CN112555368A - Hydraulic control system and control method for continuously variable transmission of electric automobile - Google Patents
Hydraulic control system and control method for continuously variable transmission of electric automobile Download PDFInfo
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- CN112555368A CN112555368A CN202011590551.XA CN202011590551A CN112555368A CN 112555368 A CN112555368 A CN 112555368A CN 202011590551 A CN202011590551 A CN 202011590551A CN 112555368 A CN112555368 A CN 112555368A
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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
- F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
- F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
- F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
- F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
- F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/042—Controlling the temperature of the fluid
- F15B21/0423—Cooling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/08—Servomotor systems incorporating electrically operated control means
- F15B21/087—Control strategy, e.g. with block diagram
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0262—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 characterised by the signals used the signals being hydraulic
- F16H61/0265—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 characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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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
- F16H61/66—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 specially adapted for continuously variable gearings
- F16H61/662—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 specially adapted for continuously variable gearings with endless flexible members
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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
- F16H61/66—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 specially adapted for continuously variable gearings
- F16H61/664—Friction gearings
Abstract
The invention discloses a hydraulic control system and a hydraulic control method for a continuously variable transmission of an electric automobile, which are characterized by comprising the following steps of: the oil outlet ends of the input belt wheel regulating valve and the output belt wheel regulating valve are respectively communicated with piston cavities of the input belt wheel and the output belt wheel; the hydraulic control system further comprises an input belt wheel electromagnetic valve and an output belt wheel electromagnetic valve, the output ends of the input belt wheel electromagnetic valve and the output belt wheel electromagnetic valve are controlled by the automatic gearbox control unit to output pressure, and the output ends of the input belt wheel electromagnetic valve and the output belt wheel electromagnetic valve are respectively connected to the oil inlet ends of the main regulating valve, the input belt wheel regulating valve and the output belt wheel regulating valve. The hydraulic control system of the electric automobile continuously variable transmission and the control method thereof have the advantages of simple structure, good regulation and control performance, more compact structure of the transmission, stronger practicability and better application prospect.
Description
Technical Field
The invention belongs to the technical field of automobiles, and particularly relates to a hydraulic control system of a continuously variable transmission of an electric automobile and a control method thereof.
Background
The traditional pure electric transmission system realizes power transmission through a speed reducer, the power of a motor is transmitted to wheels after being reduced through the speed reducer, the speed reducer cannot realize the torque and the rotating speed of the motor accurately controlled according to road conditions, and the speed reducer realizes the purpose of improving the rotating speed of the motor when the whole vehicle runs at high speed and low torque and runs at high speed.
Although the current traditional speed reducer can realize the transmission of power, because it can't realize according to the operating mode come accurate control motor lead to its transmission loss great, power consumption is higher and motor noise problem under the high rotational speed condition is obvious especially. In order to solve the defects brought by the traditional speed reducer, patents CN109854693 and CN109595321A disclose a stepless speed change system of a pure electric vehicle, which comprises a stepless speed change mechanism and a hydraulic execution system. This scheme is compared traditional speed reducer and has been realized the stepless speed regulation of part operating mode, the effectual dynamic property and the energy consumption that improve the motor, but because these two hydraulic pressure execution systems are the solenoid valve and directly drive control, the output pressure's of domestic solenoid valve scope often has the limitation at present, directly drive the solenoid valve for the adaptation low pressure and often need increase the effective sectional area of piston of band pulley to realize the transmission range of big moment of torsion, so can cause to arrange the space too big, the system reveals the increase, a series of problems such as motor energy consumption grow. Therefore, a need exists for a purely electric hydraulic control system with more optimized hydraulic system, more compact arrangement, lower leakage, and better performance.
Disclosure of Invention
The invention aims to solve the problems in the prior art and provides a hydraulic control system of a continuously variable transmission of an electric automobile, which has the advantages of simple structure, good regulation and control performance and more compact transmission structure.
In order to achieve the purpose, the invention adopts the technical scheme that: the hydraulic control system of the continuously variable transmission of the electric automobile is characterized in that: the oil outlet ends of the input belt wheel regulating valve and the output belt wheel regulating valve are respectively communicated with piston cavities of the input belt wheel and the output belt wheel; the hydraulic control system further comprises an input belt wheel electromagnetic valve and an output belt wheel electromagnetic valve, and the output ends of the input belt wheel electromagnetic valve and the output belt wheel electromagnetic valve are respectively connected to the oil inlet ends of the main regulating valve, the input belt wheel regulating valve and the output belt wheel regulating valve.
