WO2018177384A1 - 双离合自动变速箱冷却润滑液压控制系统及车辆 - Google Patents

双离合自动变速箱冷却润滑液压控制系统及车辆 Download PDF

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Publication number
WO2018177384A1
WO2018177384A1 PCT/CN2018/081159 CN2018081159W WO2018177384A1 WO 2018177384 A1 WO2018177384 A1 WO 2018177384A1 CN 2018081159 W CN2018081159 W CN 2018081159W WO 2018177384 A1 WO2018177384 A1 WO 2018177384A1
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WIPO (PCT)
Prior art keywords
control valve
automatic transmission
control system
lubrication
hydraulic control
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PCT/CN2018/081159
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English (en)
French (fr)
Inventor
刘化雪
周林
唐广清
高建成
张巍
Original Assignee
长城汽车股份有限公司
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Filing date
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Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Priority to RU2019134436A priority Critical patent/RU2723052C1/ru
Priority to US16/499,027 priority patent/US11255423B2/en
Priority to EP18774721.7A priority patent/EP3604861B1/en
Priority to AU2018243116A priority patent/AU2018243116B2/en
Publication of WO2018177384A1 publication Critical patent/WO2018177384A1/zh

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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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0413—Controlled cooling or heating of lubricant; Temperature control therefor
    • 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
    • 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
    • F16H57/0402—Cleaning of lubricants, e.g. filters or magnets
    • F16H57/0404—Lubricant filters
    • 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
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0435—Pressure control for supplying lubricant; Circuits or valves therefor
    • 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
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • F16H57/0436—Pumps
    • F16H57/0439—Pumps using multiple pumps with different power sources or a single pump with different power sources, e.g. one and the same pump may selectively be driven by either the engine or an electric motor
    • 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
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0469—Bearings or seals
    • F16H57/0471—Bearing
    • 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
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0473—Friction devices, e.g. clutches or brakes
    • 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
    • F16H57/0467—Elements of gearings to be lubricated, cooled or heated
    • F16H57/0475—Engine and gearing, i.e. joint lubrication or cooling or heating 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
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0493—Gearings with spur or bevel gears
    • F16H57/0494—Gearings with spur or bevel gears with variable gear ratio or for reversing rotary motion
    • 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
    • F16H61/4165—Control of cooling or lubricating
    • 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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/72—Features relating to cooling
    • 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
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/74—Features relating to lubrication

Definitions

  • the invention relates to the technical field of vehicle hydraulic components, in particular to a dual clutch automatic transmission cooling lubrication hydraulic control system.
  • the invention also relates to a vehicle equipped with the dual clutch automatic transmission cooling lubrication hydraulic control system.
  • the dual-clutch automatic transmission makes the overall structure of the transmission body compact and has a large torque transmission capability.
  • the internal double clutch and the shifting gear and the bearing will generate a large amount of heat due to friction and meshing. Therefore, it is necessary to provide a cooling lubricating fluid hydraulic control system to dissipate the heat in time, otherwise it may cause production. Ablation and pitting of hot parts.
  • the hydraulic control system of the cooling lubricating fluid in the existing structure mostly uses a mechanical pump to supply oil, which causes a large displacement of the mechanical pump, resulting in low fuel economy performance.
  • the working mode of mechanical pumping alone is not suitable for the hybrid gearbox structure, resulting in higher research and development costs and lower competitiveness.
  • the cooling control structure of the cooling lubricating fluid hydraulic control system in the prior structure has poor variability, cannot be adjusted according to the operating temperature of the transmission, and has poor practicability.
  • the present invention aims to propose a dual clutch automatic transmission cooling lubrication hydraulic control system, which can be used for cooling and lubrication of a dual clutch automatic transmission, and has good practicability.
