Heavy-load vehicle torque control system and cushion valve thereof
By designing a buffer valve and switch solenoid valve with a symmetrical structure on the central axis, the problem of high cost of imported solenoid valves in the torque control system of heavy-duty vehicles is solved, a low-cost and highly reliable torque control effect is achieved, and the impact and cost of the system are reduced.
Patent Information
- Application Number
- CN202422343080.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-25
- Publication Date
- 2025-09-16
- Estimated Expiration
- 2034-09-25
AI Technical Summary
In existing heavy-duty vehicle torque control systems, imported proportional solenoid valves are expensive, delivered late, and face the risk of supply interruption, resulting in high system costs and instability.
A torque control system for heavy-duty vehicles was designed. The buffer valve with a central axis symmetrical structure, including a cone valve core, a valve body and a baffle, was combined with a switch solenoid valve. The throttle groove structure of the cone valve core was used to achieve slow engagement and fast disengagement of the locking clutch, reducing the impact. A purely mechanical structure was used to replace the electronically controlled proportional solenoid valve.
The system realizes torque control with low cost, simple structure and high reliability. The lock-up clutch engages slowly when locked and disengages quickly when unlocked, which reduces the impact, improves system reliability and reduces costs.
Smart Images
Figure CN223344607U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of heavy-load vehicle torque control systems, and in particular relates to a heavy-load vehicle torque control system and a buffer valve thereof. Background Art
[0002] Large-tonnage, heavy-load vehicles use mechanical transmissions equipped with a torque converter with a lockup function. When operating at low speeds and heavy loads, the torque converter can increase the vehicle's starting torque. Locking the torque converter can increase vehicle speed, reduce power loss, and lower fuel consumption.
[0003] Currently, latching proportional solenoid valves are widely used to achieve latching functions. Locking shock is reduced by electronically calibrating the pressure and flow of the proportional solenoid valves. However, most domestically used proportional solenoid valves are imported, which are costly, have long lead times, and carry the risk of delayed or even discontinued supply. Utility Model Content
[0004] In order to overcome the disadvantage of high cost of a heavy-load vehicle torque control system, the utility model proposes a heavy-load vehicle torque control system and a buffer valve thereof.
[0005] The technical solution adopted by the utility model to solve its technical problems is:
[0006] A buffer valve for a torque control system of a heavy-load vehicle has a central axis symmetrical structure and comprises a cone valve core, a valve body, and a baffle.
[0007] The cone valve core and the baffle are located in the valve body. The cone valve core can move axially in the valve body. A throttling groove is provided on the cone valve core. The cone valve core is used for closing, opening and throttling the oil circuit in the valve body.
[0008] The baffle is connected to the valve body by a thread, and the baffle is used to limit the outward movement of the cone valve core.
[0009] The aforementioned buffer valve features a monolithic cone valve core, comprising a short throttling orifice, a conical portion, and a cylindrical portion. The conical surface of the conical portion seals against the valve body bore, while the cylindrical portion is provided with at least two throttling grooves. These grooves are evenly distributed across the cylindrical surface and serve to increase oil flow.
[0010] In the above-mentioned buffer valve, the throttling groove can be triangular, V-shaped, or U-shaped.
[0011] A heavy-load vehicle torque control system comprises a torque converter, a lockup clutch, a buffer valve, and a solenoid valve.
[0012] The buffer valve is located in the oil circuit between the solenoid valve and the lockup clutch, and is used to reduce the impact of the torque converter during lockup.
[0013] The solenoid valve is used to control the state of the lockup clutch, which can be locked or unlocked. The lockup clutch is used to control the torque converter. The torque converter is used to control the driving torque of the heavy-duty vehicle.
[0014] In the above-mentioned heavy-load vehicle torque control system, the throttle groove is used to increase the oil flow rate to achieve rapid separation of the lock-up clutch.
[0015] In the above-mentioned heavy-load vehicle torque control system, the solenoid valve is a switch solenoid valve.
[0016] In the above-mentioned heavy-load vehicle torque control system, the torque converter is a hydraulic torque converter.
[0017] In the above-mentioned heavy-load vehicle torque control system, when the lockup clutch is locked, the conical surface of the frustum part is sealed with the valve body hole line, and the lockup clutch is slowly engaged; when unlocked, the conical valve core moves to the baffle, and the lockup clutch is quickly disengaged.
[0018] The beneficial effects of the utility model are:
[0019] A heavy-load vehicle torque control system, in conjunction with an on-off solenoid valve, realizes a lockup clutch with minimal impact. When locked, the lockup clutch engages slowly to reduce the impact of the lockup clutch; when unlocked, the lockup clutch disengages quickly.
[0020] A heavy-load vehicle torque control system has the advantages of low cost, simple structure, simple locking calibration, pure mechanical structure, long service life and high reliability. BRIEF DESCRIPTION OF THE DRAWINGS
[0021] Figure 1 This is a schematic diagram of the structure of the torque control system for heavy-duty vehicles of the utility model;
[0022] Figure 2 This is a schematic diagram of the structure of the buffer valve of the utility model;
[0023] Figure 3 It is a cross-sectional view of the valve core;
[0024] Figure 4 It is a three-dimensional structural diagram of the valve core.
