Ultra-high pressure control valve block for shield tunneling, electro-hydraulic driving system and control method

Abstract

The invention discloses an ultrahigh pressure control valve block for shield propulsion, an electro-hydraulic driving system and a control method, and solves the problem of insufficient thrust of a propulsion control system in the prior art. An ultrahigh-pressure control valve block for shield tunneling comprises a valve body, a control cover plate and a proportional overflow valve, a valve element is arranged in the valve body, a flow stabilizer is arranged in the valve element, and a second oil outlet path is additionally arranged on the valve block, so that unloading and rapid pressure reduction are achieved when the oil pressure is too high; the electro-hydraulic driving system comprises N subunits connected in parallel, N is larger than or equal to 2, and the subunits adopt the control valve blocks, the thrust oil cylinders, the electromagnetic reversing valves, the cartridge valves and the throttling valves to accurately regulate and control system pressure. According to the control method, the control system is adopted, when the thrust oil cylinder stretches out, oil conveyed by the pump station enters the rodless cavity of the oil cylinder set through the control valve block, and the control valve block is dynamically decompressed under the ultrahigh pressure working condition, so that the oil cylinder stretches out stably. When the thrust oil cylinder retracts, the pump station reversely conveys oil to enter the rod cavity of the oil cylinder set, and the method achieves stable stretching and retracting of the thrust oil cylinder set.

Description

Technical Field

[0001] The present invention relates to the technical field of shield propulsion, and particularly to a propulsion hydraulic system. Background Art

[0002] The propulsion electro-hydraulic drive system is the core system for the tunneling of a shield machine, and its driving and regulating capabilities are directly related to the speed, accuracy, and stability of shield tunneling. The existing shield electro-hydraulic propulsion system has limited pressure, resulting in insufficient thrust when the shield machine encounters hard rock geology and making it difficult to achieve efficient tunneling. Summary of the Invention

[0003] In view of the deficiencies in the above background art, the present invention proposes a super-high pressure control valve block, an electro-hydraulic drive system, and a method for shield propulsion, which solve the problem of insufficient thrust in the existing propulsion hydraulic system.

[0004] The technical solution of the present invention is realized as follows: A super-high pressure control valve block for shield propulsion includes a valve body and a control cover plate provided on the valve body. A proportional relief valve communicating with the valve body is provided on the control cover plate. A valve sleeve is provided in the valve body, and a hollow valve core is provided in the valve sleeve. A flow stabilizer is provided at one end of the valve core facing the control cover plate, and the other end cooperates with the valve sleeve and the valve body to form a first oil outlet passage. A first oil inlet passage and a second oil outlet passage communicating with the valve core are opened on the valve body and the valve sleeve. The valve core is equipped with a flow stabilizer to stabilize the flow, improving the pressure control accuracy of the proportional relief valve. When the pressure of the first oil inlet passage is small, the oil flows out from the first oil outlet passage, and at this time, the valve block does not have a pressure reducing function. When the pressure of the first oil inlet passage is large, the oil flows out from the second oil outlet passage, and at this time, the valve block has a pressure reducing function to adapt to the high-pressure working condition of the propulsion system.

[0005] Further preferably, the valve core is divided into an upper shaft cavity and a lower shaft cavity by a first throttle hole. The flow stabilizer is arranged in the upper shaft cavity. A second annular groove is provided on the inner wall of the upper shaft cavity, and a second group of radial through holes is provided in the second annular groove. First annular grooves and third annular grooves are respectively provided on the outer wall of the lower shaft cavity. A first group of radial through holes is provided in the first annular groove, and a third group of radial through holes is provided in the third annular groove.

[0006] Further preferably, fourth annular grooves and fifth annular grooves are provided on the inner and outer walls of the valve sleeve. Radial oil outlet ports corresponding to the second oil outlet passage are provided in the fourth annular groove, and radial oil inlet ports corresponding to the first oil inlet passage are provided in the fifth annular groove. When the radial oil inlet port corresponds to and communicates with the third group of radial through holes, the first oil inlet passage is opened. When the radial oil outlet port corresponds to and communicates with the first group of radial through holes, the second oil outlet passage is opened. When the valve core moves, the flow area of the oil through the annular groove changes linearly, thereby making the flow change more stable.

[0007] Further preferably, the flow stabilizer includes a retaining cylinder matching the upper shaft cavity. The retaining cylinder is floatingly arranged in the upper shaft cavity through a second spring. An end cover corresponding to the second spring is provided at the top of the upper shaft cavity. A second throttle hole is provided in the retaining cylinder. When the pressure of the first oil inlet passage X1 increases, the liquid in the flow stabilizer cavity forms a flow. The pressure of the liquid in the lower cavity of the retaining cylinder drops after passing through the second throttle hole. When the pressure in the lower cavity of the retaining cylinder is higher than the sum of the pressure in the upper cavity and the resistance of the second springs located above and below the retaining cylinder, the retaining cylinder will be pushed upward, and the retaining cylinder will then block the second annular groove. As a result, the flow area of the oil flowing through the second annular groove decreases linearly. Since the pressure of the oil in the upper cavity of the retaining cylinder increases correspondingly as the oil pressure increases, the change between the two makes the flow rate flowing out of the flow stabilizer tend to be stable, achieving the purpose of stable flow.

