CN107061547B - Hybrid electric vehicle and gearbox hydraulic control system thereof - Google Patents

Hybrid electric vehicle and gearbox hydraulic control system thereof Download PDF

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Publication number
CN107061547B
CN107061547B CN201710373561.XA CN201710373561A CN107061547B CN 107061547 B CN107061547 B CN 107061547B CN 201710373561 A CN201710373561 A CN 201710373561A CN 107061547 B CN107061547 B CN 107061547B
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oil
valve
clutch
control valve
hydraulic
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CN107061547A (en
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薛翔
朱顺利
张笑
任旻
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Jf Powertronic Technology Co ltd
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Jf Powertronic Technology Co ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/38—Control of exclusively fluid gearing
    • F16H61/40—Control of exclusively fluid gearing hydrostatic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0203—Control by fluid pressure with an accumulator; Details thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention discloses a gearbox hydraulic control system of a hybrid electric vehicle, which comprises an oil tank, an oil supply subsystem, a main oil pressure control valve for controlling the oil pressure of a main oil path, a gear shift control subsystem, a clutch control subsystem and a lubrication cooling control subsystem which are communicated through the main oil path, wherein the clutch hydraulic control subsystem comprises a separation clutch, one side of the separation clutch is connected with an engine, the other side of the separation clutch is connected with a gearbox, and a first clutch control valve, a second clutch control valve and a separation clutch control valve are arranged on the separation clutch. On the basis of the original double-clutch automatic gearbox, the hybrid power transmission can realize the conversion and output of hybrid power, thereby reducing the difficulty of design and manufacture; the gear shifting control subsystem has the hydraulic interlocking function of the gears on the same output shaft, only one gear is combined on the same output shaft, and the damage of a gearbox caused by the formation of two gears on the same output shaft due to the misoperation of an electromagnetic valve is avoided.

Description

Hybrid electric vehicle and gearbox hydraulic control system thereof
Technical Field
The invention relates to the technical field of automobile gearboxes, in particular to a hydraulic control system applied to a hybrid power automobile gearbox.
Background
With the continuous improvement of environmental awareness, new energy technology mainly based on electric power is actively applied to automobile production, and in order to make up for the defects of insufficient power and short driving range of a pure electric automobile, a hybrid electric automobile integrating a motor and an internal combustion engine is produced. In order to meet the requirements of hybrid vehicle types, a gearbox hydraulic control system needs to be designed, so that the conversion and output of hybrid power are realized through simple improvement of the structure on the basis of the original double-clutch automatic gearbox, and for example, a gearbox hydraulic control system of a hybrid vehicle is disclosed in Chinese patent CN 201410796475.6.
Although a hydraulic control system in the prior art can realize the work of a wet-type double-clutch gearbox, the control mode is easy to have the problems of large fluctuation of main oil pressure, unstable oil pressure control and the like, and the gearbox of the control mode of the hydraulic system is carried behind the whole vehicle, can have gear shifting impact and setback, and is not beneficial to the driving feeling of a driver. The pilot control oil pressure of the main oil pressure control system is greatly influenced by the fluctuation of the oil pressure of the main oil path, so that the stability of main oil pressure control is low, large oil pressure fluctuation is easy to occur, the control of other hydraulic subsystems is greatly influenced, and the other hydraulic subsystems fluctuate along with the fluctuation of the main oil pressure, so that the control of the whole hydraulic system is unstable. As shown in chinese patents CN201410588154.7 and CN201510362821.4, in the prior art, a hydraulic control system of a wet dual clutch transmission needs to drive a mechanical oil pump through an engine to draw stored hydraulic oil from an oil tank as an oil source to provide oil pressure. Although the hydraulic control system can realize the work of a wet-type double-clutch gearbox, the control mode easily has the problems of large main oil pressure fluctuation, unstable oil pressure control and the like, and the main reasons are as follows: the smoothness of the movement of the gear shifting fork is difficult to control because the fluctuation of the main oil pressure brings impact to a pilot control oil path in the gear shifting control subsystem, and because of the impact and the fluctuation of the pilot oil path, a gear shifting slide valve controlled by an electromagnetic valve in the system moves along with the fluctuation of the oil pressure, so that the pressure oil passing through the gear shifting slide valve fluctuates and impacts. In addition, there is no interlock structure in the existing shift control subsystem, and there is a risk that two gears are formed on the same output shaft at the same time.
As shown in CN201510362821.4, in the prior art, a hydraulic control system of a wet dual-clutch transmission only involves the separation and combination of clutches, which may cause oil pressure fluctuation when the main oil path is unstable in oil supply, and may not avoid the problems of shift shock and shift jitter when the clutches are combined. In addition, it is also important to clean the oil passages in the hydraulic control system, otherwise a situation of stuck valve spool may occur.
The lubricating system of the gearbox is used for supplying lubricating oil to the rolling or sliding parts of the double clutch and the bearing in the transmission, ensuring the fluid lubrication of the friction surfaces, reducing friction and abrasion and cooling the lubricating parts at the same time. With the development of society and the progress of science and technology, people have higher and higher requirements on driving comfort and fuel economy, and have stricter requirements on emission standards, so that the technology of the double-clutch transmission is promoted to be rapidly developed. The double-clutch transmission has unique structure and working principle, complex working condition and higher rotating speed of gears and bearings; the double clutches need to be controlled accurately in gear shifting switching, friction plates need to be controlled in sliding friction during gear shifting switching, and the double clutches generate a large amount of heat along with sliding friction of the clutches, so that high requirements are put forward on a lubricating and cooling system.
In the aspect of cooling and lubricating of gears of a gearbox, some of the conventional dual-clutch gearboxes still use traditional splash lubrication, and due to the arrangement of a gear transmission system, the traditional splash lubrication is limited by the principle of splash lubrication, so that great challenges are brought to the design and performance of a gear shaft; some also use the forced lubrication way, but the oil circuit and hardware structure are very complicated, put forward higher requirements to the design and production technology of spare part, for example chinese patent CN203516692U, CN104196991B.
Chinese patent CN106321805a discloses a lubricating and cooling oil path, but the lubricating and cooling oil path only provides cooling and lubricating for a clutch, and the flow and pressure of the cooling oil are not controlled by a valve element, and the flow of the lubricating and cooling oil is not controllable, which results in low efficiency of the whole lubricating and cooling system. If the lubricating pressure of the clutch is too high, the separation and combination of the clutch can be difficult to control, and under the condition that the pressure of a control loop of the clutch is relatively low, the situation that the clutch can not be combined can occur due to the fact that the lubricating pressure is too high.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a stable and safe hydraulic control system applied to a gearbox of a hybrid electric vehicle.
The purpose of the invention is realized by the following technical scheme:
a transmission hydraulic control system for controlling a first clutch and a second clutch, comprising: the hydraulic control system comprises an oil tank for providing hydraulic oil, an oil supply subsystem for outputting the hydraulic oil from the oil tank to a main oil way, a main oil control valve for controlling the oil pressure of the main oil way, a shift control subsystem, a clutch control subsystem and a lubrication cooling control subsystem, wherein the main oil control valve is a three-position four-way valve and is provided with a pilot end communicated with the main oil way, a valve core of the main oil control valve is moved to the right after overcoming the spring force of a main oil control valve spring of the main oil control valve after oil is introduced, and the shift control subsystem, the clutch control subsystem and the lubrication cooling control subsystem are communicated through the main oil way, and the clutch hydraulic control subsystem comprises: the first clutch control valve and the second clutch control valve are respectively arranged on hydraulic pipelines which are communicated with the first clutch and the second clutch from the main oil way and are connected in parallel, one side of the separation clutch is connected with an engine, the other side of the separation clutch is connected with a gearbox, and the separation clutch control valve is used for controlling the on-off of the separation clutch; and the energy accumulators are respectively and correspondingly arranged at the output ends of the first clutch control valve, the second clutch control valve and the separating clutch control valve.
