An integrated unloading, lubricating and cooling clutch electric proportional control valve block assembly

Abstract

This invention belongs to the field of combine harvester technology, specifically describing a clutch electro-proportional control valve block assembly integrating unloading, lubrication, and cooling. It includes a valve body, an unloading clutch switch solenoid valve and a main clutch proportional solenoid valve located on the left side of the valve body; an unloading clutch cylinder oil port and a central transmission box side lubrication return oil port located on the top of the valve body; a cooling oil inlet located on the front of the valve body; a main oil inlet and an oil cooler inlet located at the rear of the valve body; and a clutch return oil port, a central transmission box shaft lubrication return oil port, a pump shaft lubrication return oil port, and a main clutch engagement oil port located at the bottom of the valve body. This valve block assembly has a compact structure, highly integrating four major functions—main clutch control, unloading clutch control, central transmission box lubrication, and cooling—into a single valve block body. This significantly reduces hydraulic components and connecting pipelines, saves installation space, and fundamentally reduces the risk of leakage.

Description

Technical Field

[0001] This invention belongs to the field of combine harvester technology, specifically a clutch electro-proportional control valve block assembly that integrates unloading, lubrication, and cooling. Background Technology

[0002] Currently, hydraulic control of clutches in grain combine harvesters is quite common. The smooth engagement and disengagement of clutches in each working component directly affects the lifespan of the machine's transmission system, operating efficiency, and driving comfort. The main hydraulic control methods for clutches include: on / off control using a common solenoid directional valve in conjunction with a clutch cylinder; belt clutches using mechanical levers to drive a tensioner; and a few high-end models employing independent electro-hydraulic proportional valves for flexible control of the main clutch. While these control methods can achieve the engagement and disengagement of the main clutch, and some solutions even achieve a certain degree of buffered engagement, their structures are relatively dispersed. The clutch control valve groups, transmission lubrication system, and cooling system for each component are often independently located in different parts of the machine. The hydraulic system integration is low, the overall piping is complex, it occupies a large amount of installation space around the central transmission box, and the numerous joints significantly increase the risk of leakage. Furthermore, the lubrication and cooling functions of the central transmission box typically rely on a separate lubrication pump and external cooler. This not only increases component costs and assembly time, but also means that if the independent lubrication pump fails, the transmission box will continue to operate without lubrication, easily leading to severe gear and bearing burn-out failures. The fragmented and dispersed arrangement of these functions not only results in a bloated and complex hydraulic system with numerous potential failure points, but also exacerbates the rigid impact of the clutch engagement and the lack of independent lubrication and cooling, severely restricting the reliability, economy, and driving comfort of the entire machine. Excessive clutch engagement impact can cause the drive belt to slip and smoke or the engine to frequently stall. Combined with the continuous rise in oil temperature in the central transmission box due to insufficient lubrication and cooling, this significantly shortens the service life of the transmission system, increases user maintenance costs and downtime, and affects the efficiency of cross-regional operations. Summary of the Invention

[0003] The purpose of this invention is to provide a clutch electro-proportional control valve block assembly that integrates unloading, lubrication, and cooling. This valve block assembly has a compact structure and can highly integrate the four major functions of main clutch control, unloading clutch control, central transmission box lubrication, and cooling into the same valve block, significantly reducing hydraulic components and connecting pipelines, saving installation space, and reducing the risk of leakage at the source.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: An integrated clutch electro-proportional control valve block assembly for unloading, lubrication, and cooling includes a valve body. The valve body is provided with a main oil inlet, an unloading clutch cylinder oil port, an oil cooler inlet, a cooling oil inlet, a central transmission box side lubrication return port, a main oil circuit pressure test port, a main clutch pressure test port, an oil temperature sensor port, and a pressure sensor port. The valve body also includes an oil passage, a clutch return port, a central transmission box shaft lubrication return port, a pump shaft lubrication return port, a main clutch engagement port, an unloading clutch switch solenoid valve, a main clutch proportional solenoid valve, a main oil circuit pressure regulating relief valve, an oil cooler bypass relief valve, and a pump shaft lubrication relief valve. The unloading clutch solenoid valve and the main clutch proportional solenoid valve are located on the left side of the valve body; the main oil circuit pressure regulating overflow valve, the oil cooler bypass overflow valve, and the pump shaft lubrication overflow valve are located on the right side of the valve body. The unloading clutch cylinder oil port and the central transmission box side box lubrication return oil port are located on the top of the valve body; the cooling oil inlet is located on the front of the valve body; the main oil inlet and the oil cooler oil inlet are located on the rear of the valve body; the clutch return oil port, the central transmission box shaft lubrication return oil port, the pump shaft lubrication return oil port, and the main clutch engagement oil port are located at the bottom of the valve body. Oil is supplied by the oil pump into the valve body through the main inlet, and then divided into two main oil circuits through the oil passages within the valve body. The first main oil circuit is divided into two branches. The first branch connects to the inlet of the unloading clutch solenoid valve, and is also connected to the main inlet pressure test port and the oil temperature sensor port on the valve body. The second branch connects to the inlet of the main clutch proportional solenoid valve. The outlet of the unloading clutch solenoid valve is connected to the unloading clutch cylinder port. The outlet of the main clutch proportional solenoid valve is divided into two branches, one of which connects to the main clutch engagement port, and the other connects to the spring side of the main clutch proportional solenoid valve. The return oil of the unloading clutch solenoid valve is connected to the clutch return oil port through an oil passage, and is also connected to the return oil of the main clutch proportional solenoid valve. The return oil of the main clutch proportional solenoid valve is connected to the anti-trapped oil passage on the left side of the valve housing.