  • a dual clutch automatic transmission cooling lubrication hydraulic control system includes:
  • a clutch lubrication control valve wherein an outlet end of the clutch lubrication control valve is connected to a clutch lubrication oil passage;
  • gear lubrication control valve an inlet end of the gear lubrication control valve is connected to the first common end of the clutch lubrication control valve, and an outlet end of the gear lubrication control valve is connected to the gear and the bearing lubricating oil road;
  • a mechanical pump the inlet end is connected to the oil tank, and the first control valve is connected at the outlet end of the mechanical pump;
  • An electronic pump the inlet end is connected to the oil tank, and the second control valve is connected to the outlet end of the electronic pump, and the outlet end of the second control valve is connected to the second common end of the outlet end of the first control valve;
  • a cooler connected in series between the first common end and the second common end.
  • the cold source conduit of the cooler is in loop connection with the engine cooling system.
  • an electronic water pump is connected in series to the cold source pipeline of the cooler.
  • a filter with a bypass valve is connected in series at the outlet end of the cooler.
  • a bypass valve that operates in response to a pressure difference across the cooler is connected in parallel at both ends of the cooler.
  • a return oil pipe communicating with an inlet end of the mechanical pump is connected to an outlet end of the first control valve.
  • a pressure limiting valve that is responsive to a pressure threshold of the first common end is coupled to the first common end, and an outlet end of the pressure limiting valve is coupled to an inlet end of the mechanical pump.
  • an adsorption filter is connected to both the mechanical pump and the inlet end of the electronic pump.
  • clutch lubrication control valve and the gear lubrication control valve are proportional flow control valves.
  • the present invention has the following advantages:
  • the dual clutch automatic transmission cooling lubrication hydraulic control system of the invention provides a first control valve and a second control valve on the mechanical pump and the electronic pump by setting the mechanical pump and the electronic pump in parallel, thereby being Different working modes are required, which reduces the defects such as large displacement of the mechanical pump when working alone.
  • a clutch lubrication control valve and a gear lubrication control valve it is also convenient to control the amount of oil flowing through the clutch and the gears and bearings to ensure the rational use of the oil, and has good practicability.
  • Another object of the present invention is to provide a vehicle on which is mounted a dual clutch automatic transmission, and the vehicle is further provided with the dual clutch automatic transmission cooling lubrication hydraulic control system described above.
  • the vehicle and the dual clutch automatic transmission cooling lubrication hydraulic control system of the present invention have the same beneficial effects as those of the prior art, and are not described herein again.
  • FIG. 1 is a schematic structural view of a dual clutch automatic transmission cooling lubrication hydraulic control system according to Embodiment 1 of the present invention
  • FIG. 2 is an oil circuit diagram of the mechanical pump of the dual clutch automatic transmission cooling lubrication hydraulic control system according to the first embodiment of the present invention
  • FIG. 3 is an oil circuit diagram of a mechanical pump and an electronic pump of a dual clutch automatic transmission cooling lubrication hydraulic control system according to the first embodiment of the present invention
  • FIG. 4 is an oil circuit diagram of the electronic pump of the dual clutch automatic transmission cooling lubrication hydraulic control system according to the first embodiment of the present invention
  • the embodiment relates to a dual clutch automatic transmission cooling lubrication hydraulic control system including a clutch lubrication control valve connecting the clutch lubricating oil passage at the outlet end, a gear lubrication control valve connecting the gear end and the bearing lubricating oil passage at the outlet end, and the gear lubrication control valve
  • the inlet end is connected to the first common end of the clutch lubrication control valve, and further includes a mechanical pump and an electronic pump respectively connected to the oil tank at the inlet end, and a first control valve connected at the outlet end of the mechanical pump at the outlet of the electronic pump
  • a second control valve is connected to the end, and an outlet end of the second control valve is connected to the second common end of the first control valve.
  • a cooler is also arranged in series between the first common end and the second common end.
  • the dual clutch automatic transmission cooling lubrication hydraulic control system is provided by connecting the mechanical pump and the electronic pump in parallel, and respectively setting the first control valve and the second control valve on the mechanical pump and the electronic pump, so that the mechanical device can be adopted according to actual needs.