In order to make the technical scheme more detailed and concrete, the invention also provides the following further preferable technical scheme to obtain satisfactory practical effect:
the main adjusting valve comprises a first slide valve, a second slide valve, a main adjusting valve plug, a first spring and a second spring, wherein the first slide valve, the second slide valve and the main adjusting valve plug are arranged in the valve body; the valve body is provided with a first oil inlet, a second oil inlet, a third oil inlet, a main adjusting valve oil outlet and a first feedback port.
The second oil inlet is connected with the output end of the output belt wheel electromagnetic valve, and the third oil inlet is connected with the output end of the input belt wheel electromagnetic valve.
The oil outlet of the main adjusting valve is connected to the inlet of the safety valve, the outlet of the safety valve is connected to the lubricating oil way, and an oil cooler is arranged between the safety valve and the lubricating oil way.
The output belt wheel regulating valve is provided with a second feedback port, a fourth oil inlet, a first oil outlet and a fifth oil inlet, wherein the second feedback port is connected with the first oil outlet, and the fifth oil inlet is connected with the oil outlet and the second oil inlet of the output belt wheel electromagnetic valve.
The input belt pulley regulating valve is provided with a third feedback port, a sixth oil inlet, a second oil outlet and a seventh oil inlet, wherein the third feedback port is connected with the second oil outlet, and the seventh oil inlet is connected with the oil outlet and the third oil inlet of the input belt pulley electromagnetic valve.
The oil outlet end of the main regulating valve is connected to the inlet of the pressure reducing valve, and the outlet of the pressure reducing valve is connected with the oil inlet ends of the input belt wheel regulating valve and the output belt wheel regulating valve.
An oil outlet of the input belt wheel regulating valve is connected with an input belt wheel piston cavity, and an input belt wheel pressure sensor is arranged in an input belt wheel pressure oil path; the oil outlet of the output belt wheel regulating valve is connected with the output belt wheel piston cavity, and an output belt wheel pressure sensor is arranged in an output belt wheel pressure oil path.
The TCU sends out control signals to control the output pressure of the input belt wheel electromagnetic valve and the output belt wheel electromagnetic valve, so as to control the output pressure of the input belt wheel regulating valve and the output belt wheel regulating valve, respectively push the movement of each piston of the input belt wheel and the output belt wheel, and further change the winding radius of the belt wheel to realize the change of the speed ratio.
When the system has a large pressure demand on the output belt wheel and a small pressure demand on the input belt wheel, the output pressure of the corresponding output belt wheel solenoid valve is large, the output pressure of the input belt wheel solenoid valve is small, at the moment, the output pressure of the output belt wheel solenoid valve enters the main regulating valve from the second oil inlet to push the first slide valve of the main regulating valve to move leftwards, the main regulating valve enables the system to reach high line pressure under the action of spring force and the pressure of the output belt wheel solenoid valve, meanwhile, the output pressure of the output belt wheel solenoid valve enters the output belt wheel regulating valve through the fifth oil inlet to push the output belt wheel valve core to move leftwards, and the first oil outlet of the output belt wheel valve core achieves corresponding pressure under the action of the spring force and the output pressure of the; when the pressure demand of the system on the input belt wheel is large, the pressure demand on the output belt wheel is small, the output pressure of the corresponding input belt wheel electromagnetic valve is large, the input pressure of the corresponding output belt wheel electromagnetic valve is small, the output pressure of the input belt wheel electromagnetic valve enters the main regulating valve from the third oil inlet at the moment, the second sliding valve of the main regulating valve is pushed to move leftwards, the main regulating valve enables the system to reach higher line pressure under the action of spring force and the pressure of the input belt wheel electromagnetic valve, meanwhile, the output pressure of the input belt wheel electromagnetic valve enters the input belt wheel regulating valve through the seventh oil inlet, the input belt wheel valve core is pushed to move leftwards, and the second oil outlet of the input belt wheel valve core enables the corresponding pressure to be reached under the action of the.
Compared with the prior art, the invention has the following advantages: the hydraulic control system of the electric automobile continuously variable transmission and the control method thereof have the advantages of simple structure, good regulation and control performance, more compact structure of the transmission, stronger practicability and better application prospect.