Preferably, the first clutch control valve has a pilot end and a spring end, the oil path of the output end of the first clutch control valve is provided with a feedback loop, the feedback loop is communicated between the pilot end and the spring end, and the opening diameter of the throttle orifice of the pilot end feedback oil path is smaller than that of the throttle orifice of the spring end feedback oil path; and the oil path structures of the second clutch control valve and the separating clutch control valve are the same as the oil path structure of the first clutch control valve.
Preferably, the input end and the output end of the first clutch control valve, the second clutch control valve and the separating clutch control valve are respectively connected with a filter screen; and the main oil path is respectively provided with pressure sensors on hydraulic pipelines leading to the first clutch, the second clutch and the separating clutch, and the pressure sensors are arranged at the output ends of the first clutch control valve, the second clutch control valve and the separating clutch control valve and are close to piston cavities of the first clutch, the second clutch and the separating clutch.
Preferably, the main oil path is further provided with a branch, a pilot oil pressure control slide valve with a rear end feedback self-balance function is further arranged on the branch, hydraulic oil with stable pressure is formed by balancing hydraulic pressure at the pilot end of the pilot oil pressure control slide valve and spring force at the spring end of the spring, the hydraulic oil is communicated to the spring end of the main oil pressure control valve through a pilot oil path, and the size of an opening of the main oil pressure control valve is controlled by controlling the current of an electromagnetic valve through a TCU (thyristor control unit).
Preferably, the oil supply subsystem comprises a mechanical pump and an electronic pump which are respectively communicated with the oil tank, the mechanical pump and the electronic pump selectively output hydraulic oil from the oil tank to the main oil circuit, the hydraulic oil output ends of the mechanical pump and the hydraulic oil output ends of the electronic pump are respectively provided with a one-way valve, and the input ends of the mechanical pump and the hydraulic oil output ends of the electronic pump are respectively provided with a filter screen; and the main oil way is provided with a safety pressure reducing valve which is positioned on the oil way between the oil tank and the main oil pressure control valve.
Preferably, the shift control subsystem comprises: a group of gear shifting forks driven by the hydraulic oil and used for selectively forming gears synchronously with gear gears through a synchronizer, the gear gears comprise seven forward gear gears and a reverse gear, odd gear gears of the gear shifting forks are arranged on the same odd gear output shaft, even-numbered gears and reverse gears are arranged on the other even-numbered output shaft, the number of the shift slide valves is equal to that of the shift forks, the electromagnetic valves are used for controlling each shift slide valve, and a gear hydraulic interlocking structure is arranged on the same output shaft; the hydraulic oil in the main oil path is selectively input into a first gear shifting main oil path and a second gear shifting main oil path in a piston cavity of a gear shifting fork respectively; and an oil passage switching spool valve for switching the first shift main oil passage and the second shift main oil passage.
Preferably, the gear shift control subsystem comprises four gear shift forks and four gear shift slide valves corresponding to the gear shift forks, each two pairs of the gear shift slide valves and the gear shift forks act on the same output shaft, each gear shift slide valve is provided with an electromagnetic valve for controlling the valve core to move, a pilot end and a spring end, the pilot end is communicated with the oil tank through the electromagnetic valve, the hydraulic interlocking structure is a hydraulic interlocking oil path arranged between the two gear shift slide valves acting on the same output shaft, one end of the hydraulic interlocking oil path is communicated with the pilot end of one of the gear shift slide valves, and the other end of the hydraulic interlocking oil path is communicated with the spring end of the other gear shift slide valve.
Preferably, the hydraulic oil with stable pressure formed after passing through the pilot oil pressure control spool is communicated with the pilot end of each shift spool through the pilot oil path, and a filter screen and an orifice are arranged between the pilot oil path and the pilot end of the shift spool.
Preferably, the pilot oil path of the oil path switching slide valve is controlled by an electromagnetic valve; the oil path switching slide valve is connected with a back pressure valve.
Preferably, the lubrication cooling control subsystem includes: the lubricating oil path is output from the main oil control valve, the oil cooler and the pressure filter are communicated with the lubricating oil path, and the lubricating cooling oil path is output from the oil cooler and the pressure filter and is divided into two paths which are respectively used for lubricating a clutch and a bearing in a gearbox; the lubricating and cooling oil way for lubricating the bearing in the gearbox is divided into two ways, namely a shaft lubricating and cooling oil way and a bearing lubricating and cooling oil way, the lubricating and cooling oil way for lubricating the clutch forms a clutch lubricating and cooling oil way after passing through a lubricating flow control valve, the lubricating flow control valve adjusts the opening size of the valve through the current of an electromagnetic part of a control valve of a control signal of a gearbox control unit TCU (temperature control unit), the output end of the lubricating flow control valve is connected with a residual stress control valve through an oil way, the residual stress control valve comprises a pilot end and a spring end with a residual stress control valve spring, the pilot end of the residual stress control valve is respectively positioned on two sides of the residual stress control valve, the lubricating and cooling oil way is communicated with the lubricating and cooling oil way, the lubricating and cooling oil way is also communicated with an oil drainage oil way through the residual stress control valve, the output end of the oil way is communicated with the oil tank, and the output end of the lubricating flow control valve is communicated with the spring end of the residual stress control valve.
Preferably, a filter screen is arranged on each of the front side and the rear side of the lubricating flow control valve, namely a front side filter screen and a rear side filter screen, and an oil way connecting point between the output end of the lubricating flow control valve and the residual stress control valve is located between the rear side filter screen and the clutch.
Preferably, an orifice is arranged on an oil path between the output end of the lubricating flow control valve and the spring end of the residual stress control valve, and an orifice is arranged between the pilot end of the residual stress control valve and the lubricating cooling oil path.
Preferably, be equipped with a flow control valve on the lubricating oil way, the hydraulic oil of lubricating oil way output passes through divide into two the tunnel behind the flow control valve, wherein the hydraulic oil of the same kind makes the case move to the left after promoting flow control valve behind the orifice and overcoming the spring force of flow control valve spring, and the second way hydraulic oil divide into two the tunnel again after the orifice, reaches behind the orifice first way the spring end of flow control valve, with the spring work together make the case of flow control valve moves to the right side to form a dynamic balance with the guide's pressure on right side, the second way output has the hydraulic oil of steady pressure and flow, gets into quantitative lubricating oil way, the hydraulic oil of quantitative lubricating oil way gets into the oil cooler.
Preferably, a check valve is connected in parallel to the oil inlet and outlet of the filter press.
Preferably, the quantitative lubricating oil path is provided with a branch, a bypass valve which is normally broken under the action of a spring of the bypass valve is arranged on the branch, the branch is connected with the oil path passing through the oil cooler in parallel, and the bypass valve is provided with a pilot end which is communicated with the quantitative lubricating oil path.
Preferably, the hydraulic control system for the gearbox further comprises an electronic parking control subsystem, wherein the electronic parking control subsystem is provided with a parking pawl valve communicated with the main oil path, the parking pawl valve controls a parking pawl actuating mechanism to park or park and unlock through the oil path, and the parking pawl valve is a two-position three-way valve and selectively communicated with a parking unlocking oil path and a parking oil path respectively.
The invention also discloses a hybrid electric vehicle which comprises an engine, a motor and any one of the gearbox hydraulic control systems.
