CN211715702U - Hydraulic control module and vehicle - Google Patents
Hydraulic control module and vehicle Download PDFInfo
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- CN211715702U CN211715702U CN202020221693.8U CN202020221693U CN211715702U CN 211715702 U CN211715702 U CN 211715702U CN 202020221693 U CN202020221693 U CN 202020221693U CN 211715702 U CN211715702 U CN 211715702U
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- 238000001816 cooling Methods 0.000 claims abstract description 55
- 230000007246 mechanism Effects 0.000 claims abstract description 13
- 230000001105 regulatory effect Effects 0.000 claims description 42
- 238000005461 lubrication Methods 0.000 claims description 24
- 238000000034 method Methods 0.000 claims description 10
- 238000004891 communication Methods 0.000 claims description 3
- 239000003921 oil Substances 0.000 abstract description 195
- 239000010687 lubricating oil Substances 0.000 abstract description 19
- 230000001050 lubricating effect Effects 0.000 abstract description 15
- 238000003754 machining Methods 0.000 abstract description 5
- 230000005540 biological transmission Effects 0.000 description 11
- 239000006096 absorbing agent Substances 0.000 description 5
- 230000035939 shock Effects 0.000 description 5
- 230000001276 controlling effect Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 239000010720 hydraulic oil Substances 0.000 description 2
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
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Abstract
The utility model relates to a hydraulic control technical field provides a hydraulic control module and vehicle. A hydraulic control module comprising: the main oil pressure control unit comprises a first connecting oil port, a second connecting oil port and a third connecting oil port for communicating the motor clutch; the hydraulic torque converter control unit is connected with a cooler, and an oil outlet port of the cooler is connected with a cooling oil port for communicating an actuating mechanism system and a motor clutch in parallel; the second connecting oil port is used for being communicated with a locking clutch, a parking control system and a gear shifting control system of the hydraulic torque converter control unit in parallel, and the second connecting oil port is communicated with the locking clutch through a first electromagnetic valve. The oil circuit of the hydraulic control module is simple, the machining precision of the valve body is reduced, the precise control of the distribution of the lubricating oil quantity according to the requirement is realized, and the lubricating efficiency is improved.
Description
Technical Field
The utility model relates to a hydraulic control technical field, in particular to hydraulic control module and a vehicle.
Background
With the development of vehicle technology, the automatic hydraulic transmission does not adopt a clutch but adopts a torque converter in the aspect of power switching control, and power switching control is performed in a hydraulic coupling mode, so that power transmission is softer, the comfort and the stability of the whole vehicle are further improved, and the automatic hydraulic transmission is more and more widely applied.
Currently, the automatic transmission mounted on a passenger vehicle on the market is mainly 6-speed and 7-speed. With the increase of the gears of the transmission, the cost of the transmission can be increased, however, the hydraulic automatic transmission with more forward gears can not only ensure the stability of the driving comfort of the vehicle, but also obviously improve the fuel economy, so the necessity of developing the hydraulic automatic transmission with more gears is increasingly prominent.
The actuation of the actuating mechanism and the supply of the lubricating system of the automatic transmission are realized by a hydraulic control module. In order to achieve accurate control, a hydraulic control module of an automatic transmission in the current market mostly adopts a combination of a pilot valve and a slide valve to perform control. For the purpose of realizing more gear control, the oil circuit of the hydraulic control module in the design mode is more complex (for example, the oil circuit is complex, the types and the number of solenoid valves are large, the number of mechanical slide valves is large, and the control mode is complex), the size of the valve body is larger (for example, the module size is large, the weight is high, and the required carrying space is large), the cost is also higher (for example, the machining precision requirement is too high, and the cost is high), and in addition, the lubricating flow providing mode of the existing hydraulic control module is single, and the cooling lubricating flow can not be distributed according to the requirement.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model aims at providing a hydraulic control module to make the oil circuit simple, valve body machining precision reduces, and realizes the accurate control of lubricated oil mass as required distribution, has promoted lubricated efficiency.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a hydraulic control module comprising: the main oil pressure control unit comprises a first connecting oil port, a second connecting oil port and a third connecting oil port for communicating a motor clutch; the first connecting oil port is connected with the main pressure regulating valve, the main pressure regulating valve is hydraulically communicated with the hydraulic torque converter control unit, the hydraulic torque converter control unit is connected with a cooler, and an oil outlet port of the cooler is connected with a cooling oil port for communicating an execution mechanism system and the motor clutch in parallel; the second connecting oil port is used for being communicated with a locking clutch, a parking control system and a gear shifting control system of the hydraulic torque converter control unit in parallel, and the second connecting oil port is communicated with the locking clutch through a first electromagnetic valve.
