A control valve group and a method for adjusting different pressure curves in two gears

Abstract

The present invention relates to a method for adjusting two-gear different pressure curves of a control valve group. The control valve group includes a pressure control valve, a two-position four-way directional control valve A, a two-position four-way directional control valve B, and a sequence valve. The two-position four-way directional control valve A and the two-position four-way directional control valve B are respectively connected to a shuttle valve. The shuttle valve is respectively connected to a two-position three-way directional control valve and a sequence valve. The two-position three-way directional control valve is respectively connected to the pressure control valve through a throttle valve A and a throttle valve B. The method of the present invention uses two two-position four-way directional control valves to respectively control the opening and closing of two-gear clutches (I, II); and through a large-flow pressure control valve, a shuttle valve, a two-position three-way directional control valve, a sequence valve, and two adjustable throttle valves, respectively control the p2 pressure value and t2 time value required when the two-gear clutches are combined, so as to obtain the required pressure value p2 and time value t2 of this gear when different gears are combined, reduce the impact load when each gear is combined, and meet the safety and reliability requirements of special ships.

Description

Technical Field

[0001] The present invention relates to a control valve group adjustment method for medium and large ships and other transmission devices with wet hydraulic friction clutches, and particularly to a control valve group and a two-gear different pressure curve adjustment method thereof. Background Art

[0002] Generally, ship transmission devices are equipped with two or more wet hydraulic friction clutches. To reduce the impact on the load when the clutch engages, it is necessary to configure specific engagement pressure-time curves for each gear clutch according to the inertia size of the gear load (such as Figure 1 ); when the loads of each gear are different, the corresponding pressure-time curves of the gears are also different, that is, the two parameter values of pressure p2 and time t2 are different. At the same time, to ensure safety, it is necessary to ensure that when power is lost, the gear clutch can continue to work, that is, it cannot be disengaged.

[0003] To configure different gear pressure-time curves, multiple electro-hydraulic proportional pressure reducing valves can be used to separately control each gear clutch, but in the power-off condition, it cannot meet the working conditions and cannot be used on special ships; multiple pressure regulating valves can also be combined to achieve this, but multiple oil pumps need to be configured accordingly, which greatly increases the equipment cost and the complexity of the control system, and reduces the reliability of the system operation. Summary of the Invention

[0004] In order to solve the above technical problems, the purpose of the present invention is to provide a control valve group and a two-gear different pressure curve adjustment method thereof, which can achieve different boost curve control requirements and special shifting functions when each gear clutch engages.

[0005] To achieve the above invention purpose, the present invention adopts the following technical solutions:

[0006] A two-gear different pressure curve adjustment method for a control valve group. The control valve group includes a pressure control valve, a two-position four-way directional control valve A, a two-position four-way directional control valve B, and a sequence valve. The pressure control valve is provided with a plurality of chambers, including a pressure adjustment B chamber and a pressure adjustment D chamber. The pressure adjustment B chamber is communicated with an oil inlet. One oil outlet of the pressure control valve is respectively communicated with the oil inlets of the two-position four-way directional control valve A and the two-position four-way directional control valve B. The two-position four-way directional control valve A and the two-position four-way directional control valve B respectively control the opening and closing of clutch I and clutch II. And the two-position four-way directional control valve A and the two-position four-way directional control valve B are respectively communicated with a shuttle valve. The shuttle valve is respectively connected with a two-position three-way directional control valve and a sequence valve. The two oil outlets of the two-position three-way directional control valve are respectively communicated with the pressure adjustment D chamber of the pressure control valve through throttle valve A and throttle valve B. The sequence valve is also communicated with the pressure adjustment D chamber of the pressure control valve. The pressure control valve includes a valve body, a rear cover plate and a front cover plate fixed at both ends of the valve body. A partition plate is also clamped between the rear cover plate and the valve body. A piston and a plunger are arranged in the valve body. The cross-sectional area of the plunger is larger than that of the piston. A large spring and a small spring are arranged in parallel between the piston and the plunger. A pressure adjustment A chamber is formed between the end of the piston, the front cover plate and the inner wall of the valve body. A pressure adjustment B chamber is formed between the side wall of the piston and the inner wall of the valve body. A throttle plug is also arranged on the piston. The throttle plug communicates the pressure adjustment A chamber and the pressure adjustment B chamber. A pressure adjustment D chamber is formed between the plunger, the partition plate and the inner wall of the valve body. The throttle valve A, the throttle valve B, the check valve and the sequence valve are all arranged on the partition plate and are all communicated with the pressure adjustment D chamber. A pressure adjustment C chamber is also arranged between the side wall of the piston and the inner wall of the valve body. The pressure adjustment C chamber is located on the right side of the pressure adjustment B chamber. The pressure adjustment C chamber is communicated with the oil outlet.

