Load priority valve hydraulic control system

Abstract

The load priority valve hydraulic control system relates to the field of valve block technology, including a valve block body, on which an oil inlet, a steering gear load port, a steering gear load sensitive port, a multi-way valve load port, a multi-way valve load sensitive port and a plunger pump load sensitive port oil inlet are arranged; the oil inlet is connected to the steering gear load port and the multi-way valve load port, and the plunger pump load sensitive port oil inlet is connected to the multi-way valve load sensitive port or the steering gear load sensitive port. The utility model solves the problem that the device in the traditional technology supplies oil through a gear pump, has no load feedback, causes continuous large flow oil supply, causes the hydraulic system to heat up, and affects the working stability of the hydraulic system.

Description

Technical Field

[0001] The utility model relates to the technical field of valve blocks, in particular to a load priority valve hydraulic control system. Background Art

[0002] The hydraulic oil circuit control valve block is a collection of scattered hydraulic oil circuits. Simply put, the hydraulic oil circuit control valve block is a block that controls the work of hydraulic oil.

[0003] Traditional wheeled construction machinery, such as graders, off-road cranes, loaders, etc., mostly use hydraulic power steering systems. The general method is to use an independent gear pump to provide a power source to the steering gear to achieve hydraulic power steering. However, the power steering system has the disadvantages of complex structure, high cost, and low energy utilization.

[0004] The prior art discloses a patent with a publication number of CN201210043470.7, which includes a dynamic load-sensitive priority steering hydraulic system comprising a priority hydraulic working system, other hydraulic working systems, a load-sensitive variable pump and a hydraulic oil tank, and includes a normally open differential pressure sensing valve and a normally closed differential pressure sensing valve, wherein: the normally open differential pressure sensing valve is used to control the flow rate of the load-sensitive variable pump delivering oil to the priority hydraulic working system according to the working pressure fed back by the priority hydraulic working system; the normally closed differential pressure sensing valve is used to control the flow rate of the load-sensitive variable pump delivering oil to the other hydraulic working systems according to the working pressure fed back by the priority hydraulic working system. The present invention can improve the flexibility of the overall structural layout of engineering machinery using a dynamic load-sensitive priority steering hydraulic system.

[0005] As the existing technologies including the above patents are used, their shortcomings are gradually exposed, mainly in the following aspects:

[0006] The existing ones all supply oil through gear pumps without load feedback, resulting in continuous large-flow oil supply, which causes the hydraulic system to heat up and affects the stability of the hydraulic system.

[0007] In summary, the prior art obviously has inconveniences and defects in practical use, so it is necessary to improve it. Utility Model Content

[0008] In view of the defects in the prior art, the utility model solves the problem that the device in the traditional technology supplies oil through a gear pump without load feedback, resulting in continuous large-flow oil supply, causing the hydraulic system to heat up and affecting the working stability of the hydraulic system.

[0009] In order to solve the above problems, the utility model provides the following technical solutions:

[0010] A load priority valve hydraulic control system comprises a valve block body, wherein the valve block body is provided with an oil inlet, a steering gear load port, a steering gear load sensitive port, a multi-way valve load port, a multi-way valve load sensitive port and a plunger pump load sensitive port oil inlet; the oil inlet is connected to the steering gear load port and the multi-way valve load port, and the plunger pump load sensitive port oil inlet is connected to the multi-way valve load sensitive port or the steering gear load sensitive port.

[0011] As an optimized solution, the oil inlet is connected to the load port of the multi-way valve through a proportional valve core.

[0012] As an optimized solution, one of the driving ends of the proportional valve core is connected to the oil inlet via a first hydraulic motor.

[0013] As an optimized solution, the other driving end of the proportional valve core is connected to the oil inlet of the load-sensitive port of the plunger pump through a second hydraulic motor.

[0014] As an optimized solution, the oil inlet of the load-sensitive port of the plunger pump is connected to the load-sensitive port of the multi-way valve or the load-sensitive port of the steering gear through a shuttle valve.

[0015] As an optimized solution, the oil inlet is connected to the steering gear load port via a two-position two-way valve.

[0016] As an optimized solution, the outlet end of the two-position two-way valve is connected to one end of the filter.

[0017] As an optimized solution, one driving end of the two-position two-way valve is connected to the other end of the filter through a first oil circuit.

[0018] As an optimized solution, a first flow regulating valve is connected to the first oil circuit.

[0019] As an optimized solution, the other driving end of the two-position two-way valve is connected to the other end of the filter through a second oil circuit.

[0020] As an optimized solution, the second oil circuit is connected to the load sensing port of the steering gear through a third oil circuit.

[0021] As an optimized solution, a second flow regulating valve is connected to the third oil circuit.

[0022] As an optimized solution, a third flow regulating valve is connected to the second oil circuit.

[0023] As an optimized solution, the third flow regulating valve is located between the second flow regulating valve and the filter.

[0024] Compared with the prior art, the beneficial effects of the utility model are:

[0025] By setting the load sensitive port, the hydraulic system can realize directional oil supply when a load needs oil, saving energy. It also overcomes the problem of system heating caused by continuous large-scale oil supply due to the setting of a gear pump in traditional technology. It can improve load sensitivity, give priority to steering, and improve the flexibility of the overall machine structure layout. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the specific implementation of the utility model or the technical solution in the prior art, the following is a brief introduction to the drawings required for the specific implementation or the prior art description. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, each element or part is not necessarily drawn according to the actual scale.

[0027] Figure 1 It is a schematic diagram of the hydraulic principle of the utility model.