[0008] Further preferably, a first circlip for limiting the spool is provided in the valve sleeve, and a second circlip for limiting the valve sleeve is provided in the valve body. When the spool contacts the first circlip, the spool is at the lower limit position. At this time, the first oil inlet passage is opened and the second oil outlet passage is closed. When the spool is at the upper limit position, the second oil outlet passage is opened and the first oil inlet passage is closed.

[0009] Further preferably, a control cavity corresponding to the valve sleeve is provided at the bottom of the control cover plate. A first spring corresponding to the spool is provided in the control cavity. A first control oil inlet passage is provided between the control cavity and the proportional relief valve, and a first control oil outlet passage is provided between the proportional relief valve and the second oil outlet passage. Preferably, the first oil inlet passage is located below the second oil outlet passage and is arranged in parallel with the second oil outlet passage.

[0010] An electro-hydraulic drive system includes N sub-units arranged in parallel, where N≥2. The sub-units adopt the ultra-high pressure control valve block for shield tunneling. The sub-unit further includes a propulsion oil cylinder group and a first electromagnetic directional control valve. The inlet of the first electromagnetic directional control valve is connected to the outlet of the ultra-high pressure control valve block for shield tunneling. The outlet of the first electromagnetic directional control valve is connected to the rodless cavity of the propulsion oil cylinder group. A first valve group is connected to the rodless cavity of the propulsion oil cylinder group, and a second valve group is connected to the rod end cavity of the propulsion oil cylinder group. The rod end cavity of the propulsion oil cylinder group is connected to the pump station oil pipe through a main oil passage. A fourth electromagnetic directional control valve and a throttle valve are provided on the main oil passage.

[0011] Further preferably, the first valve group includes a second electromagnetic directional control valve and a first cartridge valve. The B port of the second electromagnetic directional control valve and the oil inlet of the first cartridge valve are connected to the rodless cavity of the propulsion cylinder group; the oil outlet end of the first cartridge valve is connected to the fuel tank; the control oil port of the first cartridge valve is connected to the P port of the second electromagnetic directional control valve; the A port of the second electromagnetic directional control valve is connected to the fuel tank; the second valve group includes a third electromagnetic directional control valve and a second cartridge valve. The A port of the third electromagnetic directional control valve and the oil inlet of the second cartridge valve are connected to the rod cavity of the propulsion cylinder group; the oil outlet end of the second cartridge valve is connected to the fuel tank, and the control oil port of the second cartridge valve is connected to the P port of the third electromagnetic directional control valve; the B port of the third electromagnetic directional control valve is connected to the fuel tank.

[0012] An electro-hydraulic drive control method uses the electro-hydraulic drive system described above, and the steps are as follows: When the rod of the propulsion cylinder extends: The hydraulic oil enters the ultra-high pressure control valve block for shield propulsion through the pump station oil pipe. The first electromagnetic directional control valve is energized and its spool opens. The oil passes through the first electromagnetic directional control valve and enters the rodless cavity of the propulsion cylinder group. The propulsion cylinder extends forward. The third electromagnetic directional control valve is energized and its spool is in the right position. The oil in the rod cavity of the propulsion cylinder group is discharged into the fuel tank through the second cartridge valve. At this time, neither the second electromagnetic directional control valve nor the fourth electromagnetic directional control valve is energized. Under ultra-high pressure conditions, when the propulsion cylinder group extends normally, it is subject to a large load resistance. During this process, the output pressure of the pump station fluctuates continuously. When the oil flows into the ultra-high pressure control valve block for shield propulsion, the ultra-high pressure control valve block for shield propulsion performs dynamic pressure reduction; during the dynamic pressure reduction process, the input pressure of the pump station increases, and the spool of the ultra-high pressure control valve block for shield propulsion moves upward; the second oil outlet X3 opens, and the ultra-high pressure control valve block for shield propulsion directly discharges the high-pressure oil in the lower shaft cavity of the spool through the second oil outlet X3 quickly, so that the pressure in the spool cavity drops rapidly, achieving the purpose of pressure reduction and enabling the rod of the propulsion cylinder group to extend stably. When the rod of the propulsion cylinder contracts: The first electromagnetic directional control valve is de-energized and closed. The fourth electromagnetic directional control valve is energized and opens. The oil enters the fourth electromagnetic directional control valve from the pump station oil pipe and then enters the rod cavity of the propulsion cylinder group through the throttle valve. The rod of the propulsion cylinder contracts. At this time, the third electromagnetic directional control valve is de-energized and its spool is in the left position, and the oil cannot pass through the second cartridge valve. At this time, the second electromagnetic directional control valve is energized and its spool is in the right position, and the oil in the rodless cavity of the hydraulic cylinder is discharged into the fuel tank through the first cartridge valve.