[0005] Furthermore, the second main oil circuit is connected to the inlet of the main oil circuit pressure regulating relief valve; the outlet of the main oil circuit pressure regulating relief valve is divided into two branches, the first branch is connected to the oil cooler inlet, and the second branch is connected to the oil cooler bypass relief valve inlet; the oil cooler bypass relief valve outlet is connected to the cooling oil inlet, merging into one oil circuit, which is then divided into three secondary oil circuits. The first secondary oil circuit is connected to the lubrication return port of the central transmission box side box; the second secondary oil circuit is connected to the pump shaft lubrication relief valve inlet through the internal oil circuit of the valve body, and the pump shaft lubrication relief valve outlet is connected to the pump shaft lubrication return port through the internal oil circuit; the third secondary oil circuit is directly connected to the central transmission box shaft lubrication return port.

[0006] Furthermore, the valve body is also equipped with a main oil inlet pressure test port, a main clutch pressure test port, an oil temperature sensor port, and a pressure sensor port. The main oil inlet pressure test port is connected to the main oil inlet via an oil passage to detect the system pressure. The main clutch pressure test port is connected to the oil outlet of the main clutch proportional solenoid valve via an oil passage to detect the pressure when the main clutch is engaged. The oil temperature sensor port is connected to the main oil inlet via an oil passage to detect the system temperature. The pressure sensor port is connected to the oil inlet of the pump shaft lubrication relief valve via an oil passage to monitor in real time whether the lubrication oil passage connecting the central transmission box and the pump shaft is open.

[0007] Furthermore, the main clutch proportional solenoid valve has anti-trapped oil passages on the valve body corresponding to the working oil port positions. When the solenoid valve is de-energized, the residual hydraulic oil in each working oil port is quickly discharged to the clutch return oil port through the anti-trapped oil passages to eliminate the oil trapping phenomenon.

[0008] Furthermore, the main oil circuit pressure regulating overflow valve sets the system's maximum working pressure, providing a stable pressure source for the main clutch and unloading clutch; the oil cooler bypass overflow valve is connected in parallel with the external oil cooler, opening when the hydraulic oil viscosity is high due to low temperatures in winter, allowing some hydraulic oil to enter the lubrication circuit directly without passing through the oil cooler; the pump shaft lubrication overflow valve ensures lubrication priority, prioritizing lubrication of the internal shaft system of the central transmission box when closed, and opening when the set pressure is reached to simultaneously lubricate the connection between the central transmission box and the pump shaft.

[0009] Furthermore, the valve body is directly attached to the upper surface of the central transmission box during installation, and most of the lubrication and return oil channels are directly connected to the internal oil circuit of the transmission box through the corresponding oil port on the valve body mounting surface, without the need for external pipeline transition.

[0010] Furthermore, the main clutch proportional solenoid valve is a proportional pressure reducing relief valve, which realizes the flexible establishment of system pressure by controlling the slowly increasing current signal; the unloading clutch switch solenoid valve is a switching solenoid valve, which realizes the connection and disconnection of the unloading clutch.

[0011] Furthermore, when the grain combine harvester is idling or in transit, both the unloading clutch switch solenoid valve and the main clutch proportional solenoid valve are de-energized. The unloading clutch cylinder and the wet main clutch discharge internal hydraulic oil under spring force, returning to the clutch return port via the unloading clutch switch solenoid valve and the main clutch proportional solenoid valve, respectively. Under normal temperature and low load conditions, oil supplied by the oil pump enters the valve body through the main inlet, flows into the oil cooler inlet through the main oil circuit pressure regulating overflow valve, and after being cooled by the external oil cooler, returns to the valve body through the cooling oil inlet. At this time, the pump shaft lubrication overflow valve has not reached the opening pressure. When closed, the hydraulic fluid is divided into two paths: one path lubricates the side gearbox shaft system through the side gearbox lubrication return port, and the other path lubricates the internal transmission system of the central gearbox through the central gearbox shaft lubrication return port. During low-temperature startup in winter, the oil cooler bypass relief valve opens, allowing some hydraulic oil to bypass the oil cooler directly, which shortens the oil heating time and accelerates system pressure build-up. Under medium-to-high load conditions, the pump shaft lubrication relief valve reaches the opening pressure and is in the open state, dividing the hydraulic fluid into three paths: the third path lubricates the connection between the central gearbox and the pump through the pump shaft lubrication return port via the pump shaft lubrication relief valve.

[0012] Furthermore, when the grain combine harvester is in harvesting operation, the unloading clutch switch solenoid valve is de-energized, and the main clutch proportional solenoid valve is energized. The first main oil circuit enters the main clutch engagement port through the main clutch proportional solenoid valve, pressing the wet main clutch of the central transmission box and engaging the working parts of the vehicle. The main clutch proportional solenoid valve is driven to open slowly through the gradual increase current signal output by the controller and the oil outlet pressure feedback, so that the clutch friction plate undergoes a controllable semi-engagement slip process, realizing flexible control of the main clutch.

[0013] Furthermore, when the grain combine harvester is in the unloading operation state, the unloading clutch switch solenoid valve is energized, the main clutch proportional solenoid valve is de-energized, and the first main oil circuit enters the unloading clutch cylinder oil port through the unloading clutch switch solenoid valve, pressing the unloading clutch belt and engaging the unloading auger.

