PNEUMATIC CONTROL FOR HYDRAULIC VALVE

Abstract: A tipping mechanism for a tipping vehicle is hydraulically powered by means of a pump 3 driven from a PTO 8 of the vehicle. Am hydraulic valve 2 directs hydraulic fluid to and from an hydraulic cylinder 1 to operate the tipping body. A first pneumatic cylinder 5 has a piston 21 connected to a valve spool 31 within the valve 2. A second pneumatic cylinder 9 controls engagement/disengagement of the PTO 8. A pneumatic control valve 10 controls operation of both pneumatic cylinders 5 and 9. The mechanism may have 'raise', 'hold', 'Slow lower' and 'fast lower' operating modes, and the control valve 10 may be arranged so that when any of the first three modes is selected the cylinder 9 is operated to engage the PTO 8 but when 'fast lower' is selected the cylinder 9 is deactivated, disengaging the PTO 8.

Description: PNEUMATIC CONTROL FOR HYDRAULIC VALVE The invention relates to the pneumatic control of hydraulic valves, in particular hydraulic valves used in the tipper mechanisms of tipping vehicles. It is usual for tipper mechanisms to be hydraulically powered by means of a pump driven from a "Power Take-Off" (hereinafter referred to as a "PTO") of the vehicle; such mechanisms have hitherto been controlled by two separate switches, one of which controls the engagement of the PTO and hence the operation of the hydraulic pump, and the other of which controls the operation of an hydraulic valve which directs hydraulic fluid to and from the hydraulic cylinder which elevates or lowers the tipping body. A disadvantage of previous tipping mechanisms is that by virtue of the separate nature of the PTO and tipping controls it is possible to leave the PTO engaged after completing the tipper operation, and then to drive a vehicle with the PTO engaged, which can lead to damage to the hydraulic system. It is an aim of the invention at least partially to overcome the above-mentioned disadvantage by the provision of a tipper control mechanism integrated with that of the PTO According to the invention we provide a mechanism for operating a relatively movable part of a vehicle such as a tipping body, comprising a reservoir for hydraulic fluid, a pump for supplying fluid from the reservoir to an hydraulic cylinder for moving the said vehicle part, an engageable and disengageable P.T.O. for coupling the pump to a source of motive power on the vehicle so that the pump is driven by means of the said power source, an hydraulic valve controlling flow of fluid to and from the hydraulic cylinder, a first pneumatic cylinder controlling the hydraulic valve and a second pneumatic cylinder controlling the engagement/disengagement of the P.T.O., the two pneumatic cylinders being controlled by a coimnon manually-operated pneumatic control valve assembly. When a tipping body is required to tip only part of its load, it is necessary for the body to be lowered in a laden condition, in which case some control of the fluid flow from the hydraulic cylinder is required to ensure a safe rate of descent of the body. Pneumatic apparatus is commonly used to control PTO's and hydraulic valves in tipper mechanisms, usually a simple pneumatic cylinder for the PTO and for the hydraulic valve a double-acting cylinder with a selfcentering spring which permits three positions of the valve spool corresponding to the raise, "hold" and n lower" modes of operation of the tipper mechanism. In such systems, however, there is no provision for intermediate positioning of the hydraulic valve spool to facilitate a controlled lowering of a partly laden body as described above, In attempts to overcome this disadvantage, tipper mechanisms have been provided with a pneumatic control valve of a type known as a proportional control valve, incorporating a control lever and whose air pressure output is matched with the spring characteristics of the self-centering spring of the pneumatic cylinder on the hydraulic valve. In this way the rate of descent of the partially laden body is determined by movement of the control lever. However, hysteresis in such a system has been found to be high, which causes control of the rate of descent in this way to be inaccurate. Preferably, the operating mechanism of the present invention enables a controlled descent of a partially laden tipping body. An embodiment of the invention will now be described, by way of example only, with reference to the accompanying drawings, of which: Figure 1 is a block