[0013] The beneficial effects of the present invention are as follows: Compared with traditional pressure control valve blocks, the ultra-high pressure control valve block for shield tunneling of the present invention has an additional second oil outlet path. When the inlet oil pressure is too high, the oil can be directly unloaded through this path, causing the pressure to drop rapidly and enabling quick adjustment. The valve block uses a proportional relief valve to set the upper limit of the pressure, which can improve the pressure control accuracy in the propulsion control system, making the operation process of the propulsion system more stable and safe. The valve block is also equipped with a flow stabilizer to make the flow rate into the proportional relief valve stable, thereby improving the control accuracy of the proportional relief valve. The valve core and valve sleeve in the valve block are provided with annular grooves, and the flow stabilizer is also provided with an annular groove. When the valve core or the baffle cylinder in the flow stabilizer moves up and down, the flow area of the oil in the annular groove changes linearly, making the flow rate change more stable, and improving the pressure control accuracy and pressure control speed in the electro-hydraulic drive system.

[0014] The electro-hydraulic drive system of the present invention uses a combination of cartridge valves, electromagnetic directional control valves, and ultra-high pressure control valve blocks for shield tunneling, which improves the response speed of the oil cylinder oil discharge and solves problems such as poor pressure control accuracy and slow control speed in the electro-hydraulic drive system.

[0015] The present invention proposes an electro-hydraulic drive control method under ultra-high pressure conditions to solve the problems that when the rods of the propulsion cylinder group extend, they are subjected to large resistance, and when the pump station continuously inputs oil into the rodless cavity of the propulsion cylinder group, the pressure is too high and fluctuates greatly. Through this method, the stable operation of the telescopic rods of the propulsion cylinder group is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention, and those of ordinary skill in the art can also obtain other drawings without creative efforts based on these drawings.

[0017] Figure 1 It is the external view of the ultra-high pressure control valve block for shield tunneling of the present invention; Figure 2 It is the isometric view of the ultra-high pressure control valve block for shield tunneling of the present invention; Figure 3 It is the sectional view at the A-A position when the valve core of the ultra-high pressure control valve block for shield tunneling of the present invention is in the uppermost state; Figure 4 It is the external view of the valve sleeve of the ultra-high pressure control valve block for shield tunneling of the present invention; Figure 5 It is the external view of the valve core of the ultra-high pressure control valve block for shield tunneling of the present invention; Figure 6 It is the sectional view at the A-A position of the flow stabilizer of the present invention; Figure 7When the spool of the present invention is in the first state, it is a sectional view of parts such as the valve sleeve and the spool at the A-A position; Figure 8 When the spool of the present invention is in the second state, it is a sectional view of parts such as the valve sleeve and the spool at the A-A position; Figure 9 When the spool of the present invention is in the third state, it is a sectional view of parts such as the valve sleeve and the spool at the A-A position; Figure 10 When the spool of the present invention is in the fourth state, it is a sectional view of parts such as the valve sleeve and the spool at the A-A position; Figure 11 When the spool of the present invention is in the fifth state, it is a sectional view of parts such as the valve sleeve and the spool at the A-A position; Figure 12 It is a schematic diagram of the electro-hydraulic drive system of the present invention. Specific embodiments

[0018] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0019] As Figure 1 、 2 shown, in Embodiment 1, a super high-pressure control valve block for shield propulsion includes a valve body 3 and a control cover 1 provided on the valve body 3. The control cover is connected to the valve body through screw members 4, while ensuring the sealing performance of the connection between the two. A proportional relief valve 2 communicating with the valve body 3 is provided on the control cover 1. The proportional relief valve sets an upper pressure limit for the oil in the upper chamber, i.e., the control chamber 5, at the connection between the spool and the control cover 1. When the pressure in the control oil circuit is too high, the proportional relief valve 2 will open, and the oil will be discharged through the first control oil outlet X4, and the pressure in the control oil circuit will then drop to the set pressure of the proportional relief valve 2. In this embodiment, a hollow valve sleeve 8 is provided inside the valve body 3, and a hollow spool 9 is provided inside the valve sleeve 8. A flow stabilizer 10 is provided at one end of the spool 9 facing the control cover 1, and the other end cooperates with the valve sleeve 8 and the valve body 3 to form a first oil outlet X2. The valve body 3 and the valve sleeve 8 are provided with a first oil inlet X1 and a second oil outlet X3 that can communicate with the spool 9. The spool of this valve block is equipped with a flow stabilizer, which stabilizes the flow rate of the control oil flowing into the proportional relief valve and improves the pressure control accuracy of the proportional relief valve. When the pressure of the first oil inlet is relatively small, the oil flows out from the first oil outlet, and at this time, this valve block does not have a pressure reducing function; when the pressure of the first oil inlet is relatively large, the oil flows out from the second oil outlet, and at this time, this valve block has a pressure reducing function to adapt to the high-pressure working conditions of the propulsion system.