Drawings
The contents of the drawings and the reference numerals in the drawings of the present specification will be briefly described as follows:
FIG. 1 is a schematic diagram of a hydraulic control system according to the present invention;
FIG. 2 is a schematic view of a regulator valve according to the present invention;
labeled as: 1. an oil temperature sensor; 2. an oil pump filter; 3. an oil pump; 4. a safety valve; 5. A primary regulator valve; 6. an output pulley pressure sensor; 7. an output pulley regulating valve; 8. an output pulley assembly; 9. an input pulley assembly; 10. an input pulley regulating valve; 11. an input pulley pressure sensor; 12. A pressure reducing valve; 13. a solenoid valve filter; 14. an input pulley solenoid valve; 15. an output pulley solenoid valve; 16. an oil cooler; 17. a first feedback port; 19. a first oil inlet; 20. a main regulating valve oil outlet; 21. A second oil inlet; 23. a third oil inlet; 24. a valve body; 25. a first spool valve; 26. a first spring; 27. a second spool valve; 28. a second spring; 29. a main regulating valve plug; 30. a second feedback port; 32. A fourth oil inlet; 33. a first oil outlet; 35. a fifth oil inlet; 36. an output pulley spool; 37. An output pulley spring; 38. an output belt wheel plug; 39. a third feedback port; 41. a sixth oil inlet; 42. A second oil outlet; 44. a seventh oil inlet; 45. an input pulley spool; 46. an input pulley spring; 47. The input belt wheel plug.
Detailed Description
The following description of the embodiments of the present invention will be made in detail with reference to the accompanying drawings.
In the description of the present invention, it should be noted that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention.
The hydraulic control system of the continuously variable transmission of the electric automobile comprises a main regulating valve 5, wherein an oil outlet end (a first oil inlet 19 in the figure 2 can also be used as an oil outlet) of the main regulating valve 5 is connected with oil inlet ends of an input belt wheel regulating valve 10 and an output belt wheel regulating valve 7, and the oil outlet ends of the input belt wheel regulating valve 10 and the output belt wheel regulating valve 7 are respectively communicated with piston cavities of an input belt wheel 9 and an output belt wheel 8; the hydraulic control system also comprises an input belt wheel electromagnetic valve 14 and an output belt wheel electromagnetic valve 15, the output ends of the input belt wheel electromagnetic valve 14 and the output belt wheel electromagnetic valve 15 are respectively connected to the oil inlet ends of the main regulating valve 5, the input belt wheel regulating valve 10 and the output belt wheel regulating valve 7, and the output pressure is controlled by the automatic gearbox control unit.
In the present invention, as shown in fig. 1 and 2, the hydraulic control system includes an oil pump 3, an oil temperature sensor 1, an oil pump filter 2, a main regulator valve 5, an input pulley regulator valve 10, an output pulley regulator valve 7, a pressure reducing valve 12, a safety valve 4, an input pulley solenoid valve 14, an output pulley solenoid valve 15, an oil cooler 16, and a lubrication oil path. An oil outlet (a first oil inlet 19 in fig. 2 can also be used as an oil outlet) of the main regulating valve 5 is connected with an inlet (a fourth oil inlet 32) of an input belt wheel regulating valve, an inlet (a sixth oil inlet 41) of an output belt wheel regulating valve and an inlet of a reducing valve, an oil outlet (a main regulating valve oil outlet 20) of the main oil pressure control valve is connected with an inlet of the safety valve 4, an outlet of the safety valve 4 is connected with an inlet of the oil cooler 16, and an outlet of the oil cooler 16 is connected with a lubricating oil path. The oil outlet of the input belt wheel regulating valve 10 is connected with the input belt wheel piston cavity, an input belt wheel pressure sensor 11 is arranged in the input belt wheel pressure oil path, the oil outlet of the output belt wheel regulating valve 7 is connected with the output belt wheel piston cavity, and an output belt wheel pressure sensor 6 is arranged in the output belt wheel pressure oil path. The hydraulic control system of the pure electric continuously variable transmission is provided with two pressure sensors which respectively detect the pressure of a piston cavity of an input belt wheel and the pressure of a piston cavity of an output belt wheel. The oil outlet of the pressure reducing valve 12 is connected to the inlets of the output pulley solenoid valve 15 and the input pulley solenoid valve 14 to control the pressure input from the solenoid valves.