  • the pump works alone, the electronic pump works alone, and the mechanical pump and the electronic pump work simultaneously, which can reduce the large displacement of the mechanical pump when working alone, and can easily control the amount of oil flowing through the clutch and the gears and bearings. And has a good practicality.
  • FIG. 1 an exemplary structure of the dual clutch automatic transmission cooling lubrication hydraulic control system of the present embodiment is shown in FIG. 1 , wherein the mechanical pump 1 is connected in series to the first connecting line 2 in the mechanical pump 1
  • An adsorption filter 3 is connected in series at the inlet end, and a check valve 4 is provided at the outlet end of the mechanical pump 1, wherein the adsorption filter 3 forms a primary filtration for the oil, and the check valve 4 prevents the oil from flowing back.
  • the first control valve 5 is disposed at the outlet end of the first connecting line 2, the first control valve 5 is a pressure control valve controlled by the pilot type solenoid valve 6, and the first control valve 5 can be
  • the amount of oil in a connecting line 2 is subjected to a pressure regulating process, and a part of the oil flows to the second connecting line 7, which is connected in parallel with the fourth connecting line 14 described below to form the aforementioned second
  • the common end 8 and the other part of the oil are returned to the inlet end of the mechanical pump 1 via the return line 9.
  • the accumulator 10 is provided at the outlet of the pilot solenoid valve 6, and the accumulator 10 can absorb the hydraulic shock pressure in the circuit to make the control of the first control valve 5 smoother.
  • the electronic pump 11 communicates with the oil tank via the third connecting line 12, and similarly, the third connecting line 12 is also provided with the adsorption filter 3 and the check valve 4, and the second control valve 13 is It is disposed at the outlet end of the third connecting pipe 12.
  • the second control valve 13 is an electromagnetic reversing valve, one of the outlet ends of the second control valve 13 is connected in series with the inlet end of the pilot solenoid valve 6, and the other outlet end of the second control valve 13 is connected.
  • There is a fourth connecting line 14 which is connected in parallel with the second connecting line 7 described above to the second common end 8.
  • the third connecting line 12 is electrically connected to the pilot type solenoid valve 6 (since the check valve is provided on the third connecting line 12, the oil can be ensured not
  • the second control valve 13 performs a reversing action to make the third connecting line 12 and the second common end 8 conductive to perform oil output.
  • the clutch lubrication control valve 15 and the gear lubrication control valve 16 each employ a proportional flow regulating valve, so that the accuracy of the lubrication control can be improved.
  • the clutch lubrication control valve 15 and the gear lubrication control valve 16 in this embodiment are respectively connected in series to the fifth connecting line 17 and the sixth connecting line 18, and the fifth connecting line 17 and the sixth.
  • the connecting pipes 18 are connected in parallel to form the aforementioned first common end 19, and the first common end 19 is in communication with the second common end 8 via the seventh connecting line 20, and the aforementioned cooler 21 is connected in series to the seventh connecting pipe.
  • the cold source line 22 of the cooler 21 in this embodiment is connected in a loop with the engine cooling system 23, and at the same time, in order to ensure the cooling efficiency, the cold source line 22 of the cooler 21 is also An electronic water pump 24 is connected in series, and the electronic water pump 24 can also be provided to facilitate precise control of the flow rate of the coolant in the cold source line 22.
  • a filter is further connected in series to the seventh connecting conduit 20 downstream of the cooler 21 to form a pair. Secondary filtration of oil.
  • the filter on the seventh connecting line 20 is referred to as a first filter 25, and in order to prevent the conduction of the seventh connecting line 20 from being affected by the clogging of the first filter 25, in the first filter
  • a bypass valve is also connected in parallel at both ends of the 25, the bypass valve may be specifically referred to as a first bypass valve 26, and the first bypass valve 26 is a one-way valve, thereby preventing oil backflow.