[0020] AsFigure 3 , 6 As shown, specifically in this embodiment, the valve core 9 is divided into an upper shaft cavity 91 and a lower shaft cavity 92 by a first throttle hole 93, and the flow stabilizer 10 is arranged in the upper shaft cavity 91. A second annular groove 16 is formed in the inner wall of the upper shaft cavity 91, and a second group of radial through holes 94 are arranged in the second annular groove 16. The retaining cylinder of the flow stabilizer 10 moves up and down. When it cooperates with and corresponds to the second annular groove 16, it forms an occlusion to the second annular groove 16. When the second annular groove is not occluded, the oil passing through the flow stabilizer 10 flows out through the second annular groove and the second group of radial through holes, playing a pressure reducing role. The number of holes in the second group of radial through holes 94 can be set as required. In this embodiment, taking 4 as an example, they are arranged at equal angles in the second annular groove.

[0021] As Figure 4 , 5 As shown, on the outer wall of the lower shaft cavity 92, a first annular groove 7 and a third annular groove 71 are respectively formed. A first group of radial through holes 95 are arranged in the first annular groove 7. The number of holes in the first group of radial through holes 95 can be set as required. In this embodiment, taking 8 as an example, 2 are in a small group, and four small groups are arranged at equal angles in the first annular groove. A third group of radial through holes 96 are arranged in the third annular groove 71. Similarly, the number of holes in the third group of radial through holes 96 can be set as required. In this embodiment, taking 8 as an example, 2 are in a small group, and four small groups are arranged at equal angles in the third annular groove. Fourth annular grooves 81 and fifth annular grooves 82 are arranged on the inner and outer walls of the valve sleeve 8; the fourth annular grooves 81 are respectively formed on the inner and outer walls of the valve sleeve 8 at the same axial position. Similarly, the fifth annular grooves 82 are respectively formed on the inner and outer walls of the valve sleeve 8 at another same axial position. The valve core and the valve sleeve are provided with corresponding annular grooves, and the flow stabilizer is provided with corresponding annular grooves, so that when the retaining cylinder in the valve core or the flow stabilizer moves up and down, the flow area of the oil passing through the annular grooves changes linearly, making the flow change more stable. A radial oil outlet 83 corresponding to the second oil outlet path X3 is arranged in the fourth annular groove 81, and a radial oil inlet 84 corresponding to the first oil inlet path X1 is arranged in the fifth annular groove 82; when the radial oil inlet 84 corresponds to and communicates with the third group of radial through holes 96, the first oil inlet path X1 is opened; when the radial oil outlet 83 corresponds to and communicates with the first group of radial through holes 95, the second oil outlet path X3 is opened.

[0022] As Figure 6As shown in the figure, Embodiment 2, a super-high pressure control valve block for shield tunneling. On the basis of Embodiment 1, in this embodiment, the flow stabilizer 10 includes a retaining cylinder 101 that matches the upper shaft cavity 91. The retaining cylinder 101 is floatingly arranged in the upper shaft cavity 91 through a second spring 14. At the top of the upper shaft cavity 91, there is an end cover 15 corresponding to the second spring 14. The end cover is threadedly connected to the upper shaft cavity 91. In actual use, the end cover 15 has an installation unit and is provided with an external thread, and is screwed and fixed with the internal thread in the groove at the end of the valve core through an installation tool. A second throttle hole b is provided in the retaining cylinder 101. When the pressure of the first oil inlet passage X1 increases, the liquid in the cavity of the flow stabilizer 10 forms a flow. The pressure of the liquid in the lower cavity of the retaining cylinder 101 decreases after passing through the second throttle hole b. When the pressure in the lower cavity of the retaining cylinder 101 is higher than the sum of the pressure in the upper cavity and the resistance of the second spring 14 located above and below the retaining cylinder, it will push the retaining cylinder 101 upward. The retaining cylinder 101 then blocks the second annular groove 16, so the flow area of the oil flowing through the second annular groove 16 decreases linearly. Since the pressure of the oil in the upper cavity of the retaining cylinder 101 increases correspondingly as the oil pressure increases, the change between the two makes the flow rate flowing out of the flow stabilizer 10 tend to be stable.

[0023] In this embodiment, as a preferred solution, a first snap ring 11 for limiting the valve core 9 is provided in the valve sleeve 8, and a second snap ring 12 for limiting the valve sleeve 8 is provided in the valve body 3; when the valve core 9 contacts the first snap ring 11, the valve core 9 is in the lower limit position. At this time, the first oil inlet passage X1 is opened and the second oil outlet passage X3 is closed; when the valve core 9 is in the upper limit position and is flush with the upper part of the valve sleeve, the second oil outlet passage X3 is opened and the first oil inlet passage X1 is closed. The first oil inlet passage X1 and the second oil outlet passage X3 need to meet the critical conditions. When the valve core moves upward and the first oil inlet passage X1 is just completely blocked and closed, the second oil outlet passage X3 is also just completely blocked and closed. At this time, when the valve core moves upward again, the second oil outlet passage X3 will just open.

