim 1, characterized in that: A back pressure valve (52) is installed at the oil return port, and the input end of the back pressure valve (52) is connected to the oil return ports T1 and T2.

5. The throttle linkage control system according to claim 1, characterized in that: A main relief valve (11) for a large pump is installed between the oil inlet P1 and the oil return port T1, and a main relief valve (71) for a small pump is installed between the oil inlet P2 and the oil return port T2.

6. The throttle linkage control system according to claim 1, characterized in that: When any one of the telescopic telescopic levers, luffing telescopic levers, winching telescopic levers, or slewing telescopic levers is in single motion, during the small opening stage of the actuating electronic control telescopic lever, the throttle linkage control system is in the closed state, the chassis is in the idling state, and the low current electrical signal drives the electro-proportional pressure reducing valve to generate low control pressure proportionally, which drives the directional valve to open axially to achieve low-speed action. When the electric control lever is at its widest opening, the throttle linkage control system is activated, the chassis is accelerating, and the high-current electrical signal drives the electro-proportional pressure reducing valve to generate high control pressure proportionally, which in turn drives the directional valve to open axially to a large extent, accelerating the chassis and further amplifying the input flow to achieve high-speed operation.

7. The throttle linkage control system according to claim 1, characterized in that: When two of the telescopic levers, luffing levers, winch levers, and slewing levers are in dual motion, if the speed of a certain action is slow, and the electric control lever is pushed to a large opening stage, the throttle linkage control system is activated, the trolley is in an accelerated state, the flow provided by the large pump C1 and the small pump C2 is increased, the high current signal drives the electro-proportional pressure reducing valve to generate a high control pressure proportionally, which drives the main valve of a certain action to open axially to a large opening, increasing the input flow and realizing the acceleration of this action. Meanwhile, because the electric control lever is still in a small opening stage, the output low current signal drives the electro-proportional pressure reducing valve to generate low control pressure, and the directional valve is still in a small opening throttling state. Although the input flow rate increases, the acceleration state of this action is weakened, making the speed of the compound action more balanced.

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