U.S. patent number 3,597,921 [Application Number 04/877,934] was granted by the patent office on 1971-08-10 for priority flow control valve.
This patent grant is currently assigned to Allis-chalmers Manufacturing Company. Invention is credited to James R. McBurnett.
United States Patent |
3,597,921 |
McBurnett |
August 10, 1971 |
PRIORITY FLOW CONTROL VALVE
Abstract
A flow control valve in a hydraulic system having a single
source of pressurized fluid. The flow control valve provides
priority of flow for predetermined actuators and pressure control
for a plurality of hydraulic actuators.
Inventors: |
McBurnett; James R.
(Stillwater, OK) |
Assignee: |
Allis-chalmers Manufacturing
Company (Milwaukee, WI)
|
Family
ID: |
25371029 |
Appl.
No.: |
04/877,934 |
Filed: |
November 19, 1969 |
Current U.S.
Class: |
60/422; 60/396;
60/402; 60/427; 60/435; 60/454; 60/456 |
Current CPC
Class: |
F15B
13/022 (20130101) |
Current International
Class: |
F15B
13/02 (20060101); F15B 13/00 (20060101); F15b
011/16 () |
Field of
Search: |
;60/52VS,52S |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Geoghegan; Edgar W.
Claims
The embodiments of the invention in which I claim an exclusive
property or privilege is claimed and defined as follows:
1. A pressure and flow control device for use in a hydraulic
system, including a variable displacement pump with a compensator
sensing load pressure, said device comprising, a priority flow
control valve, inlet conduit means on said flow control valve
adapted for connection to said pump, a pressure-limiting valve
connected to said inlet conduit means and adapted for connection on
the downstream side of said pressure limiting valve to a plurality
of remote hydraulic actuators, a draft control valve connected to
said priority flow control valve, a steering circuit having a
hydraulic control and actuator connected to said priority flow
control valve, a pressure responsive element normally limiting
communication between said pump and said draft control valve,
orifice means on said pressure limiting means regulating priority
flow of pressurized fluid to said steering circuit, a plurality of
pilot lines adapted for connection to the hydraulic actuators on
said circuit and connected to the compensator of said pump sensing
load pressures and controlling displacement of said pump through
said compensator and controlling the flow and pressure of
pressurized fluid in said system, said priority flow control valve
thereby providing regulated priority flow to said steering circuit
and standby pressure with flow control to said remote hydraulic
actuators and said draft control valve.
2. A pressure and flow control device as set forth in claim 1
wherein one of said remote hydraulic actuators includes an actuator
for a power takeoff assembly.
3. A pressure and flow control device as set forth in claim 1
wherein one of said remote hydraulic actuators includes a hydraulic
actuator for a differential lock.
4. A pressure and flow control device as set forth in claim 1
wherein one of said remote hydraulic actuators includes an actuator
for operating a brake.
5. A pressure and flow control device as set forth in claim 1
wherein said hydraulic system includes, a sump connected to said
pump, a fluid supply conduit connected to said sump including a
check valve connected to said priority flow control valve to permit
fluid flow from said sump through said priority flow control valve
to said steering circuit in event of power failure of said
pump.
6. A pressure and flow control device as set forth in claim 1
wherein said pressure responsive element in said priority flow
control valve defines a valve preventing communication to said
draft control valve when said pump is inoperative.
7. A pressure and flow control device as set forth in claim 1
wherein said pressure responsive element of said priority flow
control valve defines an orifice axially positioned in said element
for throttling pressurized fluid, means on said element define
radially positioned throttling orifices throttling flow of
pressurized fluid to form a variable area orifice in said priority
flow control valve, said housing defining a fluid chamber in
communication with said radial orifices and said steering circuit
to thereby provide throttling of pressurized fluid flowing through
said priority valve to said steering circuit.
8. A pressure and flow control device as set forth in claim 1
wherein said steering circuit includes a filter receiving
continuous flow of pressurized fluid from said pump through said
steering circuit, a bypass valve and a hydraulic actuator
selectively transmitting hydraulic fluid through said steering
circuit.
9. A pressure and flow control device as set forth in claim 1
wherein said steering circuit includes a fluid cooler for hydraulic
fluid thereby cooling hydraulic fluid flowing through said steering
circuit to thereby cool the pressurized fluid in said hydraulic
system.
10. A pressure and flow control device as set forth in claim 1
wherein said steering circuit includes a bypass valve operating at
a predetermined pressure to bypass fluid around said steering motor
to thereby permit constant flow through said steering circuit.
Description
This invention relates to a hydraulic system and more particularly
to a priority flow and pressure control for hydraulic actuators in
a normally closed center load sensitive system.