  • an eighth connecting line 27 disposed in parallel with the seventh connecting line 20 is connected between the first common end 8 and the second common end 19, and in the eighth connecting line.
  • a bypass valve corresponding to the arrangement of the cooler 21 is provided on the 27, and a bypass valve on the eighth connecting line 27 is referred to as a second bypass valve 28 in order to be distinguished from the first bypass valve 26 described above.
  • the second bypass valve 28 is a pressure control valve, and specifically, it can act in response to the pressure difference across the cooler 21 to ensure that the oil can pass through the second side when the flow capacity of the cooler 21 is insufficient.
  • the valve 28 enters the clutch lubrication control valve 15 and the gear lubrication control valve 16 to ensure that the lubrication and cooling of the clutch and the gear are not affected.
  • a pressure limiting valve 29 that operates in response to a pressure threshold of the first common end 19 is also coupled to the first common end 19, and an outlet end of the pressure limiting valve 29 is coupled to the inlet end of the mechanical pump 1.
  • the two ends of the limiting valve 29 are respectively connected to the fifth connecting line 17 and the oil return pipe 9, and the pressure control end thereof is connected to the fifth connecting line 17.
  • the dual clutch automatic transmission cooling lubrication hydraulic control system is used as follows:
  • the oil is sucked by the mechanical pump 1 and then distributed by the first control valve 5, and a part of the oil is directly returned to the inlet end of the mechanical pump 1 via the return pipe 9, and the other part is returned.
  • the oil is electrically connected to the clutch lubrication control valve 15 and the gear lubrication control valve 16 via the second connecting line 7 and the seventh connecting line 20 in sequence, and the oil is distributed through the clutch lubrication control valve 15 and the gear lubrication control valve 16 They enter the clutch lubricating oil passage and the gear and bearing lubricating oil passages respectively, and the excess oil returns to the inlet end of the mechanical pump 1 via the pressure limiting valve 29.
  • the second bypass valve 28 is opened to allow the oil to be electrically connected to the clutch lubrication control valve 15 and the gear lubrication control valve 16 via the eighth connecting line 27.
  • the electronic pump 11 is activated, and the second control valve 13 performs a reverse switching operation to make the third The connecting line 12 and the fourth connecting line 14 are electrically connected, and the oil sucked by the electronic pump 11 passes through the third connecting line 12 and the fourth connecting line 14 and the seventh connecting line 20 and the clutch lubrication control valve 15 and The gear lubrication control valve 16 is turned on.
  • the dual clutch is disengaged or fully engaged, the cooling oil is less demanded, and excess cooling oil is returned to the inlet end of the mechanical pump 1 through the pressure limiting valve 29.
  • the cooling and lubricating function can also be performed by the electronic pump 11 alone, and the working process can be as shown in FIG. 4, and the specific oil path can be referred to the description of FIG. This will not be repeated here.
  • the embodiment relates to a vehicle on which a dual clutch automatic transmission is mounted, and a dual clutch automatic transmission cooling lubrication hydraulic control system according to the first embodiment is further provided on the vehicle.