[0007] The adjustment method includes the clutch I engagement condition and the clutch II engagement condition:

[0008] I. Clutch I engagement condition: At this time, the P2 port of the two-position four-way directional control valve A is cut off. The oil inlet passage of clutch II is communicated with the oil return port T of the two-position four-way directional control valve A. Clutch II is depressurized and in the disengaged state. The oil is divided into two paths and enters clutch I and the pressure adjustment B chamber of the pressure control valve respectively. The oil entering clutch I also passes through the shuttle valve. Part of it enters the pressure adjustment D chamber of the pressure control valve through the two-position three-way directional control valve and throttle valve B, and the other part is communicated with the pressure adjustment D chamber of the pressure control valve through the sequence valve.

[0009] The oil entering the pressure regulating chamber B of the pressure control valve enters the pressure regulating chamber A through the internal oil passage. After that, the pressure gradually increases and pushes the piston to move to the right, compressing the large spring and the small spring, and discharging part of the oil from the pressure regulating chamber C. The oil entering the pressure regulating chamber D pushes the plunger to move to the left. During the leftward movement of the plunger, the large spring and the small spring are further compressed, causing the oil pressure at the pressure regulating chamber B to gradually rise to a high-pressure state.

[0010] In the initial stage of the clutch pressure increase, the sequence valve is in the closed state. When the clutch pressure gradually rises to the set value p2, the sequence valve opens, and the oil quickly enters the pressure regulating chamber D of the pressure control valve. Under the combined action of the oil passing through the throttle valve B, the plunger moves quickly, and the oil pressure also quickly rises to the value p3, completing the entire pressure increase process. Finally, under the combined action of the throttle valve B and the sequence valve, the pressure-time curve required for the engagement of clutch I is obtained.

[0011] Second, the engagement condition of clutch II: At this time, the P1 port of the two-position four-way directional control valve B is blocked, and the oil inlet passage of clutch I is connected to the oil return port T of the valve body. Clutch I is depressurized and in the disengaged state. The oil is divided into two paths and enters the pressure regulating chamber B of clutch II and the pressure control valve respectively. The oil entering clutch II also passes through the shuttle valve. Part of the oil enters the pressure regulating chamber D of the pressure control valve through the two-position three-way directional control valve and the throttle valve A, and the other part enters the pressure regulating chamber D of the pressure control valve through the sequence valve.

[0012] The oil entering the pressure regulating chamber B of the pressure control valve enters the pressure regulating chamber A through the internal oil passage. After that, the pressure gradually increases and pushes the piston to move to the right, compressing the large spring and the small spring, and discharging part of the oil from the pressure regulating chamber C. The oil entering the pressure regulating chamber D pushes the plunger to move to the left. During the leftward movement of the plunger, the large spring and the small spring are further compressed, causing the oil pressure at the pressure regulating chamber B to gradually rise to a high-pressure state.

[0013] In the initial stage of the clutch pressure increase, the sequence valve is in the closed state. When the clutch pressure gradually rises to the set value p2, the sequence valve opens, and the oil quickly enters the pressure regulating chamber D of the pressure control valve. Under the combined action of the oil passing through the throttle valve A, the plunger moves quickly, and the oil pressure also quickly rises to the value p3, completing the entire pressure increase process. Finally, under the combined action of the throttle valve A and the sequence valve, the pressure-time curve required for the engagement of clutch II is obtained.

[0014] As a preferred solution: An oil passage E is further provided in the valve body. One end of the oil passage E is respectively communicated with the P2 and P1 ports of the two-position four-way directional control valve A and the two-position four-way directional control valve B, and the other end is communicated with the pressure regulating B chamber; The adjustment method further includes an empty gear position condition: At this time, the P2 and P1 ports of the two-position four-way directional control valve A and the two-position four-way directional control valve B are cut off and not communicated. The oil inlets of the clutch I and the clutch II are communicated with the oil return port T of the valve body, the clutches are depressurized, and both the clutch I and the clutch II are in the disengaged state; After the oil in the pressure regulating B chamber of the pressure control valve enters the pressure regulating A chamber through the inner oil passage, the pressure gradually increases, pushing the piston to move to the right and compressing the large spring and the small spring, discharging part of the oil from the pressure regulating C chamber, and the other part of the oil enters the P2 and P1 ports of the two-position four-way directional control valve A and the two-position four-way directional control valve B through the oil passage E. Since the P2 and P1 ports are both in the cut-off state, no oil enters the pressure regulating D chamber of the pressure control valve, and the plunger is stationary. At this time, the pressure regulating B chamber is in a low-pressure state.

[0015] As a preferred solution: The pressure regulating D chamber of the pressure control valve is also connected to the shuttle valve through a check valve, and the shuttle valve is communicated with the T port of the two-position four-way directional control valve A or the two-position four-way directional control valve B for pressure relief; The adjustment method further includes the disengaged state of the clutch I or the clutch II:

[0016] When the clutch I or the clutch II performs a disengaged operation, the check valve opens, and the oil in the pressure regulating D chamber of the pressure control valve quickly passes through the check valve, the shuttle valve, and the two-position four-way directional control valve B or the two-position four-way directional control valve A to be communicated with the T port for pressure relief. The pressure in the pressure regulating D chamber returns to zero, the control valve group returns to the neutral gear position condition, and the system is in a low-pressure state.