diagram of a tipper mechanism according to the invention; Figure 2 is a longitudinal cross-sectional view of the first pneumatic cylinder and the hydraulic valve of the tipper mechanism of Figure 1; Figure 3 is a diagrammatic and exaggerated enlarged view of part of Figure 2; Figure 4 is a perspective view of the manually operable lever of the tipper mechanism; and Figure 5 is a vertical cross-sectional view of the manually operable pneumatic control valve including the lever of Figure 4; Figure 6 is a enlarged view of part of Figure 2; Figure 7 is a cross-section on line VII - VII of Figure 6; Figure 8 is a longitudinal cross-sectional view of a modified hydraulic valve; Figure 9 is.a diagraiiatic, enlarged view of part of Figure 8, with the hydraulic valve in the t Hold' mode; Figure 10 is a view similar to Figure 9, with the hydraulic valve in the TSlow lower' mode; Figure 11 is a view similar to Figures 9 and 10, with the hydraulic valve in the 'Fast lower' mode; ; Figure 12 is a longitudinal cross-sectional view of a different means of connecting the valve element of the hydraulic valve and the piston rod of the first pneumatic cylinder; Figure 13 is an enlarged longitudinal cross-sectional view of the adaptor of Figure 12; Figure 14 is a cross-sectional view of the adaptor taken in line XIV-XIV of Figure 13; Figure 15 is a plan view of the adaptor, and Figure 16 is an enlarged view of the 'Ct spring clip of Figure 12. The overall operation of the tipper mechanism is best seen from Figure 11 which shows a tipper body of a tipper vehicle which is raised and lowered by means of a single-acting hydraulic cylinder 1 controlled by an hydraulic valve 2. The operation of the valve 2 in directing hydraulic fluid from a pump 3 to the hydraulic cylinder 1 or back to an hydraulic reservoir 4 is governed by the position of the spool within the valve 2 which is in turn determined by the piston of a first pneumatic cylinder 5 to which the spool is rigidly attached. The pump 3 is driven from the engine 6 of the vehicle through a shaft 7 coupled to be the pump 3 by a disengageable P.T.O. 8. The P.T.O. 8 is operated by means of a second pneumatic cylinder 9, and the operation of both first and second pneumatic cylinders 5, 9 is governed by means of a single manually operable pneumatic control valve 10 which derives a supply of pressurised air from an air tank 11 to which is connected a pressure gauge 12. The first and second pneumatic cylinders 5, 9 are therefore under the control of a single control valve 10 which serves both to determine the position of the spool within the hydraulic valve 2, which in turn determines the operating mode of the tipper control system, and to connect and disconnect the PTO drive to the hydraulic pump 3. The two functions of the valve 10 are interdependent in a way described below. The tipper mechanism has four distinct modes of operation, best described with reference to Figures 2 and 3. The first air cylinder 5 is fixed by screws 13 to an adaptor 35 at one end of the housing 14 of the hydraulic valve 2. The first air cylinder 5 is a double-acting cylinder comprising a housing 15 connected to an auxiliary cylinder 16 by a retaining ring 17. Within the housings are defined chambers 18, 19 and 20 in which work a main piston 21 and a smaller auxiliary piston 22. The auxiliary piston 22 carries a forwardly extending abutment nose 23 which in certain modes of operation of the system described below engages and limits the travel of the main piston 21. The chambers 18, 19, 20 are supplied with compressed air or exhausted to atmosphere as appropriate via ports 24, 25 and 26 respectively, under the control of the manually operable control valve 10 (Figure 1). The forward travel of the auxiliary piston 22 is limited by a circlip 27 retained in radial recesses of the housing 16. The main piston 21 is carried on one end of a piston rod 28 which at its other end is connected to the end portion of the stem 30 of the spool 31 of the hydraulic valve 2. The connection for axial movement between the piston rod 28 and the spool stem 30 is made by means of a clip arrangement 29 described in detail below with reference to Figures 6 and 7. The main piston is held in an approtirate midposition of the cylinder by a self-centering spring 32 pre-compressed between two C-washers 33, 34, one 34 of which abuts the face of the adaptor 35 by means of which the cylinder 5 is attached to the valve 2. Turning now to the