WO2022241586A1 - 一种液压控制阀、液压控制系统及变速器 - Google Patents

一种液压控制阀、液压控制系统及变速器 Download PDF

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Publication number
WO2022241586A1
WO2022241586A1 PCT/CN2021/093988 CN2021093988W WO2022241586A1 WO 2022241586 A1 WO2022241586 A1 WO 2022241586A1 CN 2021093988 W CN2021093988 W CN 2021093988W WO 2022241586 A1 WO2022241586 A1 WO 2022241586A1
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WO
WIPO (PCT)
Prior art keywords
oil supply
valve
supply port
port
oil
Prior art date
Application number
PCT/CN2021/093988
Other languages
English (en)
French (fr)
Inventor
邱志凌
赵文江
傅灵玲
谭艳军
林霄喆
王瑞平
肖逸阁
Original Assignee
浙江吉利控股集团有限公司
宁波吉利罗佑发动机零部件有限公司
浙江吉利动力总成有限公司
宁波上中下自动变速器有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 浙江吉利控股集团有限公司, 宁波吉利罗佑发动机零部件有限公司, 浙江吉利动力总成有限公司, 宁波上中下自动变速器有限公司 filed Critical 浙江吉利控股集团有限公司
Priority to JP2023552042A priority Critical patent/JP2024507586A/ja
Priority to PCT/CN2021/093988 priority patent/WO2022241586A1/zh
Priority to CN202180072444.4A priority patent/CN116472420A/zh
Priority to EP21940045.4A priority patent/EP4279779A4/en
Publication of WO2022241586A1 publication Critical patent/WO2022241586A1/zh
Priority to US18/340,858 priority patent/US20230349399A1/en

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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
    • F15B13/00—Details of servomotor systems ; Valves for servomotor systems
    • F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
    • 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
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K17/00—Safety valves; Equalising valves, e.g. pressure relief valves
    • F16K17/02—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side
    • F16K17/04—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded
    • F16K17/0446—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded with an obturating member having at least a component of their opening and closing motion not perpendicular to the closing faces
    • F16K17/046—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded with an obturating member having at least a component of their opening and closing motion not perpendicular to the closing faces the valve being of the gate valve type or the sliding valve type
    • 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
    • F16H61/0267—Layout of hydraulic control circuits, e.g. arrangement of valves
    • 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
    • F16H61/0276—Elements specially adapted for hydraulic control units, e.g. valves
    • 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • 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
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K17/00—Safety valves; Equalising valves, e.g. pressure relief valves
    • F16K17/02—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side
    • F16K17/04—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded
    • F16K17/0466—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded with a special seating surface
    • 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
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K17/00—Safety valves; Equalising valves, e.g. pressure relief valves
    • F16K17/02—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side
    • F16K17/04—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded
    • F16K17/06—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded with special arrangements for adjusting the opening pressure
    • F16K17/065—Safety valves; Equalising valves, e.g. pressure relief valves opening on surplus pressure on one side; closing on insufficient pressure on one side spring-loaded with special arrangements for adjusting the opening pressure with differential piston
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D16/00—Control of fluid pressure
    • G05D16/04—Control of fluid pressure without auxiliary power
    • G05D16/10—Control of fluid pressure without auxiliary power the sensing element being a piston or plunger
    • G05D16/101—Control of fluid pressure without auxiliary power the sensing element being a piston or plunger the controller being arranged as a multiple-way valve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/40—Actuators for moving a controlled member
    • B60Y2400/406—Hydraulic actuators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/424—Friction clutches
    • 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
    • F16H1/00—Toothed gearings for conveying rotary motion
    • F16H1/28—Toothed gearings for conveying rotary motion with gears having orbital 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
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1252—Fail safe valves
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears

Definitions

  • the invention relates to the technical field of vehicles, in particular to a hydraulic control valve, a hydraulic control system and a transmission.
  • a pressure sensor and a series solenoid valve are generally installed in the clutch control oil circuit. Once it detects that the two oil circuits have high pressure at the same time, the transmission controller will remove one or two oil circuits through the solenoid valve. pressure to avoid simultaneous engagement of both clutches.
  • the present invention aims to solve at least one of the technical problems existing in the prior art. For this reason, the first aspect of the present invention proposes a hydraulic control valve, including a valve body, a sliding valve core and a pressing mechanism;
  • the valve body is provided with a valve hole and a first oil supply port, a second oil supply port and an oil discharge port respectively communicated with the valve hole;
  • the sliding valve core and the pressing mechanism are accommodated in the In the valve hole, the small end of the sliding valve core is close to one end of the valve hole, and the large end of the sliding valve core is in contact with the pressing mechanism, and the pressing mechanism is arranged at the other end of the valve hole. ;
  • the sliding spool can press against the The mechanism moves so that the first oil supply port communicates with the oil discharge port through the valve hole; the hydraulic control valve has a first working state and a second working state;
  • the sum of the oil supply pressures received by the sliding valve core from the first oil supply port and the second oil supply port is not greater than the pressing force from the pressing mechanism,
  • the first oil supply port, the second oil supply port and the oil discharge port are not connected to each other;
  • the sum of the oil supply pressures received by the sliding valve core from the first oil supply port and the second oil supply port is greater than the pressing force from the pressing mechanism, so The sliding spool moves toward the pressing mechanism so that the first oil supply port communicates with the oil discharge port through the valve hole.
  • valve body further includes a valve port, the valve port is arranged on the valve hole between the first oil supply port and the oil discharge port;
  • the sliding spool further includes a sealing portion, which is used to close or open the valve port driven by the sliding spool to change the communication state between the first oil supply port and the oil discharge port , the shape of the sealing part is adapted to the shape of the valve port.
  • the shape of the sealing portion is a truncated cone, the small end of the truncated cone is close to the small end of the sliding valve core, and the large end of the truncated cone is close to the large end of the sliding valve core.
  • valve body is also provided with a third oil supply port communicating with the valve hole;
  • the third oil supply port communicates with the first oil supply port, and the first oil supply port does not communicate with the oil discharge port;
  • the first oil supply port communicates with the oil discharge port, and the third oil supply port is blocked by the sliding valve core.
  • the sliding spool also includes a first pressure sensing end and a second pressure sensing end;
  • the first pressure sensing end is used to sense the oil supply pressure from the first oil supply port, and the first pressure sensing end is specifically between the small end of the sliding spool and the large end of the sliding spool the annular surface between;
  • the second pressure sensing end is used to sense the oil supply pressure from the second oil supply port, and the second pressure sensing end is specifically the small end surface of the sliding valve core.
  • the sliding valve core is also provided with a damping hole; the damping hole is used to guide the oil supply pressure from the first oil supply port to the first pressure sensing end, and the damping hole is connected with the The valve hole is connected.
  • the pressing mechanism includes a spring and a spring seat; one end of the spring abuts against the large end of the sliding valve core, the other end of the spring is connected to the spring seat, and the spring seat is arranged on the other end of the valve hole.
  • the pressing mechanism also includes a spring sleeve; the spring sleeve is arranged coaxially with the sliding valve core, the spring sleeve is sleeved on the sliding valve core, and one end of the spring is connected to the spring sleeve connected, the spring sleeve can at least partially enclose the spring.