[0024] In addition, in this embodiment, a control cavity 5 corresponding to the valve sleeve 8 is provided at the bottom of the control cover plate 1. The oil flowing out of the stabilizer enters this control cavity. A first spring 6 corresponding to the valve core 9 is provided in the control cavity 5. A first control oil inlet passage X5 is provided between the control cavity 5 and the proportional relief valve 2, and a first control oil outlet passage X4 is provided between the proportional relief valve 2 and the second oil outlet passage X3. The oil flowing out of the stabilizer enters this control cavity and flows out through the first control oil inlet passage X5 and the first control oil outlet passage X4. The first oil inlet passage X1 is located below the second oil outlet passage X3 and is arranged in parallel with the second oil outlet passage X3. The proportional relief valve and the first spring are used to set the pressure of the pressure reducing valve. When the inlet oil pressure is too high, oil is discharged through the second oil outlet.

[0025] The working process of the super-high pressure control valve block for shield tunneling is a dynamic process, mainly including the following five states: (1)First state: When the pressure at the valve block inlet is lower than the sum of the upper pressure limit set by the proportional relief valve 2 and the initial pre-tightening force of the first spring 6 (i.e., the set pressure of the pressure reducing valve), the hydraulic oil in the lower shaft cavity of the valve core is not sufficient to overcome the resistance, and the valve core is located at the lowest end, as follows Figure 7 shown. In this state, the hydraulic oil enters from the first oil inlet X1, passes through the fifth annular groove of the valve sleeve and the third annular groove at the lowest end of the valve core, then enters the radial hole group at the lowest end of the valve core, and then flows into the valve core cavity, and flows out from the first oil outlet X2. At this time, the second oil outlet X3 is completely blocked and closed, and there is no dynamic flow of hydraulic oil in the middle cavity of the valve core. Since the first oil inlet X1 is completely connected without blocking pressure drop and can be ignored at this time, the hydraulic oil pressure at the first oil inlet X1 is approximately equal to the hydraulic oil pressure at the first oil outlet X2. At this time, there is no dynamic flow of the liquid in the cavity, and the hydraulic oil pressures in the lower shaft cavity of the valve core, the flow stabilizer cavity, and the control cavity 5 at the connection between the valve core and the control cover are equal. At this time, the pressure reducing valve does not reduce pressure.

[0026] (2)Second state: The valve core begins to move upward, the first oil inlet X1 is blocked, but the oil has not flowed out from the second oil outlet X3 for unloading, as follows Figure 8 shown. In this state, when the pressure at the inlet increases and the hydraulic oil pressure entering the lower cavity of the valve core is higher than the set pressure of the pressure reducing valve, the liquid in the valve core begins to flow at this time. The liquid enters the cavity of the flow stabilizer 10 through the control oil inlet a, and the flow stabilizer 10 plays a role to make the oil flow out stably. Then, the proportional relief valve 2 accurately regulates the pressure in the control cavity at the connection between the valve core and the control cover to the set pressure of the proportional relief valve. At this time, since the hydraulic oil pressure entering the lower cavity of the valve core is higher than the set pressure of the pressure reducing valve, the valve core moves upward. The third annular groove at the lowest end of the valve core and the fifth groove of the valve sleeve are partially blocked between them, and the flow area of the hydraulic oil in the annular groove decreases linearly, which plays a throttling role for the hydraulic oil flowing into the valve core through the radial hole group. When the valve core reaches a new balance, the liquid pressure through the first oil outlet X2 is equal to the set pressure of the pressure reducing valve (the sum of the upper pressure limit set by the proportional relief valve and the first spring pressure), and is less than the inlet pressure to achieve the pressure reducing function.

[0027] (3)Third state: When the hydraulic oil pressure flowing into the first oil inlet X1 continues to increase in the case of the second state, the valve core will continue to move upward, and both the first oil inlet X1 and the second oil outlet X3 are completely blocked, as follows Figure 9 shown.

[0028] (4)Fourth state: When the hydraulic oil pressure flowing into the first oil inlet X1 continues to increase, the valve core further moves upward in the case of the third state. At this time, the second oil outlet X3 opens, as follows Figure 10As shown. The valve block directly discharges the high-pressure oil in the lower shaft cavity of the valve core through the second oil outlet X3 quickly, causing the pressure in the lower shaft cavity of the valve core to drop rapidly. After the valve block unloads, the pressure in the lower shaft cavity of the valve core drops, and then the valve core moves downward. The first oil inlet X1 is reopened until the pressure of the oil flowing through the first oil outlet X2 is equal to the set pressure of the pressure reducing valve when the valve core is balanced.

[0029] (5)Fifth state: When the oil pressure flowing into the first oil inlet X1 continues to rise in the fourth state and the valve core continues to move upward to the uppermost end, the second oil outlet X3 will be fully opened. At this time, the unloading amount of the pressure reducing valve is the largest, as follows Figure 11 shown. The same as the fourth state, when the valve block unloads, the oil pressure in the lower shaft cavity of the valve core drops, and then the valve core moves downward. The first oil inlet X1 is reopened until the pressure of the oil flowing through the first oil outlet X2 is equal to the set pressure of the pressure reducing valve when the valve core is balanced.

