A boarding multi-way valve with boarding and unboarding hydraulic oil supply interlocking function

Abstract

A multi-way valve for the upper and lower vehicles with hydraulic oil supply interlock function is disclosed. This solves the safety hazards caused by misoperation or improper operation of existing multi-way valves in truck-mounted crane hydraulic systems. It includes an oil inlet, an oil return port, a feedback oil circuit, an oil inlet connector, a working connector, an oil inlet for connecting to the lower vehicle multi-way valve, and a speed control valve for interlocking the hydraulic oil supply to both the upper and lower vehicles and regulating the speed of the lower vehicle. The speed control valve has a normal position, a transition position, and a reversing position. The beneficial effect of this invention is that the hydraulic pump's pressurized oil first enters the upper vehicle multi-way valve and then connects to the lower vehicle multi-way valve through the oil inlet. With the speed control valve, regardless of whether the interlocked speed control valve is in the normal, transition, or reversing position, improper or incorrect operation of the upper and lower vehicles will not pose a safety risk to normal operation, thus enhancing the product's safety.

Description

Technical Field

[0001] This invention relates to a multi-way valve, specifically to an onboard multi-way valve with an interlock function for hydraulic oil supply to the onboard and offboard vehicles. Background Technology

[0002] The hydraulic system of a truck-mounted crane typically consists of two parts: the outrigger system and the overhead working system. The pressurized oil from the hydraulic pump first passes through the outrigger control valve and then to the overhead multi-way valve. This control method poses certain safety hazards. A Chinese patent (application number 201910081123.5, publication date: 2019.04.16) discloses an overhead proportional multi-way valve for truck-mounted cranes. It proposes using a normally closed one-way shut-off solenoid valve to prevent tipping. The method involves first supplying oil from the hydraulic pump to the overhead proportional multi-way valve and then to the outrigger multi-way valve. The patent also specifically discloses the structure of the diverter valve. When the one-way shut-off solenoid valve is closed, hydraulic oil can only be supplied to the overhead multi-way valve. However, the solution proposed in this patent still has limitations. Specifically: 1. Lacks hydraulic oil supply interlock function for both upper and lower vehicles. During lifting operations with a truck-mounted crane, it is sometimes necessary to adjust the outrigger span and frequently attach and detach the hook according to different scenarios and working conditions, which usually requires two people to work together. Under the solution described in the patent, when someone assists with the lowering operation (i.e., when the one-way shut-off solenoid valve is activated), both the upper and lower multi-way valves supply oil simultaneously. The system will supply oil to both the upper multi-way valve and the outrigger control valve at the same time. If the upper multi-way valve is misoperated at this time, it may cause simultaneous operation of both the upper and lower vehicles, posing a safety hazard.

[0003] 2. Lacks speed adjustment function for the lower vehicle. In actual working conditions of truck-mounted cranes, outrigger extension and retraction typically require smooth, shock-free operation with moderate speed. On the other hand, to improve work efficiency, upper vehicle operations often require high flow rates and complex movements. The hydraulic system of a truck-mounted crane is generally a fixed-displacement pump system, operating at full capacity with a large system flow rate; the outrigger control valve is usually a multi-way valve with open-center throttling control. Under the aforementioned patented solution, if the flow rate when switching from the upper vehicle to the lower vehicle is not limited, when extending the horizontal outriggers, the speed may be too fast to react in time, creating a safety hazard in the blind spot opposite the control side. When the outrigger extension / retraction directional valve rod uses a small opening for throttling and speed limiting, its poor fine-tuning characteristics and load-dependent throttling characteristics result in large and uncontrollable speed changes for the vertical outriggers before and after being raised or lifted off the ground, causing significant instability of the entire vehicle. To meet the different flow rate requirements of the upper and lower vehicles and ensure the efficiency of upper vehicle lifting operations, speed adjustment for the lower vehicle is necessary. Summary of the Invention

[0004] To address the safety hazards caused by misoperation or improper operation of existing multi-way valves in truck-mounted crane hydraulic systems, this invention provides a multi-way valve for upper and lower vehicles with hydraulic oil supply interlocking function.