The invention has the following beneficial effects:
1. the pilot oil pressure control slide valve can provide stable pilot pressure for the whole gear shifting system, the pilot pressure cannot fluctuate due to fluctuation of main oil pressure, the shift slide valve can be smoothly pushed to move under the action of the electromagnetic valve, hydraulic oil is controlled to smoothly push the shift fork to move, and good gear shifting smoothness is achieved;
2. the gear shifting control subsystem has the hydraulic interlocking function of the gears on the same output shaft, only one gear is combined on the same output shaft, and the damage of a gearbox caused by the fact that two gears are formed on the same output shaft simultaneously due to the misoperation of an electromagnetic valve is avoided;
3. the lubricating and cooling control subsystem is provided with a flow control valve, and the lubricating and cooling system is ensured to have stable pressure and flow through the self-feedback of a pilot end of the flow control valve, the feedback of a spring end and the dynamic balance of the spring force in the axial direction of the flow control valve; the residual pressure control valve is arranged, so that the highest oil pressure of the lubricating and cooling system is limited, and the safety of the lubricating and cooling system is ensured;
4. the lubricating and cooling control subsystem is provided with the check valve on the parallel oil way of the pressure filter, so that enough lubricating and cooling oil is supplied to the whole system when the pressure filter fails or is blocked, and the gearbox can continue to work normally; the oil line after the oil cooler and the filter press are connected in series is provided with a bypass valve, so that when the oil cooler is blocked or the oil line is completely blocked, enough hydraulic oil is still provided for providing sufficient lubricating and cooling oil for a bearing and a clutch of the gearbox;
5. the oil way of the clutch control subsystem close to the clutch cavity is provided with the energy accumulator, so that oil vibration and hydraulic impact caused by fluctuation of the main oil way are avoided; the clutch control slide valve is provided with feedback oil paths at a pilot end and a spring end to form a certain pressure difference, so that the slide valve moves more smoothly, and the control on the clutch pressure can realize smooth curve control;
6. the oil supply system subsystem adopts the mechanical pump and the electronic pump to supply oil, so that the volume of the mechanical pump can be reduced, the flexibility of arrangement is improved, and the efficiency of the whole hydraulic system is improved;
7. the safety pressure reducing valve is arranged, so that the highest pressure of the whole system can be limited, and a safety main oil pressure control subsystem of the whole hydraulic system is protected;
8. the electronic hydraulic system is adopted, so that the parking is smooth, and the real-time performance and smoothness of the parking brake system are improved; the structure is simple, a large amount of space and mechanical transmission parts in the automobile are saved, the automobile mass is reduced, the manufacturing cost of the automobile is reduced, and the fuel economy of the automobile is improved.
Drawings
The technical scheme of the invention is further explained by combining the accompanying drawings as follows:
FIG. 1: the hydraulic schematic diagram of the hydraulic control system of the gearbox of the invention;
FIG. 2: the hydraulic schematic of the shift control subsystem of the present invention;
FIG. 3: hydraulic schematic of the clutch control subsystem of the present invention;
FIG. 4: the hydraulic schematic diagram of the main oil pressure control subsystem of the invention;
FIG. 5: the hydraulic schematic of the lubrication cooling control subsystem of the present invention;
FIG. 6: the hydraulic schematic of the oil supply subsystem of the present invention;
FIG. 7: the hydraulic schematic of the electronic parking control subsystem of the present invention.
Detailed Description
The present invention will be described in detail below with reference to specific embodiments shown in the drawings. These embodiments are not intended to limit the present invention, and structural, methodical, or functional changes that may be made by one of ordinary skill in the art in light of these embodiments are intended to be within the scope of the present invention.
As shown in fig. 1, the preferred embodiment of the present invention discloses a hydraulic control system for a transmission, which comprises 6 subsystems: the system comprises an oil supply subsystem 5, a main oil pressure control subsystem 3, a gear shift control subsystem 1, a clutch control subsystem 2, a lubrication cooling control subsystem 4 and an electronic parking control subsystem 6.
1. An oil supply subsystem: double-pump oil supply, and a mechanical pump and an electronic pump are jointly used for supplying oil;
2. the main oil pressure control subsystem: the safety pressure reducing valve and the main oil way control valve are controlled together;
3. the clutch control subsystem: the control subsystem carries out double filtration on the hydraulic oil passing through the clutch control valve, an energy accumulator is added in an oil way at the rear end of the control valve, and the energy accumulator can absorb oil vibration caused by main oil pressure fluctuation, so that the smoothness of clutch combination and separation is realized;
4. the gear shift control subsystem: the gear shifting control subsystem consists of four groups of gear shifting slide valves, electromagnetic valves and pressure reducing valves, and the subsystems are hydraulically interlocked, so that the safety of the whole gear shifting system is ensured;
5. the lubrication cooling control subsystem: the oil cooler is mainly composed of a flow control slide valve, a bypass valve, an oil cooler, an oil filter, a clutch lubrication control valve and a residual pressure control slide valve, so that the bearings of the gearbox and the wet-type double clutch can be fully lubricated, and the parts of the whole gearbox can work within a reasonable temperature range;
6. an electronic parking control subsystem: through the control of two slide valves and an electromagnetic valve, the integrated level is high, the structure is simple, the operation is convenient, the zipper or the pull rod of parking brake is cancelled, and the rapid parking of the gearbox is realized.
The structure and operation of each subsystem will be described in detail below with reference to the accompanying drawings.
Referring to fig. 1 and 6, an oil supply subsystem 5 is disclosed. The oil supply subsystem 5 includes an oil tank 500 for supplying hydraulic oil, and an electronic pump 501 and a mechanical pump 502 for pumping oil to the respective subsystems. The double pumps of the invention supply oil, and a filter screen 503 is arranged between the double pumps and the oil tank 500 to keep the output oil clean. And the hydraulic oil output ends of the mechanical pump and the electronic pump are respectively provided with a one-way valve 504 for maintaining the oil pressure of each subsystem.
Referring to fig. 1 and 4, the present invention discloses a main oil pressure control subsystem 3, which includes a main oil path a outputted from the oil supply subsystem 5, and a main oil pressure control valve 301 for controlling the oil pressure of the main oil path, wherein the main oil pressure control valve 301 is a three-position four-way valve having a pilot end 302 communicated with the main oil path a, and the spool of the main oil pressure control valve is moved to the right after overcoming the spring force of a main oil pressure control valve spring 303 of the main oil pressure control valve after oil is supplied.
The main oil path a is further provided with a branch, a pilot oil pressure control slide valve 304 with a rear end feedback self-balance function is further arranged on the branch, and hydraulic oil with stable pressure is formed by balancing hydraulic pressure at the pilot end of the pilot oil pressure control slide valve and spring force at the spring end of the pilot oil pressure control slide valve, specifically: the pressure oil of the main oil path a is decompressed by the pilot oil pressure control slide valve 304 to provide pressure oil for the pilot end of the valve, and the valve core has a certain cross section area, so that a certain pressure is formed between the pressure oil and the pilot end of the valve, the valve core is pushed to overcome the spring force of the other end, and the forces at the two ends interact with each other, so that a stable dynamic balance relationship is achieved. When the pressure of the main oil passage a increases, the flow rate of the hydraulic oil flowing through the pilot oil pressure control spool 304 increases, and the pressure after passing through the pilot oil pressure control spool 304 also increases, and at this time, the pressure of the pilot oil acting on the pilot oil pressure control spool 304 also increases, and under the action of the pilot oil, the pilot oil pressure control spool 304 moves the spool toward the spring end under the action of the hydraulic pressure, and at this time, the opening area of the hydraulic oil entering the pilot oil pressure control spool 304 decreases, the flow rate of the hydraulic oil flowing through the valve decreases, the pressure of the hydraulic oil after passing through the valve decreases, and the pressure of the pilot oil acting on the valve decreases, and under the action of the spring force, the spool moves in the opposite direction, and the area of the hydraulic oil flowing through the spool increases, so that the pressure after passing through the valve is always stabilized in a dynamic balance. When the main circuit pressure decreases, it works in a similar manner to when it increases.