hydraulic valve 2 as shown in Figures 2 and 3, it has a fluid inlet port 36 through which fluid from the pump 3 is delivered, an exhaust port 37 by way of which fluid returns to the reservoir 4 and a delivery port 38 through which fluid flows to and from the hydraulic cylinder 1 which in this example is a single acting cylinder. The four modes of operation of the tipper control mechanism as they relate to the first pneumatic cylinder 5 and the hydraulic valve 2 are as follows:- (i) the 'Hold" mode (as shown in Figure 2), in which the tipping body is maintained in a tipping position, is obtained by pressurising port 24 of the first pneumatic cylinder and exhausting ports 25 and 26 to atmosphere. The main piston 21 is thereby held in the position shown by the spring 32 thus positioning the hydraulic valve spool 31 as shown; fluid can thereby flow from the pump 3 through the inlet port 36 into chamber 40 and through valve body bore 44 to leave the valve by the exhaust port 37. Any fluid present in the hydraulic cylinder 1 is retained therein by poppet 41 which rests on a seat 42 and closes the port 38, the poppet 41 not being lifted in the "Hold" mode as the bore 44 is open and insufficient pressure is built up in the chamber 40. (ii) the "Raise" mode, in which the hydraulic cylinder 1 is pressurised to raise the tipping body, is obtained by pressurising port 25 whereby the main piston 21 and the piston rod 28 are moved to the right against the force of the spring 32 until the hydraulic valve spool 31 is at the extremity of its stroke. Port 26 is exhausted to atmosphere and port 24 is pressurised. The spool 31 closes bore 44, cutting off the exhaust port 37 so pressure builds up within the hydraulic valve, opening the poppet valve 41 and flowing to the hydraulic cylinder 1 to raise the tipper body. (iii) the "Slow lower" mode is that used when the tipping body is to be lowered whilst partially laden and will therefore always follow the "Raise" or "Hold" modes. "Slow lower" is obtained by exhausting port 25 to atmosphere and pressurising ports 24, 26. Piston 22 is moved to the right to its forward limit of travel defined by the circlip 27, and the main piston 21 moves to the left through its "Hold" position against the force of the spring 32 but its travel is limited by engaging the abutment nose 23 of piston 22. It is arranged that the effective force produced by the pressure in chamber 18 on the piston 22 exceeds the pressure in chamber 20 acting on piston 21 less time force of the spring 32 so the piston 22 will not withdraw from the circlip 27 but will form a stop for the main piston 21 at a predetermined axial position. In this position the valve spool 31, which has moved to the left as viewed in Figure 3, lifts the tip of the poppet valve 41 only partially as it rides along the conical surface 45 of the spool 31 enabling the fluid in the hydraulic cylinder l to escape through the severely restricted passage so formed. The rate of descent of the tipping body is therefore predetermined by the displacement of the poppet valve at this particular position of the valve spool 31. At this point, a cylindrical surface 46 of the spool 31 is already clear of the bore 43 to allow the escape of fluid to the exhaust port 37. (iv) the fast lower" mode, in which the empty tipper body is returned to its rest position, is obtained by pressurising port 26 and exhausting ports 24 and 25 to atmosphere. The main piston 21 is then free to move to the extreme left of the cylinder 5 as shown in Figure 3. The cylindrical surface 46 of the spool 31 will then lift the poppet 41 fully clear of its seating 42 and the fluid from the hydraulic cylinder 1 can escape at a much faster rate than in the n Slow lower" mode through the poppet valve 41, the bore 43 and the exhaust port 37. Figure 3 shows the poppet valve in detail, with the poppet 41 lifted from the seating 42. A land 47 fits in a bore 48 of the seating 42, the bore being closed when the poppet 41 is in its lowermost position by a frustoconical surface 47a of the poppet. This is the position of the poppet 41 in the "Hold" mode. Figure 3 shows the poppet 41 in the position which it takes in the "slow lower" mode in which the frusto-conical surface 47a is lifted clear of the seating 42 to open a severely restricted passage between the land 47 and the bore 48. In the "Raise" and "Fast Lower" modes the land 47 is lifted completely clear of the seating 42 to leave the bore 48 unrestricted save