[0014] The beneficial effects of this invention are as follows: The overall structural design of the clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling protection functions is scientific, and it has the following technical features and advantages in use: 1. The two core clutch functions, unloading clutch and main clutch, are integrated into the same valve block body. The valve block integrates the unloading clutch control oil circuit and the main clutch control oil circuit. Each is controlled by an independent solenoid valve to control the on / off of the unloading auger and the total power of the harvesting working parts of the whole machine. The two clutch systems share a single hydraulic power input source. There is no need to set up separate clutch valve groups or mechanical operating mechanisms for the unloading auger and the transmission of the main working parts. This significantly simplifies the hydraulic system architecture of the whole machine, saves installation space around the central transmission box, reduces pipeline connection and leakage risks, and improves assembly efficiency and overall machine reliability. 2. An anti-trapped oil passage is provided on the main clutch solenoid valve housing. When the main clutch solenoid valve is de-energized, if the residual pressure oil between the ports cannot be released in time, it will form a trapped oil phenomenon inside the valve body. This will lead to increased resistance and delayed response of the valve core during the next start-up, and in severe cases, even cause the solenoid valve to jam or the actuator to malfunction. This invention provides a dedicated drain oil passage at the corresponding working port position of the solenoid valve to ensure that the residual hydraulic oil in the valve housing can be quickly drained to the return oil circuit after the solenoid valve is de-energized, completely eliminating the trapped oil phenomenon and ensuring the sensitivity and reliability of the solenoid valve in each operation. 3. A control oil circuit is provided at the main clutch. When the main clutch solenoid valve is energized, flexible engagement is achieved, reducing the impact on the transmission system. Compared with the shortcomings of traditional ordinary solenoid directional valves, which can only achieve two-state control of "on / off" and cause the transmission system to suffer severe torque impact due to the rapid compression of the clutch piston at the moment of engagement, the main clutch control of this invention adopts a proportional pressure reducing relief valve. The proportional valve is slowly opened by the gradually increasing current signal output by the controller. At the same time, the pressure at the outlet end is fed back to the right end of the valve core, so that the clutch friction plate undergoes a controllable "semi-engagement slippage" process. After the speed and pressure of the transmission system stabilize, the current is gradually increased to complete engagement. This fundamentally eliminates the rigid impact at the moment of main clutch engagement, effectively avoids problems such as belt slippage and smoke, tooth surface fatigue pitting, and engine stalling due to sudden load changes, greatly extends the service life of the transmission system, and significantly improves driving comfort. 4. It can automatically unload and save energy, making full use of the overflow flow for lubrication and cooling. It integrates three-stage relief valves with different pressure settings to realize the forced lubrication and cooling function of the central transmission box, and the lubrication flow can be automatically matched with the system workload. The three-stage relief valves with different pressure settings inside the valve block form three different lubrication oil circuits. The first-stage relief valve sets the system's maximum working pressure, providing a stable pressure source for the main clutch and unloading clutch. Simultaneously, it guides the lubricating oil carrying heat through an external radiator for active cooling. The oil is then directly delivered to the central transmission housing's internal shaft system and side chambers via the valve block's internal oil passages and external oil pipes, achieving forced lubrication and eliminating the need for a separate lubrication pump and its drive motor required in traditional solutions. The second-stage relief valve is connected in parallel with the oil cooler. This valve is normally closed. During low-temperature start-up in winter, when the hydraulic oil viscosity is high and system resistance increases, pressure build-up becomes difficult. At this time, the relief valve opens, allowing excess hot oil to bypass the oil cooler and be directly delivered to the central transmission housing's internal shaft system through the valve block's internal oil passages, effectively reducing the time required for the oil to heat up and accelerating system pressure build-up. The third-stage relief valve manages the lubrication of the connection between the central transmission housing and the pump shaft. Before reaching the set pressure, it forces the hydraulic oil to flow through the lubrication circuit of the first-stage relief valve when it is open, ensuring that the central transmission housing and clutch friction plates are always within their optimal operating temperature range. The integrated design of this three-stage relief valve allows the lubrication and cooling functions, which originally required multiple independent subsystems, to be highly integrated into a single valve block, reducing system complexity and component costs, and improving the reliability and service life of the transmission box. 5. The oil port positions are rationally arranged, with the internal oil circuit of the valve block directly fitting into the central transmission box, significantly simplifying external pipeline connections. The layout of each functional oil port on the valve block has been optimized. The positions of the pressure test port, oil inlet, oil return port, and working oil port fully consider the vehicle assembly process and maintenance convenience. The pressure test port can easily monitor the pressure of each oil circuit in the valve block in real time and diagnose faults, so as to quickly and accurately find the problem. More importantly, the valve block of this invention has multiple built-in oil passages. During installation, the valve block body directly fits into the upper surface of the central transmission box. The lubrication and return oil channels can directly connect to the internal oil circuit of the transmission box through the corresponding oil ports on the valve block mounting surface without the need for external pipeline transition. This completely avoids the disadvantages of traditional decentralized solutions that require a large number of external oil pipes to connect the valve group and the transmission box. This not only saves pipeline costs and assembly time, but also reduces the risk of pipe joint leakage from the root, making the entire hydraulic system simpler, more compact, and more reliable. Attached Figure Description