The pressure-stabilized hydraulic oil is led to the spring end of the main hydraulic control valve through a pilot oil path d, and the opening size of the main hydraulic control valve 301 is controlled by controlling the current of an electromagnetic valve 305 by a TCU.
And a safety pressure reducing valve 306 is arranged on the main oil path and is positioned on the oil path between the oil tank and the main oil pressure control valve. The safety pressure reducing valve 306 can limit the highest pressure of the whole system, so that the whole hydraulic system works in a reasonable pressure range, the whole hydraulic system and relevant working parts of the whole hydraulic system are protected, the safety pressure reducing valve is various in implementation forms in engineering application, and the implementation method is flexible. When the pressure of the system is larger than a set value, the pressure of the pilot end of the safety reducing valve 306 overcomes the force of the spring, so that the valve core moves to the left, and the pressure of the drained oil is reduced.
The main oil pressure control subsystem 3 adopts a combination of a safety pressure reducing valve and a solenoid valve to control a main oil pressure control valve. The operation mode of the main oil pressure control valve 303 is as follows: the magnitude of the pressure is controlled by controlling the magnitude of the current of the solenoid valve 305, and further controlling the amount of the flow entering the spring end of the spool valve, the position of the main hydraulic control valve is controlled by controlling the magnitude of the pressure by the solenoid valve 305, and the main oil pressure is controlled by moving the control port of the position of the main hydraulic control valve. The pilot oil pressure control spool 304 provides a stable pilot oil pressure for the entire system by a balanced relationship of hydraulic pressure and spring force through back end feedback.
Referring to fig. 1 and 2, the present invention discloses a shift control subsystem 1, comprising: a first shift main oil passage b and a second shift main oil passage c. There is an oil passage switching spool 105 controlled by a solenoid valve S5, and the oil passage switching spool 105 can selectively switch the main oil passage a to communicate with the first shift main oil passage b or the second shift main oil passage c. The solenoid valve S5 linearly controls the current by TCU. The oil path switching slide valve 105 is connected with a back pressure valve 108, so that hydraulic oil is always available in an oil path without oil supply after the main oil path is switched, and the whole hydraulic gear shifting control system is favorable for quickly establishing oil pressure.
The first gear-shifting main oil path b and the second gear-shifting main oil path c are selectively communicated with gear-shifting slide valves, so that hydraulic oil is selectively input into piston cavities of gear-shifting forks, each gear-shifting fork can selectively form gears synchronously with gear gears, the gear gears comprise seven forward gear gears and one reverse gear, odd-numbered gear gears of the gear-shifting forks are arranged on the same odd-numbered gear output shaft, and even-numbered gear gears and reverse gear gears of the gear-shifting forks are arranged on the other even-numbered gear output shaft.
Specifically, the preferred embodiment of the present invention has four shift forks, which are a first shift fork F1, a second shift fork F2, a third shift fork F3, and a fourth shift fork F4, respectively. Wherein, the first gear shifting fork F1 is used for controlling the corresponding synchronizer to form gears synchronously with the 1-gear or the 5-gear, the second gear shifting fork F2 is used for controlling the corresponding synchronizer to form gears synchronously with the 3-gear or the 7-gear, the third gear shifting fork F3 is used for controlling the corresponding synchronizer to synchronously form gears with the R-gear or the 4-gear, and the fourth gear shifting fork F4 is used for controlling the corresponding synchronizer to synchronously form gears with the 2-gear or the 6-gear.
Each shift fork is controlled by one shift spool, a first shift spool 101, a second shift spool 102, a third shift spool 103, a fourth shift spool 104, respectively. For example, when the hydraulic oil in the main oil line enters a piston chamber controlling a 3-gear stage through the second shift spool 102, the second shift fork F2 is pushed to control the corresponding synchronizer to form a gear stage in synchronization with the 3-gear synchronous shift.
Each gear shifting slide valve is provided with a pilot end and a spring end, and the pilot ends are communicated with the oil tank through electromagnetic valves for controlling pilot oil paths. Preferably, each of the shift spools has a solenoid valve S1, S2, S3, S4 for controlling the movement of the spool to determine the opening size thereof, and the pilot oil path of the pilot end thereof is communicated with the pilot oil pressure control spool 304. A gear hydraulic interlocking structure is arranged between the gear shifting slide valves of the two gear shifting forks acting on the odd-numbered gear output shafts or the even-numbered gear output shafts; the hydraulic interlocking structure is a hydraulic interlocking oil path, one end of the hydraulic interlocking oil path is communicated with the pilot end of one gear shifting slide valve, and the other end of the hydraulic interlocking oil path is communicated with the spring end of the other gear shifting slide valve. For example: the first gear shifting slide valve 101 and the second gear shifting slide valve 102 are matched with the odd-numbered gear output shaft, a hydraulic interlocking structure is arranged between the first gear shifting slide valve 101 and the second gear shifting slide valve 102, the hydraulic interlocking structure is a hydraulic interlocking oil path 107, one end of the hydraulic interlocking oil path 107 is communicated with the pilot end of the first gear shifting slide valve 101, and the other end of the hydraulic interlocking oil path is communicated with the spring end of the second gear shifting slide valve 102. The shift slide valves arranged on the even-numbered gear output shafts are provided with hydraulic interlocking structures.
The pilot oil path d in the subsystem is communicated with the pilot end of each gear shifting slide valve. And a filter screen and a throttling hole are arranged between the pilot oil way and the pilot end.
The operation of the shift control subsystem of the present invention is briefly described below.
The oil tank supplies oil through a main oil path a, the position of an oil path switching slide valve 105 is controlled through a fifth electromagnetic valve S5 to respectively supply oil to a first gear shifting main oil path b and a second gear shifting main oil path c, when the electromagnetic valve of the oil path switching control valve is controlled to have no current, the first gear shifting main oil path b can supply oil to four gears of 4 gears, 5 gears, 6 gears and 7 gears, when the electromagnetic valve S5 of the oil path switching slide valve 105 is controlled to reach a certain current, the oil path switching slide valve 105 switches the oil path, and the second gear shifting main oil path c supplies oil to four gears of R gears, 1 gear, 2 gears and 3 gears.
The hydraulic oil in the main oil path a passes through the pilot oil pressure control spool 304 and then is: the first gear shifting slide valve 101, the second gear shifting slide valve 102, the third gear shifting slide valve 103, the fourth gear shifting slide valve 104 and the oil path switching slide valve 105 provide stable pilot oil, and smooth switching of the oil path switching slide valve 105 is ensured, so that the pilot oil for controlling the gear shifting slide valves is not influenced by fluctuation of the main oil pressure.
Before the gear is not formed, the first shift slide valve 101, the second shift slide valve 102, the third shift slide valve 103 and the fourth shift slide valve 104 are all in the left position under the action of spring force. The position movements of the first shift spool 101, the second shift spool 102, the third shift spool 103, the fourth shift spool 104, and the oil passage switching spool 105 are controlled by solenoid valves S1, S2, S3, S4, and S5, respectively, and the corresponding oil passages are switched by controlling the movement of the shift spool positions, thereby completing the switching of the gear positions.