  • the second aspect of the present invention proposes a hydraulic control system, including a first oil cylinder, a second oil cylinder, a first proportional valve, a second proportional valve, and the hydraulic control valve described in the first aspect of the present invention;
  • the outlet of the first proportional valve communicates with the first oil cylinder and the first oil supply port respectively, and the outlet of the second proportional valve communicates with the second oil cylinder and the second oil supply port respectively.
  • the hydraulic control valve further includes a third oil supply port, and the third oil supply port communicates with the outlet of the first proportional valve.
  • the third aspect of the present invention provides a transmission with the hydraulic control system described in the second aspect of the present invention.
  • a hydraulic control valve, a hydraulic control system, and a transmission provided in an embodiment of the present invention can simultaneously sense the hydraulic pressures of two oil supply circuits; when the sum of the hydraulic pressures from the two oil supply circuits is greater than the set value , the hydraulic control valve will automatically connect one of the oil supply circuits with the oil discharge port, and relieve one of the pressures, thereby preventing the transmission from locking itself.
  • the hydraulic control valve is reliable in design, fast in response, simple in structure, small in space, and does not need to install pressure sensors and series solenoid valves. It is easy to manufacture and low in cost. question.
  • Fig. 1(a) is a structural diagram of a parallel anti-self-locking hydraulic control valve provided in an embodiment of the present invention in the first working state;
  • Fig. 1(b) is a structural diagram of a parallel anti-self-locking hydraulic control valve provided in an embodiment of the present invention in a second working state;
  • Fig. 2 is the pressure change curve of coupling and disengagement clutch oil cylinder when the transmission provided by the embodiment of the present invention is shifting normally;
  • Fig. 3 is the pressure change curve of the two clutch oil cylinders when the gear shift failure provided by the embodiment of the present invention
  • Fig. 4 (a) is the schematic diagram of the serial anti-self-locking hydraulic control valve provided by another embodiment of the present invention.
  • Fig. 4 (b) is a structural diagram when the hydraulic control valve in Fig. 4 (a) works normally;
  • Fig. 4(c) is a structural diagram of the hydraulic control valve in Fig. 4(a) when the control system fails;
  • Fig. 5 is a schematic diagram of an anti-self-locking hydraulic control system provided by an embodiment of the present invention.
  • Fig. 6 is a schematic diagram of a two-speed transmission provided by an embodiment of the present invention.
  • Fig. 7 is a schematic diagram of a dual-clutch multi-speed transmission provided by another embodiment of the present invention.
  • 1-hydraulic control valve 11-valve body, 111-valve hole, 112-first oil supply port, 113-second oil supply port, 114-oil discharge port, 115-valve port, 116-third supply port Oil port, 12-sliding spool, 121-sealing part, 122-first pressure sensing end, 123-second pressure sensing end, 124-damping hole, 131-spring, 132-spring seat, 133-spring sleeve;
  • An embodiment of the present invention provides an anti-self-locking hydraulic control valve, which can simultaneously sense the hydraulic pressure of two hydraulic control oil circuits communicating with a brake or a clutch.
  • the resultant force of the hydraulic pressure of these two oil circuits acting on the hydraulic control valve is less than the set value, the pressure oil of these two oil circuits can pass through smoothly, so that the brake or clutch can be normally combined and operated.
  • the hydraulic control valve bypasses the pressure oil of one of the brakes or clutches through the oil discharge port 114 to prevent the brake pressure from rising further. High, to prevent the two brakes from being locked due to simultaneous combination of control failures.
  • Fig. 1(a) is a structural diagram of the parallel anti-self-locking hydraulic control valve provided by an embodiment of the present invention in the first working state, showing the position of the sliding spool 12 when the transmission is in normal operation.
  • Fig. 1(b) is a structural diagram of the parallel anti-self-locking hydraulic control valve provided by an embodiment of the present invention in the second working state, showing that the sliding spool 12 of the anti-self-locking hydraulic control valve fails when the control system fails location.
  • the embodiment of the present invention proposes a kind of hydraulic control valve 1, comprises valve body 11, sliding spool 12 and pressing mechanism;
  • the valve body 11 is provided with a valve hole 111 and a first oil supply port 112, a second oil supply port 113 and an oil discharge port 114 respectively communicated with the valve hole 111; the first oil supply port 112 is connected to the oil supply of the brake B 1
  • the second oil supply port 113 is connected with the oil supply circuit of another brake B2, and the oil discharge port 114 can directly lead to the oil pool.
  • the hydraulic control valve has a first working state and a second working state; in the first working state, the sum of the oil supply pressure received by the sliding spool from the first oil supply port and the second oil supply port is not greater than that from the pressing mechanism Pressing force, the first oil supply port, the second oil supply port and the oil discharge port are not connected to each other; in the second working state, the sliding valve core receives the supply from the first oil supply port and the second oil supply port. The sum of the oil pressure is greater than the pressing force from the pressing mechanism, and the sliding valve core moves to the pressing mechanism so that the first oil supply port communicates with the oil discharge port through the valve hole.
  • valve body 11 may also include other oil supply ports and/or oil discharge ports 114 .
  • the first working state means that the oil supply device communicated with the above-mentioned first oil supply port 112 and the oil supply device communicated with the second oil supply port 113 are both in the process of supplying oil to the corresponding oil supply port.
  • the oil supply device may be a brake and/or a clutch.
  • the brake B1 communicated with the first oil supply port 112 shown in Fig. 1(a) and Fig. 1(b) and the brake B2 communicated with the second oil supply port 113 are all in normal state
  • oil supply no fault occurs
  • the hydraulic control valve is in normal working condition.
  • the second working state means that the oil supply device communicated with the above-mentioned first oil supply port 112 and the oil supply device communicated with the second oil supply port 113 are in the process of supplying oil to the corresponding oil supply port, and the brake B1 or One of the oil supply lines connected to the brake B 2 is too high due to the failure pressure, and the sum of the hydraulic pressure acting on the sliding spool 12 is greater than the pressing force. In this state, the sliding spool 12 will be under the action of the hydraulic pressure. Connect the first oil supply port 112 to the oil discharge port 114 to release the oil supply pressure of the first oil supply port 112 to prevent the transmission from locking. For example, when the brake B1 communicated with the first oil supply port 112 shown in Fig. When the oil supply port supplies oil normally, the hydraulic control valve is in the second working state.
  • Both the sliding spool 12 and the pressing mechanism are accommodated in the valve hole 111, the small end of the sliding spool 12 is close to one end of the valve hole 111, the large end of the sliding spool 12 is in contact with the pressing mechanism, and the pressing mechanism is arranged on The other end of the valve hole 111;
  • the sliding spool 12 can move toward the pressing mechanism when the sum of the oil supply pressures received from the first oil supply port 112 and the second oil supply port 113 is greater than the pressing force from the pressing mechanism to make the first oil supply
  • the oil port 112 communicates with the oil discharge port 114 through the valve hole 111; wherein, the pressing force is the sum of the maximum hydraulic pressure simultaneously acting on the sliding spool 12 by the first oil supply port 112 and the second oil supply port 113 during normal operation .