[0005] The technical solution of this invention is: a multi-way valve for upper and lower vehicles with hydraulic oil supply interlock function, including an oil inlet, an oil return port, and a feedback oil circuit, and further including: The oil inlet is provided with a valve hole, a shuttle valve hole, a first oil passage, a second oil passage, and a third oil passage. The valve hole includes a first annular groove, a second annular groove, and a third annular groove. The shuttle valve hole includes an oil inlet hole, an oil outlet annular groove, and an oil inlet annular groove. The oil inlet is connected to the second annular groove through the first oil passage. The working link is connected to the oil inlet link, and the working link is provided with a working oil passage; the first annular groove is connected to the working oil passage through the second oil passage. The oil inlet for the lower vehicle is located on the oil inlet connector and is used to connect to the lower vehicle multi-way valve. A speed control valve, located on the oil inlet connector, is used to interlock the hydraulic oil supply to the upper and lower vehicles and to regulate the speed of the lower vehicle. The speed control valve includes a speed control valve stem located within a valve hole. The speed control valve stem has a circumferential groove, a throttling groove, and a blocking part. The throttling groove is connected to a third oil circuit via a third annular groove. The speed control valve has a normal position, a transition position, and a reversing position. When the speed control valve is in the normal position, the pressure oil at the oil inlet flows through the first oil circuit, the second annular groove, the circumferential groove, the first annular groove, and the second oil circuit to the working... When the oil circuits are connected, the shielding part separates the second annular groove from the third annular groove. When the speed control valve is in the transition position, the shielding part separates the second annular groove from the first annular groove and also separates the second annular groove from the third annular groove. When the speed control valve is in the reversing position, the pressure oil of the first oil circuit passes sequentially through the second annular groove, the throttle groove, the third annular groove, and the third oil circuit to the off-vehicle oil port to control the operation of the off-vehicle multi-way valve. At this time, the shielding part separates the second annular groove from the first annular groove.

[0006] As a further improvement to the present invention, it also includes: A flow divider valve is installed on the oil inlet line, and the first oil circuit is connected to the oil return port through the flow divider valve. The shuttle valve is used to pick up the load feedback pressure of the working link and the off-line multi-way valve respectively, and to feed back the selected high-pressure signal to the oil inlet link through the feedback oil circuit; the pressure oil in the feedback oil circuit enters the spring chamber of the diverter valve and cooperates with the spring force of the diverter valve and the pressure oil in the first oil circuit to control the diverter valve.

[0007] As a further improvement of the present invention, it also includes an electro-proportional pressure reducing valve, wherein the speed regulating valve includes a pilot chamber, and the electro-proportional pressure reducing valve is connected to the pilot chamber of the speed regulating valve through a first damper, for controlling the valve opening of the throttling groove of the speed regulating valve stem.

[0008] As a further improvement of the present invention, the end cap assembly of the first damping proportional pressure reducing valve is integrally mounted on the oil inlet connector, and the first damping is connected to the pilot chamber of the speed regulating valve. The pilot chamber is provided with a speed regulating elastic element, and the speed regulating elastic element is connected to the speed regulating valve stem.

[0009] As a further improvement of the present invention, the throttling groove includes multiple U-shaped grooves, which are arranged in a stepped manner.

[0010] As a further improvement of the present invention, a group of throttling grooves is formed by multiple U-shaped grooves with gradually increasing openings and arranged in a stepped manner, and multiple groups of such throttling grooves are evenly distributed around the speed regulating valve stem.

[0011] As a further improvement of the present invention, the feedback oil circuit includes a feedback port, a first Ls oil circuit, and a second Ls oil circuit; the shuttle valve is located in the oil inlet, and the shuttle valve includes a valve ball; when the speed control valve is in the reversing position, the off-vehicle load pressure passes through the off-vehicle oil port, the third oil circuit, and the feedback port to the oil inlet of the shuttle valve and drives the valve ball to move; the off-vehicle load pressure passes through the shuttle valve and the oil outlet ring groove in sequence through the first Ls oil circuit and the second damper and finally feedbacks to the load feedback port of the diverter valve spring cavity, thereby establishing the system pressure.

[0012] As a further improvement of the present invention, it also includes a pilot relief valve and a reversing valve, both of which are located on the oil inlet line, and the first oil circuit is connected to the oil return port through the pilot relief valve.