Because the synchronous forming gear gears forming the 1 gear, the 3 gear, the 5 gear and the 7 gear are on the same shaft, the synchronous forming gear gears forming the R gear, the 2 gear, the 4 gear and the 6 gear are on the same shaft, in order to avoid simultaneously forming two gears on the same output shaft due to misoperation of an electromagnetic valve and further causing damage of a gearbox or abnormal running of the whole vehicle, the hydraulic protection is respectively carried out on the 1 gear, the 3 gear, the 5 gear and the 7 gear by utilizing a hydraulic interlocking mode, and simultaneously, the hydraulic interlocking protection is carried out on the R gear, the 2 gear, the 4 gear and the 6 gear by adopting the same mode.
The specific gear shifting is as follows: taking the 1-gear as an example, hydraulic oil enters a main oil path a, the electromagnetic valve S5 is energized at this time, the pilot end of the oil path switching spool 105 forms a sealed cavity, pilot pressure is established, the spool of the oil path switching spool 105 is pushed to move left against spring force, the valve is made to work at the right position, the second-gear oil path c is communicated, and the first-gear oil path b is stopped at this time. When the electromagnetic valve S1 works, a closed containing cavity is gradually formed at the pilot end of the first gear shifting slide valve 101, pilot oil pressure is established, the first gear shifting slide valve 101 is pushed to move leftwards by overcoming spring force, the second gear shifting main oil way c is communicated with a piston cavity for controlling 1 gear, a piston pushes a gear shifting fork to move, and the 1 gear is quickly and smoothly formed under the control of the electromagnetic valve. Meanwhile, the pilot oil pressure of the pilot end of the first shift spool 101 acts on the spring end of the second shift spool 102, and the second shift spool 102 is ensured to be in the left position together with the spring, at this time, even if the solenoid valve S2 malfunctions, the pilot end of the second shift spool 102 has oil pressure, and because the spring end hydraulic pressure of the shift spool is larger than or equal to the pilot pressure of the pilot end, the spring end has the spring force action at the same time, hydraulic oil does not enter the piston cavity leading to the 3 and 7 gears, and the situation that two pairs of gears synchronously form the gears on the same shaft is avoided. Similarly, when the gear 3 is formed, the oil passages for controlling the gears 1, 5 and 7 are all in a cut-off state, and the control mode forms hydraulic interlocking and provides guarantee for the normal operation of the gearbox.
Before the 1 gear is upgraded to the 2 gear, the pre-selection gear of the 2 gear is finished, the working principle of the pre-selection gear is the same as that of the 1 gear, namely the 1 gear is upgraded to the 2 gear, the electromagnetic valve S5 is electrified, the pilot end of the oil path switching slide valve 105 establishes pilot pressure, the oil path switching slide valve 105 is pushed to overcome the spring force to move left, the valve is enabled to work at the right position, the second gear oil path c is communicated, and at the moment, the first gear oil path b is cut off. At this time, the current of the solenoid valve S1 of the first shift spool 101 is immediately controlled to 0A, and the oil passage controlled by the first shift spool 101 is in the blocked state. The solenoid valve controlling the fourth shift spool 104 controls the current magnitude by TCU linearly at this time, and gradually reaches the maximum value, the hydraulic oil acts on the piston cavity controlling the 2 nd gear, the piston moves to push the shift fork to move smoothly, and the 2 nd gear is formed quickly and smoothly. The pilot end of fourth shift spool 104 builds up oil pressure pushing fourth shift spool 104 to the left while the pilot oil acting on fourth shift spool 104 acts on the spring end of shift valve C, blocking the oil passages controlling R and 4. Similarly, when the 4-gear is formed, the R-gear, the 2-gear and the 6-gear are in the cut-off state. The hydraulic interlocking protection mode is the same as the hydraulic interlocking protection mode, so that the situation that two gears are formed simultaneously due to the misoperation of the electromagnetic valve on the same shaft is avoided, and the risk of damage to the gearbox is avoided.
Referring to fig. 1 and 3, the present invention discloses a clutch control subsystem 2 for controlling the engagement and disengagement of a first clutch 201 and a second clutch 202, respectively, comprising a first clutch control valve 203 and a second clutch control valve 204 respectively provided on hydraulic lines leading from the main oil path 30 to the first clutch 201 and the second clutch 202, respectively. Specifically, the first clutch control valve 203 and the second clutch control valve 204 are both VFS solenoid valves. The VFS solenoid valve is characterized by precise pressure and flow control. The first clutch control valve 203 has a pilot end 2031 and a spring end 2032, the oil path at the output end of the first clutch control valve 203 is provided with a feedback loop which is communicated between the pilot end 2031 and the spring end 2032, the opening diameter of a throttle hole 2033 of the feedback oil path at the pilot end 2031 is smaller than the opening diameter of a throttle hole 2034 of the feedback oil path at the spring end 2032; the oil passage structure of the second clutch control valve 204 is the same as that of the first clutch control valve 203.
The control accuracy of the clutch of the invention is realized by that: the oil path through the rear output end of the VFS clutch control valve is provided with a feedback loop, i.e., feedback oil paths are provided at the pilot end 2031 and the spring end 2032, the size of the orifice 2033 of the feedback oil path at the pilot end 2031 is smaller than that of the orifice 2034 of the feedback oil path at the spring end 2032, a certain pressure difference can be formed, and the accuracy of controlling the engagement and disengagement of the clutch can be improved when the solenoid valve is used for control. Meanwhile, an accumulator 205 is connected to each of the output ends of the first clutch control valve 203 and the second clutch control valve 204. The accumulator 205 can absorb oil vibration and hydraulic shock caused by the fluctuation of the main oil path, so that the two states of the clutch combination and the clutch separation are more stable.
The input ends of the first clutch control valve 203 and the second clutch control valve 204 are respectively connected with a filter screen 206. The output ends of the first clutch control valve 203 and the second clutch control valve 202 are respectively connected with a filter screen 207. The hydraulic oil in the main oil path a reaches the VFS clutch control valve after being filtered by the filter screen 206, and the hydraulic oil reaches the clutch after being filtered again by the filter screen 207 after passing through the VFS clutch control valve. The main effect that sets up this filter screen 207 is when the clutch separation, and the inside hydraulic oil in clutch piston chamber can be through this filter screen 207 back rethread clutch control valve draining during draining, and when it had guaranteed to drain, the clutch control valve can not be because of fluid belt back clutch inside impurity jamming.
In order to realize hybrid power, the clutch hydraulic control subsystem further comprises a separation clutch 210, wherein one side of the separation clutch 210 is connected with an engine, and the other side of the separation clutch 210 is connected with a gearbox; a separation clutch control valve 209 for controlling the on-off of the separation clutch, wherein the separation clutch control oil path is connected in parallel with the first double-clutch control oil path; and the energy accumulator is correspondingly arranged at the output end of the separation clutch control valve.
When the vehicle starts, a power source for driving the gearbox is a motor, the motor works in a mode that a vehicle-mounted power supply provides voltage and current for the motor through an inverter, a rotor of the motor is an outer hub of the double clutches, and a driving gear for driving the mechanical pump is connected with the outer hub of the double clutches into a whole. After the motor is electrified to work, the rotor of the motor rotates under the action of electromagnetic force, the outer hub of the double clutches is driven to rotate, the driving gear drives the mechanical pump to work, power is transmitted to the output shaft through the motor to the double-clutch gearbox, and the vehicle is driven to start and run. At the moment, an oil way leading to the separating clutch is in a cut-off state, the engine does not work, and the motor works mainly when the vehicle is started, runs at a low speed and is frequently started and stopped, so that the idling state of the engine under the working conditions is effectively avoided, the fuel efficiency of the engine is improved, and the other condition is that when the fuel of the engine is insufficient, the motor can drive the gearbox by using a vehicle-mounted battery to achieve certain cruising ability.