  • An oil supply port 112 is connected with an oil discharge port 114 to release the oil supply pressure of the first oil supply port 112 to prevent the transmission from locking.
  • valve hole 111 is a stepped valve hole 111 , and the valve hole 111 between the first oil supply port 112 and the oil discharge port 114 is provided with a valve port 115 .
  • the sliding spool 12 is a stepped sliding spool 12, and the sliding spool 12 also includes a sealing portion 121.
  • the sealing portion 121 is used to close or open the valve port 115 driven by the sliding spool 12 to change the first oil supply port 112 and In the communication state of the oil discharge port 114 , the shape of the sealing portion 121 matches the shape of the valve port 115 .
  • the shape of the sealing portion 121 can be designed as a truncated cone, specifically as shown in Figure 1(a) and Figure 1(b), the small end of the truncated cone is close to the small end of the sliding valve core 12, and the large end of the truncated cone Close to the big end of the sliding spool 12.
  • the sliding spool 12 also includes a first pressure sensing end 122 and a second pressure sensing end 123; the first pressure sensing end 122 is used to sense the oil supply pressure from the first oil supply port 112, and the first pressure sensing end 122 is specifically a sliding
  • the annular surface between the small end of the spool 12 ( a circular area with a diameter of d2 ) and the large end of the sliding spool 12 (a circular area with a diameter of d1); the small and large ends of the sliding spool 12 Specifically, the annular area between
  • the second pressure sensing end 123 is used to sense the oil supply pressure from the second oil supply port 113 , and the second pressure sensing end 123 is specifically the small end surface of the sliding valve core 12 (a circular area with a diameter of d2 ).
  • the area of the small end of the sliding spool 12 is specifically
  • the pressing force of the pressing mechanism is designed to be the sum of the maximum hydraulic pressure acting on the sliding spool 12 when the two brakes supply oil at the same time during normal operation.
  • the maximum working pressure of the brake B 1 is B 1max
  • the maximum working pressure of the brake B 2 is The pressure is B 2max
  • the pressing force can be set as:
  • c 1 is the brake self-locking pressure coefficient, when the pressure of B 1 is greater than c 1 B 1max , the brake will be locked or burned out.
  • the value of c 1 is about 0.5.
  • the value range of c 1 can be any one of [0.3,0.7], [0.35,0.65], [0.4,0.6] and [0.48,0.52]. It should be noted that , the value range of c 1 can also be set according to actual needs, which is not limited in this embodiment.
  • Fig. 2 is the pressure change curve of coupling and disengagement clutch oil cylinder when the transmission provided by the embodiment of the present invention normally shifts gears.
  • the pressures of the two brakes are exchanged as shown in Fig. 2.
  • the coupling brake B 1 The pressure will start to rise slowly before disengaging the brake B 2 before the pressure completely disappears.
  • Fig. 3 is the pressure change curve of the two clutch oil cylinders when the gear shift failure provided by the embodiment of the present invention, please refer to Fig. 3 , if one of the oil circuits such as the oil supply oil circuit connected with the brake B2 cannot be relieved due to failure, when When the pressure of another oil circuit such as the oil supply circuit connected with the brake B 1 rises above the set value c 1 B 1max during gear shifting, the hydraulic pressure acting on the sliding spool 12 is greater than the pressing force F s , The sliding spool 12 will leave the valve port 115 under the action of the hydraulic pressure, connect the first oil supply port 112 and the oil discharge port 114, remove the oil supply pressure of the brake B1, and prevent the transmission from locking.
  • the pressing mechanism includes a spring 131 and a spring seat 132; one end of the spring 131 abuts against the large end of the sliding valve core 12, the other end of the spring 131 is connected to the spring seat 132, and the spring seat 132 is arranged on the other side of the valve hole 111. one end.
  • the pressing mechanism also includes a spring sleeve 133; the spring sleeve 133 is coaxially arranged with the sliding valve core 12, the spring sleeve 133 is sleeved on the sliding valve core 12, one end of the spring 131 is connected with the spring sleeve 133, and the spring sleeve 133
  • the spring 131 can be at least partially wrapped.
  • Fig. 4(a) is a schematic diagram of a serial anti-self-locking hydraulic control valve provided by another embodiment of the present invention
  • Fig. 4(b) is a structural diagram of the hydraulic control valve in Fig. 4(a) when it works normally, and Fig. It shows that the sliding spool 12 is in the position when the transmission is in normal operation
  • Fig. 4(c) is a structural diagram of the hydraulic control valve in Fig. 4(a) when the control system fails, and the slide spool 12 is shown in the position when the control system fails. If the working pressure of the brake B1 is low, the anti-lock valve can also be designed in series as shown in Fig. 4(a), Fig. 4(b) and Fig. 4(c) if the space permits.
  • the hydraulic control valve includes a valve body 11, a sliding spool 12 and a pressing mechanism;
  • the valve body 11 is provided with a valve hole 111 and a first oil supply port 112, a second oil supply port 113, a third oil supply port 116 and an oil discharge port 114 respectively communicated with the valve hole 111;
  • the mechanisms are all accommodated in the valve hole 111, the small end of the sliding spool 12 is close to one end of the valve hole 111, the large end of the sliding spool 12 is in contact with the pressing mechanism, and the pressing mechanism is arranged at the other end of the valve hole 111;
  • the sliding spool 12 can move toward the pressing mechanism when the sum of the oil supply pressures received from the first oil supply port 112 and the second oil supply port 113 is greater than the pressing force from the pressing mechanism to make the first oil supply
  • the oil port 112 communicates with the oil discharge port 114 through the valve hole 111, and at this time, the third oil supply port 116 is blocked by the sliding valve core 12;
  • the pressing force of the pressing mechanism is configured as the sum of the maximum hydraulic pressures simultaneously acting on the sliding spool 12 by the first oil supply port 112 and the second oil supply port 113 when the hydraulic control valve is in the first working state.
  • the hydraulic pressure acting on the sliding spool 12 by the sum of the oil supply pressures of the two brakes is less than the spring 131 force F s
  • the sliding spool 12 is pressed by the spring 131 to the left position shown in Figure 4(b)
  • the valve port 115 is closed, the first oil supply port 112, the second oil supply port 113 and the oil discharge port 114 are not connected to each other, the first oil supply port 112 is connected to the third oil supply port 116, and the oil from the third oil supply port
  • the oil of 116 is delivered to the first oil supply port 112.
  • valve port 115 is arranged on the valve hole 111 between the first oil supply port 112 and the oil discharge port 114; the sealing portion 121 of the sliding spool 12 is used to close or open the valve port driven by the sliding spool 12 115 to change the communication state between the first oil supply port 112 and the oil discharge port 114, and the shape of the sealing part 121 is adapted to the shape of the valve port 115.
  • the sliding spool 12 includes a first pressure sensing end 122 and a second pressure sensing end 123; the description of the first pressure sensing end 122 and the second pressure sensing end 123 can refer to the relevant records above, and will not be repeated here. .
  • the sliding valve core 12 is further provided with a damping hole 124 ; the damping hole 124 is used to guide the oil supply pressure from the first oil supply port 112 to the first pressure sensing end 122 , and the damping hole 124 communicates with the valve hole 111 .