[0015] Appendix Figure 1 This is a front view of the valve block assembly of the present invention. Appendix Figure 2 This is a top view of the valve block assembly of the present invention. Appendix Figure 3 This is a rear view of the valve block assembly of the present invention. Appendix Figure 4 The attached drawing shows the bottom oil passage structure of the valve block assembly of the present invention; Appendix Figure 5 The attached diagram illustrates the hydraulic principle of the valve block assembly of this invention when the harvester is idling or being moved between harvesting sites. Appendix Figure 6 The attached diagram illustrates the hydraulic principle of the valve block assembly of the present invention when the harvester is in the harvesting operation state. Appendix Figure 7 The attached diagram illustrates the hydraulic principle of the valve block assembly of the present invention when the harvester is in the unloading operation state. Appendix Figure 8 The accompanying drawings show the energized and de-energized states of the solenoid valve in the valve block assembly of the present invention when the harvester is in various states; The diagram is labeled as follows: 1. Valve body; 2. Unloading clutch solenoid valve; 3. Main clutch proportional solenoid valve; 4. Main oil circuit pressure regulating relief valve; 5. Oil cooler bypass relief valve; 6. Pump shaft lubrication relief valve; RP. Main oil inlet; UA. Unloading clutch cylinder oil port; P1. Cooling oil inlet; P2. First internal oil inlet; P3. Second internal oil inlet; P4. Third internal oil inlet; P5. Fourth internal oil inlet; P6. Fifth internal oil inlet; P7. Sixth internal oil inlet; P8. Seventh internal oil inlet; P9. Eighth internal oil inlet; P10. Ninth internal oil inlet; P11. Tenth internal oil inlet; P12. Eleventh internal oil inlet; T1. Oil cooler inlet; T2. Clutch return port; T3. Central... Transmission box side lubrication return port, T4, central transmission box shaft lubrication return port, T5, pump shaft lubrication return port, T6, first internal return oil circuit, T7, second internal return oil circuit, T8, third internal return oil circuit, T9, fourth internal return oil circuit, T10, fifth internal return oil circuit, T11, sixth internal return oil circuit, T12, seventh internal return oil circuit, M1, main oil inlet pressure test port, M2, main clutch pressure test port, C, oil temperature sensor port, D, pressure sensor port, ED, main clutch engagement port, K1, first internal control oil circuit, A1, first internal working oil outlet circuit, A2, second internal working oil outlet circuit. Detailed Implementation

[0016] To make the technical problems, technical solutions, and beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only for explaining the present invention and are not intended to limit the present invention. It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to or indirectly connected to the other element. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality of" means two or more unless otherwise explicitly specified. "Several" means one or more unless otherwise explicitly specified. In the description of this invention, it should be understood that the terms "upper," "lower," "front," "rear," "left," and "right," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the invention and 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, and therefore should not be construed as a limitation of the invention. In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "connected," and "linked" 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 direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two elements or the interaction relationship between two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0017] Specific Embodiment 1: As per the appendix to the specification of this invention Figure 1 To the instruction manual Figure 4As shown, the clutch electro-proportional control valve block assembly integrating unloading, lubrication, and cooling provided by this invention is fixed to the top of the central transmission box of a grain combine harvester by hexagonal flange bolts during use. The valve body 1 is equipped with a main oil inlet RP, an unloading clutch cylinder oil inlet UA, an oil cooler oil inlet T1, a cooling oil inlet P1, a central transmission box side lubrication return oil inlet T3, a main oil circuit pressure test port M1, a main clutch pressure test port M2, an oil temperature sensor oil inlet C, and a pressure sensor oil inlet D. Inside the valve body 1 are an oil passage, a clutch return oil inlet T2, a central transmission box shaft lubrication return oil inlet T4, a pump shaft lubrication return oil inlet T5, a main clutch engagement oil inlet ED, an unloading clutch switch solenoid valve 2, a main clutch proportional solenoid valve 3, a main oil circuit pressure regulating overflow valve 4, an oil cooler bypass overflow valve 5, and a pump shaft lubrication overflow valve 6.

[0018] Oil is supplied by the oil pump into the valve body 1 through the main inlet RP, and then divided into two oil paths through the oil passages inside the valve body 1. The first main oil path is divided into two branches. The first branch connects to the inlet of the unloading clutch switch solenoid valve 2, and this oil path is also connected to the pressure measuring port of the system pressure measuring device and the oil temperature sensor port C of the system temperature measuring device on the valve body 1. The second branch connects to the inlet of the main clutch proportional solenoid valve 3. The outlet of the unloading clutch switch solenoid valve 2 is connected to the unloading clutch cylinder port UA, and can also be connected to the clutch return port T2. The outlet of the main clutch proportional solenoid valve 3 is connected to the main clutch engagement port ED, and this oil path is also connected to the pressure measuring port of the main clutch engagement device and the spring side of the main clutch proportional solenoid valve 3. In addition, the outlet of the main clutch proportional solenoid valve 3 can also be connected to the clutch return port T2. At this time, this oil path is also connected to the anti-trapped oil path on the left side of the main clutch proportional solenoid valve 3 housing.

[0019] The second lubrication and cooling oil circuit is connected to the inlet of the main oil circuit pressure regulating relief valve 4. The outlet of the main oil circuit pressure regulating relief valve 4 is divided into two branches. The first branch is connected to the oil cooler inlet T1, and the second branch is connected to the inlet of the oil cooler bypass relief valve 5. The outlet of the oil cooler bypass relief valve 5 is connected to the cooling oil inlet P1, merging into one oil circuit, which is then divided into three secondary oil circuits. The first secondary oil circuit is connected to the lubrication return port T3 of the central transmission box side box. The second secondary oil circuit is connected to the inlet of the pump shaft lubrication relief valve 6 through the internal oil circuit of the valve body 1. The outlet of the pump shaft lubrication relief valve 6 is connected to the pump shaft lubrication return port T5 through the internal oil circuit. The third secondary oil circuit is directly connected to the lubrication return port T4 of the central transmission box shaft system.

[0020] As per the instruction manual Figure 1 To the instruction manual Figure 4As shown, the unloading clutch solenoid valve 2 and the main clutch proportional solenoid valve 3 are located on the left side of the valve body 1. The main oil circuit pressure regulating overflow valve 4, the oil cooler bypass overflow valve 5, and the pump shaft lubrication overflow valve 6 are located on the right side of the valve body 1. The unloading clutch cylinder oil port UA and the central transmission box side box lubrication return oil port T3 are located on the top of the valve body 1. The cooling oil inlet P1 is located on the front of the valve body 1. The main oil inlet RP and the oil cooler oil inlet T1 are located on the rear of the valve body 1. The clutch return oil port T2, the central transmission box shaft lubrication return oil port T4, the pump shaft lubrication return oil port T5, and the main clutch engagement oil port ED are located at the bottom of the valve body 1.