[0013] As a further improvement of the present invention, the reversing valve has a first position in which the control oil of the pilot relief valve is connected to the return port and a second position in which the control oil is cut off after reversing; when the reversing valve is in the first position, the pressure oil in the first oil circuit opens the pilot relief valve and flows to the return port for system unloading; when the reversing valve is in the second position and the system is not activated, the pressure oil in the first oil circuit only needs to overcome the elastic force of the diverter valve to open the diverter valve and flow to the return port to achieve low-pressure unloading of the system.

[0014] As a further improvement to the present invention, it also includes: A pressure reducing valve is installed on the oil inlet line. The first oil circuit is connected to the electro-proportional pressure reducing valve through the pressure reducing valve to provide a pilot oil source. A constant flow valve is installed on the oil inlet line. The feedback oil circuit is connected to the return oil port through the constant flow valve and is used to control the pressure relief speed of the feedback oil circuit.

[0015] The beneficial effects of this invention are that the pressurized oil from the hydraulic pump first enters the advanced upper-vehicle multi-way valve and then connects to the lower-vehicle multi-way valve through the lower-vehicle oil port. A speed control valve is incorporated, ensuring that regardless of whether the interlocked speed control valve is in the normal, transition, or reversing position, improper or incorrect operation of the upper or lower vehicle will not pose a safety risk to normal operation, thus enhancing product safety. This invention also boasts advantages such as simple structure, convenient assembly, reliable operation, and long service life. Attached Figure Description

[0016] Appendix Figure 1 This is a schematic diagram of the hydraulic principle in an embodiment of the present invention.

[0017] Appendix Figure 2 For the appendix Figure 1 A partially enlarged schematic diagram of the hydraulic principle.

[0018] Appendix Figure 3 This is a schematic diagram of the hydraulic principle used in an embodiment of the present invention.

[0019] Appendix Figure 4 This is a partial cross-sectional structural diagram of an embodiment of the present invention.

[0020] Appendix Figure 5 For the appendix Figure 4 A magnified schematic diagram of the structure at point I in the middle.

[0021] Appendix Figure 6 This is a partial cross-sectional view of an embodiment of the present invention.

[0022] Appendix Figure 7 This is a schematic diagram of the speed control valve stem according to an embodiment of the present invention.

[0023] In the diagram: 1. Oil inlet valve; 2. Pilot relief valve; 3. Flow divider valve; 31. Flow divider valve spring chamber; 4. Speed ​​control valve; 41. Speed ​​control valve stem; 411. Circumferential groove; 412. Throttling groove; 4121. U-shaped groove; 413. Shielding part; 42. Speed ​​control elastic element; 43. Pilot chamber; 5. First damping; 6. Directional control valve; 7. Electro-proportional pressure reducing valve; 8. Shuttle valve; 81. Valve ball; 9. Second damping; 10. Pressure reducing valve; 11. Constant flow valve; 12. Working valve; 13. Undercarriage multi-way valve; K1, valve hole; K11, first annular groove; K12, second annular groove; K13, third annular groove; K14, drain hole; K2, first oil passage; K3, second oil passage; K4, working oil passage; K5, feedback hole; K6, shuttle valve hole; K61, oil inlet hole; K62, oil outlet annular groove; K63, oil inlet annular groove; K7, first Ls oil passage; K8, second Ls oil passage; K9, third oil passage; P, oil inlet; T, oil return port; U, undercarriage oil inlet. Detailed Implementation