Hydraulic systems on tractors include hydraulic actuators for
operating wheel brakes, power takeoff clutch and brake,
differential lock, steering means, and implement lift or weight
distribution of the tractor relative to the implement. Generally a
plurality of pumps are used to supply pressurized fluid to one or
more of the fluid actuators in the system. A plurality of pumps are
generally used primarily because of the various flow rates and
various pressures demanded by the hydraulic actuators in the
system. A plurality of pumps may become costly as well as
presenting a space problem, or a drive problem in operating the
various pumps. Accordingly, a single source of pressurized fluid
may be used if provisions are made for priority of flow to the
actuators which require priority to maintain safety in operation of
the vehicle and also a pressure control must also be used to
provide the required pressure for operating each hydraulic actuator
in the system.
Accordingly this invention provides a single source of pressurized
fluid. Preferably the source of pressurized fluid is a variable
displacement pump having a compensator to sense pressure and load
demands in the system. A compensator is in communication with a
plurality of pilot lines sensing the load of each hydraulic
actuator in the system which is fed back to the compensator which
regulates the pump to provide the highest pressure demanded in the
system. The priority of flow is controlled through a priority
control valve to maintain priority of flow for safety in operation
of the vehicle. Accordingly, along with priority of flow the
provision of supplying pressurized fluid at the proper pressure for
any operation demanded is also included.
It is an object of this invention to provide a single source of
pressurized fluid in a hydraulic system serving a plurality of
hydraulic actuators at a plurality of pressures.
It is another object of this invention to provide a flow and
pressure control valve in a closed center load sensitive hydraulic
system.
It is a further object of this invention to provide a priority flow
and pressure control valve with a reducing valve to provide the
desired pressure as well as priority of flow to a plurality of
hydraulic fluid actuators.
It is a further object of this invention to provide priority of
flow at a predetermined pressure to the power takeoff, differential
lock, and the brake actuators and priority of flow to the steering
hydraulic actuator at a predetermined second pressure and
simultaneously provide pressurized fluid to a draft control valve
in a load sensitive closed center hydraulic fluid system.
The objects of this invention are accomplished with a variable
displacement pump having a compensator sensing the load
requirements of a draft control valve and a remote valve such as
power steering. The variable displacement pump, although operating
in a hydraulic system normally considered a closed center system,
provides continuous circulation to the steering hydraulic actuator
with a bypass valve delivering pressurized fluid through a brake
cooling means to thereby provide cooler operation and filtering of
the hydraulic fluid. A priority valve is connected to the variable
displacement pump delivering priority of flow to the power takeoff,
the brake, and differential lock operating through a pressure
limiting valve. The priority flow control valve also includes a
pressure responsive plunger continuously supplying pressurized
fluid through an orifice to the power steering circuit at the
predetermined pressure demanded by the hydraulic actuator. The
hydraulic actuator of the steering circuit also has a control to
operate the steering manually in the event of power failure which
requires communication to a fluid reservoir or sump. The draft
control valve has a low priority and receives fluid in response to
operation at the pressure responsive plunger.
The pilot line from the plurality of actuators controls the
displacement of the pump and supplies the pressure requirements of
the highest load operated by any of the hydraulic actuators in the
system.
The preferred embodiments of this invention will be illustrated and
described. The attached drawing illustrates the priority flow
control valve with the hydraulic actuators and the pump illustrated
schematically.
Referring to drawing the priority control valve 1 is illustrated in
cross section. The valve 1 is connected to the variable
displacement pump 2 by the conduit 3. The priority flow control
valve is also connected by the conduit 4 to the sump 5. The conduit
4 receives fluid from the sump 5 which can flow through the check
valve 6 in event of power failure. The fluid flowing through the
conduit 4 supplies fluid to the steering mechanism 7 including a
manually operated hydraulic valve 8. The valve 8 is of the type
illustrated in the originally copending application of the same
assignee entitled "Hydraulic Steering System" now issued as U.S.
Pat. No. 3,528,521.
The pump 2 also is connected by a drain conduit 9 which is immersed
under the oil level of the sump 5. A supply conduit 10 is connected
to the pump 2 and supplies fluid to the pump 2 as the pump is
operating. The pump 2 also includes a compensator 11 which senses a
pressure signal and strokes or destrokes the pump in accordance
with the load demands of the various hydraulic actuators in the
system. A compensator 11 is connected to these various hydraulic
actuators through the pilot line 12. The draft control pilot line
13, steering pilot line 50, a check valve 17 in the draft control
pilot line 13, and check valve 51, all permit transmission of a
pilot pressure signal from the hydraulic actuators. The highest
pilot signal controls the operation of the compensator 11 which in
turn controls the stroking and destroking of the pump and
accordingly the demands of the hydraulic system are met.