After the vehicle starts, the engine starts to work, the control system controls the electromagnetic valve of the separation clutch to start to work, the oil circuit communicated with the cavity of the separation clutch is filled with oil, the separation clutch overcomes the elastic force of the return spring of the separation clutch to start to slide and rub, when the rotating speed of the engine is consistent with the rotating speed of the outer hub of the double clutches driven by the motor, the electromagnetic valve controls the separation clutch to be completely combined, the motor is powered off, the power input of the gearbox is the engine, and the motor and the engine finish power drive exchange. When the motor is needed to intervene for work and the engine stops working, the control system enables the gearbox to be in a stable rotating speed transition by controlling the magnitude of the current of the stator of the motor, the current of the electromagnetic valve for controlling the separating clutch is gradually reduced at the moment, the oil pressure for controlling the separating clutch is gradually reduced, the separating clutch is separated, the engine stops working, and the motor drives the gearbox to work.
During combined driving, the clutch is combined, and the clutch is applied to climbing or overtaking, namely, the intervention of a motor, which is equivalent to providing stronger power for an engine, and the acceleration performance of the whole vehicle is better.
The main oil passage a is provided with a pressure sensor 208 on a hydraulic line leading to the first clutch 201, the second clutch 202, and the separator clutch 210, respectively. The pressure sensor 208 is disposed in the piston chamber near the first clutch 201, the second clutch 202, and the disconnect clutch 210. The pressure sensor is arranged at the position, close to the clutch piston cavity, of the control oil way, the measured pressure value is closer to the actual value of the control pressure of the clutch, and reliable guarantee is provided for the self-learning function of the whole system.
The control mode of the clutch control subsystem of the invention is to control the amount of hydraulic oil entering the clutch piston cavity by controlling the current of the clutch control valve and the size of the matched opening of the valve core and the valve body, so as to regulate the pressure of the hydraulic oil in the clutch piston cavity and further regulate the torque transmitted by the clutch.
In the clutch control subsystem, the energy accumulator is arranged on the control loop of the clutch at the rear side of the clutch control valve, so that oil pressure fluctuation caused by unstable oil supply can be absorbed, and the problems of gear shifting impact, gear shifting jitter and the like can be avoided when the clutch is combined; a pressure sensor is arranged in a clutch control loop, so that a clutch pressure signal can be transmitted to the TCU in real time, the closed-loop control of the clutch is guaranteed, the data support is provided for the self-learning function of the gearbox, and the control of the whole gearbox is more accurate; the front filter screen and the rear filter screen are arranged in the clutch control oil way, so that the cleanliness of the control oil way is ensured, and the clamping stagnation of the valve core rarely occurs.
Referring to fig. 1 and 5, the present invention also discloses a lubrication and cooling control subsystem. The lubrication and cooling control subsystem comprises a main oil path a for outputting hydraulic oil from an oil tank and a lubrication oil path m for outputting hydraulic oil from the main oil control valve 301. The main oil control valve 301 has a pilot end communicating with the main oil passage a. When the gearbox works, hydraulic oil acts on a left pilot end 302 of the main hydraulic control valve 301 through an orifice, the hydraulic oil plays a pilot role at the moment, the main hydraulic control valve 301 is pushed to move towards the right side, the main hydraulic control valve 301 works in a middle position at the moment, a main oil way a is communicated with a lubricating oil way m, and lubricating oil is provided for the whole lubricating and cooling system.
Be equipped with a flow control valve 403 on the lubricated oil circuit m, the hydraulic oil that has certain pressure of lubricated oil circuit m output passes through divide into two the tunnel behind flow control valve 403, wherein the hydraulic oil of the same kind pushes away flow control valve 403 behind orifice H5 and makes the case move to the left after overcoming the spring force of flow control valve spring S6, and the second way hydraulic oil divides into two tunnel again behind orifice H6, and the first way reachs behind orifice H7 the spring end of flow control valve 403, with the spring coaction messenger the case of flow control valve 403 moves to form a dynamic balance with the guide' S pressure on right side, the hydraulic oil that the second way output has stable pressure and flow, goes into quantitative lubricated oil circuit n behind orifice H6, the hydraulic oil of quantitative lubricated oil circuit n reachs pressure filter 410 behind oil cooler 408, forms lubricated cooling oil circuit e. The pressure filter 410 is provided with a one-way valve 409 connected in parallel, and when the pressure filter 410 is blocked, the one-way valve 409 is opened, so that lubrication and cooling of a bearing and a clutch of the gearbox are ensured. Meanwhile, a parallel oil path is arranged on an oil path in series with the oil cooler 408 and the filter press 410, and a bypass valve 404 which is normally closed under the action of a bypass valve spring S7 is arranged on the parallel oil path. The bypass valve 404 has a pilot end that communicates with the fixed-quantity lubrication oil passage n through an orifice H8. When the oil cooler 408 and the filter press 410 are connected in series, the bypass valve 404 is opened, so that the transmission is ensured to have enough lubricating oil, and the whole vehicle can continue to run.
And the lubricating and cooling oil path e after passing through the filter press is divided into two paths which are respectively used for lubricating a clutch and a bearing in a gearbox. The lubricating and cooling oil path e for lubricating the bearing in the gearbox is divided into two paths, namely a shaft lubricating and cooling oil path h and a bearing lubricating and cooling oil path j, and each branch is provided with a throttling hole. The purpose of the orifice is to maintain pressure throughout the lubrication cooling system, which is common knowledge of orifices and will not be described further.
The lubricating and cooling oil path e for cooling and lubricating the clutch is divided into two paths, one path of the lubricating and cooling oil path e passes through the slide valve 407 to form a clutch lubricating and cooling oil path s for lubricating the separation clutch, and the flow opening of the slide valve 407 is controlled by the electromagnetic valve 411; the other path of the oil flow passes through a lubrication flow control valve 406 to form a clutch lubrication cooling oil path g. Specifically, the lubricating and cooling oil for cooling and lubricating the clutch is precisely controlled by the lubricating flow control valve 406 and then filtered by the small filter screen again to provide sufficient lubricating and cooling oil for the clutch. The lubrication flow control valve 406 controls the current of the electromagnetic part through a control signal of a transmission control unit TCU to adjust the opening size of the valve.
The output end of the lubricating flow control valve 406 is connected with a residual stress control valve 405 through an oil path, the residual stress control valve 405 comprises a pilot end and a spring end which are respectively positioned at two sides of the residual stress control valve 405, the pilot end of the residual stress control valve 405 is communicated with the lubricating cooling oil path e, the lubricating cooling oil path e is also communicated with an oil drainage oil path f through the residual stress control valve 405, and the output end of the oil drainage oil path f is communicated with the oil tank.
The output of the lubrication flow control valve 406 is in communication with the spring end of the residual stress control valve 405. The oil circuit connection point between the output end of the lubrication flow control valve 406 and the residual stress control valve 405 is located between the rear small filter screen and the clutch.
The reason for this is that: because the required lubricating and cooling oil is less when the clutch works normally and more when the clutch rubs, in order to ensure that the pressure of the lubricating and cooling system is not too large, the lubricating and cooling control subsystem of the invention is provided with the residual stress control valve 405. The residual stress control valve 405 mainly has the advantages that when the clutch needs large-flow lubricating cooling oil, the lubricating flow control valve 406 is opened, enough hydraulic oil is arranged at the spring end of the residual stress control valve 405, the hydraulic oil at the spring end of the residual stress control valve 405 and the spring act together, so that the residual stress control valve 405 is in a stop state, and the lubricating oil cannot drain to an oil tank; when the clutch needs less lubricating oil, because the lubricating oil of the lubricating and cooling system has stable flow, in order to ensure that the pressure of the whole lubricating and cooling system is not too large, the pilot end of the residual stress control valve 405 moves leftwards under the action of hydraulic oil, and the lubricating and cooling oil path e is communicated with the oil drainage oil path f to drain oil to the oil tank; when the pressure of the lubricating and cooling oil passage e is small, the residual stress control valve 405 moves rightward under the action of the residual pressure control valve spring S5, and oil drainage is closed. The residual stress control valve 405 is set to ensure that the system has sufficient flow and the lubrication pressure is not too high.