  • the vehicle can simultaneously have various working modes, thereby reducing the working pressure of the mechanical pump, reducing the displacement of the mechanical pump, and improving fuel economy.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)

Abstract

一种双离合自动变速箱冷却润滑液压控制系统及车辆。所述双离合自动变速箱冷却润滑液压控制系统包括出口端连接离合器润滑油路的离合器润滑控制阀（15），出口端连接齿轮及轴承润滑油路的齿轮润滑控制阀（16），且齿轮润滑控制阀（16）的入口端与离合器润滑控制阀（15）的入口端并联于第一公共端（19），还包括入口端分别连接油箱的机械泵（1）和电子泵（11），在机械泵（1）的出口端和电子泵（11）的出口端并联于第二公共端（8），在第一公共端（19）和第二公共端（8）之间设置有冷却器（21）。所述的双离合自动变速箱冷却润滑液压控制系统，具有多种工作模式，减少了机械泵单独工作时排量较大等缺陷。

Description

双离合自动变速箱冷却润滑液压控制系统及车辆 技术领域
本发明涉及车辆液压零部件技术领域，特别涉及一种双离合自动变速箱冷却润滑液压控制系统。本发明还涉及一种装设有该双离合自动变速箱冷却润滑液压控制系统的车辆。
背景技术
现有车辆内大多开始应用双离合自动变速器，采用双离合自动变速器可使得变速箱体整体结构较为紧凑，并具有较大的扭矩传递能力。但双离合自动变速器在使用时，其内部的双离合器以及换挡齿轮和轴承会因为摩擦和啮合产生大量的热量，因此需要设置冷却润滑液液压控制系统将热量及时的散发出去，否则易导致产热部件出现烧蚀和点蚀的现象。
现有结构中的冷却润滑液液压控制系统大多单独的采用机械泵供油，造成机械泵排量较大，造成燃油经济性能较低。同时，单独采用机械泵供油的工作模式不适用于混合动力的变速箱结构，造成研发成本较高，降低竞争力。此外，现有结构中的冷却润滑液液压控制系统的冷却控制结构可变性较差，不能根据变速箱器工作温度进行调整，实用性较差。
发明内容
有鉴于此，本发明旨在提出一种双离合自动变速箱冷却润滑液压控制系统，以能够用于双离合自动变速器的冷却和润滑，并具有较好的实用性。
为达到上述目的，本发明的技术方案是这样实现的：
一种双离合自动变速箱冷却润滑液压控制系统包括：
离合器润滑控制阀，所述离合器润滑控制阀的出口端连接离合器润滑 油路；
齿轮润滑控制阀，所述齿轮润滑控制阀的入口端与所述离合器润滑控制阀的入口端并联于第一公共端，所述齿轮润滑控制阀的出口端连接齿轮及轴承润滑油路；
机械泵，入口端连接油箱，在所述机械泵的出口端连接有第一控制阀；
电子泵，入口端连接油箱，在所述电子泵的出口端连接有第二控制阀，所述第二控制阀的出口端与所述第一控制阀的出口端并联于第二公共端；
冷却器，串接于所述第一公共端和所述第二公共端之间。
进一步的，所述冷却器的冷源管路与发动机冷却系统成回路连接。
进一步的，在所述冷却器的冷源管路上串接有电子水泵。
进一步的，在所述冷却器的出口端串接有带旁通阀的过滤器。
进一步的，在所述冷却器的两端并联有响应于所述冷却器两端的压力差而动作的旁通阀。
进一步的，在所述第一控制阀的出口端连接有与所述机械泵的入口端相连通的回油管。
进一步的，在所述第一公共端连接有响应于所述第一公共端的压力阈值而动作的限压阀，所述限压阀的出口端连接于所述机械泵的入口端。
进一步的，在所述机械泵和所述电子泵的入口端均连接有吸附式过滤器。
进一步的，所述离合器润滑控制阀和所述齿轮润滑控制阀均为比例流量控制阀。
相对于现有技术，本发明具有以下优势：