[0030] As Figure 12 shown, Embodiment 3: An electro-hydraulic drive system includes N sub-units arranged in parallel, N≥2; taking N = 5 in this embodiment as an example, the sub-unit adopts the shield tunneling ultra-high pressure control valve block 17 described in Embodiment 2; the sub-unit further includes a propulsion cylinder group 140 and a first electromagnetic directional control valve 100. The inlet of the first electromagnetic directional control valve 100 is connected to the oil outlet of the shield tunneling ultra-high pressure control valve block 17, and the outlet of the first electromagnetic directional control valve 100 is connected to the rodless cavity of the propulsion cylinder group 140. A first valve group is connected to the rodless cavity of the propulsion cylinder group 140, and a second valve group is connected to the rod end cavity of the propulsion cylinder group 140. The rod end cavity of the propulsion cylinder group 140 is connected to the pump station oil pipe through the main oil path, and a fourth electromagnetic directional control valve 160 and a throttle valve 150 are provided on the main oil path. Taking two cylinders as an example for the propulsion cylinder group 140, they are the first propulsion cylinder 1401 and the second propulsion cylinder 1402 respectively.

[0031] The first valve group includes a second electromagnetic directional control valve 120 and a first cartridge valve 110. The B port of the second electromagnetic directional control valve 120 and the oil inlet of the first cartridge valve 110 are communicated to the rodless cavity of the propulsion cylinder group 140; the oil outlet end of the first cartridge valve 110 is connected to the oil tank 18; the control oil port of the first cartridge valve 110 is connected to the P port of the second electromagnetic directional control valve 120; the A port of the second electromagnetic directional control valve 120 is connected to the oil tank 18; the second valve group includes a third electromagnetic directional control valve 130 and a second cartridge valve 111. The A port of the third electromagnetic directional control valve 130 and the oil inlet of the second cartridge valve 111 are communicated to the rod end cavity of the propulsion cylinder group 140; the oil outlet end of the second cartridge valve 111 is connected to the oil tank 18, and the control oil port of the second cartridge valve 111 is connected to the P port of the third electromagnetic directional control valve 130; the B port of the third electromagnetic directional control valve 130 is connected to the oil tank 18.

[0032] In actual use, the oil inlet of the above-mentioned ultra-high pressure control valve block 17 for shield tunneling is connected to a pump station; the first oil outlet of the ultra-high pressure control valve block 17 for shield tunneling is connected to one end of the first electromagnetic directional control valve 100; the other end of the first electromagnetic directional control valve 100 is respectively connected to the rodless cavities of the first propulsion cylinder 1401 and the second propulsion cylinder 1402; at the same time, the rodless cavities of the first propulsion cylinder 1401 and the second propulsion cylinder 1402 are respectively connected to the oil inlet end of the first cartridge valve 110 and the B port of the second electromagnetic directional control valve 120; the oil outlet end of the first cartridge valve 110 is connected to the oil tank 18; the control oil port of the first cartridge valve 110 is connected to the P port of the second electromagnetic directional control valve 120; the A port of the second electromagnetic directional control valve 120 is connected to the oil tank; the rod cavities of the first propulsion cylinder 1401 and the second propulsion cylinder 1402 are respectively connected to the oil inlet end of the second cartridge valve 111, the A port of the third electromagnetic directional control valve 130 and one end of the throttle valve 150; the oil outlet end of the second cartridge valve 111 is connected to the oil tank; the control oil port of the second cartridge valve 111 is connected to the P port of the third electromagnetic directional control valve 130; the B port of the third electromagnetic directional control valve 130 is connected to the oil tank; the other end of the throttle valve 150 is connected to one end of the fourth electromagnetic directional control valve 160; the other end of the fourth electromagnetic directional control valve 160 is connected to the pump station.

[0033] Embodiment 4: An electro-hydraulic drive control method, using the electro-hydraulic drive system as described above, the steps are as follows: When the rod of the propulsion cylinder extends: The hydraulic oil enters the ultra-high pressure control valve block 17 for shield tunneling through the pump station oil pipe, the first electromagnetic directional control valve 100 is energized and its spool opens, and the oil fluid enters the rodless cavities of the propulsion cylinder group 140 through the first electromagnetic directional control valve 100, the propulsion cylinder extends forward, the third electromagnetic directional control valve 130 is energized and its spool is in the right position, and the oil fluid in the rod cavities of the propulsion cylinder group is discharged into the oil tank through the second cartridge valve 111. At this time, neither the second electromagnetic directional control valve 120 nor the fourth electromagnetic directional control valve 160 is energized; Under ultra-high pressure conditions, when the propulsion cylinder group extends normally, it is subject to a large load resistance, and the oil fluid in the cylinder is compressed by the piston. The pump station continuously inputs oil fluid to the rodless cavities of the propulsion cylinder group through the ultra-high pressure control valve block 17 for shield tunneling and the first electromagnetic directional control valve 100. During this process, the output pressure of the pump station fluctuates continuously. When the oil fluid flows into the ultra-high pressure control valve block for shield tunneling, the ultra-high pressure control valve block for shield tunneling performs dynamic pressure reduction; if the pressure at the inlet is higher than the set pressure, the outlet pressure is set at the set pressure, lower than the inlet pressure and does not continue to rise. During the dynamic pressure reduction process, the input pressure of the pump station increases, and the spool of the ultra-high pressure control valve block for shield tunneling moves upward; the second oil outlet path X3 is opened, and the ultra-high pressure control valve block for shield tunneling directly discharges the high-pressure oil in the lower shaft cavity of the spool through the second oil outlet path X3 quickly, so that the pressure in the spool cavity drops rapidly, achieving the purpose of pressure reduction and enabling the rod of the propulsion cylinder group to extend stably.