In the present invention, when the pressure of the main oil pressure is too high, the working position of the main oil pressure control valve 301 is at the left position, and at this time, a part of the hydraulic oil in the main oil path a drains to the oil tank, and another part of the hydraulic oil flows to the lubricating oil path m. In order to ensure that the main hydraulic control valve 301 does not have a shortage of the lubricating system hydraulic oil due to excessive drain oil at high pressure, a pilot oil passage d is provided at the right end of the main hydraulic control valve 301, that is, at the spring end of the main hydraulic control valve 301, and the position of the main hydraulic control valve 301 is controlled by controlling the magnitude of the hydraulic oil pressure at the spring end through the solenoid valve 305.
The whole lubrication cooling control subsystem of the invention is controlled by a series of valves, and the whole lubrication cooling system always has sufficient lubrication cooling oil, so that the parts in the gearbox are fully cooled and lubricated, and the gearbox can be ensured to stably and normally work. The system is provided with a flow control valve, and stable pressure and flow of the lubricating and cooling system are ensured through the self-feedback of a pilot end of the flow control valve, the feedback of a spring end and the dynamic balance of spring force in the axial direction of the flow control valve; the parallel oil circuit of the pressure filter is provided with the one-way valve, so that sufficient lubricating and cooling oil is provided for the whole system when the pressure filter fails or is blocked, and the gearbox can continue to work normally; according to the invention, the bypass valve is arranged on the oil path after the oil cooler and the filter press are connected in series, so that when the oil cooler is blocked or the oil path is completely blocked, enough hydraulic oil still can be provided for providing enough lubricating and cooling oil for a bearing and a clutch of a gearbox; the lubricating and cooling system is provided with the residual pressure control valve, so that the maximum oil pressure of the lubricating and cooling system is limited, and the safety of the lubricating and cooling system is ensured; the lubricating flow control valve in the clutch lubricating oil path is controlled by the VFS electromagnetic valve, which is more accurate than the control by the VBS electromagnetic valve, so that the sufficient lubricating and cooling flow is ensured when the clutch slides, and the service life of the clutch is obviously prolonged; the invention is provided with a pilot oil pressure control slide valve to provide stable pilot oil pressure for a main oil pressure control valve.
With reference to fig. 1 and fig. 7, the present invention discloses an electronic parking control subsystem, which has a parking pawl valve 607 communicated with the main oil path a, the parking pawl valve 607 controls a parking pawl actuator to park or unlock the vehicle through an oil path, the parking pawl valve 607 is a two-position three-way valve, and is selectively communicated with a parking unlocking oil path z and a parking oil path y respectively.
The park pawl valve 607 includes a spring end and a pilot end, the spring end being hydraulically controlled by a solenoid valve 604. The main oil passage a is connected to a pilot end of the parking pawl valve 607 through a pilot spool 304 via a pilot oil passage d. The pilot spool 304 has a branch with a strainer 603, which communicates with the spring end of the park pawl valve 607 and communicates with the oil tank through the internal oil passage of the solenoid valve 604. The pilot oil of the stable oil pressure generated by the pilot spool 304 is filtered again through the strainer 603 to provide stable and clean hydraulic oil to the spring end of the parking pawl valve 607, and this part of the pilot oil is controlled by the solenoid valve 604.
When the gearbox normally works, the current of the electromagnetic valve 604 is controlled to be 0, and at the moment, hydraulic oil at the spring end of the parking pawl valve 607 drains to an oil tank through an oil circuit inside the electromagnetic valve 604. Because the spring end of the parking pawl valve 607 has no oil pressure, it overcomes the spring force to move leftward under the action of the pilot end oil pressure, the main oil pressure is communicated with the parking unlocking oil path z, the parking oil path y is in a cut-off state, and the parking pawl is in an unlocking state at this time. When the parking oil way y is in a cut-off state, an oil way for communicating the oil way y with an oil tank is arranged in the parking actuating mechanism, so that the oil way y cannot form back pressure, and the normal work of the actuating mechanism is ensured.
The parking pawl valve 607 is connected to a parking slide valve 606 through a parking control oil path x, when the vehicle needs to enter P range, the solenoid valve 604 is energized to operate, and the oil path drained through the solenoid valve 604 is cut off. At this time, the oil pressure is built up at the spring end of the parking pawl valve 607, and the spool of the parking pawl valve 607 is reset by the parking pawl valve spring 608 since the oil pressure at the spring end of the parking pawl valve 607 and the pilot oil pressure are the same in magnitude. At this time, the parking unlock oil passage z is blocked, and the parking control oil passage x is communicated. It should be noted that, before the parking control oil path x is communicated, the parking spool 606 is in the left position by the parking spool spring 605, that is, the parking oil path y is blocked. When the parking control oil path x is communicated, the pilot end of the parking slide valve 606 is communicated with the parking control oil path x, so that the parking slide valve 606 moves leftwards against the spring force under the action of pilot oil, the parking oil path y is communicated, and the oil paths of the parking pawl actuating mechanism are communicated. In this way, the solenoid valve 604 is controlled to communicate the oil passage of the parking pawl actuator, and the parking pawl actuator performs parking, thereby parking the electronic hydraulic system. When the parking oil path y is in a communicated state, the parking actuating mechanism is provided with an oil path communicated with the oil path z and the oil tank, so that the oil path z cannot form back pressure, and the normal work of the parking actuating mechanism is ensured.
In addition to the above-mentioned hydraulic control system for the transmission, the present invention also provides a hybrid electric vehicle including the above-mentioned transmission and a control system, and the other structures of the hybrid electric vehicle refer to the prior art and are not described herein again.
It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.
The above-listed detailed description is only a specific description of a possible embodiment of the present invention, and they are not intended to limit the scope of the present invention, and equivalent embodiments or modifications made without departing from the technical spirit of the present invention should be included in the scope of the present invention.

Claims (16)

1. Gearbox hydraulic control system for control first clutch and second clutch, its characterized in that: comprises that
An oil tank for supplying hydraulic oil to the hydraulic oil tank,
an oil supply subsystem for outputting hydraulic oil from the oil tank to the main oil passage,
the main oil control valve is a three-position four-way valve which is provided with a pilot end communicated with the main oil way, overcomes the spring force of a main oil control valve spring of the main oil control valve after oil is introduced, and then leads a valve core to move to the right,
a gear shift control subsystem, a clutch control subsystem and a lubrication cooling control subsystem which are communicated through a main oil path,
the clutch control sub-system includes a clutch control sub-system,
a first clutch control valve and a second clutch control valve respectively provided on hydraulic lines connected in parallel to each other and leading from the main oil line to the first clutch and the second clutch,
one side of the separation clutch is connected with the engine, the other side of the separation clutch is connected with the gearbox,
the separating clutch control valve controls the on-off of the separating clutch, and the separating clutch control oil path is connected with the control oil paths of the first clutch and the second clutch in parallel;
the energy accumulators are respectively and correspondingly arranged at the output ends of the first clutch control valve, the second clutch control valve and the separating clutch control valve;
the gear-shifting control subsystem comprises four gear-shifting forks and four gear-shifting slide valves corresponding to the gear-shifting forks, every two pairs of the gear-shifting slide valves and the gear-shifting forks act on the same output shaft, each gear-shifting slide valve is provided with an electromagnetic valve for controlling the valve core of the gear-shifting slide valve to move, a pilot end and a spring end, the pilot end is communicated with the oil tank through the electromagnetic valve, a gear hydraulic interlocking structure is arranged on the same output shaft and is a hydraulic interlocking oil path arranged between the two gear-shifting slide valves acting on the same output shaft, one end of the hydraulic interlocking oil path is communicated with the pilot end of one of the gear-shifting slide valves, and the other end of the hydraulic interlocking oil path is communicated with the spring end of the other gear-shifting slide valve.