Compared with the prior art, in the hydraulic control module of the utility model, because the first connecting oil port is connected with the main pressure regulating valve, the main pressure regulating valve is communicated with the hydraulic pressure of the hydraulic torque converter control unit, the hydraulic torque converter control unit is connected with the cooler, the cooler comprises a cooling oil port for communicating the actuating mechanism system and the motor clutch in parallel, the second connecting oil port is used for communicating the locking clutch, the parking control system and the gear shifting control system of the hydraulic torque converter control unit in parallel, the second connecting oil port is communicated with the locking clutch through the first electromagnetic valve, in the practical use, the cooling oil port is connected with the actuating mechanism system and the motor clutch in parallel, the second connecting oil port is connected with the locking clutch, the parking control system and the gear shifting control system of the hydraulic torque converter control unit in parallel, the third connecting oil port is connected with the motor clutch, thus, the accurate control of the lubricating oil quantity distribution as required can be realized when the lubricating oil quantity is required, the lubricating efficiency is improved, the oil way of the hydraulic control module is simple, the valve body machining precision is reduced, and the cost is reduced.
Further, the torque converter control unit communicates with the cooler through a first orifice.
Furthermore, the hydraulic control module comprises an auxiliary cooling oil path, one end of the auxiliary cooling oil path is connected between the first throttle hole and the cooler, the other end of the auxiliary cooling oil path is connected to the cooling oil port, and a slide valve is arranged on the auxiliary cooling oil path.
Further, the hydraulic control module includes the oil return circuit, the one end of oil return circuit connect in the cooling hydraulic fluid port, the other end parallel connection of oil return circuit in main oil pressure control unit's oil feed port with the oil return entry of main air-vent valve, the oil return entry of main air-vent valve with the oil feed entry intercommunication of main air-vent valve, be provided with the oil return control valve on the oil return circuit.
Further, the cooling oil port is connected with a second throttling hole and a third throttling hole which are arranged in series at intervals, and the third throttling hole is used for communicating the actuating mechanism system.
Furthermore, the hydraulic control module further comprises an auxiliary lubricating and cooling oil path, one end of the auxiliary lubricating and cooling oil path and the hydraulic torque converter control unit are connected in parallel to the main pressure regulating valve, the other end of the auxiliary lubricating and cooling oil path is connected between the second throttle hole and the third throttle hole, and a switching valve and a fourth throttle hole are arranged on the auxiliary lubricating and cooling oil path.
Further, the hydraulic control module comprises at least one of the following modes: the first method is as follows: a fifth throttling hole is connected to the cooling oil port and is used for communicating the motor clutch; the second method comprises the following steps: the main pressure regulating valve is hydraulically communicated with the hydraulic torque converter control unit through a hydraulic torque converter pressure reducing valve; the third method comprises the following steps: the third connection oil port is connected with a third electromagnetic valve, the third electromagnetic valve is used for being communicated with the motor clutch, and the third electromagnetic valve comprises an oil return path which can communicate an oil outlet of the third electromagnetic valve with the oil tank.
Further, the second connecting oil port is connected with a sixth orifice, a second electromagnetic valve and a seventh orifice which are arranged in series at intervals, the seventh orifice is used for communicating the parking control system, and the second electromagnetic valve comprises an oil return path used for communicating the seventh orifice and the oil tank.
Further, the main oil pressure control unit comprises a connecting pipeline, an electronic pump, a mechanical pump and a main oil pressure pilot electromagnetic valve, wherein the electronic pump, the mechanical pump and the main oil pressure pilot electromagnetic valve are connected to the connecting pipeline in parallel, one end of the connecting pipeline serves as the first connecting oil port, the other end of the connecting pipeline is provided with the second connecting oil port and the third connecting oil port, and the main pressure regulating valve is connected with the main oil pressure pilot electromagnetic valve to be used for controlling the pressure of the main pressure regulating valve.
