A multi-gear hydraulic transmission control valve and hydraulic control system

Abstract

This utility model relates to a multi-gear hydraulic transmission control valve and hydraulic control system, including a valve body and a pressure switch m, a two-position three-way solenoid valve S1, a two-position four-way directional valve R1, a two-position four-way directional valve R2, an electro-hydraulic proportional valve M1, an electro-hydraulic proportional valve M2, an electro-hydraulic proportional valve M3, and an electro-hydraulic proportional valve M4, all mounted on the valve body. The valve body has multiple oil holes. This utility model achieves the requirement of 8 gears (4 forward and 4 reverse), and can also independently control the disengagement clutch to achieve 4WD / 2WD switching. Furthermore, the combination of multiple electro-hydraulic proportional valves and directional valves enables micro-shifting of all gears, improving the driving experience and reducing costs. Simultaneously, the combined valve group of electro-hydraulic proportional valves and directional valves has a certain degree of physical interlocking, reducing the risk of clutch engagement and improving safety.

Description

Technical Field

[0001] This utility model relates to the field of hydraulic transmission control technology, specifically to a multi-gear hydraulic transmission control valve and hydraulic control system. Background Technology

[0002] Currently, there are two types of hydraulic control systems for traditional multi-gear hydraulic transmissions. One type is the commercially available WG180 / 181 series hydraulic transmission, which uses a combination of multiple solenoid directional valves and buffer valves to control the shifting of six clutch combinations. The entire control system also requires the use of check valves, return valves, and pressure control valves to couple and reduce the impact during shifting, but the effect is limited. The other type uses electro-hydraulic proportional control to achieve micro-motion and smooth shifting. Patent CN220302721 proposes an electro-hydraulic proportional system for a forklift transmission, using two electro-hydraulic proportional valves, one directional valve, and a two-position three-way solenoid valve to control the shifting of four clutches to achieve a configuration of two forward gears and two reverse gears. However, a suitable hydraulic control system for multi-gear hydraulic transmissions is still lacking. Utility Model Content

[0003] To solve the above-mentioned technical problems, the first objective of this utility model is to provide a control valve that is compact, safe and reliable, and can meet the requirements of micro-motion and smooth shifting of multi-gear hydraulic transmissions. The second objective of this utility model is to provide a hydraulic control system.

[0004] To achieve the objective of the first utility model mentioned above, the present utility model adopts the following technical solution: A multi-gear hydraulic transmission control valve includes a valve body and a pressure switch m, a two-position three-way solenoid valve S1, a two-position four-way directional valve R1, a two-position four-way directional valve R2, an electro-hydraulic proportional valve M1, an electro-hydraulic proportional valve M2, an electro-hydraulic proportional valve M3, and an electro-hydraulic proportional valve M4, all mounted on the valve body. The valve body has multiple oil holes. The two-position three-way solenoid valve S1 is provided with working oil ports S11, S12 and S13. Working oil port S12 is connected to S11 or S13, and through the corresponding oil hole, port S11 is also connected to oil tank a, and port S12 is also connected to K4WD clutch. The electro-hydraulic proportional valve M1 is provided with working oil ports M11, M12 and M13. Working oil port M12 is connected to M13 or M11, and M13 is also connected to oil tank a through corresponding oil holes. M11 is also connected to the main oil circuit n. The electro-hydraulic proportional valve M2 is provided with working oil ports M21, M22 and M23. Working oil port M22 is connected to M23 or M21, and through the corresponding oil hole, port M23 is also connected to oil tank a. Port M21 is also connected to main oil circuit n, and port M22 is also connected to KV clutch. The electro-hydraulic proportional valve M3 is provided with working oil ports M31, M32 and M33. Working oil port M32 is connected to M33 or M31, and M33 port is also connected to oil tank a through corresponding oil holes. M31 port is also connected to main oil circuit n, and M32 port is also connected to KR clutch. The electro-hydraulic proportional valve M4 is provided with working oil ports M41, M42 and M43. Working oil port M42 is connected to M43 or M41, and M43 is also connected to oil tank a through corresponding oil holes. M41 is also connected to the main oil circuit n. The two-position four-way directional valve R1 is provided with working ports R11, R12, R13 and R14. Working port R12 is connected to R13 or R11, working port R14 is connected to R13 or R11, and through the corresponding oil hole, port R11 is connected to port M12 of electro-hydraulic proportional valve, port R12 is connected to clutch K3, port R13 is connected to oil tank a, and port R14 is connected to clutch K1. The two-position four-way directional valve R2 is provided with working ports R21, R22, R23 and R24. Working port R22 is connected to R23 or R21, working port R24 is connected to R23 or R21, and through the corresponding oil hole, port R21 is connected to port M42 of electro-hydraulic proportional valve. Port R22 is connected to clutch K4, port R23 is connected to oil tank a, and port R24 is connected to clutch K2.