[0021] The valve body 1 is also equipped with a main oil inlet pressure test port M1, a main clutch pressure test port M2, an oil temperature sensor port C, and a pressure sensor port D. The main oil inlet pressure test port M1 is connected to the main oil inlet line via an oil passage to detect system pressure. The main clutch pressure test port M2 is connected to the outlet of the main clutch engagement proportional solenoid valve via an oil passage to detect the pressure when the main clutch engages, determining whether the main clutch engagement is complete. The oil temperature sensor port C is connected to the main oil inlet line via an oil passage to detect system temperature; the temperature of the central transmission box can be used to monitor whether the transmission components inside the box are properly fitted and adequately lubricated. The pressure sensor port D is connected to the inlet of the pump shaft lubrication overflow valve 6 via an oil passage to monitor the back pressure of the central transmission box shaft lubrication in real time, determining whether the lubrication oil passage between the central transmission box and the pump shaft is connected. The locations of the main oil inlet pressure test port M1, the main clutch pressure test port M2, the oil temperature sensor port C, and the pressure sensor port D are all convenient for connection and maintenance.

[0022] The specific internal oil passages and port connections of valve body 1 are as follows: (see attached instruction manual) Figure 5 As shown, the valve body 1 has 21 internal oil passages, including the first internal oil inlet passage P2, the second internal oil inlet passage P3, the third internal oil inlet passage P4, the fourth internal oil inlet passage P5, the fifth internal oil inlet passage P6, the sixth internal oil inlet passage P7, the seventh internal oil inlet passage P8, the eighth internal oil inlet passage P9, the ninth internal oil inlet passage P10, the tenth internal oil inlet passage P11, the eleventh internal oil inlet passage P12, the first internal return oil passage T6, the second internal return oil passage T7, the third internal return oil passage T8, the fourth internal return oil passage T9, the fifth internal return oil passage T10, the sixth internal return oil passage T11, the seventh internal return oil passage T12, the first internal control oil passage K1, the first internal working oil outlet passage A1, and the second internal working oil outlet passage A2.

[0023] As per the instruction manual Figure 5As shown, the main oil inlet RP is connected to the first internal oil inlet circuit P2. The first internal oil inlet circuit P2 is connected to the fourth internal oil inlet circuit P5, serving as the inlet of the first branch of the first main oil circuit. The first internal oil inlet circuit P2 is continuously connected to the pressure measuring port M1 of the main oil inlet circuit via the second internal oil inlet circuit P3, and simultaneously connected to the oil temperature sensor port C via the third internal oil inlet circuit P4. The fourth internal oil inlet circuit P5 is connected to the first internal working oil outlet circuit A1 via the unloading clutch switch solenoid valve 2. The first internal working oil outlet circuit A1 is continuously connected to the unloading clutch cylinder port UA. The first internal working oil outlet circuit A1 can also be connected to the fourth internal return oil circuit T9. The fourth internal return oil circuit T9 is connected to the fifth internal return oil circuit T10 and the clutch return oil port T2, respectively. The fifth internal return oil circuit T10 is connected to the sixth internal return oil circuit T11. The first internal oil inlet circuit P2 is connected to the eighth internal oil inlet circuit P9, serving as the inlet of the second branch of the first main oil circuit. The eighth internal oil inlet circuit P9 connects to the second internal working oil outlet circuit A2 via the main clutch proportional solenoid valve 3. The second internal working oil outlet circuit A2 is connected to the main clutch pressure test port M2 via the ninth internal oil inlet circuit P10, and also to the main clutch engagement port ED. Furthermore, the second internal working oil outlet circuit A2 is also connected to the first internal control oil circuit K1. Similarly, the second internal working oil outlet circuit A2 can also connect to the fifth internal return oil circuit T10, which is connected to the clutch return oil port T2 via the fourth internal return oil circuit T9.

[0024] The first internal oil inlet P2 is connected to the fifth internal oil inlet P6, serving as the inlet for the second lubrication and cooling oil circuit. The fifth internal oil inlet P6 is connected to the first internal return oil circuit T6 via the main oil circuit pressure regulating overflow valve 4. The first internal return oil circuit T6 is connected to the oil cooler inlet T1 and the sixth internal oil inlet P7, respectively. The sixth internal oil inlet P7 is connected to the second internal return oil circuit T7 via the oil cooler bypass overflow valve 5. The second internal return oil circuit T7 is also connected to the seventh internal oil inlet P8 and the central transmission box shaft lubrication return oil port T4. In addition, the second internal return oil circuit T7 is also connected to the cooling oil inlet P1, the central transmission box side box lubrication return oil port T3, and the pressure sensor oil port D via the tenth internal oil inlet P11, the seventh internal return oil circuit T12, and the eleventh internal oil inlet P12, respectively. The seventh internal oil inlet P8 is connected to the third internal return oil circuit T8 via the pump shaft lubrication overflow valve 6, and then directly connected to the pump shaft lubrication return oil port T5.