for the body of the poppet 41. Figures 8 to 11 show a modified hydraulic valve 2', where similar parts have been given similar, primed reference numerals. The valve is shown in the 'Hold' mode in Figures 8 and 9, in the 'Slow lower' mode in Figure 10, and in the 'fast lower' mode in Figure 11. The modified valve 2' operates in the same way as the valve 2 of Figures 2 and 3 in the 'Hold', 'Raise' and 'fast lower' modes but achieves slow-lowering in a different way. The poppet 41' of the modified valve 2' does not have a land like the land 47 of the hydraulic valve 2. The modified valve has a restricted orifice 95 connecting the chamber 40' to the inlet port 36', the orifice opening into the chamber 40' to the left, as viewed in Figure 8, of the bore 43'. In the 'Slow lower' mode the valve spool 31' is moved to an intermediate position as described above in connection with the valve 2. As in the previous arrangement, in the 'Slow lower' mode (see Figure 10) the spool 31' lifts the tip of the poppet valve 41' only partially as it rides along the conical surface 45' of the spool. However, in this modified version, the cylindrical surface 46' of the spool 31' closes bore 43 r in the 'Slow lower' mode, so that the only path for the flow of fluid from the hydraulic cylinder is via the orifice 95, which therefore determines the rate of descent of the tipping body. This return fluid joins the incoming fluid from the hydraulic pump, and flows through the bore 44' and the exhaust port 37'. The flow of air to and from the ports 24, 25 and 26 is controlled by the manually operable pneumatic control valve 10 which is shown in Figures 4 and 5. The valve is provided with a lever shown generally at 50 which passes through a slot 51 in a fascia plate 52, the slot having four part-circular enlarged portions 53 corresponding to four positions of the lever, marked with the naves of the four modes of operation of the tipper control mechanism. Those enlarged portions corresponding to the 1Slow lower", "Hold" and "Raise" positions are in addition marked "PTO in" and that enlarged portion corresponding to the "Fast lower" position is in addition marked "PTO out" as shown in Figure 4, for reasons explained below. The enlarged portions 53 of the slot 51 form partcircular locations for the cylindrical lower end 54 of an outer sleeve 55 of the lever 50, which must be lifted against the action of a spring 56 before the lever can be moved along the slot by pivoting the lever about its pivot axis 57 to select the mode required. A central stem 58 of the lever is upstanding from an arcuate cam plate 59 which carries six cams 60 (only two of which are shown). The cams 6Q are disposed on the cas plate 59 such that at an arranged point during the arcuate travel of the cam plate, each cam 60 acts on the upper spherical end 61 of one of six identical valve members 62 (only one of which is shown in Figure 5). Each of the six valves performs its own function and they are divided into rows of three, one row of three (one valve of one such row being shown in Figure 5) being connected to an inlet gallery 63 fed from an inlet port 64 which is in turn fed from the air tank 11, and the other row of three to an exhaust gallery 65 which is connected to an exhaust port (not shown). Each of the six valves comprises a valve member 62 having a spherical upper end 61 maintained in contact with its cam 60 by the action of a spring 66. The lower end of the valve forms a pencil-shaped stem 67, the point of which when depressed by the cam 60 enters a rubber seat 68 to effect a leak-proof seal. When the action of the spring 66 is permitted by movement of the cam 60 to lift the valve member 62, air flows from the inlet gallery 63 into the chamber occupied by the valve to be delivered along a passage 69 to the control port 70. The passage 69, although not shown as such in Figure 5, is also connected to a corresponding valve in the second line of three valves, so that operation of a second line valve would have the effect of allowing air in passage 69 to enter the exhaust gallery 65. The cams 60 are arranged so that at no time is the inlet and exhaust of any associated pair of valves in the two lines of three allowed to be opened at the same time. The three control ports 70 are connected to the ports 24, 25, 26 of the first pneumatic cylinder 5 and it is by arranging the cams 60 in the appropriate way on the cam plate 59 that the correct sequence of connections to the