[0017] As a preferred solution: A pressure regulating F chamber is formed between the piston and the plunger and the inner wall of the valve body, and the T ports of the two-position four-way directional control valve A and the two-position four-way directional control valve B are communicated with the pressure regulating F chamber.

[0018] As a preferred solution: The throttle valve A and the throttle valve B have the same structure. The throttle valve A includes a throttle screw, a lock nut, and a screw seat. The screw seat is connected to the partition through an external thread and to the throttle screw through an internal thread. By screwing in or out the throttle screw, the flow rate of the corresponding flow passage communicated with the pressure regulating D chamber on the partition changes. A lock nut is also provided at one end of the throttle screw.

[0019] As a preferred solution: A sealing nut is also provided at one end of the screw seat, and a gasket is also provided between the screw seat and the partition.

[0020] As a preferred solution: The check valve includes a steel ball and a spring arranged in the partition, and a plug A connected to the partition. The two ends of the spring are respectively abutted against the steel ball and the plug A, and the steel ball presses the corresponding flow passage communicated with the pressure regulating D chamber under the action of the spring.

[0021] As a preferred solution: The sequence valve includes a valve core, a pressure spring, and a plug B. The valve core is arranged in the corresponding flow passage in the partition plate communicating with the pressure regulation D chamber. The plug B is connected to the partition plate by a thread. The two ends of the pressure spring respectively abut against the valve core and the plug B. A pressure adjustment pad is further arranged between the valve core and the pressure spring.

[0022] As a preferred solution: The two-position four-way directional control valve A and the two-position four-way directional control valve B are arranged in parallel on the top of the pressure control valve, and both the two-position four-way directional control valve A and the two-position four-way directional control valve B are electrically controlled directional control valves with spool positioning and mechanical emergency functions.

[0023] As a preferred solution: The two-position three-way directional control valve is a cartridge-type electromagnetic directional control valve with a mechanical emergency function and is arranged in the rear cover plate.

[0024] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0025] The method of the present invention uses two two-position four-way directional control valves to respectively control the opening and closing of two-speed clutches (I, II); and through a high-flow pressure control valve, a shuttle valve, a two-position three-way directional control valve, a sequence valve, and two adjustable throttle valves, the p2 pressure value and the t2 time value required when the two-speed clutches are combined are respectively controlled, so as to obtain the required pressure value p2 and time value t2 for this gear when different gears are combined, thereby reducing the impact load when each gear is combined; meeting the safety and reliability requirements of special ships. Brief Description of the Drawings

[0026] The specification drawings forming a part of the present application are used to provide a further understanding of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application and do not constitute a limitation to the present application.

[0027] Figure 1 is the gear pressure curve diagram of the present invention;

[0028] Figure 2 is the schematic hydraulic principle diagram of the present invention;

[0029] Figure 3 is the schematic top structure diagram of the control valve group of the present invention;

[0030] Figure 4 is the schematic end structure diagram of the control valve group of the present invention;

[0031] Figure 5 is Figure 4 the C-C sectional view of

[0032] Figure 6 is the schematic side structure diagram of the control valve group of the present invention;

[0033] Figure 7 Yes Figure 6 is the D-D sectional view of

[0034] The reference numerals in the drawings are: 1, pressure control valve; 101, piston; 102, throttle plug; 103, valve body; 104, large spring; 105, small spring; 106, plunger; 107, positioning ring; 108, partition plate; 109, rear cover plate; 110, front cover plate; 2, two-position four-way directional control valve A; 3, two-position four-way directional control valve B; 4, shuttle valve; 5, two-position three-way directional control valve; 6, throttle valve A; 601, oil seal nut; 602, throttle screw; 603, locknut; 604, screw seat; 605, gasket; 7, throttle valve B; 8, check valve; 801, ball; 802, spring; 803, plug A; 804, gasket; 9, sequence valve; 901, spool; 902, pressure spring; 903, gasket; 904, plug B; 905, pressure adjusting pad. Detailed implementation manners

[0035] It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the technical field to which this application belongs.

[0036] It should be noted that the terms used herein are only for describing specific implementation manners and are not intended to limit the exemplary implementation manners according to the present application. As used herein, unless the context clearly indicates otherwise, the singular forms are also intended to include the plural forms. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0037] In addition, in the description of the present invention, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0038] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality of" is two or more, unless otherwise clearly defined.

[0039] In the present invention, unless otherwise clearly specified and defined, terms such as "mounted", "connected", "coupled", "fixed", etc. shall be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] In the present invention, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the first feature has a lower horizontal height than the second feature.