[0034] When the rod of the propulsion oil cylinder contracts: the first electromagnetic directional valve 100 loses power and closes, the fourth electromagnetic directional valve 160 is powered on and opens, the oil fluid enters the fourth electromagnetic directional valve 160 from the oil pipe of the pump station and then enters the rodless cavity of the propulsion oil cylinder group through the throttle valve 150, and the rod of the propulsion oil cylinder contracts. At this time, the third electromagnetic directional valve 130 loses power and the spool is in the left position, and the oil fluid cannot pass through the second cartridge valve 111. At this time, the second electromagnetic directional valve 120 is powered on and the spool is in the right position, and the oil fluid in the rodless cavity of the hydraulic cylinder is discharged into the fuel tank through the first cartridge valve 110.

[0035] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A super high pressure control valve block for shield propulsion, comprising a valve body (3) and a control cover plate (1) arranged on the valve body (3), characterized in that: A proportional overflow valve (2) communicating with the valve body (3) is provided on the control cover plate (1). A valve sleeve (8) is provided in the valve body (3), and a hollow valve core (9) is provided in the valve sleeve (8). A flow stabilizer (10) is provided at one end of the valve core (9) facing the control cover plate (1), and the other end cooperates with the valve sleeve (8) and the valve body (3) to form a first oil outlet passage (X2). A first oil inlet passage (X1) and a second oil outlet passage (X3) capable of communicating with the valve core (9) are formed on the valve body (3) and the valve sleeve (8).

2. The ultra-high pressure control valve block for shield tunneling according to claim 1, characterized in that: The valve core (9) is divided into an upper shaft cavity (91) and a lower shaft cavity (92) by a first throttle hole (93). The flow stabilizer (10) is arranged in the upper shaft cavity (91). A second annular groove (16) is formed on the inner wall of the upper shaft cavity (91), and a second group of radial through holes (94) are provided in the second annular groove (16); first annular grooves (7) and third annular grooves (71) are respectively formed on the outer wall of the lower shaft cavity (92). A first group of radial through holes (95) are provided in the first annular groove (7), and a third group of radial through holes (96) are provided in the third annular groove (71).

3. The ultra-high pressure control valve block for shield tunneling according to claim 2, characterized in that: Fourth annular grooves (81) and fifth annular grooves (82) are provided on the inner and outer walls of the valve sleeve (8). Radial oil outlet ports (83) corresponding to the second oil outlet passage (X3) are provided in the fourth annular grooves (81), and radial oil inlet ports (84) corresponding to the first oil inlet passage (X1) are provided in the fifth annular grooves (82); when the radial oil inlet port (84) corresponds to and communicates with the third group of radial through holes (96), the first oil inlet passage (X1) is opened; when the radial oil outlet port (83) corresponds to and communicates with the first group of radial through holes (95), the second oil outlet passage (X3) is opened.

4. The shield tunneling ultra-high pressure control valve block according to claim 3, characterized in that: The flow stabilizer (10) includes a retaining cylinder (101) matching the upper shaft cavity (91). The retaining cylinder (101) is floatingly arranged in the upper shaft cavity (91) through a second spring (14). An end cover (15) corresponding to the second spring (14) is provided at the top of the upper shaft cavity (91), and a second throttle hole (b) is provided in the retaining cylinder (101).

5. The shield tunneling ultra-high pressure control valve block according to any one of claims 1 to 4, characterized in that: A first circlip (11) for limiting the valve core (9) is provided in the valve sleeve (8), and a second circlip (12) for limiting the valve sleeve (8) is provided in the valve body (3); when the valve core (9) contacts the first circlip (11), the valve core (9) is located at the lower limit position. At this time, the first oil inlet passage (X1) is opened and the second oil outlet passage (X3) is closed; when the valve core (9) is located at the upper limit position, the second oil outlet passage (X3) is opened and the first oil inlet passage (X1) is closed.