2. The transmission hydraulic control system of claim 1, wherein: the first clutch control valve is provided with a pilot end and a spring end, an oil path at the output end of the first clutch control valve is provided with a feedback loop, the feedback loop is communicated between the pilot end and the spring end, and the opening diameter of a throttling hole of the pilot end feedback oil path is smaller than that of the throttling hole of the spring end feedback oil path; and the oil path structures of the second clutch control valve and the separating clutch control valve are the same as the oil path structure of the first clutch control valve.
3. The transmission hydraulic control system of claim 2, wherein: the input end and the output end of the first clutch control valve, the second clutch control valve and the separating clutch control valve are respectively connected with a filter screen; and the main oil path is respectively provided with pressure sensors on hydraulic pipelines leading to the first clutch, the second clutch and the separating clutch, and the pressure sensors are arranged at the output ends of the first clutch control valve, the second clutch control valve and the separating clutch control valve and are close to piston cavities of the first clutch, the second clutch and the separating clutch.
4. The transmission hydraulic control system of claim 1, wherein: the main oil path is also provided with a branch, a pilot oil pressure control slide valve with a rear end feedback self-balance function is further arranged on the main oil path, hydraulic oil with stable pressure is formed by balancing the hydraulic pressure of the pilot end of the pilot oil pressure control slide valve and the spring force of the spring end of the pilot oil pressure control slide valve, the hydraulic oil is communicated to the spring end of the main oil pressure control valve through the pilot oil path, and the opening size of the main oil pressure control valve is controlled by controlling the current of an electromagnetic valve through a TCU (thyristor control unit).
5. The transmission hydraulic control system of claim 1, wherein: the oil supply subsystem comprises a mechanical pump and an electronic pump which are respectively communicated with the oil tank, the mechanical pump and the electronic pump selectively output hydraulic oil from the oil tank to the main oil way, the hydraulic oil output ends of the mechanical pump and the electronic pump are respectively provided with a one-way valve, and the input ends of the mechanical pump and the electronic pump are respectively provided with a filter screen; and the main oil way is provided with a safety pressure reducing valve which is positioned on the oil way between the oil tank and the main oil pressure control valve.
6. The transmission hydraulic control system of claim 4, wherein: the shift control subsystem includes
The gear shifting forks are used for selectively forming gears synchronously with gear gears through a synchronizer through the group of gear shifting forks driven by the hydraulic oil, the gear gears comprise seven forward gear gears and one reverse gear, odd-numbered gear gears of the gear shifting forks are arranged on the same odd-numbered output shaft, even-numbered gear gears of the gear shifting forks and the reverse gear of the gear shifting forks are arranged on the other even-numbered output shaft,
shift slide valves equal in number to the shift forks and solenoid valves for controlling each shift slide valve;
the hydraulic oil in the main oil path is selectively input into a first gear shifting main oil path and a second gear shifting main oil path in a piston cavity of a gear shifting fork respectively;
and an oil passage switching spool valve for switching the first shift main oil passage and the second shift main oil passage.
7. The transmission hydraulic control system of claim 6, wherein: and the hydraulic oil with stable pressure formed after the pilot oil pressure control slide valve is communicated with the pilot end of each gear shift slide valve through the pilot oil path, and a filter screen and a throttling hole are arranged between the pilot oil path and the pilot end of the gear shift slide valve.
8. The transmission hydraulic control system of claim 7, wherein: the pilot oil path of the oil path switching slide valve is controlled by an electromagnetic valve; the oil path switching slide valve is connected with a back pressure valve.
9. The transmission hydraulic control system of claim 1, wherein: the lubrication and cooling control subsystem comprises
A lubrication oil path output from the main oil control valve,
the lubricating and cooling oil path is divided into two paths and is respectively used for clutch lubrication and bearing lubrication in the gearbox;
the lubricating and cooling oil path for lubricating the bearing in the gearbox is divided into two paths, namely a shaft lubricating and cooling oil path and a bearing lubricating and cooling oil path,
the lubricating and cooling oil path for clutch lubrication forms a clutch lubricating and cooling oil path after passing through a lubricating flow control valve, the lubricating flow control valve adjusts the opening size of a valve through the current of an electromagnetic part of a control valve of a transmission control unit TCU control signal, the output end of the lubricating flow control valve is connected with a residual stress control valve through an oil path, the residual stress control valve comprises a pilot end and a spring end with a residual stress control valve spring, the pilot end is respectively positioned at two sides of the residual stress control valve, the pilot end of the residual stress control valve is communicated with the lubricating and cooling oil path, the lubricating and cooling oil path is also communicated with an oil drainage oil path through the residual stress control valve, the output end of the oil drainage oil path is communicated with the oil tank, and the output end of the lubricating flow control valve is communicated with the spring end of the residual stress control valve.
10. The transmission hydraulic control system of claim 9, wherein: the front side and the rear side of the lubricating flow control valve are respectively provided with a filter screen, namely a front side filter screen and a rear side filter screen, and the output end of the lubricating flow control valve and the oil circuit connection point between the residual stress control valves are located between the rear side filter screen and the clutch.
11. The transmission hydraulic control system of claim 10, wherein: and an orifice is arranged on an oil way between the output end of the lubricating flow control valve and the spring end of the residual stress control valve, and an orifice is arranged between the pilot end of the residual stress control valve and the lubricating cooling oil way.
12. The transmission hydraulic control system of claim 11, wherein: be equipped with a flow control valve on the lubricating oil way, the hydraulic oil of lubricated oil circuit output passes through divide into two the tunnel behind the flow control valve, wherein it makes the case move to the left behind the spring force that promotes flow control valve behind the orifice to push away flow control valve, and second way hydraulic oil divides into two the tunnel again behind the orifice, arrives first way behind the orifice flow control valve's spring end, with the spring coaction messenger flow control valve's case moves to the right side to form a dynamic balance with the guide's pressure on right side, the second way output has the hydraulic oil of steady pressure and flow, gets into quantitative lubricated oil circuit, the hydraulic oil of quantitative lubricated oil circuit gets into the oil cooler.
13. The transmission hydraulic control system of claim 12, wherein: and a check valve is connected in parallel on an oil inlet and outlet way of the filter press.
14. The transmission hydraulic control system of claim 13, wherein: the quantitative lubricating oil path is provided with a branch, a bypass valve which is normally broken under the action of a bypass valve spring is arranged on the branch, the branch is connected with the oil path passing through the oil cooler in parallel, and the bypass valve is provided with a pilot end which is communicated with the quantitative lubricating oil path.
15. The transmission hydraulic control system of claim 1, wherein: the parking device is characterized by further comprising an electronic parking control subsystem, wherein the electronic parking control subsystem is provided with a parking pawl valve communicated with the main oil path, the parking pawl valve controls a parking pawl actuating mechanism to park or park and unlock through the oil path, and the parking pawl valve is a two-position three-way valve and selectively communicated with a parking unlocking oil path and a parking oil path respectively.
16. A hybrid vehicle, characterized in that: comprising an engine, an electric machine, and a gearbox hydraulic control system according to any of claims 1 to 15.
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