[0041] The present invention will be further described below in conjunction with the accompanying drawings and embodiments:

[0042] Such as Figures 2 to 7As shown in the figure, a control valve group capable of realizing two-stage pressure regulation includes a pressure control valve 1, a two-position four-way directional control valve A 2, a two-position four-way directional control valve B 3, and a sequence valve 9. The two-position four-way directional control valve A 2 and the two-position four-way directional control valve B 3 are arranged in parallel on the top of the pressure control valve 1, and both the two-position four-way directional control valve A 2 and the two-position four-way directional control valve B 3 are electrically controlled directional control valves with spool positioning and mechanical emergency functions. The pressure control valve 1 is provided with a plurality of chambers, including a pressure regulation B chamber and a pressure regulation D chamber. The pressure regulation B chamber is communicated with the oil inlet. One oil outlet of the pressure control valve 1 is respectively communicated with the oil inlets of the two-position four-way directional control valve A 2 and the two-position four-way directional control valve B 3. The two-position four-way directional control valve A 2 and the two-position four-way directional control valve B 3 respectively control the opening and closing of clutch I and clutch II. The two-position four-way directional control valve A 2 and the two-position four-way directional control valve B 3 are respectively communicated with a shuttle valve 4. The shuttle valve 4 is respectively connected to a two-position three-way directional control valve 5 and a sequence valve 9. The two oil outlets of the two-position three-way directional control valve 5 are respectively communicated with the pressure regulation D chamber of the pressure control valve 1 through a throttle valve A 6 and a throttle valve B 7. The sequence valve 9 is also communicated with the pressure regulation D chamber of the pressure control valve 1. The pressure regulation D chamber of the pressure control valve 1 is also connected to the shuttle valve 4 through a check valve 8, and the shuttle valve 4 is communicated with the T port of the two-position four-way directional control valve A 2 or the two-position four-way directional control valve B 3 for pressure relief.

[0043] As Figure 5 shown in the figure, the pressure control valve 1 includes a valve body 103, a rear cover plate 109 and a front cover plate 110 fixed at both ends of the valve body 103. The two-position three-way directional control valve 5 is an inserted electromagnetic directional control valve with a mechanical emergency function and is arranged in the rear cover plate 109. A partition plate 108 is also clamped between the rear cover plate 109 and the valve body 103. A positioning ring 107 is also arranged between the partition plate 108 and the valve body 103. A piston 101 and a plunger 106 are arranged in the valve body 103. The cross-sectional area of the plunger 106 is larger than that of the piston 101. The piston 101 and the plunger 106 respectively form a small clearance fit with the inner hole of the valve body 103. A large spring 104 and a small spring 105 are arranged in parallel between the piston 101 and the plunger 106. A pressure regulation A chamber is formed between the end of the piston 101, the front cover plate 110 and the inner wall of the valve body 103. A pressure regulation B chamber is formed between the side wall of the piston 101 and the inner wall of the valve body 103. A throttle plug 102 is also arranged on the piston 101. The throttle plug 102 communicates the pressure regulation A chamber and the pressure regulation B chamber. A pressure regulation D chamber is formed between the plunger 106, the partition plate 108 and the inner wall of the valve body 103. The throttle valve A 6, the throttle valve B 7, the check valve 8 and the sequence valve 9 are all arranged on the partition plate 108 and are all communicated with the pressure regulation D chamber.

[0044] A pressure regulating chamber C is also provided between the side wall of the piston 101 and the inner wall of the valve body 103. The pressure regulating chamber C is located on the right side of the pressure regulating chamber B, and the pressure regulating chamber C is communicated with the oil outlet. An oil passage E is further provided in the valve body 103. One end of the oil passage E is communicated with the P2 and P1 ports of the two-position four-way directional control valve A2 and the two-position four-way directional control valve B3 respectively, and the other end is communicated with the pressure regulating chamber B. A pressure regulating chamber F is formed between the piston 101, the plunger 106 and the inner wall of the valve body 103. The T ports of the two-position four-way directional control valve A2 and the two-position four-way directional control valve B3 are communicated with the pressure regulating chamber F.

[0045] As Figure 7 shown, the throttle valve A6 and the throttle valve B7 have the same structure. The throttle valve A6 includes a throttle screw 602, a lock nut 603 and a screw seat 604. The screw seat 604 is connected to the partition plate 108 through an external thread and to the throttle screw 602 through an internal thread. By screwing in or out the throttle screw 602, the flow rate of the corresponding flow passage communicated with the pressure regulating chamber D on the partition plate 108 is changed. One end of the throttle screw 602 is further provided with a lock nut 603. The setting of the lock nut 603 can lock the throttle screw 602 after the adjustment is completed to prevent the throttle screw 602 from loosening. One end of the screw seat 604 is further provided with an oil sealing nut 601, and a gasket 605 is further provided between the screw seat 604 and the partition plate 108.

[0046] The one-way valve 8 includes a steel ball 801 and a spring 802 arranged in the partition plate 108, and a plug A 803 connected to the partition plate 108. The two ends of the spring 802 are respectively abutted against the steel ball 801 and the plug A 803. The steel ball 801 is pressed against the corresponding flow passage communicated with the pressure regulating chamber D under the action of the spring 802. A gasket 804 is further provided between the plug A 803 and the partition plate 108.