  • the pressing mechanism includes a spring 131 and a spring seat 132; one end of the spring 131 abuts against the large end of the sliding valve core 12, the other end of the spring 131 is connected to the spring seat 132, and the spring seat 132 is arranged on the other side of the valve hole 111. one end.
  • the pressing mechanism also includes a spring sleeve 133; In connection, the spring sleeve 133 can at least partially cover the spring 131 .
  • Fig. 5 is a schematic diagram of an anti-self-locking hydraulic control system provided by an embodiment of the present invention. Please refer to Fig. 5.
  • the embodiment of the present invention proposes a hydraulic control system that can cause self-locking brakes or clutches due to malfunctions.
  • an anti-self-locking hydraulic control valve 1 is connected in parallel or in series, and the hydraulic control system includes a first oil cylinder 2, a second oil cylinder 3, a first proportional valve 4, a second proportional valve 5 and the first aspect of the present invention
  • the outlet 41 of the first proportional valve communicates with the first oil cylinder 2 and the first oil supply port 112 respectively, and the outlet of the second proportional valve 5 communicates with the second oil cylinder 3 and the second oil supply port 113 respectively.
  • the oil supply device connected to the first oil supply port 112 and the oil supply device connected to the second oil supply port 113 are all in normal state during the process of supplying oil to the corresponding oil supply port.
  • the oil supply device may be a brake and/or a clutch.
  • first oil cylinder 2 and the second oil cylinder 3 are the control oil cylinders of the two brakes of the transmission, and are respectively supplied with oil by the first electromagnetic proportional valve and the second electromagnetic proportional valve. If the first electromagnetic proportional valve and the second electromagnetic proportional valve supply high-pressure oil to the two oil cylinders at the same time due to failure, the two brakes will be combined simultaneously to lock the transmission and the wheels, causing an accident.
  • an anti-self-locking hydraulic control valve 1 is added to the brake control system as shown in Figure 1.
  • the hydraulic control valve 1 senses the oil supply pressure of the first oil cylinder 2 and the second oil cylinder 3 at the same time, and does not affect the brake. Oil supply for B 1 and brake B 2 .
  • the first oil supply port 112 the second oil supply port 113 and the oil discharge port 114 are not connected to each other, the first oil supply port 112 is connected to the third oil supply port 116, and the oil from the third oil supply port 116 is connected.
  • the oil in the port 116 is passed to the first oil supply port 112;
  • the hydraulic pressure acting on the sliding spool 12 is greater than the force Fs of the spring 131, the valve port 115 is opened, and the first oil supply port 112 communicates with the oil discharge port 114 , the pressure oil from the first oil supply port 112 is released through the oil discharge port 114 to prevent the transmission from locking.
  • the sliding spool 12 also blocks the third oil supply port 116 at the same time, so as to stop the pressure oil loss of the whole hydraulic system and ensure that the vehicle utilizes another unreleased brake B 2 to lame home without shifting gears.
  • An embodiment of the present invention provides a transmission, which has the hydraulic control system disclosed in the above-mentioned embodiment of the hydraulic control system.
  • the transmission is in particular a transmission with a plurality of brakes or clutches.
  • Figure 6 is a schematic diagram of a two-speed transmission provided by an embodiment of the present invention, please refer to Figure 6, the transmission is mainly composed of brakes B 1 and brakes B 2 , a first planetary gear mechanism 71 and a second planetary gear mechanism 72, and an output shaft 8 and differential 9.
  • the prime mover 6 is directly connected to the first sun gear 711 of the first planetary gear mechanism 71 , and its first planet carrier 712 is connected to the first output gear 713 .
  • the brake B1 When the brake B1 is engaged, the prime mover 6 drives the tire 92 via the first sun gear 711, the first planet carrier 712, the gear pair 713/81, and the gear pair 82/91. At this time, it is the first gear speed ratio, which can reach more than 10.
  • the prime mover 6 drives the tire 92 via the first sun gear 711, the first planet carrier 712 and the second planet carrier 722, the gear pair 713/81, and the gear pair 82/91.
  • the transmission will self-lock. Sudden self-locking of the transmission on high-speed or slippery roads can cause the wheels to lock, the vehicle to lose direction control, and even roll over.
  • the anti-lock valve can automatically limit the fault oil supply pressure, thereby effectively avoiding wheel locking and preventing rollover accidents.
  • FIG. 7 is a schematic diagram of a dual-clutch multi-speed transmission provided by another embodiment of the present invention. Please refer to FIG. 7 .
  • the embodiment of the present invention can also be used in the dual-clutch multi-speed transmission shown in FIG. 7 .
  • the embodiment of the present invention uses an anti-lock valve instead of a solenoid valve, two pressure sensors and corresponding electronic fail-safe software, which not only saves the cost and space of these components, but also further Improved transmission reliability - because these saved parts are not infallible themselves.
  • embodiments of the present invention are not limited to preventing the transmission from locking, and can also be used in any hydraulic system that needs to prevent two hydraulic actuators from acting simultaneously.
  • the embodiment of the present invention can simultaneously sense the hydraulic pressure of two oil supply oil circuits; when the hydraulic pressure from these two oil supply oil circuits When the sum of the pressures is greater than the set value, the hydraulic control valve will automatically connect one of the oil supply circuits with the oil discharge port 114 to remove the pressure from one of them, thereby preventing the transmission from locking.
  • the hydraulic control valve is reliable in design, fast in response, simple in structure, small in space, and does not need to install pressure sensors and series solenoid valves. It is easy to manufacture and low in cost. question.