[0024] The embodiments of the present invention will be further described below with reference to the accompanying drawings: Depend on Figure 1 Combination Figure 2-7 As shown, a multi-way valve for upper and lower vehicles with hydraulic oil supply interlock function includes an oil inlet P, an oil return port T, and a feedback oil circuit, and also includes: Oil inlet 1 is provided with a valve hole K1, a shuttle valve hole K6, a first oil passage K2, a second oil passage K3, and a third oil passage K9. The valve hole K1 includes a first annular groove K11, a second annular groove K12, and a third annular groove K13. The shuttle valve hole K6 includes an oil inlet hole K61, an oil outlet annular groove K62, and an oil inlet annular groove K63. The oil inlet P is connected to the second annular groove K12 through the first oil passage K2. Working link 12 is connected to oil inlet link 1, and working link 12 is provided with working oil passage K4; the first annular groove K11 is connected to working oil passage K4 through second oil passage K3. The lowering oil port U is located on the oil inlet connector 1 and is used to connect to the lowering multi-way valve 13 (i.e., the lowering outrigger multi-way valve); Speed ​​control valve 4, located on the oil inlet connector 1, is used to interlock the hydraulic oil supply for the upper and lower vehicles and to regulate the speed of the lower vehicle. The speed control valve 4 includes a speed control valve stem 41, which is located within the valve hole K1. The speed control valve stem 41 has a circumferential groove 411, a throttling groove 412, and a blocking part 413. The throttling groove 412 is connected to the third oil circuit K9 via the third annular groove K13. The speed control valve 4 has a normal position, a transition position, and a reversing position. When the speed control valve 4 is in the normal position, the pressure oil at the oil inlet P flows through the first oil circuit K2, the second annular groove K12, the circumferential groove 411, the first annular groove K11, and the second oil circuit K3 to the working oil circuit K4. At this time, the blocking part 413 separates the second annular groove K12 from the third annular groove K13; when the speed regulating valve 4 is in the transition position, the blocking part 413 separates the second annular groove K12 from the first annular groove K11 and also separates the second annular groove K12 from the third annular groove K13; when the speed regulating valve 4 is in the reversing position, the pressure oil of the first oil circuit K2 passes sequentially through the second annular groove K12, the throttle groove 412, the third annular groove K13, and the third oil circuit K9 to the off-vehicle oil port U to control the action of the off-vehicle multi-way valve. At this time, the blocking part 413 separates the second annular groove K12 from the first annular groove K11. The beneficial effects of this invention are that the hydraulic pump's pressurized oil first enters the advanced upper-vehicle multi-way valve and then connects to the lower-vehicle multi-way valve through the lower-vehicle oil port. A speed regulating valve is incorporated, ensuring that regardless of whether the interlocked speed regulating valve is in the normal, transition, or reversing position, improper or incorrect operation of the upper or lower vehicle will not pose a safety risk to normal operation, thus enhancing product safety. This invention also boasts advantages such as simple structure, convenient assembly, reliable operation, and long service life. In this invention, the second oil circuit K3 is connected to the first annular groove K11 and the working oil circuit K4; the third oil circuit K9 is connected to the third annular groove K13 and the lower-vehicle oil port U, and is also connected to the feedback port K5 and the inlet port K61; furthermore, the drain port K14 is connected to the oil port L. For purely mechanical truck-mounted cranes that do not require electrical control, this principle eliminates the need for a working electrical proportional control section, allowing the upper vehicle to operate with a manual load-sensitive multi-way valve, facilitating production, simplifying the structure, and ensuring convenient and reliable control.

[0025] Referring to the attached diagram, the interlock function for getting on and off the vehicle in this actual working condition will be further described: When the directional valve 6 (solenoid valve) is not energized, the pressure oil in the first oil circuit K2 opens the remote-controlled pilot relief valve 2 at a very low pressure and flows back to the oil port T, and the system is in an unloaded state. When the solenoid valve (i.e., the directional valve 6) is energized and the system is not activated, there is no load pressure feedback to the inlet valve 1 through the lower oil port U and the second Ls oil circuit K8. The pressure oil in the first oil circuit K2 only needs to overcome the pressure of the diverter valve spring (about 9-12 bar) to open the diverter valve 3 and flow back to the oil port T, realizing low-pressure unloading of the system. When the system is activated, there are the following two operating conditions: 1. When the electro-proportional pressure reducing valve 7 is not energized, the speed control valve stem 41 is in the normal position. The pressure oil in the first oil circuit K2 flows sequentially through the second annular groove K12, the circumferential groove 411, the first annular groove K11, and the second oil circuit K3, finally flowing to the working oil circuit K4. The full circumference cover of the speed control valve stem 41 (i.e., the blocking part 413) disconnects the third annular groove K13 from the second annular groove K12, and there is no pressure oil output through the lower vehicle oil port. At this time, when the upper vehicle is performing lifting operations, the misoperation of the outrigger control valve (i.e., the lower vehicle multi-way valve) will not have any impact on the upper vehicle (upper vehicle multi-way valve).

[0026] 2. When the electro-proportional pressure reducing valve 7 is energized, its output pilot pressure is transmitted to the pilot chamber 43 of the interlocking speed control valve 4 via the first damper. The greater the current of the electro-proportional pressure reducing valve 7, the greater the output pilot pressure, the greater the compression of the speed control elastic element, and the greater the stroke of the speed control valve stem 41, until the maximum reversing stroke.