[0025] As per the instruction manual Figure 5 Included with instruction manual Figure 8As shown, when both the unloading clutch switch solenoid valve 2 and the main clutch proportional solenoid valve 3 of the grain combine harvester are de-energized, the harvester is in idle or transitional mode. At this time, the unloading clutch cylinder and the wet main clutch discharge the internal hydraulic oil under the action of spring force. The oil returns to the clutch return port T2 through the fourth internal return oil circuit T9 at the oil outlet of the unloading clutch switch solenoid valve 2 and the fifth internal return oil circuit T10 at the oil outlet of the main clutch proportional solenoid valve 3, respectively. In addition, an anti-trapped oil passage, namely the sixth internal return oil circuit T11, is provided on the left side of the main clutch proportional solenoid valve 3 housing. When the valve block is de-energized, it is connected to the clutch return oil port T2 to release the hydraulic oil trapped inside the valve body 1. At low load (flat road) at normal temperature, the oil pump supplies oil into valve body 1 through the main inlet RP, and then directly enters the inlet of the main oil circuit pressure regulating relief valve 4 through the fifth internal oil inlet P6. The relief valve opens, and then the hydraulic oil flows out from the outlet of the main oil circuit pressure regulating relief valve 4. At this time, the oil cooler bypass relief valve 5 is closed, and all the hydraulic oil flows through the oil cooler inlet T1. After being cooled by the external oil cooler, the cooling oil enters valve body 1 through the cooling oil inlet P1 (at this time, the engine speed is low, the system flow is not high, and the pump shaft lubrication relief valve 6 has not reached the opening pressure and is in the closed state). The oil is divided into two: one path goes to the side lubrication return port T3 of the central transmission box for lubrication, and the other path directly goes to the shaft lubrication return port T4 of the central transmission box to achieve lubrication of the internal transmission system of the central transmission box. At medium to high loads under normal temperature conditions, the oil pump supplies oil into the valve body 1 through the main inlet RP, and then enters the inlet of the main oil circuit pressure regulating relief valve 4 through the internal fifth internal oil inlet P6. The relief valve opens, and then the hydraulic oil flows out from the outlet of the main oil circuit pressure regulating relief valve 4. At this time, the oil cooler bypass relief valve 5 closes, and all the hydraulic oil flows through the oil cooler inlet T1. After being cooled by the external oil cooler, the cooling oil enters the valve body 1 through the cooling oil inlet P1. At this time, due to the high engine speed and high system flow, the pump shaft lubrication relief valve 6 reaches the opening pressure and is in the open state. The cooling oil flowing in from the cooling oil inlet P1 is divided into three paths. The first path goes through the lubrication return port T3 of the central transmission box to lubricate the shaft system inside the side box. The second path goes directly through the lubrication return port T4 of the central transmission box to lubricate the transmission system inside the central transmission box. The third path enters the inlet end of the pump shaft lubrication relief valve 6 through the internal seventh internal oil inlet P8, and then flows out from the outlet end of the pump shaft lubrication relief valve 6. It then flows through the internal third internal oil return channel T8 to the pump shaft lubrication return port T5 to lubricate the connection between the central transmission box and the pump.When the combine harvester is first started in winter, the hydraulic system is cold. The oil pump supplies oil into the valve body 1 through the main inlet RP, and then enters the inlet of the main oil circuit pressure regulating relief valve 4 through the internal fifth internal oil inlet P6. The relief valve opens, and then the hydraulic oil flows out from the outlet of the main oil circuit pressure regulating relief valve 4. At this time, due to the high viscosity of the hydraulic oil, the resistance to flowing into the oil cooler increases, and the oil cooler bypass relief valve 5 opens, splitting the oil circuit into two. The first path flows through the oil cooler inlet T1, and after passing through the external oil cooler, the cooling oil enters the valve body 1 through the cooling oil inlet P1. The second path does not flow through the oil cooler (to reduce heat dissipation, quickly heat up, and establish the system working pressure), but flows directly through the oil cooler bypass relief valve 5, and then merges with the first path into one oil path. At this time, the pump shaft lubrication relief valve 6 also reaches the opening pressure and is in the open state. The oil circuit is divided into three parts. The first branch goes to lubricate the shaft system in the side box through the lubrication return port T3 of the central transmission box. The second branch directly lubricates the transmission system inside the central transmission box through the shaft lubrication return port T4 of the central transmission box. The third branch enters the inlet end of the pump shaft lubrication relief valve 6 through the internal seventh internal oil inlet P8, and then flows out from its outlet end. It flows to the pump shaft lubrication return port T5 through the internal third internal oil return channel T8 to lubricate the connection part between the central transmission box and the pump.

[0026] As per the instruction manual Figure 6 Included with instruction manual Figure 8As shown, when the unloading clutch switch solenoid valve 2 of the grain combine harvester is de-energized and the main clutch proportional solenoid valve 3 is energized, the harvester is in harvesting operation mode. During harvesting, all components of the vehicle, including the threshing drum, shredder, bridge, header, grain conveyor, and waste conveyor, are in operation, resulting in high flow and load in the hydraulic system. Oil pump supplies oil into valve body 1 through the main inlet RP, then splits into two paths. The first path enters the inlet of the main clutch proportional solenoid valve 3 through the internal eighth internal inlet path P9, and then flows out from the outlet of the main clutch proportional solenoid valve 3, passing through the second internal working outlet path A2 to the main clutch engagement port ED, pressing the wet main clutch of the central transmission box and engaging the working components of the entire vehicle. The main clutch proportional solenoid valve 3 is proportionally controlled, enabling flexible engagement of the main clutch and effectively avoiding impact phenomena during transmission gear engagement. The second path directly enters the inlet of the main oil circuit pressure regulating relief valve 4 through the internal fifth internal oil inlet P6. This relief valve opens, and hydraulic oil flows out from the outlet of the main oil circuit pressure regulating relief valve 4. At this time, the oil cooler bypass relief valve 5 is closed, and all the hydraulic oil flows through the oil cooler inlet T1. After being cooled by the external oil cooler, the cooling oil then enters the valve body 1 through the cooling oil inlet P1. At this point, due to the high engine speed and large system flow, the pump shaft lubrication relief valve 6 also reaches the opening pressure and is open. In this state, the oil is divided into three paths. The first path goes through the lubrication return port T3 of the central transmission box to lubricate the shaft system inside the side box. The second path goes directly through the lubrication return port T4 of the central transmission box to lubricate the transmission system inside the central transmission box. The third path goes through the internal seventh internal oil inlet P8 to the inlet end of the pump shaft lubrication overflow valve 6, and then flows out from the outlet end of the pump shaft lubrication overflow valve 6. It then flows through the internal third internal oil return path T8 to the pump shaft lubrication return port T5 to lubricate the connection between the central transmission box and the pump.