Additionally, the utility model provides a vehicle, the vehicle is provided with above arbitrary hydraulic control module.
Other features and advantages of the present invention will be described in detail in the detailed description which follows.
Drawings
The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:
fig. 1 is an application schematic diagram of a hydraulic control module according to an embodiment of the present invention.
Description of reference numerals:
1-a tank, 2, 3-a suction filter, 4-a mechanical pump, 5-an electronic pump, 7, 8-a shock absorber, 9-a relief valve, 6, 10, 17, 19, 39, 59-a one-way valve, 11-a main pressure regulating valve, 12-a main oil pressure pilot solenoid valve, 13, 31, 38, 46, 47, 48, 49, 50, 51-an accumulator, 14-a torque converter pressure reducing valve, 15-a switching valve, 16-a torque converter control unit, 18-a first orifice, 20-a spool, 21-a cooler, 22-a pressure filter, 23-a return oil control valve, 24-a second orifice, 25-a third orifice, 26-an actuator system, 27-a seventh orifice, 28-a second solenoid valve, 29-a sixth orifice, 30-a first solenoid valve, 32-motor, 33-motor clutch, 34-third solenoid valve, 40, 41, 42, 43, 44, 45-solenoid valve, 35-throttle hole, 36-switch valve, 37-fifth throttle hole, 52, 53, 54, 55, 56, 57-brake, 58-fourth throttle hole, 60-cooling oil hole, 61-first connecting oil hole, 62-second connecting oil hole, 63-third connecting oil hole, 64-lockup clutch, 65-parking control system, 66-gear shifting control system, 67-auxiliary cooling oil path, 68-oil return oil path, 69-auxiliary lubricating cooling oil path and 70-connecting pipeline.
Detailed Description
In the present invention, the embodiments and the features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail with reference to the accompanying drawings in conjunction with embodiments.
Referring to fig. 1, the present invention provides a hydraulic control module including a main oil pressure control unit, a main pressure regulating valve 11, and a torque converter control unit 16, wherein, the main oil pressure control unit comprises a first connecting oil port 61, a second connecting oil port 62 and a third connecting oil port 63 for communicating with the motor clutch 33 (the hydraulic control module is in actual use, the third connecting oil port 63 is communicated with the motor clutch 33 of the motor 32), the main pressure regulating valve 11 is in hydraulic communication with the torque converter control unit 16 so as to supply hydraulic oil to the torque converter control unit 16 when lubrication is needed, the torque converter control unit 16 is connected with the cooler 21, and the oil outlet port of the cooler 21 is connected with a cooling oil port 60 for communicating the actuating mechanism system 26 and the motor clutch 33 in parallel (the hydraulic control module is in actual use, the actuating mechanism system 26 and the motor clutch 33 are in parallel connection with the cooling oil port 60); the second connection oil port 62 is used for communicating the lock-up clutch 64, the parking control system 65 and the gear shifting control system 66 of the torque converter control unit 16 in parallel, and the second connection oil port 62 is communicated with the lock-up clutch 64 through the first solenoid valve 30 (in the actual use of the hydraulic control module, the lock-up clutch 64, the parking control system 65 and the gear shifting control system 66 of the torque converter control unit 16 are connected in parallel with the second connection oil port 62).
In the hydraulic control module, as the first connecting oil port is connected with the main pressure regulating valve, the main pressure regulating valve is hydraulically communicated with the hydraulic torque converter control unit, the hydraulic torque converter control unit is connected with the cooler, the oil outlet port of the cooler is connected with the cooling oil port for parallelly communicating the actuating mechanism system and the motor clutch, the second connecting oil port is used for parallelly communicating the locking clutch, the parking control system and the gear shifting control system of the hydraulic torque converter control unit, the second connecting oil port is communicated with the locking clutch through the first electromagnetic valve, in the practical use, the cooling oil port is parallelly connected with the actuating mechanism system and the motor clutch, the second connecting oil port is parallelly connected with the locking clutch, the parking control system and the gear shifting control system of the hydraulic torque converter control unit, and the third connecting oil port is communicated with the motor clutch, the accurate control of the lubricating oil quantity distribution as required can be realized when the lubricating is required, the lubricating efficiency is improved, the oil way of the hydraulic control module is simple, the valve body machining precision is reduced, and the cost is reduced.