[0005] As a preferred embodiment, the oil holes of the valve body include oil hole F, oil hole G, oil hole H, oil hole W, and oil hole I. Oil hole F connects the oil port of the two-position three-way solenoid valve S13 to the oil hole W of the valve body. One side of the end face of oil hole W is sealed by a screw plug Y. Oil hole W is also connected to oil hole I, which connects to the main oil circuit n of the transmission. One end of oil hole G connects to the oil port of the two-position three-way solenoid valve S12, and the other end connects to the working oil circuit of the K4WD clutch of the transmission through the end face of the valve body. One end of oil hole H connects to the oil port of the two-position three-way solenoid valve S11, and the other end connects to the transmission oil tank a through the cavity of the end face of the valve body.

[0006] As a preferred embodiment, the oil holes of the valve body include oil hole A, oil hole U and oil hole V. One end of oil hole A is connected to the port of electro-hydraulic proportional valve M13, and the other end is connected to the transmission oil tank a through the cavity of the valve body end face. One end of oil hole U is connected to the port of electro-hydraulic proportional valve M11, and the other end is connected to the main oil circuit n of the transmission through the valve body. At the same time, oil hole U is connected to pressure switch m. One end of oil hole V is connected to the port of electro-hydraulic proportional valve M12 and the port of two-position four-way directional valve R11, and the other end is sealed by the combination of the valve body end face and the tank end face.

[0007] As a preferred embodiment, the oil holes of the valve body include oil hole Q, oil hole R and oil hole C. One end of oil hole Q is connected to the port of electro-hydraulic proportional valve M22, and the other end is connected to the working oil circuit of the transmission KR clutch through the valve body end face. One end of oil hole R is connected to the port of electro-hydraulic proportional valve M21, and the other end is connected to the main oil circuit n of the transmission through the valve body. One end of oil hole C is connected to the port of electro-hydraulic proportional valve M23, and the other end is connected to the transmission oil tank a through the cavity of the valve body end face.

[0008] As a preferred embodiment, the oil holes of the valve body include oil hole D, oil hole O and oil hole P. One end of oil hole D is connected to the port of electro-hydraulic proportional valve M33, and the other end is connected to the transmission oil tank a through the cavity of the valve body end face. One end of oil hole O is connected to the port of electro-hydraulic proportional valve M32, and the other end is connected to the working oil circuit of the transmission KR clutch through the valve body end face. One end of oil hole P is connected to the port of electro-hydraulic proportional valve M31, and the other end is connected to the main oil circuit n of the transmission through the valve body.

[0009] As a preferred embodiment, the oil holes of the valve body include oil hole J and oil hole K. Oil hole J is an oblique hole, one end of which is connected to the port of electro-hydraulic proportional valve M43, and the other end is connected to the transmission oil tank a through the end face of the valve body. Oil hole K is connected to the port of electro-hydraulic proportional valve M41 at one end, and the other end is connected to the main oil circuit n of the transmission through the end face of the valve body.

[0010] As a preferred embodiment, the oil holes of the valve body include oil hole B, oil hole S and oil hole T. One end of oil hole B is connected to the R12 port of the two-position four-way directional valve, and the other end is connected to the working oil circuit of the K3 clutch of the transmission through the end face of the valve body. One end of oil hole S is connected to the R14 port of the two-position four-way directional valve, and the other end is connected to the working oil circuit of the K1 clutch of the transmission through the end face of the valve body. One end of oil hole T is connected to the R13 port of the two-position four-way directional valve, and the other end is connected to the transmission oil tank a through the cavity of the end face of the valve body.

[0011] As a preferred embodiment, the oil holes of the valve body include oil hole E, oil hole L, oil hole M and oil hole N. One end of oil hole E is connected to the R22 port of the two-position four-way directional valve, and the other end is connected to the working oil circuit of the K4 clutch of the transmission through the valve body end face. One end of oil hole L is connected to the R24 port of the two-position four-way directional valve, and the other end is connected to the working oil circuit of the K2 clutch of the transmission through the valve body end face. One end of oil hole M is connected to the R23 port of the two-position four-way directional valve, and the other end is connected to the transmission oil tank a through the cavity of the valve body end face. One end of oil hole N is connected to the R21 port of the two-position four-way directional valve and the M42 port of the electro-hydraulic proportional valve, and the other end is sealed by the combination of the valve body end face and the tank end face.