[0027] As per the instruction manual Figure 7 Included with instruction manual Figure 8As shown, when the unloading clutch solenoid valve 2 of the grain combine harvester is energized and the main clutch proportional solenoid valve 3 is de-energized, the harvester is in the unloading operation state. At this time, the oil pump supplies oil into the valve body 1 through the main oil inlet RP, and then splits into two paths. The first path enters the inlet end of the unloading clutch solenoid valve 2 through the internal fourth internal oil inlet P5, and then flows out from the outlet end of the unloading clutch solenoid valve 2, passes through the first internal working oil outlet A1 and enters the oil port UA of the unloading clutch cylinder. The unloading clutch cylinder rod extends and presses the unloading clutch belt, engaging the unloading auger. During normal grain unloading operations, the harvester engine runs at low speed to save energy. The second oil path directly enters the inlet of the main oil circuit pressure regulating overflow valve 4 through the internal fifth internal oil inlet P6. This overflow valve opens, and then the hydraulic oil flows out from the outlet of the main oil circuit pressure regulating overflow valve 4. At this time, the oil cooler bypass overflow valve 5 is closed, and all the hydraulic oil flows through the oil cooler inlet T1. After being cooled by the external oil cooler, the cooling oil then enters the valve body 1 through the cooling oil inlet P1. At this time, due to the low engine speed and low system flow, the pump shaft lubrication overflow valve 6 has not reached the opening pressure and is in the closed state. The oil is divided into two paths: one path goes through the central transmission box side box lubrication return port T3 to lubricate the shaft system inside the side box, and the other path directly goes through the central transmission box shaft system lubrication return port T4 to lubricate the transmission system inside the central transmission box. It is worth noting that when unloading grains with high moisture content, due to the large system load and flow rate, the pump shaft lubrication overflow valve 6 opens, and the oil is divided into three paths. The first path goes through the lubrication return port T3 of the central transmission box to lubricate the shaft system inside the side box. The second path goes directly through the lubrication return port T4 of the central transmission box to lubricate the transmission system inside the central transmission box. The third path enters the inlet end of the pump shaft lubrication overflow valve 6 through the internal seventh internal oil inlet P8, and then flows out from the outlet end of the pump shaft lubrication overflow valve 6. It then flows through the internal third internal oil return path T8 to the pump shaft lubrication return port T5 to lubricate the connection between the central transmission box and the pump.

[0028] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed invention.

Claims

1. A clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling, characterized in that, The valve body (1) includes a main oil inlet (RP), a grain unloading clutch cylinder oil port (UA), an oil cooler oil inlet (T1), a cooling oil inlet (P1), a central transmission box side box lubrication return oil port (T3), a main oil circuit pressure test port (M1), a main clutch pressure test port (M2), an oil temperature sensor oil port (C), and a pressure sensor oil port (D). Inside the valve body (1) are an oil passage, a clutch return oil port (T2), a central transmission box shaft lubrication return oil port (T4), a pump shaft lubrication return oil port (T5), a main clutch engagement oil port (ED), a grain unloading clutch switch solenoid valve (2), a main clutch proportional solenoid valve (3), a main oil circuit pressure regulating overflow valve (4), an oil cooler bypass overflow valve (5), and a pump shaft lubrication overflow valve (6). The unloading clutch switch solenoid valve (2) and the main clutch proportional solenoid valve (3) are located on the left side of the valve body (1); the main oil circuit pressure regulating overflow valve (4), the oil cooler bypass overflow valve (5), and the pump shaft lubrication overflow valve (6) are located on the right side of the valve body (1). The unloading clutch cylinder oil port (UA) and the central transmission box side box lubrication return oil port (T3) are located on the top of the valve body (1); the cooling oil inlet (P1) is located on the front of the valve body (1); the main oil inlet (RP) and the oil cooler inlet (T1) are located on the back of the valve body (1); the clutch return oil port (T2), the central transmission box shaft lubrication return oil port (T4), the pump shaft lubrication return oil port (T5), and the main clutch engagement oil port (ED) are located at the bottom of the valve body (1); Oil is supplied by the oil pump into the valve body (1) through the main oil inlet (RP), and then divided into two main oil circuits through the oil passages inside the valve body (1). The first main oil circuit is divided into two branches. The first branch is connected to the oil inlet of the unloading clutch solenoid valve (2), and this first branch is also connected to the main oil inlet pressure test port (M1) and the oil temperature sensor port (C) on the valve body (1). The second branch is connected to the oil inlet of the main clutch proportional solenoid valve (3). The oil outlet of the unloading clutch solenoid valve (2) is also connected to the oil outlet. Connect the unloading clutch cylinder oil port (UA); the oil outlet of the main clutch proportional solenoid valve (3) is divided into two branches, one of which is connected to the main clutch engagement oil port (ED), and the other branch is connected to the spring side of the main clutch proportional solenoid valve (3); the return oil end of the unloading clutch switch solenoid valve (2) is connected to the clutch return oil port (T2) through the oil passage, and is also connected to the return oil end of the main clutch proportional solenoid valve (3). The return oil end of the main clutch proportional solenoid valve (3) is connected to the anti-trapped oil passage on the left side of the valve housing.

2. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 1, characterized in that, The second main oil circuit is connected to the inlet of the main oil circuit pressure regulating overflow valve (4); the outlet of the main oil circuit pressure regulating overflow valve (4) is divided into two branches. The first branch is connected to the oil cooler inlet (T1), and the second branch is connected to the oil cooler bypass overflow valve (5) inlet; the oil cooler bypass overflow valve (5) outlet is connected to the cooling oil inlet (P1), and they are combined into one oil circuit, which is then divided into three secondary oil circuits. The first secondary oil circuit is connected to the lubrication return port (T3) of the side box of the central transmission box; the second secondary oil circuit is connected to the inlet of the pump shaft lubrication overflow valve (6) through the internal oil circuit of the valve body, and the outlet of the pump shaft lubrication overflow valve (6) is connected to the pump shaft lubrication return port (T5) through the internal oil circuit; the third secondary oil circuit is directly connected to the lubrication return port (T4) of the central transmission box shaft system.

3. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 2, characterized in that, The valve body (1) is also equipped with a main oil inlet pressure test port (M1), a main clutch pressure test port (M2), an oil temperature sensor port (C), and a pressure sensor port (D). The main oil inlet pressure test port (M1) is connected to the main oil inlet through an oil passage to detect the system pressure. The main clutch pressure test port (M2) is connected to the oil outlet of the main clutch proportional solenoid valve (3) through an oil passage to detect the pressure when the main clutch is engaged. The oil temperature sensor port (C) is connected to the main oil inlet through an oil passage to detect the system temperature. The pressure sensor port (D) is connected to the oil inlet of the pump shaft lubrication relief valve (6) through an oil passage to monitor in real time whether the lubrication oil passage connecting the central transmission box and the pump shaft is open.

4. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 3, characterized in that, The main clutch proportional solenoid valve (3) has an anti-trapping oil passage on the valve body corresponding to the working oil port position. When the solenoid valve is de-energized, the residual hydraulic oil in each working oil port is quickly discharged to the clutch return oil port (T2) through the anti-trapping oil passage to eliminate the oil trapping phenomenon.

5. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 4, characterized in that, The main oil circuit pressure regulating overflow valve (4) sets the maximum working pressure of the system to provide a stable pressure source for the main clutch and the unloading clutch; the oil cooler bypass overflow valve (5) is set in parallel with the external oil cooler. When the hydraulic oil viscosity is high during low temperature start-up in winter, it is opened so that some hydraulic oil can enter the lubrication circuit directly without passing through the oil cooler; the pump shaft lubrication overflow valve (6) ensures the priority of lubrication. When closed, it prioritizes lubrication of the internal shaft system of the central transmission box. When the set pressure is reached, it is opened and simultaneously lubricates the connection between the central transmission box and the pump shaft.

6. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 5, characterized in that, When the valve body (1) is installed, it is directly attached to the upper surface of the central transmission box. Most of the lubrication and return oil channels are directly connected to the internal oil circuit of the transmission box through the corresponding oil port on the mounting surface of the valve body (1), without the need for external pipeline transition.

7. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 6, characterized in that, The main clutch proportional solenoid valve (3) is a proportional pressure reducing overflow valve, which realizes the flexible establishment of system pressure by controlling the slow rise current signal; the unloading clutch switch solenoid valve (2) is a switch solenoid valve, which realizes the connection and disconnection of the unloading clutch.

8. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 7, characterized in that, When the grain combine harvester is idling or in a transfer state, the unloading clutch switch solenoid valve (2) and the main clutch proportional solenoid valve (3) are both de-energized. The unloading clutch cylinder and the wet main clutch discharge the internal hydraulic oil under the action of spring force, and return the oil to the clutch return port (T2) through the unloading clutch switch solenoid valve (2) and the main clutch proportional solenoid valve (3), respectively. Under normal temperature and low load conditions, the oil pump supplies oil into the valve body (1) through the main oil inlet (RP), and then flows into the oil cooler inlet (T1) through the main oil circuit pressure regulating overflow valve (4). After being cooled by the external oil cooler, it returns to the valve body (1) through the cooling oil inlet (P1). At this time, the pump shaft lubrication overflow valve (6) is activated. When the opening pressure is not reached, the oil is in the closed state and is divided into two. One path lubricates the side gearbox shaft system through the lubrication return port (T3) of the central transmission box, and the other path lubricates the internal transmission system of the central transmission box through the lubrication return port (T4) of the central transmission box shaft system. When starting in low temperature winter, the bypass relief valve (5) of the oil cooler is opened, and some hydraulic oil bypasses the oil cooler and bypasses directly, which can shorten the hot oil time and speed up the system pressure build-up. Under medium and high load conditions, the pump shaft lubrication relief valve (6) is in the open state when the opening pressure is reached, and the oil is divided into three. The third path lubricates the connection between the central transmission box and the pump through the pump shaft lubrication return port (T5) of the pump shaft lubrication relief valve (6).

9. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 8, characterized in that, When the grain combine harvester is in the harvesting operation state, the unloading clutch switch solenoid valve (2) is de-energized, the main clutch proportional solenoid valve (3) is energized, the first main oil circuit enters the main clutch engagement port (ED) through the main clutch proportional solenoid valve (3), presses the wet main clutch of the central transmission box, and engages the working parts of the whole vehicle; the main clutch proportional solenoid valve (3) drives the proportional valve to open slowly through the slow-increase current signal output by the controller and the pressure feedback of the oil outlet, so that the clutch friction plate undergoes a controllable semi-engagement slip process, realizing the flexible control of the main clutch.

10. The clutch electro-proportional control valve block assembly integrating grain unloading, lubrication, and cooling according to claim 9, characterized in that, When the grain combine harvester is in the unloading operation state, the unloading clutch switch solenoid valve (2) is energized, the main clutch proportional solenoid valve (3) is de-energized, and the first main oil circuit enters the unloading clutch cylinder oil port (UA) through the unloading clutch switch solenoid valve (2), pressing the unloading clutch belt and engaging the unloading auger.

Images