In addition, the main oil passage oil passes through the first electromagnetic valve 30, and the locking of the locking clutch 64 of the torque converter can be realized in any gear. The accumulator 31 can finely adjust the control oil pressure of the lockup clutch 64 to reduce oil pressure fluctuations. When torque converter lockup is not required, oil in the piston chamber of the lockup clutch 64 is drained back to the oil pan or the oil tank 1 via the first solenoid valve 30. The check valve 17 can ensure the reset of the lock-up clutch while preventing the torque converter from cavitation.
As shown in fig. 1, in the shift control system 66, the main oil passage oil passes through the second connecting oil port 62, and passes through the solenoid valves 40, 41, 42, 43, 44 and 45 to control the brakes 57, 55, 53, 52, 54 and 56, respectively, so that the clutches corresponding to the brakes are engaged. When the clutches of the brakes 57, 56, 55, 54, 53 and 52 are not operated, the oil in the piston chambers flows through the oil drain ports of the solenoid valves 40, 45, 41, 44, 42 and 43 to the check valve 39 and then flows back to the oil pan or the oil tank 1. The one-way valves 39 and 59 have a pressure maintaining function, so that oil passages of the clutch/brake are oil-storing and air-tight, air inlet is prevented, oil charging time is shortened, and quick gear shifting is realized. On each clutch/brake working oil path, the outlets of the electromagnetic valves are provided with the energy accumulators 38, 46, 47, 48, 49, 50 and 51, so that the clutch/brake control oil path can be subjected to fine adjustment, the oil pressure fluctuation is reduced, and the gear shifting quality is improved.
In addition, as shown in fig. 1, the torque converter control unit 16 is connected to the cooler 21 through the first orifice 18, so that, in the embodiment shown in fig. 1, the lubricating oil flows through the main pressure regulating valve 11 to the torque converter pressure reducing valve 14, enters the torque converter of the torque converter control unit 16, and after lubricating and cooling the torque converter, except for a small amount of oil leakage through the check valve 17, all of the oil flows from the torque converter outlet to the cooler 21 through the first orifice 18 and the check valve 19, then flows through the pressure filter 22, and then is divided into two ways of lubrication at the cooling oil port 60, namely, the lubricating oil flows to the actuator system 26 and the motor clutch 33, respectively. The first throttle hole 18 can relieve the pressure of the lubricating oil so that the pressure of the lubricating oil entering the cooler 21 is appropriate.
Further, as shown in fig. 1, the hydraulic control module includes an auxiliary cooling oil path 67, one end of the auxiliary cooling oil path 67 is connected between the first throttle 18 and the cooler 21, the other end of the auxiliary cooling oil path 67 is connected to the cooling oil port 60, and a slide valve 20 is disposed on the auxiliary cooling oil path 67, so that, in the embodiment of fig. 1, when the cooler 21 and/or the filter press 22 are/is in failure and the lubricating pressure is too high, the slide valve 20 may be opened, and the lubricating oil passing through the first throttle 18 will directly flow to the cooling oil port 60 through the auxiliary cooling oil path 67 to achieve lubrication and protect.
As shown in fig. 1, the hydraulic control module includes an oil return path 68, one end of the oil return path 68 is connected to the cooling oil port 60, the other end of the oil return path 68 is connected in parallel to an oil inlet of the main oil pressure control unit and an oil return inlet of the main pressure regulating valve 11, the oil return inlet of the main pressure regulating valve 11 is communicated with the oil inlet of the main pressure regulating valve 11, and the oil return path 68 is provided with an oil return control valve 23. Thus, excess lubrication flow during lubrication will flow back through the oil return passage 68. In the embodiment shown in fig. 1, the lubricating oil of the cooling oil port 60 is divided into two paths, wherein the first path of lubricating oil directly lubricates the motor clutch 33 and the motor 32 through the fifth throttle hole 37. When the motor clutch 33 and the motor 32 have a large lubrication flow demand, the switching valve 36 is opened, and lubrication of the motor clutch 33 and the motor 32 is increased after passing through the orifice 35. Of course, in this embodiment, the on-off valve 36 and the orifice 35 may be omitted as long as the lubricating oil flowing through the fifth orifice 37 can satisfy the lubrication of the motor clutch 33 and the motor 32. The second lubricating oil circuit lubricates the actuator system 26 via the second orifice 24 and the third orifice 25. Excess lubrication flow during lubrication is returned to the inlet of the mechanical pump 4 via a return oil control valve 23, such as a mechanical slide valve. When the main pressure regulating valve 11 is in the left position (lubrication oil return state) shown in fig. 1, the return oil passing through the return oil passage 68 will flow to the inlet of the mechanical pump 4 and the return oil inlet of the main pressure regulating valve 11, and the return oil flows from the return oil inlet to the oil inlet of the main pressure regulating valve 11 again, and enters the lubrication cycle again.