[0012] To achieve the second objective mentioned above, this utility model adopts the following technical solution: A hydraulic control system, employing the control valve described in any of the above-mentioned embodiments, further includes an oil tank a, a coarse filter b, an oil pump c, a fine filter d, a bypass valve e, a safety valve f, a sequence valve g, a safety valve h, a torque converter i, a cooler j, a throttle valve k, a lubrication line l, and a main oil line n. The oil pump c is connected to the oil tank a via the coarse filter b. The outlet of the oil pump c is connected to the fine filter d and the inlet of the safety valve f. The outlet of the safety valve f is connected to the oil tank a. The inlet and outlet of the bypass valve e are connected to the inlet and outlet of the fine filter d, and the two oil lines are arranged in parallel. The outlet of the fine filter d is connected to a pressure switch m, the inlet of the sequence valve g, and the main oil line n, respectively. The outlet of the sequence valve g is connected to the inlet of the torque converter i and the safety valve h of the torque converter i, respectively. The outlet of the safety valve h of the torque converter i is connected to the oil tank a. The outlet of the torque converter i is connected to the cooler j, and the outlet of the cooler j enters the lubrication line l via the throttle valve k, ultimately connecting to the oil tank a.

[0013] As a preferred embodiment, the sequence valve g is provided with oil ports g1 and g2. When the oil pressure in the main oil circuit n is greater than the set pressure of the spring at the valve core side of the sequence valve g, oil ports g1 and g2 are connected, and the main oil circuit n normally supplies oil to the torque converter i and subsequent lubrication circuits, and the transmission works normally. When the main oil circuit n malfunctions, causing the oil pressure to drop to a level lower than the set pressure of the spring at the valve core side of the sequence valve g, oil ports g1 and g2 are disconnected, the oil circuit of the torque converter i is disconnected and disengaged from the engine, and the transmission automatically stops operating.

[0014] Compared with the prior art, the beneficial effects of this utility model are as follows: This invention can achieve a total of 8 gears (4 forward and 4 reverse) by controlling the engagement and disengagement of 4 sets of gear clutches and 2 sets of steering clutches. It can also independently control the disengagement clutch to switch between 4WD and 2WD. Furthermore, through the combination of multiple electro-hydraulic proportional valves and directional valves, it can achieve micro-shifting of all 4 forward and 4 reverse gears, improving the driving experience and reducing costs compared to a fully proportional valve structure.

[0015] This invention utilizes a combination of multiple electro-hydraulic proportional valves and directional valves, which create a degree of physical interlocking, reducing the risk of clutch engagement and improving safety. Furthermore, this invention adds a sequential logic valve to the entire transmission hydraulic control system, which can quickly disconnect the torque converter from the engine when a fault occurs in the gear clutch or valve assembly, causing a pressure drop, further enhancing safety. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute a limitation thereof.

[0017] Figure 1This is a schematic diagram of the control valve of this utility model; Figure 2 This is a front view of the valve face of the control valve of this utility model; Figure 3 This is a schematic diagram of one end face structure of the control valve of this utility model; Figure 4 This is a cross-sectional view (AA) of the control valve of this utility model; Figure 5 This is a BB cross-sectional view of the control valve of this utility model; Figure 6 This is a CC cross-sectional view of the control valve of this utility model; Figure 7 This is a DD cross-sectional view of the control valve of this utility model; Figure 8 This is an EE cross-sectional view of the control valve of this utility model; Figure 9 This is a cross-sectional view of the control valve of this utility model. Figure 10 This is a cross-sectional view of the control valve of this utility model. Figure 11 This is an HH cross-sectional view of the control valve of this utility model; Figure 12 This is a cross-sectional view (II) of the control valve of this utility model; Figure 13 This is a hydraulic schematic diagram of the control system of this utility model; Figure 14 This is a schematic diagram of the control valve gear position of this utility model. Detailed Implementation

[0018] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0019] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0020] Furthermore, in the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model 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. Therefore, they should not be construed as limitations on this utility model.

[0021] 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 technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more, unless otherwise expressly defined.