[0027] (1) When the current is very small, the pilot pressure is low and can only overcome part of the spring force other than the pre-compression force of the speed regulating elastic element 42 to push the speed regulating valve rod 41 downward. Figure 4 (This indicates the direction of movement of the speed control valve stem, the same below). The second annular groove K12 is still connected to the circumferential groove 411 and the first annular groove K11, but is disconnected from the third annular groove K13 by the full circumference coverage of the valve stem 41. At this time, the operating condition is the same as "one".

[0028] (2) As the current gradually increases, the pilot pressure increases, the speed regulating elastic element 42 continues to be compressed, and the speed regulating valve rod 41 continues to descend. When the speed regulating valve rod 41 descends to the transition position (i.e., at the full circumference coverage of the speed regulating valve rod 41, i.e., the blocking part 413), the second annular groove K12 is disconnected from the first annular groove K11 and the third annular groove K13. At this time, no pressure oil flows into the outrigger control valve and the working oil circuit K4, so there is no load pressure feedback to the oil inlet connection 1. The pressure oil in the first oil circuit K2 only needs to overcome the pressure of the diverter valve spring 1 (about 9-12 bar) to open the diverter valve 3 and flow back to the oil port T, realizing low-pressure unloading of the system. At this time, there will be no action when getting on or off the vehicle.

[0029] (3) As the current increases further, the pilot pressure continues to increase, the speed regulating elastic element 42 (usually a spring) is further compressed, and the speed regulating valve rod 41 moves further downward. The full circumference coverage of the speed regulating valve rod 41 between the second annular groove K12 and the first annular groove K11 increases, and the full circumference coverage of the speed regulating valve rod 41 between the second annular groove K12 and the third annular groove K13 begins to transition to the throttling groove 412. At this time, the pressure oil of the first oil circuit K2 passes through the second annular groove K12, the throttling groove 412, the third annular groove K13, and the third oil circuit K9 in sequence to the lowering oil port U, and then flows into the outrigger control valve. When the outrigger is not working, the pressure oil flows back to the oil tank through the open center bypass throttling port of the outrigger control valve, realizing low-pressure unloading of the system. When the outrigger is off the vehicle, the load pressure of the outrigger passes through the outrigger oil port U, the third oil circuit K9, and the feedback port K5 to the oil inlet port K61 of the shuttle valve 8. The steel ball 81 is pushed to the right end, and the load pressure of the outrigger passes through the oil outlet ring groove K62 of the shuttle valve 8 in sequence through the first Ls oil circuit K7 and the second damping 9, and finally feeds back to the load feedback port of the spring end of the diverter valve 3, thus establishing the system pressure.

[0030] Therefore, under this operating condition, regardless of whether the interlock speed control valve 4 is in the normal, transition, or reversing position, improper or incorrect operation during boarding or alighting will not pose a safety risk to normal operation. That is, the hydraulic pump can only supply hydraulic oil to the upper multi-way valve or only to the lower multi-way valve. When hydraulic oil is only supplied to the upper multi-way valve, even if the lower multi-way valve control is mistakenly operated, hydraulic oil will not enter the lower multi-way valve. Conversely, when hydraulic oil is only supplied to the lower multi-way valve, even if the upper multi-way valve control is mistakenly operated, hydraulic oil will not enter the upper multi-way valve. This prevents improper or incorrect operation during boarding or alighting from posing a safety risk to normal operation, thus improving product safety performance.

[0031] The present invention also includes: Diverter valve 3 is located on oil inlet 1, and the first oil circuit K2 is connected to the return port T through diverter valve 3. The shuttle valve 8 is used to pick up the load feedback pressure from the working link 12 and the off-line multi-way valve, and feeds back the selected high-pressure signal to the inlet link 1 through the feedback oil circuit. The pressure oil in the feedback oil circuit enters the spring chamber 31 of the diverter valve and cooperates with the spring force of the diverter valve 3 and the pressure oil in the first oil circuit K2 to control the diverter valve 3. The shuttle valve can pick up the load feedback pressure from the working link and the off-line multi-way valve, and feed back the selected high-pressure signal to the inlet link through the feedback oil circuit, realizing load-sensitive control and more precise control. The diverter valve can realize low-pressure unloading of the system and reduce system energy consumption.