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Abstract

一种液压控制阀（1）、液压控制系统及变速器，其中液压控制阀（1）包括阀体（11）、滑动阀芯（12）和压紧机构。阀体（11）上设置有阀孔（111）以及分别与阀孔（111）连通的第一供油口（112）、第二供油口（113）和卸油口（114）；滑动阀芯（12）与压紧机构均容置于阀孔（111）内，滑动阀芯（12）的小端靠近阀孔（111）的一端，滑动阀芯（12）的大端与压紧机构抵接，压紧机构设置在阀孔（111）的另一端；滑动阀芯（12）能够在所受到的来自第一供油口（112）与第二供油口（113）的供油压力之和大于来自压紧机构的压紧力时，向压紧机构移动以使第一供油口（112）通过阀孔（111）与卸油口（114）连通而卸压，从而防止变速器因两个油缸同时加载而锁死的安全事故。该变速器解决了现有变速器防自锁技术成本高、占用空间大的问题。

Description

一种液压控制阀、液压控制系统及变速器 技术领域
本发明涉及车辆技术领域，具体涉及一种液压控制阀、液压控制系统及变速器。
背景技术
现有技术中，汽车自动变速器采用摩擦片式制动器或离合器来实现换档功能。这些制动器或离合器一般是通过液压油泵、油缸、比例压力电磁阀来实现接合和脱开扭矩控制的。尽管这些元器件都十分可靠，但在恶劣使用环境下，总有些零部件会出现故障。有些故障可能引发车辆安全事故，必须防止。譬如双离合器变速器，若两个离合器同时接合，变速器就会自锁，造车辆方向失控、甚至翻车。
为了防止这些安全事故，一般在离合器控制油路中加装压力传感器和串联电磁阀，一旦检测到两条油路同时具有较高压力，变速器控制器就通过电磁阀卸去一条或两条油路压力，避免两个离合器同时接合。这种加装压力传感器和串联电磁阀虽能防止变速器自锁引发的安全事故，但这些压力传感器和串联电磁阀成本高、占用空间大，使得整个变速器成本高。目前大多数国产变速器还都没使用这些防自锁技术，限制了变速器的安全等级。
因此，有必要对现有技术加以改进以取代这些压力传感器和串联电磁阀，从而降低变速器成本。
发明内容
本发明旨在至少解决现有技术中存在的技术问题之一。为此，本发明第一方面提出一种液压控制阀，包括阀体、滑动阀芯和压紧机构；
所述阀体上设置有阀孔以及分别与所述阀孔连通的第一供油口、第二 供油口和卸油口；所述滑动阀芯与所述压紧机构均容置于所述阀孔内，所述滑动阀芯的小端靠近所述阀孔的一端，所述滑动阀芯的大端与压紧机构抵接，所述压紧机构设置在所述阀孔的另一端；
所述滑动阀芯能够在所受到的来自所述第一供油口与所述第二供油口的供油压力之和大于来自所述压紧机构的压紧力时，向所述压紧机构移动以使所述第一供油口通过所述阀孔与所述卸油口连通；所述液压控制阀具有第一工作状态和第二工作状态；
在所述第一工作状态下所述滑动阀芯受到的来自所述第一供油口与所述第二供油口的供油压力之和不大于来自所述压紧机构的压紧力，所述第一供油口、所述第二供油口与所述卸油口三者互不连通；
在所述第二工作状态下所述滑动阀芯受到的来自所述第一供油口与所述第二供油口的供油压力之和大于来自所述压紧机构的压紧力，所述滑动阀芯向所述压紧机构移动以使所述第一供油口通过所述阀孔与所述卸油口连通。
进一步地，所述阀体还包括阀口，所述阀口设置在所述第一供油口与所述卸油口之间的所述阀孔上；
所述滑动阀芯还包括密封部，所述密封部用于在所述滑动阀芯的带动下封闭或打开所述阀口以改变所述第一供油口与所述卸油口的连通状态，所述密封部的形状与所述阀口的形状相适配。
进一步地，所述密封部的形状为锥台，所述锥台的小端靠近所述滑动阀芯的小端，所述锥台的大端靠近所述滑动阀芯的大端。
进一步地，所述阀体上还设置有与所述阀孔连通的第三供油口；
在所述阀口处于封闭状态时，所述第三供油口与所述第一供油口相连通，所述第一供油口与所述卸油口互不连通；
在所述阀口处于打开状态时，所述第一供油口与所述卸油口连通，所述第三供油口被所述滑动阀芯封堵。
进一步地，所述滑动阀芯还包括第一压力感应端和第二压力感应端；
所述第一压力感应端用于感应来自所述第一供油口的供油压力，所述第一压力感应端具体为所述滑动阀芯的小端与所述滑动阀芯的大端之间的 环形面；
所述第二压力感应端用于感应来自所述第二供油口的供油压力，所述第二压力感应端具体为所述滑动阀芯的小端端面。
进一步地，所述滑动阀芯上还设置有阻尼孔；所述阻尼孔用于将来自所述第一供油口的供油压力引导所述第一压力感应端，所述阻尼孔与所述阀孔连通。
进一步地，所述压紧机构包括弹簧和弹簧座；所述弹簧的一端与所述滑动阀芯的大端抵接，所述弹簧的另一端与所述弹簧座连接，所述弹簧座设置在所述阀孔的另一端。
进一步地，所述压紧机构还包括弹簧套；所述弹簧套与所述滑动阀芯同轴设置，所述弹簧套套设在所述滑动阀芯上，所述弹簧的一端与所述弹簧套连接，所述弹簧套能够至少部分地包裹住所述弹簧。
本发明第二方面提出一种液压控制系统，包括第一油缸、第二油缸、第一比例阀、第二比例阀和本发明第一方面所述的液压控制阀；
所述第一比例阀的出口分别与所述第一油缸、所述第一供油口连通，所述第二比例阀的出口分别与所述第二油缸、所述第二供油口连通。
进一步地，所述液压控制阀还包括第三供油口，所述第三供油口与所述第一比例阀的出口连通。
本发明第三方面提出一种变速器，具有本发明第二方面所述的液压控制系统。
实施本发明具有以下有益效果：
本发明实施例提供的一种液压控制阀、液压控制系统及变速器，能够同时感应两条供油油路的液压压力；当来自这两条供油油路的液压压力之和大于设定值时，液压控制阀会自动将其中一条供油油路与卸油口连通，卸掉其中一个压力，从而防止变速器自锁。该液压控制阀设计可靠、响应快、结构简单、空间小、且不需要加装压力传感器和串联电磁阀，容易制造、成本低，解决了现有变速器防自锁技术成本高、占用空间大的问题。
本发明的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本发明的实践了解到。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它实施例。
图1(a)是本发明一个实施例提供的并联式防自锁液压控制阀在第一工作状态下的结构图；
图1(b)是本发明一个实施例提供的并联式防自锁液压控制阀在第二工作状态下的结构图；
图2是本发明实施例提供的变速器正常换挡时结合和脱开离合器油缸的压力变化曲线；
图3是本发明实施例提供的换挡故障时的两离合器油缸的压力变化曲线；
图4(a)是本发明另一实施例提供的串联式防自锁液压控制阀的原理图；
图4(b)是图4(a)中的液压控制阀正常工作时的结构图；
图4(c)是图4(a)中的液压控制阀在控制系统故障时的结构图；
图5是本发明一个实施例提供的一种防自锁液压控制系统的原理图；
图6是本发明一个实施例提供的一种双速变速器的示意图；
图7是本发明另一实施例提供的一种双离合多速变速器的示意图。
其中，1-液压控制阀，11-阀体，111-阀孔，112-第一供油口，113-第二供油口，114-卸油口，115-阀口，116-第三供油口，12-滑动阀芯，121-密封部，122-第一压力感应端，123-第二压力感应端，124-阻尼孔，131-弹簧，132-弹簧座，133-弹簧套；
2-第一油缸；
3-第二油缸；