[0022] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., 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 utility model according to the specific circumstances.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] The present invention will be further described below with reference to the accompanying drawings and embodiments: like Figures 1 to 13As shown, a hydraulic control system for a multi-gear hydraulic transmission mainly includes an oil tank a, a coarse filter b, an oil pump c, a fine filter d, a bypass valve e, a safety valve f, a sequence valve g, a safety valve h, a torque converter i, a cooler j, a throttle valve k, a lubrication line l, a pressure switch m, a two-position three-way solenoid valve S1, a two-position four-way directional valve R1, a two-position four-way directional valve R2, an electro-hydraulic proportional valve M1, an electro-hydraulic proportional valve M2, an electro-hydraulic proportional valve M3, and an electro-hydraulic proportional valve M4. The oil pump c is connected to the oil tank a via the coarse filter b. The outlet of the oil pump c is connected to the fine filter d and the inlet of the safety valve f. The outlet of the safety valve f is connected to the oil tank a. The inlet and outlet of the bypass valve e are connected to the inlet and outlet of the fine filter d, with the two oil circuits running in parallel. The outlet of the fine filter d is connected to the pressure switch m, the inlet of the sequence valve g, and the main oil circuit n, respectively. The outlet of the sequence valve g is connected to the torque converter inlet and the torque converter safety valve h, respectively. The outlet of the torque converter safety valve h is connected to the oil tank 1. The outlet of the torque converter i is connected to the cooler j, and the outlet of the cooler j enters the lubrication pipeline l through the throttle valve k, and finally connects to the oil tank a.

[0025] The two-position three-way solenoid valve S1 has two valve core functional positions: when not energized, it is in the right position and functions, with port S11 connected to port S12 and port S11 connected to oil tank a; when energized, it is in the left position and functions, with port S13 connected to port S12, port S13 connected to main oil circuit n, and port S12 connected to K4WD clutch.

[0026] The electro-hydraulic proportional valve M1 has two main valve core positions: when de-energized, it operates in the right position, with ports M12 and M13 connected, and port M13 connected to the oil tank a; when energized, it operates in the left position, with ports M11 and M12 connected, and port M11 connected to the main oil circuit n.

[0027] The electro-hydraulic proportional valve M2 has two main valve core positions: when de-energized, it operates in the right position, with ports M22 and M23 connected, and port M23 connected to the oil tank a; when energized, it operates in the left position, with ports M21 and M22 connected, and port M21 connected to the main oil circuit n. Port M22 is connected to the KV clutch.

[0028] The electro-hydraulic proportional valve M3 has two main valve core positions: when de-energized, it operates in the right position, with ports M32 and M33 connected, and port M33 connected to the oil tank a; when energized, it operates in the left position, with ports M31 and M32 connected, and port M31 connected to the main oil circuit n. Port M32 is connected to the KR clutch.

[0029] The electro-hydraulic proportional valve M4 has two main valve core positions: when de-energized, it operates in the right position, with ports M42 and M43 connected, and port M43 connected to the oil tank a; when energized, it operates in the left position, with ports M41 and M42 connected, and port M41 connected to the main oil circuit n.

[0030] The aforementioned two-position four-way directional valve R1 includes four ports: R11, R12, R13, and R14. Port R11 is connected to port M12 of the electro-hydraulic proportional valve, port R12 is connected to clutch K3, port R13 is connected to the oil tank, and port R14 is connected to clutch K1. The two-position four-way directional valve R1 has two valve core functional positions: when de-energized, it operates in the right position, with ports R12 and R13 connected, and ports R14 and R11 connected; when energized, it operates in the left position, with ports R12 and R11 connected, and ports R14 and R13 connected.

[0031] The aforementioned two-position four-way directional valve R2 includes four ports: R21, R22, R23, and R24. Port R21 is connected to the port of electro-hydraulic proportional valve M42, port R22 is connected to clutch K4, port R23 is connected to the oil tank, and port R24 is connected to clutch K2. The two-position four-way directional valve R2 has two spool functional positions: when de-energized, it operates in the right position, with ports R22 and R23 connected, and ports R24 and R21 connected; when energized, it operates in the left position, with ports R22 and R21 connected, and ports R24 and R23 connected.

[0032] Preferably, the sequence valve g has two valve core functional positions. That is: under normal conditions, the oil pressure in the main oil circuit n is greater than the set pressure of the spring at the side end of the valve core of the sequence valve g, oil ports g1 and g2 are connected, and the main oil circuit n normally supplies oil to the torque converter and subsequent lubrication circuits, and the transmission works normally; when the main oil circuit n malfunctions, causing the oil pressure to drop to a level lower than the set pressure of the spring at the side end of the valve core of the sequence valve g, oil ports g1 and g2 are disconnected, the torque converter oil circuit is disconnected and disengaged from the engine, and the transmission automatically stops operating.

[0033] A multi-gear hydraulic transmission control valve includes a valve body and a pressure switch m, a two-position three-way solenoid valve S, a two-position four-way directional valve R1, a two-position four-way directional valve R2, an electro-hydraulic proportional valve M1, an electro-hydraulic proportional valve M2, an electro-hydraulic proportional valve M3, and an electro-hydraulic proportional valve M4, all mounted on the valve body.

[0034] The valve body has AV and W oil holes. The valve body can be fixed to the gearbox housing with bolts, and the corresponding oil ports of the valve body end face and the gearbox housing are firmly connected.