ports 24, 25 and 26 of the first pneumatic cylinder takes place to select the desired operational mode. Whilst "Raise" "Hold" or "Slow lowers are engaged, hydraulic fluid is required to be pumped to the hydraulic valve, whereas the "Fast lower" position requires no pumping to take place. The pneumatic signal for "PrO IN" i.e. the signal to activate the second pneumatic cylinder 9, is therefore derived from the control port 70 to- which port 24 of the first pneumatic cylinder 5 is connected (port 24 being pressurised in "Raise" "Hold" and "Slow lower" modes), whereas in the "Fast lower" mode this port is exhausted to atmosphere, thereby automatically disengaging the PTO. As "Fast lower" is likely to be the last mode engaged for any tipping operation (a "Slow lower operation will normally be finished by a "Fast lower" over the last part of the descent of the tipping body), the likelihood of the operator driving the vehicle with the PTO engaged and thereby damaging the hydraulic system is reduced. There may be a pressure switch (not shown) in the valve 10, connected to the passage that leads to one side of the cylinder 9 and controlling a warning light on the control panel of the vehicle so that it is illuminated as long as the PTO is engaged. Figures 6 and 7 show in detail the connection for transmission of axial movement between the piston rod 28 of the first pneumatic cylinder 5 and the stem 30 of the spool 31 of the hydraulic valve 2 of Figures 2 and 3. Figure 6 shows the stem 30 to be at least partially hollow, having an axial bore 80 with a countersunk portion 81 at its open end into which is fitted a spigot 82 on the end of the piston rod 28. A shoulder 83 on the stem 30 engages a similar shoulder 84 on the piston rod 28. The rod 28 and the stem 30 are-maintained in axial engagement by a channel-section hoop in the form of two substantially semi-circular identical clips 29. The cross-section is in fact shaped to conform to the shape of the connection, being in the example shown in Figure 6 substantially M-shaped. Each clip consists of a cylindrical body portion 85 from which extend two radial flanges 86. In use, the flanges 86 engage faces 87 of the rod 28 and the stem 30 which form axially outwardly-facing surfaces of circumferentially disposed radially extending grooves 88 of the rod 28 and the stem 30. The cylindrical portions 85 of the clips 29 are formed with a radially inwardly extending rib 89 which in use lies in a Vee-shaped hollow 90 defined by oppositely inclined faces 91, 92 of the end portion of the stem 30 and the rod 28 respectively. The clips 29 are each formed from spring steel, at one extremity with a radially outwardly directed step 93 and adjacent the other extremity with a radially outwardly directed indentation 94. To assemble the connection between the rod 28 and the stem 30 the clips 29 are placed around the rod and stem with differently-formed end portions adjacent. Pressure is then applied with pliers or similar tool to resiliently engage the step 93 of each clip 29 with the indentation 94 of the other as shown in Figure 7. When the rod 28 and the stem 30 are to be separated the clips 29 can be prised apart with a screwdriver or similar tool, It will be noted that the forward end of the piston rod 28 of the pneumatic cylinder is positively located in the stem of the spool 31, which stem slides in a bearing 71 in the adaptor 35, so no separate sliding bearing is necessary in the pneumatic cylinder. Figure 12 shows a different arrangement for connecting the piston rod of the first pneumatic cylinder to the valve spool of the hydraulic valve. The stem of the valve spool has a screw-threaded axial bore 96. An adaptor 97, shown in detail in Figures 13, 14 and 15, has an axial spigot 98 at one of its ends which is screwed into the bore 96 in the valve spool stem. At its other end the adaptor 97 has a generally tubular portion 99 defining an axial bore 100. The tubular portion has two diameterically opposed arcuate slots 101 having two arcuate connecting portions 102. The piston rod 28' of the first pneumatic cylinder 5' has an axial spigot 103 at one end, having a circzmferential recess 104. The spigot 103 fits into the bore 100 of the adaptor 97. A C-spring clip 105, shown in detail in Figure 16, grips the arcuate portions 102 of the adaptor 97, and fits into the recess 104 to retain the spigot 103 in the bore. As before, no separate sliding bearing is necessary in the pneumatic cylinder.