In addition, as shown in fig. 1, the cooling oil port 60 is connected with a second orifice 24 and a third orifice 25 which are arranged in series at intervals, the third orifice 25 is used for communicating with the actuator system 26, and in the embodiment shown in fig. 1, the hydraulic control module is in actual use, and the third orifice 25 is communicated with the actuator system 26. In this way, the second lubricating oil passes through the second orifice 24 and the third orifice 25, and lubricates the actuator system 26.
Further, as shown in fig. 1, the hydraulic control module further includes an auxiliary lubrication cooling oil path 69, one end of the auxiliary lubrication cooling oil path 69 and the torque converter control unit 16 are connected in parallel to the main pressure regulating valve 11, and the other end of the auxiliary lubrication cooling oil path 69 is connected between the second orifice 24 and the third orifice 25, wherein the auxiliary lubrication cooling oil path 69 is provided with the on-off valve 15 and the fourth orifice 58. Thus, when the actuator system 26 has a large lubrication flow demand, the on-off valve 15 opens to increase lubrication of the actuator system 26 through the fourth orifice 58.
In addition, as shown in fig. 1, the hydraulic control module includes at least one of the following modes: in the first mode: a fifth throttle hole 37 is connected to the cooling oil port 60, and the fifth throttle hole 37 is used for communicating the motor clutch 33; thus, the first path of lubricating oil provided by the cooling oil port 60 directly lubricates the motor clutch 33 and the motor 32 after passing through the fifth throttle hole 37. The second method comprises the following steps: the main pressure regulating valve 11 is hydraulically communicated with a torque converter control unit 16 through a torque converter pressure reducing valve 14. Therefore, the hydraulic torque converter can be effectively protected, when the main hydraulic oil with higher pressure passes through the pressure reducing valve 14 of the hydraulic torque converter, the pressure can be reduced, the structural strength safety of the hydraulic torque converter can be ensured, the self loss of the hydraulic torque converter can be reduced, and the working efficiency of the hydraulic torque converter is improved. The third method comprises the following steps: the third connecting oil port 63 is connected with a third electromagnetic valve 34, the third electromagnetic valve 34 is used for communicating with the motor clutch 33, and the third electromagnetic valve 34 comprises an oil return path which can communicate an oil outlet of the third electromagnetic valve 34 with an oil tank. Thus, as shown in fig. 1, the main oil passage oil passes through the third connecting oil port 63, and supplies the working oil to the motor clutch 33 and the motor 32 through the third solenoid valve 34. The accumulator 38 can finely adjust the control oil passage of the motor clutch 33 to reduce the oil pressure fluctuation. When the motor clutch 33 is not in operation, oil in the piston chamber flows back to the oil pan or the oil tank 1 through the oil drain port and the oil return path of the third solenoid valve 34 via the check valve 59.
In addition, as shown in fig. 1, in the hydraulic control module, the second connection port 62 is connected with a sixth orifice 29, a second solenoid valve 28 and a seventh orifice 27 which are arranged in series at intervals, the seventh orifice 27 is used for communicating with the parking control system 65, and the second solenoid valve 28 comprises a return oil path for communicating the seventh orifice 27 with the oil tank. In actual use of the hydraulic control module, as in the embodiment of fig. 1, the seventh orifice 27 is in communication with the parking control system 65 and the return of the second solenoid valve 28 communicates the seventh orifice 27 with the tank 1. In practical use, when the vehicle is parked or unlocked, the main oil line oil enters the parking mechanism piston cylinder of the parking control system 65 through the sixth throttle hole 29, the second electromagnetic valve 28 and the seventh throttle hole 27, and parking unlocking is completed. When parking, the oil of the piston cylinder of the parking mechanism directly leaks back to the oil tank 1 through the seventh throttle hole 27 and the oil return port of the second electromagnetic valve 28. The sixth throttle hole 29 and the seventh throttle hole 27 can buffer pressure impact during parking unlocking and parking, and parking quality is improved.