In the present invention, the main regulator valve 5 includes a first spool 25, a second spool 27, a main regulator valve plug 29 disposed inside the valve body 24, a first spring 26 disposed between the first spool 25 and the second spool 27, and a second spring 28 disposed between the second spool 27 and the main regulator valve plug 29, and the main regulator valve 5 is a one-position two-way pressure regulator valve. A first oil inlet 19, a second oil inlet 21, a third oil inlet 23, a main regulating valve oil outlet 20 and a first feedback port 17 are arranged on the valve body 24, wherein the first feedback port 17 is connected with the first oil inlet 19, the main regulating valve oil outlet 20 is connected with an inlet of a safety valve, the second oil inlet 21 is connected with an oil outlet of the output belt wheel electromagnetic valve 15, and the third oil inlet 23 is connected with an oil outlet of the input belt wheel electromagnetic valve 14.
In the invention, the output belt wheel regulating valve 7 is provided with a second feedback port 30, a fourth oil inlet 32, a first oil outlet 33 and a fifth oil inlet 35, wherein the second feedback port 30 is connected with the first oil outlet 33, the fifth oil inlet 35 is connected with the oil outlet of the output belt wheel electromagnetic valve 15 and the second oil inlet 21, two small damping holes are arranged between the fifth oil inlet 35 and the oil outlet of the output belt wheel electromagnetic valve 15, the small damping holes have the functions of reducing pressure fluctuation and reducing pressure overshoot, an inner cavity of the valve body is provided with two stages of step holes with different diameters, the step holes are sequentially increased from left to right and are used for matching with valve cores with different diameters to play a limiting role.
In the invention, the input pulley regulating valve 10 is provided with a third feedback port 39, a sixth oil inlet 41, a second oil outlet 42 and a seventh oil inlet 44, wherein the third feedback port 39 is connected with the second oil outlet 42, the seventh oil inlet 44 is connected with the oil outlet of the input pulley electromagnetic valve 14 and the third oil inlet 23, two small damping holes are arranged between the seventh oil inlet 44 and the oil outlet of the input pulley electromagnetic valve 14, the small damping holes have the functions of reducing pressure fluctuation and reducing pressure overshoot, an inner cavity of the valve body is provided with two stages of stepped holes with different diameters, the stepped holes are sequentially increased from left to right and are used for matching with valve cores with different diameters to play a limiting role.
In the invention, the input belt wheel regulating valve 10 is a two-position three-way regulating valve comprising an input belt wheel valve core 45 and an input belt wheel plug 47, and an input belt wheel spring 46 is arranged between the input belt wheel valve core 45 and the input belt wheel plug 47; the output pulley regulating valve 7 is a two-position three-way regulating valve and comprises an output pulley valve core 36, an output pulley spring 37 and an output pulley plug 38, wherein the output pulley spring 37 is arranged between the output pulley valve core 36 and the output pulley plug 38.
In the invention, the input belt wheel electromagnetic valve 14 and the output belt wheel electromagnetic valve 15 are normally high PWM direct drive electromagnetic valves so as to ensure that the vehicle can still limp home under the condition of power failure and improve the safety of the whole vehicle. An input belt wheel regulating valve 10 and an output belt wheel regulating valve 7 in the hydraulic control system of the pure electric continuously variable transmission are two-position three-way pressure control valves.
In the hydraulic control system of the pure electric continuously variable transmission, an electromagnetic valve filter 13 is arranged between a pressure reducing valve 12 and an electromagnetic valve oil inlet. An oil pump filter 2 is arranged between an oil tank and an oil pump 3, and an oil temperature sensor 1 for detecting the oil temperature is arranged in the oil tank.
The invention provides a hydraulic control system of a continuously variable transmission of an electric automobile, which comprises two subsystems, wherein one subsystem is a speed ratio control system and mainly sends out a control signal according to TCU (transmission control Unit), so that the output pressures of an input belt wheel electromagnetic valve 14 and an output belt wheel electromagnetic valve 15 are controlled, the main oil pressure, the output pressure of an input belt wheel regulating valve 10 and the output pressure of an output belt wheel regulating valve 7 are controlled, the pistons of the input belt wheel and the output belt wheel are respectively pushed to move, and the winding radius of the belt wheel is changed to realize the change of the speed ratio; the other is a cooling and lubricating system which provides required cooling and lubricating flow for the belt wheel, the bearing and the steel belt according to the requirements of working conditions. As shown in fig. 1, the main regulator valve oil outlet 20 is connected to an inlet of the relief valve 4, an outlet of the relief valve 4 is connected to a lubrication oil passage, and an oil cooler 16 is provided between the relief valve 4 and the lubrication oil passage.