The discharge side of the pump 2 delivers pressurized fluid to the
conduit 3 and the connection 21 of the priority flow control valve.
The passage 22 delivers pressurized fluid to the priority flow
control valve 1 while the connection 21 is also connected to the
conduit 23 which in turn delivers pressurized fluid to the pressure
limiting valve 24. The pressure limiting valve is set for a
predetermined pressure required by the actuators on the downstream
side of the pressure limiting valve 24. For the purpose of
illustration it will be assumed that the hydraulic actuators
downstream from the pressure limiting valve 24 will operate at
approximately 250 p.s.i.
The conduit 25 delivers pressurized fluid from the pressure
limiting valve 24 to the conduit 26. The valve 27 and the conduit
26 controls the flow of pressurized fluid to the hydraulic
actuators 28 in the power takeoff assembly 29. The valve 27 is
schematically illustrated although a more complete illustration and
description of this type of valve and its operation with the power
takeoff may be had by referring to the originally copending patent
application of the same assignee now U.S Pat. No. 3,507,372 which
covers a hydraulic clutch an brake system for a power takeoff
assembly. The operation of the power takeoff assembly is provided
through a clutch and a brake which control the delivery of power to
the power takeoff shaft and are operated in response to a valve
means to provide the desired function.
Conduit 25 is also connected to conduit 30 which includes a valve
31 and delivers pressurized fluid to the actuator 32 in the
differential assembly 33. A more complete illustration of the
differential assembly and its operation may be had be referring to
the U.S. Pat. No. 3,446,320 which covers a differential lock and
the means for controlling the actuation of the differential lock
through a relay valve operated in response to braking of the
vehicle.
The conduit 25 is also connected to a conduit 34 which includes a
valve 35 which controls the actuation of the hydraulic actuator 36
of the brake assembly 37.
The pressure limiting valve 24 limits the pressure of the
pressurized fluid delivered to the power takeoff, the differential
lock, and the brake. Normally the pressurized fluid applied to
these circuits is in a standby condition and hydraulic fluid is not
flowing to the hydraulic actuators. The pressurized fluid, however,
must be available in event that it is needed to operate any of the
actuators in these three operations.
The priority flow control valve 1 includes a housing 40 having a
central opening 41 receiving the plunger 42. The plunger 42 is
biased to an upward position by the spring 43 to seat against the
valve seat 44. The plunger 42 defines an orifice 45 permitting the
flow of pressurized flow into the hollow portion of the plunger 42.
A plurality of radial orifices 46 permit the flow of pressurized
fluid into the annular chamber 47 defined by the housing 40 of the
flow control valve. The annular chamber 47 is in communication with
the pilot passage 49 which is connected by the pilot line 50 to the
pilot line 12. The check valve 51 permits the flow of pressurized
fluid to the pilot line 50 when the pilot pressure in the chamber
47 exceeds the pilot pressures of the remote hydraulic actuators
previously described.
The steering supply line 52 also is in communication with the
annular chamber 47 and supplies pressurized fluid to the hydraulic
steering valve 8 and actuator 100. The hydraulic steering valve is
connected to the steering mechanism in such a manner whereby the
steering wheel 53 controls a valve element 101 for driving the
steering mechanism in either direction in response to direction of
rotation of the steering wheel 53. This in turn provides power
steering of the steering mechanism of the vehicle.
When pressurized fluid is in the steering supply conduit 52 a
predetermined amount of pressurized fluid flows through the orifice
45 and the orifices 46 to supply the steering valve 8. For the
purpose of illustration the flow rate will be considered to be 4
gallons per minute which is adequate for steering of the vehicle.
The bypass valve 54 shunts the steering valve 8 and bypasses fluid
around the valve 8 when the fluid is not required to operate the
motor 100. The bypass valve 54 is biased to a closed position by
the spring 55 and opened in response to pressurized fluid operating
in the passage 56. Fluid flowing through bypass valve 54 passes
through the conduit 57 and through the filter 58. A fluid cooling
device 59 cools the fluid and returns it to the sump 5. The filter
and cooler have bypass means to prevent pressure buildup and lack
of pressure drop across the steering motor. A constant circulation
through the steering circuit is provided even though pressurized
fluid is not demanded for steering. It provides cooler operation of
the pump 2 and cools and filters the hydraulic fluid in the system
for better operation.
The valve 8 is mechanically connected to the wheel 53 and in event
of power failure rotation of the wheel itself will operate the
valve as a pump as long as fluid is present in the steering supply
conduit 52. Fluid in the steering conduit 52 and chamber 47 is
connected to the chamber 60 which receives fluid through the check
valve 6 from conduit 4. The conduit 4 may be connected to any
low-pressure source of fluid merely to maintain the presence of
fluid in the system for manual operation in the event of power
failure.