In addition, as shown in fig. 1, the main oil pressure control unit includes a connection line 70, and an electronic pump 5, a mechanical pump 4, and a main oil pressure pilot solenoid valve 12 connected in parallel to the connection line 70, one end of the connection line 70 is a first connection port 61, the other end of the connection line 70 is provided with a second connection port 62 and a third connection port 63, and the main pressure regulating valve 11 and the main oil pressure pilot solenoid valve 12 are connected to control the pressure of the main pressure regulating valve 11. Thus, in the embodiment shown in fig. 1, oil enters the electric pump 5 and the mechanical pump 4 from the oil sump or tank 1 through the suction filters 2, 3, respectively. The mechanical pump 4 and the electronic pump 5 work according to needs without mutual interference. Check valves 10, 6 are located at the outlets of the mechanical pump 4 and the electronic pump 5, respectively, to prevent oil from flowing back to the mechanical pump 4 and the electronic pump 5. The main oil pressure pilot solenoid valve 12 feeds back its output oil pressure to the main pressure regulating valve 11 upon receiving the signal, and performs pressure control. The accumulator 13 can finely adjust the pressure output by the main oil pressure pilot solenoid valve to ensure the stability of the oil pressure of the feedback oil path. The shock absorbers 7 and 8 and the relief valve 9 are connected in parallel to the connecting line 70, and the shock absorbers 7 and 8 can finely adjust the main oil pressure to reduce the fluctuation of the main oil pressure. The design of two shock absorbers is adopted, and the purpose is to reduce the size of a single shock absorber and simplify the oil circuit arrangement. When the system is in fault and the main oil pressure is overshot and is greater than the designed safety pressure limiting value, the safety valve 9 is opened to protect the hydraulic control module.
The main pressure regulating valve 11 can switch on and off the supply of the lubricating oil. Alternatively, in the embodiment shown in fig. 1, the main pressure regulating valve 11 has three modes of operation for controlling the flow of lubricating oil. The first method comprises the following steps: the main pressure regulating valve 11 is in the right position shown in fig. 1 and has no lubricating effect. And the second method comprises the following steps: the main pressure regulating valve 11 is in the middle position shown in fig. 1, the lubrication oil path is operated, and the oil return path of the main pressure regulating valve 11 is not operated. And the third is that: the main pressure regulating valve 11 is at the left position shown in fig. 1, the lubricating oil and the oil return path work simultaneously, and redundant lubricating oil flows back to the inlet of the mechanical pump 4 through the oil return port of the main pressure regulating valve 1 during lubrication.
In addition, this hydraulic control module oil circuit is simple, and the size is small and exquisite, conveniently carries on, and is lubricated accurate, in-service use, can be applied to 9 fast hydraulic automatic transmission motorcycle types of thoughtlessly moving to indulge and put the motorcycle type and give first place to. Furthermore, the utility model provides a vehicle, this vehicle be provided with above arbitrary hydraulic control module. Thus, the overall quality of the vehicle is effectively improved through the hydraulic control module.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A hydraulic control module, comprising:
the hydraulic control system comprises a main oil pressure control unit, a hydraulic control unit and a hydraulic control unit, wherein the main oil pressure control unit comprises a first connecting oil port (61), a second connecting oil port (62) and a third connecting oil port (63) used for communicating a motor clutch (33);
the hydraulic control system comprises a main pressure regulating valve (11) and a hydraulic torque converter control unit (16), wherein a first connecting oil port (61) is connected with the main pressure regulating valve (11), the main pressure regulating valve (11) is in hydraulic communication with the hydraulic torque converter control unit (16), the hydraulic torque converter control unit (16) is connected with a cooler (21), and an oil outlet port of the cooler (21) is connected with a cooling oil port (60) for communicating an execution mechanism system (26) and the motor clutch (33) in parallel;
the second connecting oil port (62) is used for communicating a locking clutch (64), a parking control system (65) and a gear shifting control system (66) of the hydraulic torque converter control unit (16) in parallel, and the second connecting oil port (62) is communicated with the locking clutch (64) through a first electromagnetic valve (30).
