CN113108049B - Electro-hydraulic limping control oil way and method for hybrid transmission - Google Patents
Electro-hydraulic limping control oil way and method for hybrid transmission Download PDFInfo
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- CN113108049B CN113108049B CN202110326623.8A CN202110326623A CN113108049B CN 113108049 B CN113108049 B CN 113108049B CN 202110326623 A CN202110326623 A CN 202110326623A CN 113108049 B CN113108049 B CN 113108049B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4165—Control of cooling or lubricating
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Abstract
The invention discloses an electro-hydraulic limp control oil way and an electro-hydraulic limp control oil way method for a hybrid transmission, wherein the electro-hydraulic limp control oil way comprises a main oil way, a manual gear shifting device, a gear shifting control oil way and a control oil way; the control oil way is connected with the main oil way by adopting a twelfth hydraulic reversing valve and comprises a first control electromagnetic reversing valve and a second control electromagnetic reversing valve which are connected with each other; the first control electromagnetic directional control valve is connected with a sixth hydraulic directional control valve, the second control electromagnetic directional control valve is connected with a second hydraulic directional control valve, a third hydraulic directional control valve, a fourth hydraulic directional control valve and a sixth hydraulic directional control valve, the third hydraulic directional control valve is connected with a brake B2IN end through the sixth hydraulic directional control valve, the seventh hydraulic directional control valve is connected with the first electromagnetic directional control valve, the fourth hydraulic directional control valve is connected with a brake B2OUT end and a fifth hydraulic directional control valve, and the fifth hydraulic directional control valve is respectively connected with the third electromagnetic directional control valve and the fourth electromagnetic directional control valve. The hybrid transmission can still run safely in the event of a vehicle failure.
Description
Technical Field
The invention belongs to the field of hybrid transmissions, and relates to an electro-hydraulic limp control oil way and an electro-hydraulic limp control method for a hybrid transmission.
Background
In the market, besides the traditional single-energy vehicle, a hybrid energy vehicle is gradually developed, hybrid power refers to that at least more than two power sources are used as driving energy to drive an automobile, and a transmission is divided into several common constituent types: manual mechanical transmissions, automatic hydraulic transmissions and continuously variable transmissions. The hydraulic automatic transmission is light and simple to operate, has good self-adaptability, can greatly reduce the labor intensity, can reduce the impact on the whole vehicle transmission system, and has larger and larger share in the current market. The control part of the system is mainly realized by an electro-hydraulic system, wherein the control on the system pressure is related to the efficiency of the transmission; the control of the gear shifting actuating mechanism is closely related to the comfort and the safety of the whole vehicle. The existing hydraulic control system is relatively complex and long in response time, and the mode that the main oil pressure is controlled by adopting self feedback control and the gear shifting actuating mechanism is controlled by adopting one-to-one control can ensure that the hydraulic control is simple and the response is rapid.
The working conditions of modern vehicles are often determined according to actual conditions, problems sometimes occur in a harsh environment, meanwhile, hydraulic automatic transmissions are designed and used with more and more various executing elements, the failure probability under different working conditions is increased continuously, when the transmission fails in the running process of the automobile and cannot work normally, the transmission can adopt some means to ensure that the automobile can complete the running function under limited conditions, but for hybrid transmissions, the limp function when the transmission cannot work normally due to failure does not occur in the field at present.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide an electro-hydraulic limp control oil circuit and an electro-hydraulic limp control method for a hybrid transmission, which can ensure that the hybrid transmission can still run safely under the condition of vehicle failure.