[0047] The sequence valve 9 includes a valve core 901, a pressure spring 902 and a plug B 904. The valve core 901 is arranged in the corresponding flow passage communicated with the pressure regulating chamber D in the partition plate 108. A small clearance fit is formed between the outer circle of one end of the valve core 901 and the inner hole of the partition plate 108. The plug B 904 is connected to the partition plate 108 through a thread. The two ends of the pressure spring 902 are respectively abutted against the valve core 901 and the plug B 904. A pressure adjusting pad 905 is further provided between the valve core 901 and the pressure spring 902. The opening pressure of the sequence valve is set to the p2 value required in the pressure-time curve and can be adjusted by the pressure adjusting pad 905. A gasket 903 is further provided between the plug B 904 and the partition plate 108.

[0048] A two-gear different pressure curve adjustment method for a control valve group. The working process of the valve group will be specifically described below from four working conditions of the valve group, namely the neutral condition, the condition when clutch I is engaged, the condition when clutch II is engaged, and the condition when clutch I (or clutch II) is disengaged:

[0049] 1. Neutral condition: At this time, YV1 of the two-position four-way directional control valve A2 and YV3 of the two-position four-way directional control valve B3 are energized. The P2 and P1 ports of the two-position four-way directional control valve A2 and the two-position four-way directional control valve B3 are cut off and not connected. The oil inlet passages of clutch I and clutch II are connected to the valve body oil return port T, the clutches are depressurized, and both clutch I and II are in the disengaged state. After the oil in the pressure regulation B chamber of the pressure control valve 1 enters the pressure regulation A chamber through the internal oil passage, the pressure gradually increases, pushing the piston 101 to move to the right and compressing the large spring 104 and the small spring 105. Part of the oil is discharged from the pressure regulation C chamber, and another part of the oil enters the P2 and P1 ports of the two-position four-way directional control valve A2 and the two-position four-way directional control valve B3 through the oil passage E. Since the P2 and P1 ports are both in the cut-off state, no oil enters the pressure regulation D chamber of the pressure control valve 1, and the plunger 106 has no displacement. At this time, the pressure regulation B chamber is in a low-pressure state.

[0050] 2. Condition when clutch I is engaged: At this time, YV1 of the two-position four-way directional control valve A2 and YV4 of the two-position four-way directional control valve B3 are energized (or pulsed current is applied), and the rest of the electromagnets are not energized. The P2 port of the two-position four-way directional control valve A2 is cut off. The oil inlet passage of clutch II is connected to the valve body oil return port T, and clutch II is depressurized and in the disengaged state. The oil is divided into two paths and enters clutch I and the pressure regulation B chamber of the pressure control valve 1 respectively. After the oil entering clutch I passes through the shuttle valve 4, part of it enters the pressure regulation D chamber of the pressure control valve 1 through the two-position three-way directional control valve 5 and the throttle valve B7, and the other part is connected to the pressure regulation D chamber of the pressure control valve 1 through the sequence valve 9.

[0051] After the oil entering the pressure regulation B chamber of the pressure control valve 1 enters the pressure regulation A chamber through the internal oil passage, the pressure gradually increases and pushes the piston 101 to move to the right, compressing the large spring 104 and the small spring 105, and discharging part of the oil from the pressure regulation C chamber. The oil entering the pressure regulation D chamber pushes the plunger 106 to move to the left. Since the cross-sectional area of the plunger 106 is larger than the cross-sectional area of the piston 101, the plunger continuously moves to the left as the oil inflow in the pressure regulation D chamber increases until it is restricted by the inner hole step of the valve body 103. During the leftward movement of the plunger 106, the large spring 104 and the small spring 105 are further compressed, causing the oil pressure at the pressure regulation B chamber to gradually rise to a high-pressure state.

[0052] The oil pressure rise time of the pressure regulating B chamber of the pressure control valve 1 depends on the speed of the plunger 106 moving leftward, and the speed of the plunger 106 moving leftward depends on the oil flow rate through the throttle valve B7. Therefore, by adjusting the opening size of the throttle valve B7, the oil pressure rise time t2 of the oil pressure in the pressure regulating B chamber (i.e., the working oil pressure) can be adjusted.

[0053] In the initial stage of the clutch pressure rise, the sequence valve 9 is in the cut-off state. When the clutch pressure gradually rises to the set p2 value, the sequence valve 9 opens, and the oil quickly enters the pressure regulating D chamber of the pressure control valve 1. Under the combined action with the oil passing through the throttle valve B7, the plunger 106 moves quickly, and the oil pressure also quickly rises to the p3 value, completing the entire pressure rise process. Finally, under the combined action of the throttle valve B7 and the sequence valve 9, the pressure-time curve required for the engagement of clutch I is obtained.