本发明所述的双离合自动变速箱冷却润滑液压控制系统，通过将机械泵和电子泵并联设置，并分别在机械泵和电子泵上设置第一控制阀和第二控制阀，从而可根据实际需要采用不同的工作模式，减少了机械泵单独工作时排量较大等缺陷。而且通过设置离合器润滑控制阀和齿轮润滑控制阀， 也可便于对流经离合器以及齿轮和轴承的油液量进行控制，保证油液的合理利用，而有着较好的实用性。
本发明的另一目的在于提出一种车辆，在所述车辆上装载有双离合自动变速箱，所述车辆上还设置有上所述的双离合自动变速箱冷却润滑液压控制系统。
本发明的车辆和双离合自动变速箱冷却润滑液压控制系统相对于现有技术所具有的有益效果相同，在此不再赘述。
附图说明
构成本发明的一部分的附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1为本发明实施例一所述的双离合自动变速箱冷却润滑液压控制系统的结构示意图；
图2为本发明实施例一所述的双离合自动变速箱冷却润滑液压控制系统的机械泵单独工作时的油路图；
图3为本发明实施例一所述的双离合自动变速箱冷却润滑液压控制系统机械泵和电子泵共同工作时油路图；
图4为本发明实施例一所述的双离合自动变速箱冷却润滑液压控制系统的电子泵单独工作时的油路图；
附图标记说明：
1-机械泵，2-第一连接管路，3-吸附式过滤器，4-单向阀，5-第一控制阀，6-先导式电磁阀，7-第二连接管路，8-第二公共端，9-回油管，10-蓄能器，11-电子泵，12-第三连接管路，13-第二控制阀，14-第四连接管路，15-离合器润滑控制阀，16-齿轮润滑控制阀，17-第五连接管路，18-第六连接管路，19-第一公共端，20-第七连接管路，21-冷却器，22-冷源管路，23- 发动机冷却系统，24-电子水泵，25-第一过滤器，26-第一旁通阀，27-第八连接管路，28-第二旁通阀，29-限压阀。
具体实施方式
需要说明的是，在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。
下面将参考附图并结合实施例来详细说明本发明。
实施例一
本实施例涉及一种双离合自动变速箱冷却润滑液压控制系统包括出口端连接离合器润滑油路的离合器润滑控制阀，出口端连接齿轮及轴承润滑油路的齿轮润滑控制阀，且齿轮润滑控制阀的入口端与离合器润滑控制阀的入口端并联于第一公共端，还包括入口端分别连接油箱的机械泵和电子泵，在机械泵的出口端连接有第一控制阀，在电子泵的出口端连接有第二控制阀，且第二控制阀的出口端与第一控制阀的出口端并联于第二公共端。在第一公共端和第二公共端之间也串接设置有冷却器。
本双离合自动变速箱冷却润滑液压控制系统，通过将机械泵和电子泵并联设置，并分别在机械泵和电子泵上设置第一控制阀和第二控制阀，从而可根据实际需要以采用机械泵单独工作、电子泵单独工作以及机械泵和电子泵同时工作的模式，可减少机械泵单独工作时排量较大的缺陷，并可便于对流经离合器以及齿轮和轴承的油液量进行控制，而有着较好的实用性。
基于如上设计思想，本实施例的双离合自动变速箱冷却润滑液压控制系统一种示例性结构如图1所示，其中，机械泵1串联于第一连接管路2上，在机械泵1的入口端串联有吸附式过滤器3，而在机械泵1的出口端设置有单向阀4，其中吸附式过滤器3可对油液形成初级过滤，而单向阀4可防止油液回流。本实施例中第一控制阀5设于第一连接管路2的出口端， 该第一控制阀5为由先导式电磁阀6控制动作的压力控制阀，且第一控制阀5可对第一连接管路2的油液量进行调压处理，一部分油液流向第二连接管路7，该第二连接管路7即与下文所述的第四连接管路14并联形成前述的第二公共端8，而另一部分油液则经由回油管9返回机械泵1的入口端。
本实施例中先导式电磁阀6与第一控制阀5的连接方式可参考现有技术，在此不再赘述。此外，本实施例中在先导式电磁阀6的出口连接设置有蓄能器10，通过设置蓄能器10可吸收回路中的液压冲击压力，以对第一控制阀5的控制更加平稳。