[0025] Reference numerals: 1. torque converter, 2. locking clutch, 3. buffer valve, 4. locking solenoid valve, 5. valve body, 6. cone valve core, 7. baffle. DETAILED DESCRIPTION
[0026] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.
[0027] Example 1
[0028] The new buffer valve is placed in the oil circuit between the switch type solenoid valve 4 and the lockup clutch 2 (see Figure 1 The valve body 5 has a threaded exterior that can be fixed to components in the oil circuit. The valve is primarily comprised of a cone valve core 6, a valve body 5, and a baffle 7 (see Figure 2 The cone valve core 6 and the valve body 5 are fitted with clearance to ensure that the cone valve core 6 can move axially in the valve body 5 hole; the baffle 7 is connected to the valve body 5 with a thread to limit the position of the valve core when it moves to the right. The cone valve core 6 consists of a conical surface and a cylindrical surface, and the conical surface is sealed with the valve body 5 hole line. Four evenly distributed triangular throttling grooves are machined on the cylindrical surface (see Figure 3 、 Figure 4 ), (V-shaped, U-shaped and other throttling grooves can be opened at the same time) This buffer valve body has threads and is fastened to the locking oil channel.
[0029] When the on-off solenoid valve 4 receives the lock signal, it is energized and locked, placing the solenoid valve 4 (in the hydraulic principle diagram) in the right position. Locking oil enters the right end of the valve body 5 and exits from the left end, entering the piston chamber of the lockup clutch 2 and pushing the piston. Based on flow calculations for the hydraulic orifice, the oil flow rate decreases as it passes through the throttling orifice on the valve core 6, reducing the oil flow into the lockup clutch piston chamber. This allows the piston and friction plate to engage slowly, avoiding a significant impact during engagement and minimizing driver and passenger discomfort.
[0030] When solenoid valve 4 receives the unlock signal, it loses power and unlocks, shifting to the left position. The piston of lockup clutch 2, under the influence of pressure from the torque converter 1, separates from the friction plate. At this point, oil in the piston chamber enters the left end of valve body 5. Because the pressure on the left end of the throttle orifice is higher, while the pressure on the right end is almost zero, the oil pressure pushes the valve core to the right until it stops at retaining plate 7. Furthermore, the throttle groove structure on the cone valve core 6 increases the flow rate, enabling rapid disengagement of the lockup clutch.
Claims
1. A heavy-duty vehicle torque control system buffer valve, characterized in that: It is a symmetrical structure about the central axis, comprising a cone valve core (6), a valve body (5), and a baffle (7); The cone valve core (6) and the baffle (7) are located in the valve body (5). The cone valve core (6) can move axially in the valve body (5). A throttling groove is provided on the cone valve core (6). The cone valve core (6) is used for closing, opening and throttling the oil circuit in the valve body (5). The baffle (7) is connected to the valve body (5) by a threaded connection, and the baffle (7) is used to limit the outward movement of the cone valve core (6).
2. The buffer valve according to claim 1, characterized in that: The cone valve core (6) is an integral structure, comprising a throttling short hole, a frustum portion and a cylindrical portion; the conical surface of the frustum portion is sealed with the hole line of the valve body (5), and the cylindrical portion is provided with at least two throttling grooves; the throttling grooves are located on the cylindrical surface and are evenly distributed, and are used to increase the flow rate of oil.
3. The buffer valve according to claim 1, characterized in that: The throttling groove is triangular, V-shaped, or U-shaped.
4. A heavy-duty vehicle torque control system, characterized in that: It comprises a torque converter (1), a lockup clutch (2), a solenoid valve (4), and a buffer valve (3) according to any one of claims 1 to 3; The buffer valve (3) is located in the oil circuit between the solenoid valve (4) and the lockup clutch (2) and is used to reduce the impact of the torque converter (1) during lockup; the lockup oil enters from the right end of the valve body (5) and exits from the left end of the valve body (5); The solenoid valve (4) is used to control the state of a lockup clutch (2), the state of the lockup clutch (2) including lockup and unlock; the lockup clutch (2) is used to control a torque converter (1); the torque converter (1) is used to control the driving torque of a heavy-load vehicle.
5. The heavy-duty vehicle torque control system according to claim 4, characterized in that: The solenoid valve (4) is a switching solenoid valve.
6. The heavy-duty vehicle torque control system according to claim 4, characterized in that: The torque converter (1) is a hydraulic torque converter.
7. The heavy-duty vehicle torque control system according to claim 4, characterized in that: When the locking clutch (2) is locked, the conical surface of the frustum portion is sealed against the hole line of the valve body (5), and the locking clutch (2) is slowly engaged; When unlocking, the cone valve core (6) moves to the baffle (7), and the locking clutch (2) is quickly separated.