4-第一比例阀，41-第一比例阀的出口；
5-第二比例阀；
6-原动机；
71-第一行星齿轮机构，711-第一太阳轮，712-第一行星架，713-第一输出齿轮，72-第二行星齿轮机构，721-第二太阳轮，722-第二行星架；
8-输出轴，81-齿轮，82-齿轮；
9-差速器，91-齿轮，92-轮胎；
B1-制动器；B2-另一个制动器。
具体实施方式
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。
实施例
本发明实施例提供了一种防自锁液压控制阀，该液压控制阀能够同时感应两条与制动器或离合器连通的液压控制油路的液压压力。当这两个油路的液压压力作用于该液压控制阀的合力小于设定值时，这两个油路的压力油能够顺利通过，以使制动器或离合器正常结合、工作。一旦这两个油路的液压压力作用于该液压控制阀的合力大于设定值时，该液压控制阀将其中一个制动器或离合器的压力油经卸油口114旁通，阻止该制动器压力进一步升高，防止两制动器因控制故障同时结合而锁死的故障。
图1(a)是本发明一个实施例提供的并联式防自锁液压控制阀在第一工作状态下的结构图，显示变速器正常工作时滑动阀芯12所在位置。图1(b)是本发明一个实施例提供的并联式防自锁液压控制阀在第二工作状态下的结构图，显示该防自锁液压控制阀的滑动阀芯12在控制系统出故障时所在位置。请参照图1(a)和图1(b)，本发明实施例提出一种液压控制 阀1，包括阀体11、滑动阀芯12和压紧机构；
阀体11上设置有阀孔111以及分别与阀孔111连通的第一供油口112、第二供油口113和卸油口114；第一供油口112与制动器B 1的供油油路相联，第二供油口113与另一个制动器B 2的供油油路相联，卸油口114可直通油池。
液压控制阀具有第一工作状态和第二工作状态；在第一工作状态下滑动阀芯受到的来自第一供油口与第二供油口的供油压力之和不大于来自压紧机构的压紧力，第一供油口、第二供油口与卸油口三者互不连通；在第二工作状态下滑动阀芯受到的来自第一供油口与第二供油口的供油压力之和大于来自压紧机构的压紧力，滑动阀芯向压紧机构移动以使第一供油口通过阀孔与卸油口连通。
需要指出的是，除上述的第一供油口112、第二供油口113和卸油口114外，阀体11还可以包括其他供油口和/或卸油口114。
需要指出的是，第一工作状态是指与上述的第一供油口112连通的供油装置、与第二供油口113连通的供油装置在向对应供油口供油的过程中均处于正常工作(未发生故障)的状态，供油装置可以是制动器和/或离合器。例如，当与图1(a)和图1(b)示出的第一供油口112连通的制动器B1、与第二供油口113连通的制动器B2均处于向各自对应的供油口正常供油(未发生故障)的状态时，该液压控制阀处于正常工作状态。
第二工作状态是指与上述的第一供油口112连通的供油装置、与第二供油口113连通的供油装置在向对应供油口供油的过程中，与制动器B 1或制动器B 2连通的其中一条供油油路因故障压力太高，作用在滑动阀芯12上的液压力之和大于压紧力的状态，该状态下滑动阀芯12会在液压力的作用下将第一供油口112与卸油口114接通，以卸去第一供油口112的供油压力，防止变速器锁止。例如，当与图1(a)和图1(b)示出的第一供油口112连通的制动器B1发生故障不能正常卸压、与第二供油口113连通的制动器B2向其对应的供油口正常供油时，该液压控制阀处于第二工作状态。
滑动阀芯12与压紧机构均容置于阀孔111内，滑动阀芯12的小端靠近阀孔111的一端，滑动阀芯12的大端与压紧机构抵接，压紧机构设置在 阀孔111的另一端；
滑动阀芯12能够在所受到的来自第一供油口112与第二供油口113的供油压力之和大于来自压紧机构的压紧力时，向压紧机构移动以使第一供油口112通过阀孔111与卸油口114连通；其中，压紧力为正常工作时第一供油口112与第二供油口113同时作用在滑动阀芯12上的最大液压力之和。
如果制动器B 1或制动器B 2其中一条供油油路因故障压力太高，作用在滑动阀芯12上的液压力之和大于压紧力，滑动阀芯12会在液压力的作用下将第一供油口112与卸油口114接通，以卸去第一供油口112的供油压力，防止变速器锁止。
具体地，阀孔111为阶梯型阀孔111，第一供油口112与卸油口114之间的阀孔111上设置有阀口115。
滑动阀芯12为阶梯型滑动阀芯12，滑动阀芯12还包括密封部121，密封部121用于在滑动阀芯12的带动下封闭或打开阀口115以改变第一供油口112与卸油口114的连通状态，密封部121的形状与阀口115的形状相适配。例如，密封部121的形状可以设计成为锥台状，具体地如图1(a)和图1(b)所示，锥台的小端靠近滑动阀芯12的小端，锥台的大端靠近滑动阀芯12的大端。
正常工作状态下，滑动阀芯12小端对应的阀孔111直径d 1>滑动阀芯12大端对应的阀孔111直径d 2。
滑动阀芯12还包括第一压力感应端122和第二压力感应端123；第一压力感应端122用于感应来自第一供油口112的供油压力，第一压力感应端122具体为滑动阀芯12的小端(直径为d 2的圆形面积)与滑动阀芯12的大端(直径为d 1的圆形面积)之间的环形面；滑动阀芯12的小端和大端之间环型面积具体为
Figure PCTCN2021093988-appb-000001
第二压力感应端123用于感应来自第二供油口113的供油压力，第二压力感应端123具体为滑动阀芯12的小端端面(直径为d 2的圆形面积)。滑动滑动阀芯12的小端面积具体为
Figure PCTCN2021093988-appb-000002
根据上述记载可知，压紧机构的压紧力设计为正常工作时两制动器同时供油作用在滑动阀芯12最大液压力之和，假设制动器B 1最大工作压力为B 1max，制动器B 2最大工作压力为B 2max，那么压紧力可设定为：
F B＝A 2B 2max+c 1A 1B 1max
c 1是制动器自锁压力系数，当B 1压力大于c 1B 1max时制动器就会锁死或烧坏。一般c 1取值0.5左右，例如，c 1的取值范围可以是[0.3,0.7]、[0.35,0.65]、[0.4,0.6]以及[0.48,0.52]中的任意一个，需要说明的是，c 1的取值范围还可以根据实际需要进行设置，本实施例不以此为限。
车辆正常行驶时，制动器B 1与制动器B 2中仅有一个供油工作，作用在滑动阀芯12上的液压力小于压紧力F s，滑动阀芯12被压紧件压在阀口115，此时滑动阀芯12的密封部121将阀口115堵上，第一供油口112、第二供油口113、卸油口114互不相通，防锁阀不影响两制动器的供油。
图2是本发明实施例提供的变速器正常换挡时结合和脱开离合器油缸的压力变化曲线，车辆换档时，两制动器压力互换如图2所示，为防止动力中断，结合制动器B 1压力会在脱开制动器B 2压力完全消失前开始缓慢上升。
但当制动器B 1的压力到达c 1B 1max时，制动器B 2的压力会降到c 1B 1max以下，两制动器供油压力作用在滑动阀芯12上的液压力仍远小于压紧力F s，滑动阀芯12仍被压紧机构压在阀口115，第一供油口112、第二供油口113、卸油口114互不相通，液压控制阀不影响两制动器的正常供油。