2. The hydraulic control module of claim 1, wherein the torque converter control unit (16) communicates with the cooler (21) through a first orifice (18).
3. The hydraulic control module according to claim 2, characterized in that the hydraulic control module comprises an auxiliary cooling oil path (67), one end of the auxiliary cooling oil path (67) is connected between the first throttle hole (18) and the cooler (21), the other end of the auxiliary cooling oil path (67) is connected to the cooling oil port (60), and a spool valve (20) is arranged on the auxiliary cooling oil path (67).
4. The hydraulic control module according to claim 2, comprising an oil return path (68), wherein one end of the oil return path (68) is connected to the cooling oil port (60), the other end of the oil return path (68) is connected in parallel to an oil inlet of the main oil pressure control unit and an oil return inlet of the main pressure regulating valve (11), the oil return inlet of the main pressure regulating valve (11) is communicated with the oil inlet of the main pressure regulating valve (11), and an oil return control valve (23) is arranged on the oil return path (68).
5. The hydraulic control module according to claim 2, characterized in that a second orifice (24) and a third orifice (25) are connected to the cooling oil port (60) in series and spaced apart, the third orifice (25) being used for communicating with the actuator system (26).
6. The hydraulic control module according to claim 5, further comprising an auxiliary lubrication cooling oil passage (69), one end of the auxiliary lubrication cooling oil passage (69) and the torque converter control unit (16) being connected in parallel to the main pressure regulating valve (11), the other end of the auxiliary lubrication cooling oil passage (69) being connected between the second orifice (24) and the third orifice (25), wherein an on-off valve (15) and a fourth orifice (58) are provided on the auxiliary lubrication cooling oil passage (69).
7. The hydraulic control module of claim 2, wherein the hydraulic control module includes at least one of:
the first method is as follows: a fifth throttle hole (37) is connected to the cooling oil port (60), and the fifth throttle hole (37) is used for communicating the motor clutch (33);
the second method comprises the following steps: the main pressure regulating valve (11) is hydraulically communicated with a torque converter control unit (16) through a torque converter pressure reducing valve (14);
the third method comprises the following steps: the third connecting oil port (63) is connected with a third electromagnetic valve (34), the third electromagnetic valve (34) is used for communicating the motor clutch (33), and the third electromagnetic valve (34) comprises an oil return path which can communicate an oil outlet of the third electromagnetic valve (34) with an oil tank.
8. The hydraulic control module according to claim 1, characterized in that a sixth orifice (29), a second solenoid valve (28) and a seventh orifice (27) are connected to the second connecting oil port (62) in series and spaced, the seventh orifice (27) is used for communicating with the parking control system (65), and the second solenoid valve (28) comprises a return line for communicating the seventh orifice (27) with a tank.
9. The hydraulic control module according to any one of claims 1 to 8, wherein the main oil pressure control unit comprises a connecting line (70), and an electronic pump (5), a mechanical pump (4) and a main oil pressure pilot solenoid valve (12) connected in parallel to the connecting line (70), one end of the connecting line (70) is used as the first connecting oil port (61), the other end of the connecting line (70) is provided with the second connecting oil port (62) and the third connecting oil port (63), and the main pressure regulating valve (11) and the main oil pressure pilot solenoid valve (12) are connected for performing pressure control on the main pressure regulating valve (11).
10. A vehicle, characterized in that the vehicle is provided with a hydraulic control module according to any one of claims 1-9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020221693.8U CN211715702U (en) | 2020-02-27 | 2020-02-27 | Hydraulic control module and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020221693.8U CN211715702U (en) | 2020-02-27 | 2020-02-27 | Hydraulic control module and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211715702U true CN211715702U (en) | 2020-10-20 |
Family
ID=73395607
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020221693.8U Active CN211715702U (en) | 2020-02-27 | 2020-02-27 | Hydraulic control module and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211715702U (en) |
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2020
- 2020-02-27 CN CN202020221693.8U patent/CN211715702U/en active Active
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| Date | Code | Title | Description |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20220114 Address after: 400000 No. 600, Fenglong Avenue, Yongchuan District, Chongqing Patentee after: Honeycomb transmission technology (Chongqing) Co.,Ltd. Address before: 071000 No.75 Dongsheng Road, Lianchi District, Baoding City, Hebei Province Patentee before: Beehive transmission technology Hebei Co.,Ltd. |