[0035] The valve core of the electro-hydraulic proportional valve M1 and the mounting hole of the valve body form a sealed oil chamber through physical dimensional matching, which is connected to its working oil ports M11, M12 and M13 respectively. Similarly, the electro-hydraulic proportional valves M2, M3 and M4 are inserted into the valve body and connected to the corresponding working oil ports, which will not be described in detail here.

[0036] The valve core of the two-position four-way directional valve R1 and the mounting hole Z of the valve body form a sealed oil chamber through physical dimensional fit, which is connected to its working oil ports R11, R12, R13, and R14 respectively. Similarly, the valve core of the two-position four-way directional valve R2 and the mounting hole Z of the valve body form a sealed oil chamber through physical dimensional fit, which is connected to its working oil ports R21, R22, R23, and R24 respectively.

[0037] The valve core of the two-position three-way solenoid valve S1 and the mounting hole of the valve body Z form a sealed oil cavity through physical dimensional matching, which is connected to its working oil ports S11, S12 and S13 respectively.

[0038] One end of valve body oil port A is connected to the M13 port of the electro-hydraulic proportional valve, and the other end is connected to the transmission oil tank a through the valve body end face cavity. One end of valve body oil port B is connected to the R12 port of the two-position four-way directional valve, and the other end is connected to the working oil circuit of the transmission K3 clutch through the valve body end face. One end of valve body oil port C is connected to the M23 port of the electro-hydraulic proportional valve, and the other end is connected to the transmission oil tank a through the valve body end face cavity. One end of valve body oil port D is connected to the M33 port of the electro-hydraulic proportional valve, and the other end is connected to the transmission oil tank a through the valve body end face cavity. One end of valve body oil port E is connected to the R22 port of the two-position four-way directional valve, and the other end is connected to the working oil circuit of the transmission K4 clutch through the valve body end face. The valve body oil hole F is a process hole, mainly connecting the oil port of the two-position three-way solenoid valve S13 to the valve body oil hole W. One end face of the valve body oil hole W is sealed by a screw plug Y. The valve body oil hole W is also connected to the valve body oil hole I, which connects to the main oil circuit of the transmission. This overall connection ensures that the oil port of the two-position three-way solenoid valve S13 is connected to the main oil circuit n of the transmission. One end of the valve body oil hole G is connected to the oil port of the two-position three-way solenoid valve S12, and the other end connects to the working oil circuit of the K4WD clutch of the transmission via the valve body end face. One end of the valve body oil hole H is connected to the oil port of the two-position three-way solenoid valve S11, and the other end connects to the transmission oil tank a via the cavity of the valve body end face.

[0039] The valve body oil port J is an oblique hole, with one end connected to the electro-hydraulic proportional valve M43 port and the other end connected to the transmission oil tank a via the valve body end face. The valve body oil port K has one end connected to the electro-hydraulic proportional valve M41 port and the other end connected to the transmission main oil circuit n via the valve body end face. The valve body oil port L has one end connected to the 2-position 4-way directional valve R24 port and the other end connected to the transmission K2 clutch working oil circuit via the valve body end face. The valve body oil port M has one end connected to the 2-position 4-way directional valve R23 port and the other end connected to the transmission oil tank a via the valve body end face cavity. The valve body oil port N has one end connected to the 2-position 4-way directional valve R21 port and the electro-hydraulic proportional valve M42 port, with the outlet end sealed by the valve body end face and the tank end face. The valve body oil port O has one end connected to the electro-hydraulic proportional valve M32 port and the other end connected to the transmission KR clutch working oil circuit via the valve body end face. One end of the valve body oil port P is connected to the port of the electro-hydraulic proportional valve M31, and the other end is connected to the main oil circuit n of the transmission through the valve body. One end of the valve body oil port Q is connected to the port of the electro-hydraulic proportional valve M22, and the other end is connected to the working oil circuit of the transmission KR clutch through the valve body end face. One end of the valve body oil port R is connected to the port of the electro-hydraulic proportional valve M21, and the other end is connected to the main oil circuit n of the transmission through the valve body. One end of the valve body oil port S is connected to the port of the two-position four-way directional valve R14, and the other end is connected to the working oil circuit of the transmission K1 clutch through the valve body end face. One end of the valve body oil port T is connected to the port of the two-position four-way directional valve R13, and the other end is connected to the transmission oil tank a through the cavity of the valve body end face. One end of the valve body oil port U is connected to the port of the electro-hydraulic proportional valve M11, and the other end is connected to the main oil circuit n of the transmission through the valve body. At the same time, oil port U is connected to pressure switch m, which can monitor the main pressure of the transmission main oil circuit n in real time. One end of the valve body oil hole V is connected to the port of electro-hydraulic proportional valve M12 and the port of two-position four-way reversing valve R11, and the outlet end is sealed by the combination of the valve body end face and the box end face.