[0032] The present invention also includes an electro-proportional pressure reducing valve 7. The speed regulating valve 4 includes a pilot chamber 43. The electro-proportional pressure reducing valve 7 is connected to the pilot chamber 43 of the speed regulating valve 4 via a first damper 5, and is used to control the valve opening of the throttling groove 412 of the speed regulating valve stem 41. Specifically, the first damper 5 is integrally installed on the oil inlet connector 1 along with the end cap assembly of the electro-proportional pressure reducing valve 7, and is connected to the pilot chamber 43 of the speed regulating valve 4. The pilot chamber 43 is provided with a speed regulating elastic element 42, which is connected to the speed regulating valve stem 41. The magnitude of the control current of the electro-proportional pressure reducing valve determines the reversing stroke of the interlocking speed regulating valve and the flow rate through the downstream oil port. The first damper is used to eliminate fluctuations and impacts from the pilot pressure of the electro-proportional pressure reducing valve, so that the reversing of the interlocking speed regulating valve is smooth.

[0033] The throttling groove 412 includes multiple U-shaped grooves 4121 arranged in a stepped manner. Specifically, a group of throttling grooves 4121 with gradually increasing openings and a stepped arrangement forms a group of throttling grooves 412, and multiple groups of throttling grooves 412 are evenly distributed around the circumference of the speed control valve stem 41. When the system switches to off-line operation, the flow rate through the off-line oil port U is only related to the flow area of ​​the valve port of the throttling groove 412, and its pressure difference remains basically constant and is independent of load changes. The throttling groove 412 consists of four evenly distributed "U"-shaped stepped grooves on the speed control valve stem 41, and its flow area increases gradually with the increase of the valve port opening. The valve port opening of the throttling groove 412 is determined by the control current of the electro-proportional pressure reducing valve 7. The larger the control current, the larger the valve port opening and flow area of ​​the throttling groove 412, and the larger the output flow rate through the off-line oil port U. When the outrigger speed is adjusted and the output flow rate through the outrigger port U is less than the input flow rate through the port P, the excess flow rate in the first oil circuit K2 is diverted to the return port T through the diverter valve 3. Therefore, when the outrigger extension speed is too fast or too slow, the extension speed of the outrigger can be adjusted and controlled by adjusting the current of the electro-proportional pressure reducing valve 7.

[0034] The feedback oil circuit includes a feedback port K5, a first Ls oil circuit K7, and a second Ls oil circuit K8. The shuttle valve 8 is located inside the oil inlet K61 and includes a valve ball 81. When the speed control valve 4 is in the reversing position, the load pressure from the lower vehicle passes through the lower vehicle oil port U, the third oil circuit K9, and the feedback port K5 to the oil inlet K61 of the shuttle valve 8, pushing the valve ball 81 to move. The load pressure from the lower vehicle passes through the shuttle valve 8 and the oil outlet ring groove K62, then through the first Ls oil circuit K7 and the second damper 9, and finally feeds back to the load feedback port of the diverter valve spring chamber 31, thus establishing the system pressure. This ensures that when the lower vehicle speed is adjusted and the output flow rate through the lower vehicle oil port U is less than the input flow rate through the oil port P, the excess flow rate in the first oil circuit is diverted to the return oil port T through the diverter valve 3. Therefore, when the outrigger extension speed is too fast or too slow, the extension speed of the outrigger can be adjusted and controlled by adjusting the current of the electro-proportional pressure reducing valve 7.

[0035] The present invention also includes a pilot relief valve 2 and a directional valve 6, both of which are located on the oil inlet connector 1. The first oil circuit K2 is connected to the return port T via the pilot relief valve 2. Specifically, the directional valve 6 has a first position where the control oil of the pilot relief valve 2 is connected to the return port T, and a second position where it is cut off after reversing. When the directional valve 6 is in the first position, the pressure oil in the first oil circuit K2 opens the pilot relief valve 2 and flows to the return port T for system unloading. When the directional valve 6 is in the second position and the system is not activated, the pressure oil in the first oil circuit K2 only needs to overcome the elastic force of the diverter valve 3 to open the diverter valve 3 and flow to the return port T, thereby achieving low-pressure unloading of the system. When the directional valve is not energized, the system is in an unloaded state, and the opening pressure of the pilot relief valve is low (approximately 1-2 bar), resulting in extremely low energy consumption. When the directional valve is energized, the pressure oil in the first oil circuit only needs to overcome the spring pressure of the diverter valve (about 9-12 bar) to open the return port T of the diverter valve 3, thereby achieving low-pressure unloading of the system. At this time, the pilot-operated relief valve mainly functions as a safety valve, with a larger opening pressure to ensure that the system pressure does not exceed the set range.