Claims: CLAIMS 1. A mechanism for operating a relatively movable part of a vehicle such as a tipping body, comprising a reservoir for hydraulic fluid, a pump for supplying fluid from the reservoir to an hydraulic cylinder for moving the said vehicle part, an engageable and disengageable P.T.O. for coupling the pump to a source of motive power on the vehicle so that the pump is driven by means of the said power source, an hydraulic valve controlling flow of fluid to and from the hydraulic cylinder, a first pneumatic cylinder controlling the hydraulic valve, and a second pneumatic cylinder controlling the engagement/ disengagement of the P.T.O., characterised in that the two pneumatic cylinders are controlled by a common manually-operated pneumatic control valve assembly. 2. A mechanism according to Claim 1, characterised in that the control valve assembly is arranged so that the P.T.O. must be engaged when the hydraulic valve is in a position to supply fluid from the pump to the hydraulic cylinder. 3. A mechanism according to Claim 2 characterised in that the PTO is also engaged when the hydraulic valve is in a position preventing flow to or from the hydraulic cylinder. 4. A mechanism according to Claim 3 characterised in that the hydraulic valve has a position allowing flow from the hydraulic cylinder to the reservoir under the action of an external force on the hydraulic cylinder, and in which the control valve assembly is arranged so that the PTO is engaged when the hydraulic valve is in this position. 5. A mechanism according to any one of Claims 2 to 4 characterised in that the hydraulic valve has a position allowing fluid to flow freely from the hydraulic cylinder to the reservoir under the action of an external force on the hydraulic cylinder, and in which, when the peneumatic control valve assembly is in a state which puts the hydraulic valve in this position, it also disengages the PTO. 6. A mechanism according to Claim 1, characterised in that the pneumatic control valve assembly can be used to select a first operating mode of the hydraulic valve in which hydraulic fluid can flow into the hydraulic cylinder to effect movement of the said vehicle part in one direction, a second operating mode of the hydraulic valve in which the hydraulic cylinder is isolated and no fluid flows into or out of the hydraulic cylinder, thereby effecting a holding of the said vehicle part in a given position, a third operating mode of the hydraulic valve in which a passage is opened within the hydraulic valve by way of which fluid can escape from the hydraulic cylinder to effect movement of the said vehicle part in a different direction and a fourth operating mode of the hydraulic valve in which fluid can only escape from the hydraulic cylinder via a restricted passage within the hydraulic valve, resulting in a controlled movement of the said vehicle part in the said different direction, and in which the pneumatic control valve assembly is so arranged that when the first, second or fourth operating mode of the hydraulic valve is selected the second pneumatic cylinder is activated so as to engage the P.T.O. and when the third operating mode is selected the second pneumatic cylinder is de-activated, so that the P.T.O. is disengaged. 7. A mechanism according to Claim 1 or 6, characterised in that the first pneumatic cylinder has an associated first piston operatively connected to a valve element within the hydraulic valve so that relative movement between the first piston and the first pneumatic cylinder produces movement of the valve element. 8. A mechanism accoriding to Claim 6, characterised in that the first pneumatic cylinder houses first and second movable walls, the position of the first movable wall relative to the first pneumatic cylinder determining the mode of operation of the hydraulic valve, the movable walls defining first, second and third chambers within the first pneumatic cylinder, the second chamber being defined between the first and second movable walls, and the first and third chambers being arranged at opposite ends of the second chamber, adjacent the first and second movable walls respectively, the first pneumatic cylinder being arranged so as to have a first operating mode in which the second and third chambers are supplied with pneumatic fluid and the first chamber is exhausted to atmosphere, so that the first movable wall is urged by the fluid pressure in a first direction away from the second movable wall, to a first extreme position, a second