[0040] like Figure 14 As shown, the gear control process of the multi-gear hydraulic transmission of this utility model is as follows: Neutral: All solenoid valves are not working, all clutches are disengaged and not working. Power is input from the engine to the torque converter and turbine shaft 1 in sequence, and can no longer transmit power to other shafts. There is no power output at the output end. This is the neutral state.

[0041] Forward gear: Electro-hydraulic proportional valve M2 is energized and operates. At this time, the hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M21 and M22 ports of electro-hydraulic proportional valve M2, and KV clutch. KV clutch is engaged. Electro-hydraulic proportional valve M1 is energized and operates. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M11 and M12 ports of electro-hydraulic proportional valve M1, R11 and R14 ports of 2-position 4-way directional valve R1, and K1 clutch. K1 clutch is engaged.

[0042] Second forward gear: Electro-hydraulic proportional valve M2 is energized. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M21 and M22 ports of electro-hydraulic proportional valve M2, and KV clutch. KV clutch is engaged. Electro-hydraulic proportional valve M4 is energized. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M41 and M42 ports of electro-hydraulic proportional valve M4, R21 and R24 ports of 2-position 4-way directional valve R2, and K2 clutch. K2 clutch is engaged.

[0043] Forward three gears: Electro-hydraulic proportional valve M2 is energized. At this time, the hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M21 and M22 ports of electro-hydraulic proportional valve M2, and KV clutch. KV clutch is engaged. Electro-hydraulic proportional valve M1 and 2-position 4-way directional valve R1 are energized. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M11 and M12 ports of electro-hydraulic proportional valve M1, R11 and R12 ports of 2-position 4-way directional valve R1, and K3 clutch. K3 clutch is engaged.

[0044] Forward fourth gear: Electro-hydraulic proportional valve M2 is energized. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M21 and M22 ports of electro-hydraulic proportional valve M2, and KV clutch. KV clutch is engaged. Electro-hydraulic proportional valve M4 and 2-position 4-way directional valve R2 are energized. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M41 and M42 ports of electro-hydraulic proportional valve M4, R21 and R22 ports of 2-position 4-way directional valve R2, and K4 clutch. K4 clutch is engaged.

[0045] Reverse one gear: Electro-hydraulic proportional valve M3 is energized and operates. At this time, the hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M31 and M32 ports of electro-hydraulic proportional valve M3, and KR clutch. KR clutch is engaged. Electro-hydraulic proportional valve M1 is energized and operates. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M11 and M12 ports of electro-hydraulic proportional valve M1, R11 and R14 ports of 2-position 4-way directional valve R1, and K1 clutch. K1 clutch is engaged.

[0046] Reverse two gears: Electro-hydraulic proportional valve M3 is energized and operates. At this time, the hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M31 and M32 ports of electro-hydraulic proportional valve M3, and KR clutch. KR clutch is engaged. Electro-hydraulic proportional valve M4 is energized and operates. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M41 and M42 ports of electro-hydraulic proportional valve M4, R21 and R24 ports of 2-position 4-way directional valve R2, and K2 clutch. K2 clutch is engaged.

[0047] Reverse three gears: Electro-hydraulic proportional valve M3 is energized. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M31 and M32 ports of electro-hydraulic proportional valve M3, and KR clutch. KR clutch is engaged. Electro-hydraulic proportional valve M1 and 2-position 4-way directional valve R1 are energized. The hydraulic oil path is: oil tank, coarse filter, oil pump, fine filter, M11 and M12 ports of electro-hydraulic proportional valve M1, R11 and R12 ports of 2-position 4-way directional valve R1, and K3 clutch. K3 clutch is engaged.

[0048] Reverse four gears: The electro-hydraulic proportional valve M3 is energized and operates. At this time, the hydraulic oil path is oil tank, coarse filter, oil pump, fine filter, M31 port and M32 port of electro-hydraulic proportional valve M3, and KR clutch. The KR clutch is engaged and operates.

[0049] When the electro-hydraulic proportional valve M4 and the two-position four-way directional valve R2 are energized, the hydraulic oil flows through the oil tank, coarse filter, oil pump, fine filter, M41 and M42 ports of the electro-hydraulic proportional valve M4, R21 and R22 ports of the two-position four-way directional valve R2, and the K4 clutch. The K4 clutch is engaged and operates.

[0050] Four-wheel drive: When the two-position three-way solenoid valve S is de-energized, the K4WD clutch is normally closed, and four-wheel drive is engaged.