本实施例中电子泵11经由第三连接管路12与油箱连通，且同样的，在第三连接管路12上也设置有吸附式过滤器3和单向阀4，第二控制阀13即设于第三连接管路12出口端。本实施例中第二控制阀13为电磁换向阀，该第二控制阀13的其中一个出口端与先导式电磁阀6的进口端串联，而第二控制阀13的另一出口端则连接有第四连接管路14，第四连接管路14即与上述的第二连接管路7并联于第二公共端8。上述连接结构中，当电子泵11断电时，第三连接管路12与先导式电磁阀6导通(由于在第三连接管路12上设置有单向阀，因此可保证油液不会倒流)，而当电子泵11工作时，第二控制阀13执行换向动作，可使得第三连接管路12与第二公共端8导通，以进行油液的输出。
本实施例中离合器润滑控制阀15和齿轮润滑控制阀16均采用比例流量调节阀，从而可以提高润滑控制的精确性。而如图1所示，本实施例中离合器润滑控制阀15和齿轮润滑控制阀16分别串联于第五连接管路17和第六连接管路18上，且第五连接管路17和第六连接管路18相并联而形成前述的第一公共端19，该第一公共端19则经由第七连接管路20与第二公共端8连通，前述的冷却器21则串联于第七连接管路20上。为了保证冷却器21的冷却效果，本实施例中冷却器21的冷源管路22与发动机冷却系统23成回路连接，同时，为了保证冷却效率，在冷却器21的冷源管路22 上也串接有电子水泵24，通过设置电子水泵24也可便于对冷源管路22内的冷却液流量进行精确控制。
为了减少杂质进入到离合器润滑油路和齿轮及轴承润滑油路内，如图1所示，本实施例中在冷却器21下游的第七连接管路20上还串联有过滤器，以形成对油液的二次过滤。为便于描述，第七连接管路20上的过滤器称之为第一过滤器25，而为了防止因第一过滤器25堵塞而影响第七连接管路20的导通，在第一过滤器25的两端也并联有旁通阀，该旁通阀具体可称之为第一旁通阀26，且第一旁通阀26采用单向阀，从而可以防止油液回流。
如图1所示，本实施例中在第一公共端8和第二公共端19之间连接有与第七连接管路20并联设置的第八连接管路27，并在第八连接管路27上设置有对应于冷却器21布置的旁通阀，为区别于上述的第一旁通阀26，第八连接管路27上的旁通阀称之为第二旁通阀28。本实施例中第二旁通阀28为压力控制阀，具体上其可响应于冷却器21两端的压力差而动作，以可保证当冷却器21通流能力不足时油液可经由第二旁通阀28进入离合器润滑控制阀15和齿轮润滑控制阀16，以保证不会对离合器和齿轮的润滑冷却造成影响。
本实施例中在第一公共端19还连接有响应于第一公共端19的压力阈值而动作的限压阀29，且限压阀29的出口端连接于机械泵1的入口端。如图1所示，限位阀29的两端分别与第五连接管路17和回油管9连通，且其压力控制端连接于第五连接管路17上。通过设置限压阀29，一方面可当离合器和齿轮完全啮合或分离时供多余的油液经由限压阀29返回，另一方面也可对润滑油路形成保护，防止润滑油路因压力过高而损坏。本实施例中限压阀29的压力阈值可根据需要进行设定，以能够适应不同车型的使用需要。
本双离合自动变速箱冷却润滑液压控制系统在使用过程如下：
如图2所示，当机械泵单独工作时，油液被机械泵1吸入后经由第一 控制阀5进行调压分配，一部分油液直接经由回油管9返回机械泵1的入口端，另一部分油液则依次经由第二连接管路7以及第七连接管路20而与离合器润滑控制阀15和齿轮润滑控制阀16导通，油液经由离合器润滑控制阀15和齿轮润滑控制阀16分配后分别进入到离合器润滑油路和齿轮及轴承润滑油路内，且多余的油液经由限压阀29返回机械泵1的入口端。