operating mode in which the third chamber is supplied with pneumatic fluid, and the fluid pressures within the first and second chambers are equalised, travel-limiting means limiting movement of the second movable wall in the said first direction, so that the first movable wall is held in a first intermediate position, a third operating mode in which the first chamber is pressurised and the second and third chambers are exhausted, so that the first movable wall is urged by the fluid pressure in a second direction opposite to the said first direction to a second extreme position, and a fourth operating mode in which the first and third chambers are pressurised and the second chamber is exhausted, so that the first movable wall is urged in the second direction and the second movable wall is urged in the opposite, first direction by the fluid pressure, the second movable wall acting as a stop for the first movable wall and, holding the first movable wall in a second intermediate position, the third operating mode of the first pneumatic cylinder corresponding to the third operating mode of the hydraulic valve, and the other operating modes of the first pneumatic cylinder corresponding to the other operating modes of the hydraulic valve, the pneumatic fluid being supplied to or exhausted from the chambers as appropriate under the control of the pneumatic control valve assembly via a first port in the first chamber, a second port in the second chamber and a third port in the third chamber, the first, second and third ports being connected to first, second and third control ports respectively in the pneumatic control valve assembly, the third control port also being connected to the second pneumatic cylinder so that when any of the first, second or fourth operating modes is selected and pneumatic fluid is supplied to the third chamber via the third control port, pneumatic fluid is also supplied to the second pneumatic cylinder so as to engage the P.T.O. but when the third operating mode is selected and the third chamber is exhausted, the second pneumatic cylinder is also exhausted, causing disengagement of the P.T.O. g. A mechanism according to Claim 8, characterised in that the pneumatic control valve assembly is provided with a manually operable lever extending from a cam plate carrying six cams, the cams being disposed on the cam plate such that during the travel of the cam plate each cam acts on a respective one of six valve members having respective valve seatings, the valve members comprising a first valve member controlling supply of pneumatic fluad to the said first control port, a second valve member controlling supply of pneumatic fluid to the said second control port, a third valve member controlling supply of pneumatic fluid to the said third control port, a fourth valve member controlling exhaustion of pneumatic fluid from the first control port, a fifth valve member controlling exhaustion of pneumatic fluid from the second control port and a sixth valve member controlling exhaustion of pneumatic fluid from the third control port, biassing means urging each valve member against its respective cam in a direction tending to displace the valve member from its seating, and the cams being arranged on the cam plate such that according to the operating mode selected using the manually operable lever, the valve members are held away from their associated seatings under the action of the biassing means or held against their seatings by means of the cams as appropriate, to achieve the required system of connections to the first, second and third control ports. 10. A mechanism according to Claim' 8 to 9, characterised in that the first movable wall comprises a first piston operatively connected to a valve element within the hydraulic valve so that relative movement between the first piston and the first pneumatic cylinder produces movement of the valve element, the second movable wall comprising a second piston. 