[0051] Two-wheel drive: When the two-position three-way solenoid valve S is energized, the hydraulic oil passes through the oil tank, coarse filter, oil pump, fine filter, electro-hydraulic proportional valve M4, the S3 port and S2 port of the two-position three-way solenoid valve S, and the K4WD clutch. When the K4WD clutch is disengaged, the two-wheel drive function is realized.

[0052] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0053] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A multi-gear hydraulic transmission control valve, characterized in that: The system includes a valve body and, mounted on the valve body, a pressure switch m, a two-position three-way solenoid valve S1, a two-position four-way directional valve R1, a two-position four-way directional valve R2, an electro-hydraulic proportional valve M1, an electro-hydraulic proportional valve M2, an electro-hydraulic proportional valve M3, and an electro-hydraulic proportional valve M4. The valve body has multiple oil holes. The two-position three-way solenoid valve S1 is provided with working oil ports S11, S12 and S13. Working oil port S12 is connected to S11 or S13, and through the corresponding oil hole, port S11 is also connected to oil tank a, and port S12 is also connected to K4WD clutch. The electro-hydraulic proportional valve M1 is provided with working oil ports M11, M12 and M13. Working oil port M12 is connected to M13 or M11, and M13 is also connected to oil tank a through corresponding oil holes. M11 is also connected to the main oil circuit n. The electro-hydraulic proportional valve M2 is provided with working oil ports M21, M22 and M23. Working oil port M22 is connected to M23 or M21, and through the corresponding oil hole, port M23 is also connected to oil tank a. Port M21 is also connected to main oil circuit n, and port M22 is also connected to KV clutch. The electro-hydraulic proportional valve M3 is provided with working oil ports M31, M32 and M33. Working oil port M32 is connected to M33 or M31, and M33 port is also connected to oil tank a through corresponding oil holes. M31 port is also connected to main oil circuit n, and M32 port is also connected to KR clutch. The electro-hydraulic proportional valve M4 is provided with working oil ports M41, M42 and M43. Working oil port M42 is connected to M43 or M41, and M43 is also connected to oil tank a through corresponding oil holes. M41 is also connected to the main oil circuit n. The two-position four-way directional valve R1 is provided with working ports R11, R12, R13 and R14. Working port R12 is connected to R13 or R11, working port R14 is connected to R13 or R11, and through the corresponding oil hole, port R11 is connected to port M12 of electro-hydraulic proportional valve, port R12 is connected to clutch K3, port R13 is connected to oil tank a, and port R14 is connected to clutch K1. The two-position four-way directional valve R2 is provided with working ports R21, R22, R23 and R24. Working port R22 is connected to R23 or R21, working port R24 is connected to R23 or R21, and through the corresponding oil hole, port R21 is connected to port M42 of electro-hydraulic proportional valve. Port R22 is connected to clutch K4, port R23 is connected to oil tank a, and port R24 is connected to clutch K2.

2. The multi-gear hydraulic transmission control valve according to claim 1, characterized in that, The valve body has oil holes F, G, H, W, and I. Oil hole F connects to the oil port of the two-position three-way solenoid valve S13 and the oil port W of the valve body. One side of the end face of oil hole W is sealed by a screw plug Y. Oil hole W is also connected to oil hole I, which is connected to the main oil circuit n of the transmission. One end of oil hole G connects to the oil port of the two-position three-way solenoid valve S12, and the other end connects to the working oil circuit of the K4WD clutch of the transmission through the end face of the valve body. One end of oil hole H connects to the oil port of the two-position three-way solenoid valve S11, and the other end connects to the transmission oil tank a through the cavity of the end face of the valve body.

3. The multi-gear hydraulic transmission control valve according to claim 1, characterized in that, The valve body has three oil holes: oil hole A, oil hole U, and oil hole V. One end of oil hole A is connected to the port of electro-hydraulic proportional valve M13, and the other end is connected to the transmission oil tank a through the cavity of the valve body end face. One end of oil hole U is connected to the port of electro-hydraulic proportional valve M11, and the other end is connected to the main oil circuit n of the transmission through the valve body. At the same time, oil hole U is connected to the pressure switch m. One end of oil hole V is connected to the port of electro-hydraulic proportional valve M12 and the port of two-position four-way directional valve R11, and the other end is sealed by the combination of the valve body end face and the tank end face.

4. The multi-gear hydraulic transmission control valve according to claim 1, characterized in that, The valve body has oil holes Q, R, and C. One end of oil hole Q is connected to the port of electro-hydraulic proportional valve M22, and the other end is connected to the working oil circuit of the gearbox KR clutch through the valve body end face. One end of oil hole R is connected to the port of electro-hydraulic proportional valve M21, and the other end is connected to the main oil circuit n of the gearbox through the valve body. One end of oil hole C is connected to the port of electro-hydraulic proportional valve M23, and the other end is connected to the gearbox oil tank a through the cavity of the valve body end face.