在上述过程中，当冷却器21的通流能力不足时，第二旁通阀28打开以使得油液可经由第八连接管路27与离合器润滑控制阀15和齿轮润滑控制阀16导通。本实施例中当机械泵1的输出流量无法满足离合器大摩擦工况下的冷却要求时，如图3所示，电子泵11启动，且第二控制阀13执行换向切换动作以使得第三连接管路12与第四连接管路14导通，被电子泵11吸入的油液经由第三连接管路12与第四连接管路14以及第七连接管路20与离合器润滑控制阀15和齿轮润滑控制阀16导通。当双离合器分离或完全啮合后，冷却油液需求量较少，多余的冷却油液通过限压阀29返回机械泵1的入口端。
此外，本实施例中在混合动力控制系统中也可仅由电子泵11单独工作而执行冷却润滑功能，其工作过程可如图4所示，且具体油路可参见对图3的描述，在此不再赘述。
实施例二
本实施例涉及一种车辆，在所述车辆上装载有双离合自动变速箱，在车辆上还设置有实施例一所述的双离合自动变速箱冷却润滑液压控制系统。本车辆通过采用实施例一所述的双离合自动变速箱冷却润滑液压控制系统，可同时具有多种工作模式，从而可降低机械泵的工作压力，减少机械泵的排量，提高燃油经济性。
以上所述仅为本发明的较佳实施例而已，并不用以限制本发明，凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (10)

  1. 一种双离合自动变速箱冷却润滑液压控制系统，其特征在于包括：
    离合器润滑控制阀(15)，所述离合器润滑控制阀(15)的出口端连接离合器润滑油路；
    齿轮润滑控制阀(16)，所述齿轮润滑控制阀(16)的入口端与所述离合器润滑控制阀(15)的入口端并联于第一公共端(19)，所述齿轮润滑控制阀(16)的出口端连接齿轮及轴承润滑油路；
    机械泵(1)，入口端连接油箱，在所述机械泵(1)的出口端连接有第一控制阀(5)；
    电子泵(11)，入口端连接油箱，在所述电子泵(11)的出口端连接有第二控制阀(13)，所述第二控制阀(13)的出口端与所述第一控制阀(5)的出口端并联于第二公共端(8)；
    冷却器(21)，串接于所述第一公共端(19)和所述第二公共端之间(8)。
  2. 根据权利要求1所述的双离合自动变速箱冷却润滑液压控制系统，其特征在于：所述冷却器(21)的冷源管路与发动机冷却系统成回路连接。
  3. 根据权利要求2所述的双离合自动变速箱冷却润滑液压控制系统，其特征在于：在所冷却器(21)的冷源管路上串接有电子水泵(24)。
  4. 根据权利要求2所述的双离合自动变速箱冷却润滑液压控制系统，其特征在于：在所述冷却器(21)的出口端串接有带旁通阀的过滤器。
  5. 根据权利要求1所述的双离合自动变速箱冷却润滑液压控制系统，其特征在于：在所述冷却器(21)的两端并联有响应于所述冷却器(21)两端的压力差而动作的旁通阀。
  6. 根据权利要求1所述的双离合自动变速箱冷却润滑液压控制系统，其特征在于：在所述第一控制阀(5)的出口端连接有与所述机械泵(1)的入口端相连通的回油管(9)。
  7. 根据权利要求1所述的双离合自动变速箱冷却润滑液压控制系统， 其特征在于：在所述第一公共端(19)连接有响应于所述第一公共端(19)的压力阈值而动作的限压阀(29)，所述限压阀(29)的出口端连接于所述机械泵(1)的入口端。
  8. 根据权利要求1所述的双离合自动变速箱冷却润滑液压控制系统，其特征在于：在所述机械泵(1)和所述电子泵(11)的入口端均连接有吸附式过滤器(3)。
  9. 根据权利要求1至8中任一项所述的双离合自动变速箱冷却润滑液压控制系统，其特征在于：所述离合器润滑控制阀(15)和所述齿轮润滑控制阀(16)均为比例流量控制阀。
  10. 一种车辆，在所述车辆上装载有双离合自动变速箱，其特征在于：所述车辆上还设置有如权利要求1至9中任一项所述的双离合自动变速箱冷却润滑液压控制系统。
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