According to the control method of the hydraulic control system of the continuously variable transmission of the electric automobile, when EOP works, a TCU automatic gearbox control unit calculates the clamping force of an input belt wheel 9 and an output belt wheel 8 in the current state according to the current opening of an accelerator pedal, the current speed and the current speed ratio, controls the output pressure of an input belt wheel electromagnetic valve 14 and an output belt wheel electromagnetic valve 15 according to the required pressure, further controls a main regulating valve 5, and controls the output pressure of an input belt wheel regulating valve 10 and an output belt wheel regulating valve 7.
The specific control process is as follows: when the pressure demand of the system on the output belt wheel 8 is large, and the pressure demand on the input belt wheel 9 is small, the output pressure of the corresponding output belt wheel electromagnetic valve 15 is large, and the output pressure of the corresponding input belt wheel electromagnetic valve 14 is small, at this time, the output pressure of the output belt wheel electromagnetic valve 15 enters the main regulating valve 5 from the second oil inlet 21, the first slide valve 25 of the main regulating valve 5 is pushed to move leftwards, the main regulating valve 5 enables the system to reach high line pressure under the action of spring force and the pressure of the output belt wheel electromagnetic valve 15, meanwhile, the output pressure of the output belt wheel electromagnetic valve 15 enters the output belt wheel regulating valve 7 through the fifth oil inlet 35, the output belt wheel valve core 36 is pushed to move leftwards, and the output belt wheel valve core 36 enables the first oil outlet 33 to reach corresponding pressure under the action of the. When the pressure demand of the system on the input pulley 9 is large, and the pressure demand on the output pulley 8 is small, the output pressure of the corresponding input pulley solenoid valve 14 is large, and the input pressure of the corresponding output pulley solenoid valve 15 is small, at this time, the output pressure of the input pulley solenoid valve 14 enters the main regulating valve 5 from the third oil inlet 23, the second slide valve 27 of the main regulating valve is pushed to move leftwards, the main regulating valve 5 enables the system to reach a high line pressure under the action of the spring force and the pressure of the input pulley solenoid valve 14, meanwhile, the output pressure of the input pulley solenoid valve 14 enters the input pulley regulating valve 10 through the seventh oil inlet 44, the input pulley valve core 45 is pushed to move leftwards, and the second oil outlet 42 reaches a corresponding pressure under the action of the spring force and the output pressure of the input pulley solenoid valve 14 by the input.
The hydraulic control system of the electric automobile continuously variable transmission is integrated in the hydraulic valve body assembly, is integrally designed, has a more compact structure, is simple in oil path design and is lower in cost; the hydraulic control system of the pure electric continuously variable transmission adopts mutually independent pressure control systems, so that the power consumption can be effectively reduced, and the system performance is improved; the hydraulic control system of the pure electric continuously variable transmission can meet the requirements of all functional modes of running of the pure electric automobile, meanwhile, the efficiency of the hydraulic control system of the transmission is improved, the electric loss is reduced, and the reliability and the compactness of the system are enhanced.
The hydraulic control system of the electric automobile continuously variable transmission and the control method thereof have the advantages of simple structure, good regulation and control performance, more compact structure of the transmission, stronger practicability and better application prospect.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The invention has been described above with reference to the accompanying drawings, but the invention is not limited to the above-described embodiments, and it is within the scope of the invention to use various insubstantial modifications of the inventive concept and solutions or to apply them directly to other applications.
Claims (10)
1. The utility model provides an electric automobile buncher hydraulic control system which characterized in that: the oil outlet ends of the input belt wheel regulating valve and the output belt wheel regulating valve are respectively communicated with piston cavities of the input belt wheel and the output belt wheel; the hydraulic control system further comprises an input belt wheel electromagnetic valve and an output belt wheel electromagnetic valve, and the output ends of the input belt wheel electromagnetic valve and the output belt wheel electromagnetic valve are respectively connected to the oil inlet ends of the main regulating valve, the input belt wheel regulating valve and the output belt wheel regulating valve.
2. The hydraulic control system of an electric vehicle continuously variable transmission according to claim 1, characterized in that: the main adjusting valve comprises a first slide valve, a second slide valve, a main adjusting valve plug, a first spring and a second spring, wherein the first slide valve, the second slide valve and the main adjusting valve plug are arranged in the valve body; the valve body is provided with a first oil inlet, a second oil inlet, a third oil inlet, a main adjusting valve oil outlet and a first feedback port.
3. The hydraulic control system of an electric vehicle continuously variable transmission according to claim 2, characterized in that: the second oil inlet is connected with the output end of the output belt wheel electromagnetic valve, and the third oil inlet is connected with the output end of the input belt wheel electromagnetic valve.