6. The ultra-high pressure control valve block for shield tunneling according to claim 1, wherein: A control cavity (5) corresponding to the valve sleeve (8) is provided at the bottom of the control cover plate (1). A first spring (6) corresponding to the valve core (9) is provided in the control cavity (5). A first control oil inlet passage (X5) is provided between the control cavity (5) and the proportional overflow valve (2), and a first control oil outlet passage (X4) is provided between the proportional overflow valve (2) and the second oil outlet passage (X3).

7. The shield tunneling ultra-high pressure control valve block according to any one of claims 1 to 4 and 6, characterized in that: The first oil inlet passage (X1) is located below the second oil outlet passage (X3) and is arranged in parallel with the second oil outlet passage (X3).

8. An electro-hydraulic drive system includes N sub-units arranged in parallel, where N ≥ 2, and is characterized in that: The sub-unit adopts the shield tunneling ultra-high pressure control valve block (17) described in any one of claims 1 to 7; the sub-unit further includes a propulsion oil cylinder group (140) and a first electromagnetic directional control valve (100). The inlet of the first electromagnetic directional control valve (100) is connected to the oil outlet of the shield tunneling ultra-high pressure control valve block (17), the outlet of the first electromagnetic directional control valve (100) is connected to the rodless cavity of the propulsion oil cylinder group (140), a first valve group is connected to the rodless cavity of the propulsion oil cylinder group (140), a second valve group is connected to the rod end cavity of the propulsion oil cylinder group (140), the rod end cavity of the propulsion oil cylinder group (140) is connected to the pump station oil pipe through the main oil path, and a fourth electromagnetic directional control valve (160) and a throttle valve (150) are arranged on the main oil path.

9. The electro-hydraulic drive system according to claim 8, characterized in that: The first valve group includes a second electromagnetic directional control valve (120) and a first cartridge valve (110). The B port of the second electromagnetic directional control valve (120) and the inlet of the first cartridge valve (110) are communicated to the rodless cavity of the propulsion oil cylinder group (140); the outlet end of the first cartridge valve (110) is connected to the oil tank (18); the control oil port of the first cartridge valve (110) is connected to the P port of the second electromagnetic directional control valve (120); the A port of the second electromagnetic directional control valve (120) is connected to the oil tank (18); The second valve group includes a third electromagnetic directional control valve (130) and a second cartridge valve (111). The A port of the third electromagnetic directional control valve (130) and the inlet of the second cartridge valve (111) are communicated to the rod end cavity of the propulsion oil cylinder group (140); the outlet end of the second cartridge valve (111) is connected to the oil tank (18), and the control oil port of the second cartridge valve (111) is connected to the P port of the third electromagnetic directional control valve (130); the B port of the third electromagnetic directional control valve (130) is connected to the oil tank (18).

10. An electro-hydraulic drive control method, characterized in that: Adopt the electro-hydraulic drive system described in claim 8 or 9, and the steps are as follows: When the rod of the propulsion oil cylinder group extends: The hydraulic oil enters the shield tunneling ultra-high pressure control valve block (17) through the pump station oil pipe, the first electromagnetic directional control valve (100) is energized and the spool opens, the oil fluid enters the rodless cavity of the propulsion oil cylinder group (140) through the first electromagnetic directional control valve (100), the propulsion oil cylinder extends forward, the third electromagnetic directional control valve (130) is energized and the spool is in the right position, the oil fluid in the rod end cavity of the propulsion oil cylinder group is discharged into the oil tank through the second cartridge valve (111), and at this time, neither the second electromagnetic directional control valve (120) nor the fourth electromagnetic directional control valve (160) is energized; Under ultra-high pressure conditions, when the propulsion oil cylinder group extends normally, it is subjected to a large load resistance. During this process, the output pressure of the pump station fluctuates continuously. When the oil fluid flows into the shield tunneling ultra-high pressure control valve block, the shield tunneling ultra-high pressure control valve block performs dynamic pressure reduction; during the dynamic pressure reduction process, the input pressure of the pump station increases, and the spool of the shield tunneling ultra-high pressure control valve block moves upward; The second oil outlet X3 is opened, and the shield tunneling ultra-high pressure control valve block directly discharges the high-pressure oil in the lower shaft cavity of the spool through the second oil outlet X3 quickly, so that the pressure in the spool cavity drops rapidly, achieving the purpose of pressure reduction and enabling the rod of the propulsion oil cylinder group to extend stably; When the rod of the propulsion oil cylinder group contracts: The first electromagnetic directional control valve (100) loses power and closes, and the fourth electromagnetic directional control valve (160) is energized and opened. The oil fluid enters the fourth electromagnetic directional control valve (160) from the pump station oil pipe and then enters the rod chamber of the propulsion oil cylinder group through the throttle valve (150), causing the rod of the propulsion oil cylinder to contract. At this time, the third electromagnetic directional control valve (130) loses power and the spool is in the left position, so the oil fluid cannot pass through the second cartridge valve (111). At this time, the second electromagnetic directional control valve (120) is energized and the spool is in the right position, and the oil fluid in the rodless chamber of the hydraulic cylinder is discharged into the oil tank through the first cartridge valve (110).

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