[0036] The present invention also includes: Pressure reducing valve 10 is installed on oil inlet line 1. The first oil circuit K2 is connected to the electro-proportional pressure reducing valve 7 through pressure reducing valve 10, and is used to provide pilot oil source. A constant flow valve 11 is installed on the oil inlet connector 1. The feedback oil circuit is connected to the return oil port T through the constant flow valve 11, and is used to control the pressure relief rate of the feedback oil circuit. The pressure reducing valve provides pilot pressure to the electro-proportional pressure reducing valve to facilitate reliable control of the speed regulating valve stem position. The constant flow valve mainly affects the pressure relief rate of the feedback oil circuit.

[0037] In the description of this invention, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0038] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances. Furthermore, in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0039] Please note to all technical personnel: Although the present invention has been described according to the specific embodiments above, the inventive concept of the present invention is not limited to this invention. Any modifications that utilize the inventive concept will be included within the scope of protection of the patent rights of the present invention.

Claims

1. A multi-way valve for loading and unloading vehicles with hydraulic oil supply interlock function, comprising an oil inlet (P), an oil return port (T), and a feedback oil circuit, characterized in that: Also includes: The oil inlet (1) is provided with a valve hole (K1), a shuttle valve hole (K6), a first oil passage (K2), a second oil passage (K3), and a third oil passage (K9). The valve hole (K1) includes a first annular groove (K11), a second annular groove (K12), and a third annular groove (K13). The shuttle valve hole (K6) includes an oil inlet hole (K61), an oil outlet annular groove (K62), and an oil inlet annular groove (K63). The oil inlet (P) is connected to the second annular groove (K12) through the first oil passage (K2). The working link (12) is connected to the oil inlet link (1), and the working link (12) is provided with a working oil passage (K4); the first annular groove (K11) is connected to the working oil passage (K4) through the second oil passage (K3); The oil inlet (U) is located on the oil inlet connector (1) and is used to connect to the off-road multi-way valve. Speed ​​control valve (4), located on the oil inlet (1), is used to realize the interlock of hydraulic oil supply for the upper and lower vehicles and the speed control function for the lower vehicle; the speed control valve (4) includes a speed control valve rod (41), which is located in the valve hole (K1). The speed control valve rod (41) is provided with a circumferential groove (411), a throttling groove (412), and a shielding part (413). The throttling groove (412) is connected to the third oil circuit (K9) through the third annular groove (K13); the speed control valve (4) has a normal position, a transition position, and a reversing position; when the speed control valve (4) is in the normal position, the pressure oil in the oil inlet (P) is connected to the working oil circuit (K4) through the first oil circuit (K2), the second annular groove (K12), the circumferential groove (411), the first annular groove (K11), the second oil circuit (K3), and the working oil circuit (K4). When the speed control valve (4) is in the transition position, the shielding part (413) separates the second annular groove (K12) from the first annular groove (K11) and also separates the second annular groove (K12) from the third annular groove (K13) through the shielding part (413); when the speed control valve (4) is in the reversing position, the pressure oil of the first oil circuit (K2) passes through the second annular groove (K12), the throttle groove (412), the third annular groove (K13), and the third oil circuit (K9) to the undercarriage oil port (U) to control the operation of the undercarriage multi-way valve. At this time, the shielding part (413) separates the second annular groove (K12) from the first annular groove (K11).

2. The upper-boarding multi-way valve with upper-boarding and lower-boarding hydraulic oil supply interlocking function according to claim 1, characterized in that Also includes: The flow divider valve (3) is located on the oil inlet line (1), and the first oil circuit (K2) is connected to the return oil port (T) through the flow divider valve (3); Shuttle valve (8) is used to pick up the load feedback pressure of the working link (12) and the off-road multi-way valve respectively and feed the selected high pressure signal back to the oil inlet link (1) through the feedback oil circuit; the pressure oil of the feedback oil circuit enters the spring chamber (31) of the diverter valve and cooperates with the spring force of the diverter valve (3) and the pressure oil of the first oil circuit (K2) to control the diverter valve (3).