4. The hydraulic control system of an electric vehicle continuously variable transmission according to claim 3, characterized in that: the oil outlet of the main adjusting valve is connected to the inlet of the safety valve, the outlet of the safety valve is connected to the lubricating oil way, and an oil cooler is arranged between the safety valve and the lubricating oil way.
5. The hydraulic control system of an electric vehicle continuously variable transmission according to claim 4, characterized in that: the output belt wheel regulating valve is provided with a second feedback port, a fourth oil inlet, a first oil outlet and a fifth oil inlet, wherein the second feedback port is connected with the first oil outlet, and the fifth oil inlet is connected with the oil outlet and the second oil inlet of the output belt wheel electromagnetic valve.
6. The hydraulic control system of an electric vehicle continuously variable transmission according to claim 5, characterized in that: the input belt pulley regulating valve is provided with a third feedback port, a sixth oil inlet, a second oil outlet and a seventh oil inlet, wherein the third feedback port is connected with the second oil outlet, and the seventh oil inlet is connected with the oil outlet and the third oil inlet of the input belt pulley electromagnetic valve.
7. The hydraulic control system of an electric vehicle continuously variable transmission according to any one of claims 1 to 6, characterized in that: the oil outlet end of the main regulating valve is connected to the inlet of the pressure reducing valve, and the outlet of the pressure reducing valve is connected with the oil inlet ends of the input belt wheel regulating valve and the output belt wheel regulating valve.
8. The hydraulic control system of an electric vehicle continuously variable transmission according to claim 7, characterized in that: an oil outlet of the input belt wheel regulating valve is connected with an input belt wheel piston cavity, and an input belt wheel pressure sensor is arranged in an input belt wheel pressure oil path; the oil outlet of the output belt wheel regulating valve is connected with the output belt wheel piston cavity, and an output belt wheel pressure sensor is arranged in an output belt wheel pressure oil path.
9. A control method of a hydraulic control system of an electric automobile continuously variable transmission is characterized by comprising the following steps: the TCU sends out control signals to control the output pressure of the input belt wheel electromagnetic valve and the output belt wheel electromagnetic valve, so as to control the output pressure of the input belt wheel regulating valve and the output belt wheel regulating valve, respectively push the movement of each piston of the input belt wheel and the output belt wheel, and further change the winding radius of the belt wheel to realize the change of the speed ratio.
10. The control method of the hydraulic control system of the continuously variable transmission of the electric vehicle according to claim 9, characterized in that: when the system has a large pressure demand on the output belt wheel and a small pressure demand on the input belt wheel, the output pressure of the corresponding output belt wheel solenoid valve is large, the output pressure of the input belt wheel solenoid valve is small, at the moment, the output pressure of the output belt wheel solenoid valve enters the main regulating valve from the second oil inlet to push the first slide valve of the main regulating valve to move leftwards, the main regulating valve enables the system to reach high line pressure under the action of spring force and the pressure of the output belt wheel solenoid valve, meanwhile, the output pressure of the output belt wheel solenoid valve enters the output belt wheel regulating valve through the fifth oil inlet to push the output belt wheel valve core to move leftwards, and the first oil outlet of the output belt wheel valve core achieves corresponding pressure under the action of the spring force and the output pressure of the; when the pressure demand of the system on the input belt wheel is large, the pressure demand on the output belt wheel is small, the output pressure of the corresponding input belt wheel electromagnetic valve is large, the input pressure of the corresponding output belt wheel electromagnetic valve is small, the output pressure of the input belt wheel electromagnetic valve enters the main regulating valve from the third oil inlet at the moment, the second sliding valve of the main regulating valve is pushed to move leftwards, the main regulating valve enables the system to reach higher line pressure under the action of spring force and the pressure of the input belt wheel electromagnetic valve, meanwhile, the output pressure of the input belt wheel electromagnetic valve enters the input belt wheel regulating valve through the seventh oil inlet, the input belt wheel valve core is pushed to move leftwards, and the second oil outlet of the input belt wheel valve core enables the corresponding pressure to be reached under the action of the.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011590551.XA CN112555368A (en) | 2020-12-29 | 2020-12-29 | Hydraulic control system and control method for continuously variable transmission of electric automobile |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114838119A (en) * | 2022-06-28 | 2022-08-02 | 浙江万里扬新能源驱动有限公司杭州分公司 | Hydraulic control system for hybrid transmission |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114838119A (en) * | 2022-06-28 | 2022-08-02 | 浙江万里扬新能源驱动有限公司杭州分公司 | Hydraulic control system for hybrid transmission |
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