[0028] In the figure: 1- oil inlet; 2- load port for steering gear; 3- load sensitive port for steering gear; 4- load port for multi-way valve; 5- load sensitive port for multi-way valve; 6- oil inlet of load sensitive port of plunger pump; 7- valve core of proportional valve; 8- two-position two-way valve; 9- filter; 10- first hydraulic motor; 11- second hydraulic motor; 12- shuttle valve; 13- first oil circuit; 14- second oil circuit; 15- third oil circuit; 16- first flow regulating valve; 17- second flow regulating valve; 18- third flow regulating valve. DETAILED DESCRIPTION

[0029] The following embodiments of the technical solution of the utility model are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the utility model, and are therefore only used as examples, and cannot be used to limit the protection scope of the utility model.

[0030] like Figure 1 As shown, the load priority valve hydraulic control system includes a valve block body, on which are provided an oil inlet 1, a steering gear load port 2, a steering gear load sensitive port 3, a multi-way valve load port 4, a multi-way valve load sensitive port 5 and a plunger pump load sensitive port oil inlet 6; the oil inlet 1 is connected to the steering gear load port 2 and the multi-way valve load port 4, and the plunger pump load sensitive port oil inlet 6 is connected to the multi-way valve load sensitive port 5 or the steering gear load sensitive port 3.

[0031] The oil inlet port 1 is connected to the load port 4 of the multi-way valve through the proportional valve spool 7.

[0032] One driving end of the proportional valve core 7 is connected to the oil inlet 1 through the first hydraulic motor 10 .

[0033] The other driving end of the proportional valve core 7 is connected to the load-sensing oil inlet 6 of the plunger pump through the second hydraulic motor 11 .

[0034] The load-sensing oil inlet 6 of the plunger pump is connected to the load-sensing port 5 of the multi-way valve or the load-sensing port 3 of the steering gear through a shuttle valve 12 .

[0035] The oil inlet port 1 is connected to the steering gear load port 2 through a two-position two-way valve 8.

[0036] The outlet end of the two-position two-way valve 8 is connected to one end of the filter 9 .

[0037] One driving end of the two-position two-way valve 8 is connected to the other end of the filter 9 through a first oil circuit 13 , and a first flow regulating valve 16 is connected to the first oil circuit 13 .

[0038] The other driving end of the two-position two-way valve 8 is connected to the other end of the filter 9 through the second oil passage 14 .

[0039] The second oil passage 14 is connected to the steering gear load sensing port 3 via the third oil passage 15 .

[0040] The third oil passage 15 is connected to a second flow regulating valve 17 .

[0041] The second oil passage 14 is connected to a third flow regulating valve 18 .

[0042] The third flow rate regulating valve 18 is located between the second flow rate regulating valve 17 and the filter 9 .

[0043] It can improve load sensitivity, give priority to steering, and increase the flexibility of the overall machine structure layout.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model, rather than to limit it. Although the utility model has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. These modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the utility model, and they should all be included in the scope of the claims and specification of the utility model.

Claims

1. Load priority valve hydraulic control system, characterized by: The valve block comprises a valve block body, on which an oil inlet (1), a steering gear load port (2), a steering gear load sensitive port (3), a multi-way valve load port (4), a multi-way valve load sensitive port (5) and a plunger pump load sensitive port oil inlet (6) are provided; the oil inlet (1) is connected to the steering gear load port (2) and the multi-way valve load port (4), and the plunger pump load sensitive port oil inlet (6) is connected to the multi-way valve load sensitive port (5) or the steering gear load sensitive port (3).

2. The load priority valve hydraulic control system according to claim 1, characterized in that: The oil inlet (1) is connected to the multi-way valve load port (4) via a proportional valve core (7).

3. The load priority valve hydraulic control system according to claim 2, characterized in that: One driving end of the proportional valve core (7) is connected to the oil inlet (1) via a first hydraulic motor (10), and the other driving end of the proportional valve core (7) is connected to the load-sensitive oil inlet (6) of the plunger pump via a second hydraulic motor (11).

4. The load priority valve hydraulic control system according to claim 1, characterized in that: The plunger pump load-sensitive port oil inlet (6) is connected to the multi-way valve load-sensitive port (5) or the steering gear load-sensitive port (3) via a shuttle valve (12).

5. The load priority valve hydraulic control system according to claim 1, characterized in that: The oil inlet (1) is connected to the steering gear load port (2) via a two-position two-way valve (8).

6. The load priority valve hydraulic control system according to claim 5, characterized in that: The outlet end of the two-position two-way valve (8) is connected to one end of the filter (9).

7. The load priority valve hydraulic control system according to claim 6, characterized in that: One driving end of the two-position two-way valve (8) is connected to the other end of the filter (9) via a first oil circuit (13), and the first oil circuit (13) is connected to a first flow regulating valve (16).

8. The load priority valve hydraulic control system according to claim 7, characterized in that: The other driving end of the two-position two-way valve (8) is connected to the other end of the filter (9) via a second oil circuit (14).

9. The load priority valve hydraulic control system according to claim 8, characterized in that: The second oil circuit (14) is connected to the steering gear load sensing port (3) via a third oil circuit (15), and a second flow regulating valve (17) is connected to the third oil circuit (15).

10. The load priority valve hydraulic control system according to claim 9, characterized in that: The second oil circuit (14) is connected to a third flow regulating valve (18), and the third flow regulating valve (18) is located between the second flow regulating valve (17) and the filter (9).

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