11. A mechanism according to Claim 6, or Claim 7 and Claim 6, or any of Claims 8 to 10, characterised in that the hydraulic valve has a housing with a supply passage to receive pressurised fluid from the pump, a service passage connected to the hydraulic cylinder and an exhaust passage communicating with the reservoir, a or the valve element of the hydraulic valve having a generally conical surface and the hydraulic valve also comprising a poppet co-operative with a seating at the entrance to the service passage to control the flow of hydraulic fluid to and from the service passage via a bore in the seating, the poppet having a generally cylindrical land with a generally frusto-conical portion adjacent the land, the arrangement being such that when the second operating mode of the hydraulic valve is selected the valve element is arranged so that the supply passage is in communication with the exhaust passage and the poppet rests in a position in which the land lies within the bore of the seating, the adjacent frusto-conical portion abutting the seating to close the seating bore, thereby closing off the service passage so that the hydraulic cylinder is isolated, when the first operating mode of the hydraulic valve is selected the valve element cuts off comrunication between the supply passage and the exhaust passage, so that pressure builds up within the hydraulic valve, pushing the poppet away from its seating, when the fourth operating mode of the hydraulic valve is selected movement of the valve element causes the tip of the poppet to ride along the generally conical surface of the valve element to a position in which the generally frusto-conical portion of the poppet is clear of the seating but the land lies within the seating bore, providing the said restricted passage between the land and the seating bore, the valve element being arranged so as to allow the escape of fluid to the exhaust passage, and when the third operating mode of the hydraulic valve is selected movement of the valve element causes the tip of the poppet to ride radially further outwards along the generally conical surface of the valve element to a position in which the land on the poppet is completely clear of the seating, the valve element again being arranged so as to allow the escape of fluid to the exhaust passage. 12. A mechanism according to Claim 6, or Claim 7 and Claim 6, or any of Claims 8 to 10, characterised in that the hydraulic valve has a housing with a supply passage to receive pressurised fluid from the pump, a service passage connected to the hydraulic cylinder and an exhaust passage communicating with the reservoir, the supply passage being connected to a valve chamber within the housing by means of a first bore in the housing and being connected to the exhaust passage by means of second bore in the housing, the hydraulic valve incorporating a poppet valve arranged between the valve chamber and the service passage to control the flow of hydraulic fluid to and from the service passage, the said restricted passage being formed in the housing and connecting the valve chamber to the supply passage, the arrangement being such that when the second operating mode of the hydraulic valve is selected a or the valve element of the hydraulic valve allows hydraulic fluid to flow from the supply passage via the second bore to the exhaust passage, and the poppet valve is closed so that the hydraulic cylinder is isolated, when the first operating mode of the hydraulic valve is selected the valve element allows fluid to flow from the supply passage to the valve chamber via the first bore and closes the second bore, cutting off communication between the supply passage and the exhaust passage, so that pressure build up within the valve chamber, opening the poppet valve, when the third operating mode of the hydraulic valve is selected the valve element engages the poppet of the poppet valve so as to hold the poppet valve open and allows hydraulic fluid to escape from the valve chamber via the first bore, the supply passage and the second bore to the exhaust passage, and when the fourth operating mode of the hydraulic valve is selected the valve element engages the poppet so as to hold the poppet valve open and closes the first bore, so that hydraulic fluid can only escape from the valve chamber to the supply passage via the restricted passage, the valve element allowing fluid to flow from the supply passage to the exhaust passage via the second bore. 13. A mechanism according to Claim 7 or 10, or Claim 11 or 12 and Claim 7 or 10, characterised in that the first piston is carried at one end of a piston rod which at its other end is connected to the valve element for transmission of movement between the piston and the valve element, the first pneumatic cylinder being attached to the hydraulic valve by means of an attachment casing, and the valve element sliding in a bearing in the attachment casing.

Inventors: CLEMENTS, COLIN
Applicants: TELEHOIST LIMITED
Application year: 1984
Main classification: B60P1
IPC codes: F15B11, B60P1