5. The multi-gear hydraulic transmission control valve according to claim 1, characterized in that, The valve body has three oil holes: oil hole D, oil hole O, and oil hole P. One end of oil hole D is connected to the port of electro-hydraulic proportional valve M33, and the other end is connected to the transmission oil tank a through the cavity on the end face of the valve body. One end of oil hole O is connected to the port of electro-hydraulic proportional valve M32, and the other end is connected to the working oil circuit of the transmission KR clutch through the end face of the valve body. One end of oil hole P is connected to the port of electro-hydraulic proportional valve M31, and the other end is connected to the main oil circuit n of the transmission through the valve body.

6. The multi-gear hydraulic transmission control valve according to claim 1, characterized in that, The oil holes of the valve body include oil hole J and oil hole K. Oil hole J is an oblique hole, one end of which is connected to the port of electro-hydraulic proportional valve M43, and the other end is connected to the transmission oil tank a through the end face of the valve body. Oil hole K is connected to the port of electro-hydraulic proportional valve M41 at one end, and the other end is connected to the main oil circuit n of the transmission through the end face of the valve body.

7. The multi-gear hydraulic transmission control valve according to claim 1, characterized in that, The valve body has three oil holes: oil hole B, oil hole S, and oil hole T. One end of oil hole B is connected to the R12 port of a two-position four-way directional valve, and the other end is connected to the working oil circuit of the K3 clutch of the transmission through the valve body end face. One end of oil hole S is connected to the R14 port of a two-position four-way directional valve, and the other end is connected to the working oil circuit of the K1 clutch of the transmission through the valve body end face. One end of oil hole T is connected to the R13 port of a two-position four-way directional valve, and the other end is connected to the transmission oil tank a through the cavity of the valve body end face.

8. The multi-gear hydraulic transmission control valve according to claim 1, characterized in that, The valve body has oil holes including oil hole E, oil hole L, oil hole M and oil hole N. One end of oil hole E is connected to port R22 of a two-position four-way directional valve, and the other end is connected to the working oil circuit of the K4 clutch of the transmission through the valve body end face. One end of oil hole L is connected to port R24 of a two-position four-way directional valve, and the other end is connected to the working oil circuit of the K2 clutch of the transmission through the valve body end face. One end of oil hole M is connected to port R23 of a two-position four-way directional valve, and the other end is connected to the transmission oil tank a through the cavity of the valve body end face. One end of oil hole N is connected to port R21 of a two-position four-way directional valve and port M42 of an electro-hydraulic proportional valve, and the other end is sealed by the combination of the valve body end face and the tank end face.

9. A hydraulic control system, characterized in that, The control valve as described in any one of claims 1 to 8 further includes an oil tank a, a coarse filter b, an oil pump c, a fine filter d, a bypass valve e, a safety valve f, a sequence valve g, a safety valve h, a torque converter i, a cooler j, a throttle valve k, a lubrication line l, and a main oil line n. The oil pump c is connected to the oil tank a via the coarse filter b. The outlet of the oil pump c is connected to the fine filter d and the inlet of the safety valve f. The outlet of the safety valve f is connected to the oil tank a. The inlet and outlet of the bypass valve e are connected to the inlet and outlet of the fine filter d, and the two oil lines are arranged in parallel. The outlet of the fine filter d is connected to the pressure switch m, the inlet of the sequence valve g, and the main oil line n, respectively. The outlet of the sequence valve g is connected to the oil inlet of the torque converter i and the safety valve h of the torque converter i, respectively. The outlet of the safety valve h of the torque converter i is connected to the oil tank a. The outlet of the torque converter i is connected to the cooler j. The outlet of the cooler j enters the lubrication line l via the throttle valve k and finally connects to the oil tank a.

10. A hydraulic control system according to claim 9, characterized in that, The sequence valve g is provided with oil ports g1 and g2. When the oil pressure in the main oil circuit n is greater than the set pressure of the spring at the valve core side end of the sequence valve g, oil ports g1 and g2 are connected. The main oil circuit n normally supplies oil to the torque converter i and subsequent lubrication circuits, and the gearbox works normally. When the main oil circuit n malfunctions, causing the oil pressure to drop to a level lower than the set pressure of the spring at the valve core side of the sequence valve g, the oil ports g1 and g2 are disconnected. After the torque converter i oil circuit is disconnected, it is separated from the engine, and the transmission automatically stops operating.

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