[0054] 3. Clutch II engagement condition: At this time

[0055] YV2 of the two-position four-way directional control valve A2, YV2 of the two-position four-way directional control valve B3, and YV5 of the two-position three-way directional control valve 5 are energized (or pulsed current is applied), and the other electromagnets are not energized. The P1 port of the two-position four-way directional control valve B3 is cut off, and the oil inlet passage of clutch I communicates with the valve body oil return port T, and clutch I is depressurized and in the disengaged state. The oil is divided into two paths and enters the clutch II and the pressure regulating B chamber of the pressure control valve 1 respectively; the oil entering the clutch II also passes through the shuttle valve 4, and a part of it passes through the two-position three-way directional control valve 5 and the throttle valve A6 and enters the pressure regulating D chamber of the pressure control valve 1, and the other part passes through the sequence valve 9 and enters the pressure regulating D chamber of the pressure control valve 1.

[0056] Similarly, the oil in the pressure regulating B chamber of the pressure control valve 1 enters the pressure regulating A chamber through the internal oil passage, and the pressure gradually rises and pushes the piston 101 to move rightward, compressing the large spring 104 and the small spring 105, and discharging part of the oil from the pressure regulating C chamber; the oil entering the pressure regulating D chamber of the pressure control valve 1 pushes the plunger 106 to move leftward. Since the cross-sectional area of the plunger 106 is larger than the cross-sectional area of the piston 101, the plunger continuously moves leftward as the oil inlet volume in the pressure regulating D chamber increases until it is restricted by the inner hole step of the valve body 103. During the leftward movement of the plunger 106, the large spring 104 and the small spring 105 are further compressed, so that the oil pressure at the pressure regulating B chamber gradually rises to the high-pressure state.

[0057] The oil pressure rise time of the pressure regulating B chamber of the pressure control valve 1 depends on the speed of the plunger 106 moving leftward, and the speed of the plunger 106 moving leftward depends on the oil flow rate through the overflow valve A6. Therefore, by adjusting the opening size of the throttle valve A6, the oil pressure rise time t2 of the oil pressure in the pressure regulating B chamber (i.e., the working oil pressure) can be adjusted.

[0058] In the initial stage of clutch boost, the sequence valve 9 is in the cut-off state. When the clutch pressure gradually rises to the set value p2, the sequence valve 9 opens, and the oil quickly enters the pressure regulating chamber D of the pressure control valve 1. Under the combined action of the oil flowing through the throttle valve A6, the plunger 106 moves quickly, and the oil pressure quickly rises to the value p3, completing the entire boosting process. Finally, under the combined action of the throttle valve 6 and the sequence valve 9, the pressure-time curve required for the engagement of clutch II is obtained.

[0059] 4. Disengagement condition of clutch I (or clutch II)

[0060] When clutch I (or clutch II) performs the disengagement operation, the check valve 8 opens, and the oil in the pressure regulating chamber D of the pressure control valve 1 quickly discharges pressure through the check valve 8, shuttle valve 4, and two-position four-way directional control valve B3 (or two-position four-way directional control valve A2) to communicate with the T port. The pressure in the pressure regulating chamber D returns to zero, the control valve group returns to the neutral position condition, and the system is in a low-pressure state. The quick oil return of the check valve 8 can quickly disengage the clutch and prevent the risk of clutch overheating and burning.

[0061] For the control valve group of the present invention, when the clutch is not working, the system is always in a low-pressure state. Only when a certain gear clutch engages, the system pressure rises to the set value, reducing the energy loss of the prime mover.

[0062] The present invention uses a large-flow pressure control valve 1, and the two-position four-way directional control valve A2 and the two-position four-way directional control valve B3 respectively control the opening and closing of the two-gear clutches (I, II); through the shuttle valve 4, two-position three-way directional control valve 5, check valve 8, sequence valve 9, and adjustable throttle valve A6, adjustable throttle valve B7, the required p2 pressure value and t2 time value when the two-gear clutches engage are respectively controlled, so as to obtain the required pressure value p2 and time value t2 for each gear when engaging, reducing the impact load when engaging each gear; when power is lost, the two-position four-way directional control valve A2 and the two-position four-way directional control valve B3 have power-off protection (that is, when the solenoid valve loses power, the original gear is maintained) and mechanical emergency functions, and the two-position three-way directional control valve 5 has a mechanical emergency mechanism, meeting the safety and reliability requirements of special ships. The present invention adopts an integrated design, combining each component through internal oil circuits, reducing the weight of the components, and improving the working reliability and maintainability.