图3是本发明实施例提供的换挡故障时的两离合器油缸的压力变化曲线，请参照图3，如果其中一条油路如与制动器B 2连通的供油油路因故障无法卸压，当另一油路如与制动器B 1连通的供油油路在换档时压力升到大于设定值c 1B 1max时，作用在滑动阀芯12上的液压力就大于压紧力F s，滑动阀芯12会在液压力的作用下离开阀口115，将第一供油口112与卸油口114接通，卸去制动器B 1的供油压力，防止变速器锁止。
具体地，压紧机构包括弹簧131和弹簧座132；弹簧131的一端与滑动阀芯12的大端抵接，弹簧131的另一端与弹簧座132连接，弹簧座132设置在阀孔111的另一端。
可选地，压紧机构还包括弹簧套133；弹簧套133与滑动阀芯12同轴设置，弹簧套133套设在滑动阀芯12上，弹簧131的一端与弹簧套133连接，弹簧套133能够至少部分地包裹住弹簧131。
图4(a)是本发明另一实施例提供的串联式防自锁液压控制阀的原理图，图4(b)是图4(a)中的液压控制阀正常工作时的结构图，图示滑动阀芯12处于变速器正常工作时所在位置。图4(c)是图4(a)中的液压控制阀在控制系统故障时的结构图，图示滑动阀芯12处于控制系统出故障时所在位置。如果制动器B 1工作压力较低，空间允许的话防锁阀也可设计成图4(a)、图4(b)和图4(c)所示的串联形式。在一个实施例中，该液压控制阀包括阀体11、滑动阀芯12和压紧机构；
阀体11上设置有阀孔111以及分别与阀孔111连通的第一供油口112、第二供油口113、第三供油口116和卸油口114；滑动阀芯12与压紧机构均容置于阀孔111内，滑动阀芯12的小端靠近阀孔111的一端，滑动阀芯12的大端与压紧机构抵接，压紧机构设置在阀孔111的另一端；
滑动阀芯12能够在所受到的来自第一供油口112与第二供油口113的供油压力之和大于来自压紧机构的压紧力时，向压紧机构移动以使第一供油口112通过阀孔111与卸油口114连通，此时第三供油口116被滑动阀芯12封堵；
压紧机构的压紧力配置为正常工作(即液压控制阀处于第一工作状态)时第一供油口112与第二供油口113同时作用在滑动阀芯12上的最大液压力之和，正常工作时，两制动器供油压力之和作用在滑动阀芯12上的液压力小于弹簧131力F s，滑动阀芯12被弹簧131压在图4(b)所示左位，阀口115关闭，第一供油口112、第二供油口113与卸油口114三者互不连通，第一供油口112与第三供油口116相连通，将来自第三供油口116的油传给第一供油口112。
当两条油路因故障均为高压时，作用在滑动阀芯12滑动阀芯12上的 液压力就大于弹簧131力Fs，滑动阀芯12会在液压力的作用下右移到图4(c)所示位置，阀口115打开，第一供油口112与卸油口114连通，将来自第一供油口112的压力油经卸油口114卸压，防止变速器锁止。滑动阀芯12同时也将第三供油口116堵住，以阻止整个液压系统压力油流失，保证车辆在不换档的情况下利用另一未卸压制动器B 2跛足回家。该实施例提供的串联式防自锁液压控制阀虽较为复杂，泄漏较大，但故障时能切断供油，保证车辆顺利回家。
具体地，阀口115设置在第一供油口112与卸油口114之间的阀孔111上；滑动阀芯12的密封部121用于在滑动阀芯12的带动下封闭或打开阀口115以改变第一供油口112与卸油口114的连通状态，密封部121的形状与阀口115的形状相适配。
具体地，滑动阀芯12包括第一压力感应端122和第二压力感应端123；第一压力感应端122和第二压力感应端123的描述可参见上文的相关记载，此处不再赘述。
优选地，滑动阀芯12上还设置有阻尼孔124；阻尼孔124用于将来自第一供油口112的供油压力引导第一压力感应端122，阻尼孔124与阀孔111连通。
具体地，压紧机构包括弹簧131和弹簧座132；弹簧131的一端与滑动阀芯12的大端抵接，弹簧131的另一端与弹簧座132连接，弹簧座132设置在阀孔111的另一端。此外，为便于弹簧131的设计，压紧机构还包括弹簧套133；弹簧套133与滑动阀芯12同轴设置，弹簧套133套设在滑动阀芯12上，弹簧131的一端与弹簧套133连接，弹簧套133能够至少部分地包裹住弹簧131。
图5是本发明一个实施例提供的一种防自锁液压控制系统的原理图，请参照图5，本发明实施例提出一种液压控制系统在会因误动作引起自锁的制动器或离合器的液压供油回路中，并联或串联一个防自锁液压控制阀1，该液压控制系统包括第一油缸2、第二油缸3、第一比例阀4、第二比例阀5和本发明第一方面的液压控制阀1；
第一比例阀的出口41分别与第一油缸2、第一供油口112连通，第二 比例阀5的出口分别与第二油缸3、第二供油口113连通。
需要指出的是，第一工作状态下上述的第一供油口112连通的供油装置、与第二供油口113连通的供油装置在向对应供油口供油的过程中均处于正常工作(未发生故障)的状态，供油装置可以是制动器和/或离合器。
其中，第一油缸2和第二油缸3是变速器的两个制动器的控制油缸，分别由第一电磁比例阀和第二电磁比例阀供油。如果第一电磁比例阀和第二电磁比例阀因故障同时给两个油缸供高压油，两制动器就会同时结合，将变速器及车轮锁死、造成事故。该实施例在如图1所示制动器控制系统中加联一个防自锁的液压控制阀1，该液压控制阀1同时感应第一油缸2和第二油缸3的供油压力，且不影响制动器B 1和制动器B 2的供油。当第一油缸2和第二油缸3作用于滑动阀芯12的液压压力之和高于液压控制阀1的弹簧131设定压力(即压紧机构的压紧力)时，液压控制阀1的阀口115打开，将第一油缸2的压力油经卸油口114卸掉，防止两制动器同时动作和锁死变速器。
如果制动器B 1工作压力较低，空间允许的话，还可以在会因误动作引起自锁的制动器或离合器的液压供油回路中，串联一个图4(a)、图4(b)和图4(c)示出的串联式防自锁液压控制阀1，该串联式防自锁液压控制阀1还包括第三供油口116，第三供油口116与第一比例阀的出口41连通。
正常工作时，第一供油口112、第二供油口113与卸油口114三者互不连通，第一供油口112与第三供油口116相连通，将来自第三供油口116的油传给第一供油口112；
当两条油路因故障均为高压时，作用在滑动阀芯12滑动阀芯12上的液压力就大于弹簧131力Fs，阀口115打开，第一供油口112与卸油口114连通，将来自第一供油口112的压力油经卸油口114卸压，防止变速器锁止。滑动阀芯12同时也将第三供油口116堵住，以阻止整个液压系统压力油流失，保证车辆在不换档的情况下利用另一未卸压制动器B 2跛足回家。
本发明实施例提出一种变速器，具有上述的液压控制系统实施例公开的液压控制系统。该变速器具体为具有多个制动器或离合器的变速器。
图6是本发明一个实施例提供的一种双速变速器的示意图，请参照图6， 变速器主要由制动器B 1和制动器B 2、第一行星齿轮机构71和第二行星齿轮机构72、输出轴8和差速器9组成。原动机6直接联到第一行星齿轮机构71的第一太阳轮711，其第一行星架712联到第一输出齿轮713。当制动器B 1结合时，原动机6经第一太阳轮711、第一行星架712、齿轮对713/81、及齿轮对82/91驱动轮胎92。此时为第一档速比，可达10以上。如果制动器B 1松开、制动器B 2结合，原动机6经第一太阳轮711、第一行星架712和第二行星架722、齿轮对713/81、及齿轮对82/91驱动轮胎92。此时为第二档速比，可为5左右。