3. The multi-way valve for upper and lower vehicles with hydraulic oil supply interlock function as described in claim 1, characterized in that... It also includes an electro-proportional pressure reducing valve (7), and the speed regulating valve (4) includes a pilot chamber (43). The electro-proportional pressure reducing valve (7) is connected to the pilot chamber (43) of the speed regulating valve (4) through a first damper (5) and is used to control the valve opening of the throttling groove (412) of the speed regulating valve stem (41).

4. The upper-boarding multi-way valve with upper-boarding and lower-boarding hydraulic oil supply interlocking function according to claim 3, characterized in that The first damper (5) is integrally mounted on the oil inlet connector (1) along with the end cap assembly of the electric proportional pressure reducing valve (7), and the first damper (5) is connected to the pilot chamber (43) of the speed regulating valve (4). The pilot chamber (43) is provided with a speed regulating elastic element (42), and the speed regulating elastic element (42) is connected to the speed regulating valve stem (41).

5. The upper-boarding multi-way valve with upper-boarding and lower-boarding hydraulic oil supply interlocking function according to claim 1, characterized in that The throttling groove (412) includes multiple U-shaped grooves (4121), which are arranged in a stepped manner.

6. The upper-boarding multi-way valve with upper-boarding and lower-boarding hydraulic oil supply interlocking function according to claim 5, characterized in that A set of throttling grooves (4121) with multiple openings gradually increasing and arranged in a stepped manner are used as a group of throttling grooves (412). The speed regulating valve stem (41) is evenly distributed with multiple sets of the throttling grooves (412) in the circumference.

7. A multi-way valve for upper and lower vehicles with hydraulic oil supply interlock function as described in claim 1, characterized in that... The feedback oil circuit includes a feedback port (K5), a first Ls oil circuit (K7), and a second Ls oil circuit (K8); the shuttle valve (8) is located in the oil inlet (K61), and the shuttle valve (8) includes a valve ball (81); when the speed control valve (4) is in the reversing position, the off-vehicle load pressure passes through the off-vehicle oil port (U), the third oil circuit (K9), and the feedback port (K5) to the oil inlet (K61) of the shuttle valve (8) and pushes the valve ball (81) to move; the off-vehicle load pressure passes through the shuttle valve (8), the oil outlet ring groove (K62), the first Ls oil circuit (K7), and the second damper (9) in sequence and finally feeds back to the load feedback port of the diverter valve spring cavity (31) to establish the system pressure.

8. The upper-boarding multi-way valve with upper-boarding and lower-boarding hydraulic oil supply interlocking function according to claim 2, characterized in that It also includes a pilot relief valve (2) and a reversing valve (6), both of which are located on the oil inlet (1). The first oil circuit (K2) is connected to the return port (T) through the pilot relief valve (2).

9. The upper-boarding multi-way valve with upper-boarding and lower-boarding hydraulic oil supply interlocking function according to claim 8, characterized in that The reversing valve (6) has a first position that connects the control oil of the pilot relief valve (2) to the return port (T) and a second position that cuts off after reversing. When the reversing valve (6) is in the first position, the pressure oil in the first oil circuit (K2) opens the pilot relief valve (2) and flows to the return port (T) for system unloading. When the reversing valve (6) is in the second position and the system does not operate, the pressure oil in the first oil circuit (K2) only needs to overcome the elastic force of the diverter valve (3) to open the diverter valve (3) and flow to the return port (T) to realize low-pressure unloading of the system.

10. The upper-boarding multi-way valve with upper-boarding and lower-boarding hydraulic oil supply interlocking function according to claim 1, characterized in that Also includes: A pressure reducing valve (10) is installed on the oil inlet line (1). The first oil circuit (K2) is connected to the electro-proportional pressure reducing valve (7) through the pressure reducing valve (10) to provide a pilot oil source. A constant flow valve (11) is installed on the oil inlet (1). The feedback oil circuit is connected to the return oil port (T) through the constant flow valve (11) to control the pressure relief speed of the feedback oil circuit.

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