[0063] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0064] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention without departing from the principles and purposes of the present invention. Any simple modification, equivalent change, and modification made to the above embodiments based on the technical essence of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. A control valve group for realizing the adjustment of different pressure curves in two gears, characterized in that: The control valve group includes a pressure control valve (1), a two-position four-way directional control valve A (2), a two-position four-way directional control valve B (3), and a sequence valve (9). The pressure control valve (1) has multiple chambers inside, including a pressure regulation B chamber and a pressure regulation D chamber. The pressure regulation B chamber is communicated with the oil inlet. One oil outlet of the pressure control valve (1) is respectively communicated with the oil inlets of the two-position four-way directional control valve A (2) and the two-position four-way directional control valve B (3). The two-position four-way directional control valve A (2) and the two-position four-way directional control valve B (3) respectively control the opening and closing of clutch I and clutch II. And the two-position four-way directional control valve A (2) and the two-position four-way directional control valve B (3) are respectively communicated with a shuttle valve (4). The shuttle valve (4) is respectively connected to a two-position three-way directional control valve (5) and the sequence valve (9). The two oil outlets of the two-position three-way directional control valve (5) are respectively communicated with the pressure regulation D chamber of the pressure control valve (1) through a throttle valve A (6) and a throttle valve B (7). The sequence valve (9) is also communicated with the pressure regulation D chamber of the pressure control valve (1). The pressure control valve (1) includes a valve body (103), a rear cover plate (109) and a front cover plate (110) fixed at both ends of the valve body (103). A partition plate (108) is also clamped between the rear cover plate (109) and the valve body (103). A piston (101) and a plunger (106) are arranged inside the valve body (103). The cross-sectional area of the plunger (106) is larger than that of the piston (101). A large spring (104) and a small spring (105) are arranged in parallel between the piston (101) and the plunger (106). A pressure regulation A chamber is formed between the end of the piston (101), the front cover plate (110) and the inner wall of the valve body (103). A pressure regulation B chamber is formed between the side wall of the piston (101) and the inner wall of the valve body (103). A throttle plug (102) is also arranged on the piston (101). The throttle plug (102) communicates the pressure regulation A chamber and the pressure regulation B chamber. A pressure regulation D chamber is formed between the plunger (106), the partition plate (108) and the inner wall of the valve body (103). The throttle valve A (6), the throttle valve B (7), a check valve (8) and the sequence valve (9) are all arranged on the partition plate (108) and are all communicated with the pressure regulation D chamber. A pressure regulation C chamber is also arranged between the side wall of the piston (101) and the inner wall of the valve body (103). The pressure regulation C chamber is located on the right side of the pressure regulation B chamber. The pressure regulation C chamber is communicated with the oil outlet. An oil passage E is also arranged inside the valve body (103). One end of the oil passage E is respectively communicated with the P2 and P1 ports of the two-position four-way directional control valve A (2) and the two-position four-way directional control valve B (3), and the other end is communicated with the pressure regulation B chamber. The pressure regulation D chamber of the pressure control valve (1) is also connected to the shuttle valve (4) through a check valve (8), and the shuttle valve (4) is communicated with the T port of the two-position four-way directional control valve A (2) or the two-position four-way directional control valve B (3) for pressure relief.

2. The control valve group according to claim 1, wherein: A pressure regulating F chamber is formed between the piston (101) and the plunger (106) and the inner wall of the valve body (103), and the T ports of the two-position four-way directional control valve A (2) and the two-position four-way directional control valve B (3) are communicated with the pressure regulating F chamber.

3. The control valve group according to claim 1, characterized in that: The throttle valve A (6) and the throttle valve B (7) have the same structure. The throttle valve A (6) includes a throttle screw (602), a lock nut (603) and a screw seat (604). The screw seat (604) is connected to the partition plate (108) through an external thread and to the throttle screw (602) through an internal thread. By screwing in or out the throttle screw (602), the flow rate of the corresponding flow passage on the partition plate (108) communicated with the pressure regulating D chamber changes. One end of the throttle screw (602) is also provided with a lock nut (603).

4. The control valve group according to claim 3, wherein: One end of the screw seat (604) is also provided with an oil sealing nut (601), and a gasket (605) is also provided between the screw seat (604) and the partition plate (108).

5. The control valve group according to claim 1, characterized in that: The one-way valve (8) includes a steel ball (801) and a spring (802) arranged in the partition plate (108), and a plug A (803) connected to the partition plate (108). The two ends of the spring (802) are respectively abutted against the steel ball (801) and the plug A (803), and the steel ball (801) presses the corresponding flow passage communicated with the pressure regulating D chamber under the action of the spring (802).

6. The control valve group according to claim 1, wherein: The sequence valve (9) includes a valve core (901), a pressure spring (902) and a plug B (904). The valve core (901) is arranged in the corresponding flow passage in the partition plate (108) communicated with the pressure regulating D chamber. The plug B (904) is connected to the partition plate (108) by a thread. The two ends of the pressure spring (902) are respectively abutted against the valve core (901) and the plug B (904). A pressure adjusting pad (905) is also provided between the valve core (901) and the pressure spring (902).

7. The control valve group according to claim 1, wherein: The two-position four-way directional control valve A (2) and the two-position four-way directional control valve B (3) are arranged side by side on the top of the pressure control valve (1), and both the two-position four-way directional control valve A (2) and the two-position four-way directional control valve B (3) are electrically controlled directional control valves with spool positioning and mechanical emergency functions.

8. The control valve group according to claim 1, characterized in that: The two-position three-way directional control valve (5) is a cartridge-type electromagnetic directional control valve with a mechanical emergency function and is arranged in the rear cover plate (109).