现有技术中，在两制动器B 1和B 2因故障同时供压力油，变速器就会发生自锁。在高速或湿滑路面上变速器突然自锁会使车轮抱死、车辆失去方向控制、甚至翻车。而采用本发明的技术后，防锁阀会自动限制故障供油压力，从而有效避免车轮抱死，防止翻车事故。
图7是本发明另一实施例提供的一种双离合多速变速器的示意图，请参照图7，本发明实施例同样可用于图7所示双离合器多速变速器。将防锁阀联到离合器B 1和离合器B 2的供油油路中，防止两离合器同时动作，从而避免车轮抱死的事故。
与现有变速器防自锁技术相比，本发明实施例用一个防锁阀代替一个电磁阀、两个压力传感器和相应的电子故障安全软件，不仅节省了这些零部件的成本和空间，也进一步提高了变速器可靠性-因为这些节省掉的零部件本身也非绝对可靠。
需要指出的是，本发明实施例并不限于用来防止变速器自锁，也可用于任何需要防止两个液压致动器同时动作的液压系统。
由上述本发明提供的一种液压控制阀、液压控制系统及变速器的实施例可见，本发明实施例能够同时感应两条供油油路的液压压力；当来自这两条供油油路的液压压力之和大于设定值时，液压控制阀会自动将其中一条供油油路与卸油口114连通，卸掉其中一个压力，从而防止变速器自锁。
该液压控制阀设计可靠、响应快、结构简单、空间小、且不需要加装压力传感器和串联电磁阀，容易制造、成本低，解决了现有变速器防自锁技术成本高、占用空间大的问题。
需要说明的是：上述本发明实施例先后顺序仅仅为了描述，不代表实施例的优劣。且上述对本说明书特定实施例进行了描述。其它实施例在所附权利要求书的范围内。本说明书中的各个实施例均采用递进的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。
以上所述仅为本发明的较佳实施例，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 (11)

  1. 一种液压控制阀，其特征在于，包括阀体(11)、滑动阀芯(12)和压紧机构；
    所述阀体(11)上设置有阀孔(111)以及分别与所述阀孔(111)连通的第一供油口(112)、第二供油口(113)和卸油口(114)；所述滑动阀芯(12)与所述压紧机构均容置于所述阀孔(111)内，所述滑动阀芯(12)的小端靠近所述阀孔(111)的一端，所述滑动阀芯(12)的大端与压紧机构抵接，所述压紧机构设置在所述阀孔(111)的另一端；所述液压控制阀具有第一工作状态和第二工作状态；
    在所述第一工作状态下所述滑动阀芯受到的来自所述第一供油口(112)与所述第二供油口(113)的供油压力之和不大于来自所述压紧机构的压紧力，所述第一供油口(112)、所述第二供油口(113)与所述卸油口(114)三者互不连通；
    在所述第二工作状态下所述滑动阀芯受到的来自所述第一供油口(112)与所述第二供油口(113)的供油压力之和大于来自所述压紧机构的压紧力，所述滑动阀芯向所述压紧机构移动以使所述第一供油口(112)通过所述阀孔(111)与所述卸油口(114)连通。
  2. 根据权利要求1所述的液压控制阀，其特征在于，所述阀体(11)还包括阀口(115)，所述阀口(115)设置在所述第一供油口(112)与所述卸油口(114)之间的所述阀孔(111)上；
    所述滑动阀芯(12)还包括密封部(121)，所述密封部(121)用于在所述滑动阀芯(12)的带动下封闭或打开所述阀口(115)以改变所述第一供油口(112)与所述卸油口(114)的连通状态，所述密封部(121)的形状与所述阀口(115)的形状相适配。
  3. 根据权利要求2所述的液压控制阀，其特征在于，所述密封部(121)的形状为锥台，所述锥台的小端靠近所述滑动阀芯(12)的小端，所述锥 台的大端靠近所述滑动阀芯(12)的大端。
  4. 根据权利要求2所述的液压控制阀，其特征在于，所述阀体(11)上还设置有与所述阀孔(111)连通的第三供油口(116)；
    在所述阀口(115)处于封闭状态时，所述第三供油口(116)与所述第一供油口(112)相连通，所述第一供油口(112)与所述卸油口(114)互不连通；
    在所述阀口(115)处于打开状态时，所述第一供油口(112)与所述卸油口(114)连通，所述第三供油口(116)被所述滑动阀芯(12)封堵。
  5. 根据权利要求1所述的液压控制阀，其特征在于，所述滑动阀芯(12)还包括第一压力感应端(122)和第二压力感应端(123)；
    所述第一压力感应端(122)用于感应来自所述第一供油口(112)的供油压力，所述第一压力感应端(122)具体为所述滑动阀芯(12)的小端与所述滑动阀芯(12)的大端之间的环形面；
    所述第二压力感应端(123)用于感应来自所述第二供油口(113)的供油压力，所述第二压力感应端(123)具体为所述滑动阀芯(12)的小端端面。
  6. 根据权利要求5所述的液压控制阀，其特征在于，所述滑动阀芯(12)上还设置有阻尼孔(124)；所述阻尼孔(124)用于将来自所述第一供油口(112)的供油压力引导所述第一压力感应端(122)，所述阻尼孔(124)与所述阀孔(111)连通。
  7. 根据权利要求1所述的液压控制阀，其特征在于，所述压紧机构包括弹簧(131)和弹簧座(132)；所述弹簧(131)的一端与所述滑动阀芯(12)的大端抵接，所述弹簧(131)的另一端与所述弹簧座(132)连接，所述弹簧座(132)设置在所述阀孔(111)的另一端。
  8. 根据权利要求7所述的液压控制阀，其特征在于，所述压紧机构还包括弹簧套(133)；所述弹簧套(133)与所述滑动阀芯(12)同轴设置，所述弹簧套(133)套设在所述滑动阀芯(12)上，所述弹簧(131)的一端与所述弹簧套(133)连接，所述弹簧套(133)能够至少部分地包裹住所述弹簧(131)。
  9. 一种液压控制系统，其特征在于，包括第一油缸(2)、第二油缸(3)、第一比例阀(4)、第二比例阀(5)和权利要求1-8任一所述的液压控制阀；
    所述第一比例阀的出口(41)分别与所述第一油缸(2)、所述第一供油口(112)连通，所述第二比例阀(5)的出口分别与所述第二油缸(3)、所述第二供油口(113)连通。
  10. 根据权利要求9所述的液压控制系统，其特征在于，所述液压控制阀还包括第三供油口(116)，所述第三供油口(116)与所述第一比例阀的出口(41)连通。
  11. 一种变速器，其特征在于，具有上述权利要求9-10任一所述的液压控制系统。
PCT/CN2021/093988 2021-05-16 2021-05-16 一种液压控制阀、液压控制系统及变速器 WO2022241586A1 (zh)

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CN202180072444.4A CN116472420A (zh) 2021-05-16 2021-05-16 一种液压控制阀、液压控制系统及变速器
EP21940045.4A EP4279779A4 (en) 2021-05-16 2021-05-16 HYDRAULIC CONTROL VALVE, HYDRAULIC CONTROL SYSTEM AND GEARBOX
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