The flow control valve 1 further defines a passage 61 connected to
the conduit 62 and the draft control valve 63. The draft control
valve 63 is operated in response to a draft load sensed on the
linkage 64. This load produces a force signal transmitted through
the linkage to the lever 65 which in turn operates the valve 63. A
manual lever 66 can also operate the draft control valve 63 when
desired such as for lifting the implement and changing the
implement from field operating position to the transport position.
The draft control valve 63 supplies pressurized fluid to the
hydraulic actuator 67 for weight distribution of the tractor and
implement and also will provide for lifting of the implement to the
transport position when desired. The load on the hydraulic actuator
67 is sensed by the pilot line 13 and transmitted to the pilot line
12 where it is sensed by the compensator 11.
A detailed and complete illustration and description may be had for
a draft control valve and its operation relative to the implement
by reference to the Strehlow U.S. Pat. No. 2,679,199. Essentially
the Strehlow device operates in a manner as briefly described
above, which sets forth the function in relation to the priority
control valve.
A preferred embodiment of this invention has been illustrated and
described and operation will be set forth in the following
paragraphs.
Referring to the drawing a typical illustration of the valve is
shown in the normal operating position. Before the engine is
started the plunger 42 is in its uppermost position blocking the
oil passage to the draft control valve. Oil for manual steering
operation is provided through the conduit 4 to the manual steering
check valve 6 through the variable orifice 46 and finally through
the steering supply line 52. The steering wheel operates a motor
which will provide steering of the vehicle and the motor will
operate as a pump to operate the hydraulic actuator connected to
the steering linkage.
When the engine is started the pump 2 pressurizes fluid which flows
through the orifice 45 until the pressure drop across the orifice
45 in the plunger 42 is sufficient to begin to move the plunger
downwardly against the spring 43. The flow rate at this time will
be slightly less than the desired steering flow rate of
approximately 4 gallons per minute. As the flow rate continues to
increase due to increasing speed of the engine the flow rate
through the orifice 45 will continue to increase until the pressure
drop across the orifice 45 plus the pressure drop across the
orifice 46 is approximately 250 p.s.i. At this point the pump 2
will always adjust its displacement to maintain this flow rate
independent of speed. The typical position of plunger 42 will be
that shown in the drawing. Notice that the oil passages to the
draft control valve and the remote valves are open even though no
fluid is flowing to these valves at this time. The flow rate to the
steering circuit is also independent of required steering pressure.
This pressure is monitored by the steering pilot signal line. The
flow rate to the steering circuit is also independent of the draft
control or remote pressures whether these pressures are higher or
lower than the pressure required for steering. If these pressures
are higher than required steering pressure plunger 42 will shift
downwardly in its bore and throttle the excess pressure across the
variable orifice 46. If these pressures are lower than required
steering pressure, the plunger will shift upward in its bore and
throttle the oil flow to the draft control valve.
The draft control operates in response to a pressure signal
received from the draft sensing unit through the linkage 64. The
linkage 64 provides automatic operation of the draft control valve
63. The pressure in the system required by the draft control valve
63 and hydraulic actuator 67 is sensed by the pilot line 13 and fed
back to the compensator 11 through the conduit 12. The compensator
senses the pressure and will increase or decrease the operating
pressure as demanded by the draft control valve 63 to provide
sufficient flow of pressurized fluid for the system.
The power takeoff actuator, the differential lock actuator, and the
brake actuator all operate independently through the pressure
limiting valve 24 which is set for the purpose of illustration at
250 p.s.i. This is the standby pressure at which the hydraulic
actuators in these remote operations will normally operate. Their
operation is in response to actuation of the valve controlling
their operation. The valves are illustrated schematically and will
be normally controlled by the operator of the vehicle. When a valve
is open the fluid flowing through the valve operates the hydraulic
actuator it controls while the pressure limiting valve 24 admits
the flow of fluid and maintains the pressure at the preset
value.
It can be seen that the hydraulic system with the priority flow
control valve as set forth above eliminates any need for additional
gear pumps to operate the plural functions set forth in this
system. The steering circuit is supplied with pressurized fluid at
all times and also has the provision for filtering and cooling.
This provides a cooler running pump in the hydraulic circuit and
provides greater overall efficiency in the system. A minimum
pressure level of 250 p.s.i. is assured for the power takeoff, the
differential lock, and the brakes even when high flow is demanded
by the draft control or remote valves. The system is simple and yet
flexible in providing a plurality of auxiliary operations from a
single load sensitive variable displacement pump.
The preferred embodiments of this invention have been illustrated
and described.
* * * * *