9. The method for adjusting the two-gear different pressure curves of the control valve group according to any one of claims 1 to 8, characterized in that: The adjustment method includes the clutch I engagement condition and the clutch II engagement condition: I. Clutch I engagement condition: At this time, the P2 port of the two-position four-way directional control valve A (2) is cut off, the oil inlet passage of the clutch II is communicated with the T port of the two-position four-way directional control valve A (2) for oil return, and the clutch II is depressurized and in the disengaged state; the oil is divided into two paths and enters the pressure regulating B chamber of the clutch I and the pressure control valve (1) respectively; the oil entering the clutch I also passes through the shuttle valve (4), and then a part of it enters the pressure regulating D chamber of the pressure control valve (1) through the two-position three-way directional control valve (5) and the throttle valve B (7), and the other part is communicated with the pressure regulating D chamber of the pressure control valve (1) through the sequence valve (9); The oil entering the pressure regulating B chamber of the pressure control valve (1) enters the pressure regulating A chamber through the internal oil passage. After that, the pressure gradually increases and pushes the piston (101) to move rightward, compressing the large spring (104) and the small spring (105), and discharging part of the oil from the pressure regulating C chamber. The oil entering the pressure regulating D chamber pushes the plunger (106) to move leftward. During the leftward movement of the plunger (106), the large spring (104) and the small spring (105) are further compressed, causing the oil pressure at the pressure regulating B chamber to gradually rise to the high-pressure state. In the initial stage of the clutch pressure increase, the sequence valve (9) is in the cut-off state. When the clutch pressure gradually rises to the set value p2, the sequence valve (9) opens, and the oil quickly enters the pressure regulating D chamber of the pressure control valve (1). Under the combined action of the oil passing through the throttle valve B (7), the plunger (106) moves quickly, and the oil pressure also quickly rises to the value p3, completing the entire pressure increase process. Finally, under the combined action of the throttle valve B (7) and the sequence valve (9), the pressure-time curve required for the engagement of clutch I is obtained. Second, the engagement condition of clutch II: At this time, the P1 port of the two-position four-way directional valve B (3) is cut off, the oil inlet passage of clutch I is connected to the valve body oil return port T, and clutch I is depressurized and in the disengaged state. The oil is divided into two paths and enters the pressure regulating B chamber of clutch II and the pressure control valve (1) respectively. The oil entering clutch II also passes through the shuttle valve (4). Then, part of the oil enters the pressure regulating D chamber of the pressure control valve (1) through the two-position three-way directional valve (5) and the throttle valve A (6), and the other part enters the pressure regulating D chamber of the pressure control valve (1) through the sequence valve (9). The oil entering the pressure regulating B chamber of the pressure control valve (1) enters the pressure regulating A chamber through the internal oil passage. After that, the pressure gradually increases and pushes the piston (101) to move rightward, compressing the large spring (104) and the small spring (105), and discharging part of the oil from the pressure regulating C chamber. The oil entering the pressure regulating D chamber pushes the plunger (106) to move leftward. During the leftward movement of the plunger (106), the large spring (104) and the small spring (105) are further compressed, causing the oil pressure at the pressure regulating B chamber to gradually rise to the high-pressure state. In the initial stage of the clutch pressure increase, the sequence valve (9) is in the cut-off state. When the clutch pressure gradually rises to the set value p2, the sequence valve (9) opens, and the oil quickly enters the pressure regulating D chamber of the pressure control valve (1). Under the combined action of the oil passing through the throttle valve A (6), the plunger (106) moves quickly, and the oil pressure also quickly rises to the value p3, completing the entire pressure increase process. Finally, under the combined action of the throttle valve A (6) and the sequence valve (9), the pressure-time curve required for the engagement of clutch II is obtained. The adjustment method further includes an empty gear position condition: At this time, the P2 and P1 ports of the four-way two-position directional control valve A (2) and the four-way two-position directional control valve B (3) are cut off and not connected. The oil inlet passages of the clutch I and the clutch II communicate with the oil return port T of the valve body, the clutches are depressurized, and both the clutch I and the clutch II are in the disengaged state; after the oil in the pressure adjustment B chamber of the pressure control valve (1) enters the pressure adjustment A chamber through the internal oil passage, the pressure gradually increases, pushing the piston (101) to move to the right and compressing the large spring (104) and the small spring (105), discharging part of the oil from the pressure adjustment C chamber, and the other part of the oil enters the P2 and P1 ports of the four-way two-position directional control valve A (2) and the four-way two-position directional control valve B (3) through the oil passage E. Since the P2 and P1 ports are both in the cut-off state, no oil enters the pressure adjustment D chamber of the pressure control valve (1), and the plunger (106) is stationary. At this time, the pressure adjustment B chamber is in a low-pressure state; The adjustment method further includes a disengaged condition of the clutch I or the clutch II: When the clutch I or the clutch II performs a disengaging operation, the one-way valve (8) opens, and the oil in the pressure adjustment D chamber of the pressure control valve (1) quickly discharges pressure through the one-way valve (8), the shuttle valve (4), the four-way two-position directional control valve B (3) or the four-way two-position directional control valve A (2) to communicate with the T port. The pressure in the pressure adjustment D chamber returns to zero, the control valve group returns to the neutral gear position condition, and the system is in a low-pressure state.

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