In order to achieve the purpose, the invention adopts the following technical scheme to realize the purpose:
an electro-hydraulic limp control oil way of a hybrid transmission comprises a main oil way, a manual gear shifting device, a gear shifting control oil way and a control oil way;
the gear shifting control oil circuit comprises a first electromagnetic reversing valve for controlling a clutch C1, a second electromagnetic reversing valve for controlling a clutch C2 and a brake B2, a third electromagnetic reversing valve for controlling a clutch C3, a fourth electromagnetic reversing valve for controlling a B1 brake and a fifth electromagnetic reversing valve for controlling a clutch C0; the third electromagnetic reversing valve and the fourth electromagnetic reversing valve are connected with the main oil way; the first electromagnetic directional valve, the second electromagnetic directional valve and the fifth electromagnetic directional valve are connected with the main oil way through the manual gear shifting device;
the control oil way is connected with the main oil way by adopting a twelfth hydraulic reversing valve and comprises a first control electromagnetic reversing valve and a second control electromagnetic reversing valve which are mutually connected; the first control electromagnetic directional valve is connected with a sixth hydraulic directional valve, the second control electromagnetic directional valve is connected with a second hydraulic directional valve and a third hydraulic directional valve, a fourth hydraulic reversing valve and a sixth hydraulic reversing valve, wherein the second hydraulic reversing valve is connected with the first electromagnetic reversing valve, the second electromagnetic reversing valve and the sixth hydraulic reversing valve, the third hydraulic reversing valve is connected with a brake B2IN end through the sixth hydraulic reversing valve, the second hydraulic reversing valve and the third hydraulic reversing valve are both connected with a first hydraulic reversing valve and a seventh hydraulic reversing valve, the first hydraulic reversing valve is connected with the second electromagnetic reversing valve, the seventh hydraulic reversing valve is connected with the first electromagnetic reversing valve, the fourth hydraulic reversing valve is connected with a brake B2OUT end and a fifth hydraulic reversing valve, and the fifth hydraulic reversing valve is respectively connected with the third electromagnetic reversing valve and the fourth electromagnetic reversing valve.
Preferably, the main oil path comprises an oil tank and an oil cooler, the oil cooler is communicated with the oil tank, the main oil path is connected with a tenth hydraulic reversing valve, an eleventh hydraulic reversing valve and an eighth hydraulic reversing valve, the tenth hydraulic reversing valve is connected with a fourth control electromagnetic reversing valve, the eighth hydraulic reversing valve is connected with a brake K0, a brake B2, the oil cooler and a third control electromagnetic reversing valve, the third control electromagnetic reversing valve is mutually connected with the first control electromagnetic reversing valve and the second control electromagnetic reversing valve, and the third control electromagnetic reversing valve is connected with the main oil path through a twelfth hydraulic reversing valve.
Preferably, the main oil path is connected with a tenth hydraulic reversing valve and a ninth hydraulic reversing valve in sequence, the tenth hydraulic reversing valve is connected with a fourth control electromagnetic reversing valve, the ninth hydraulic reversing valve is communicated with the outside of the control oil path and a third control electromagnetic reversing valve, the third control electromagnetic reversing valve is connected with the first control electromagnetic reversing valve and the second control electromagnetic reversing valve, and the third control electromagnetic reversing valve is connected with the main oil path through a twelfth hydraulic reversing valve.
Preferably, an oil filter is arranged between the main oil path and the twelfth hydraulic reversing valve.
Preferably, the main oil path comprises an oil groove, an oil filter and an oil pump which are communicated in sequence.
Preferably, a temperature sensor is installed on the main oil path.
An electro-hydraulic limp home control method of a hybrid transmission based on any one of the oil circuits comprises the following processes:
when the vehicle is powered off due to faults, if the vehicle is in a D1 gear, a D2 gear or a D3 gear before the power off, oil in a main oil way enters an oil cavity of the clutch C3 through the third electromagnetic directional valve; meanwhile, the oil in the main oil way firstly passes through the first hydraulic reversing valve, the first hydraulic reversing valve is at a low position, the first control electromagnetic reversing valve is at a low position, the oil pressure of the second hydraulic reversing valve is increased, so that the oil passing through the reversing valve continuously passes through the second hydraulic reversing valve and the seventh hydraulic reversing valve and finally enters an oil cavity of a clutch C1 for oil supply; if the vehicle is in the gear D4, D5 or D6 before power failure, the third electromagnetic directional control valve is in the low position during power failure, oil enters the oil cavity of the clutch C3 to supply oil, the first hydraulic directional control valve is in the high position before power failure, meanwhile, the first control electromagnetic directional control valve is in the low position to control the second hydraulic directional control valve to be in the high position, and the oil finally enters the oil cavity of the clutch C2 through the third hydraulic directional control valve to supply oil.
Preferably, when the tenth hydraulic reversing valve and the eleventh hydraulic reversing valve are at a high position, the oil in the main oil path passes through the tenth hydraulic reversing valve and then enters the eighth hydraulic reversing valve, and when the eighth hydraulic reversing valve is at a low position, the oil enters the eleventh hydraulic reversing valve; when the eighth hydraulic reversing valve is in the middle position, the eighth hydraulic reversing valve is communicated with the clutch K0; when the eighth hydraulically operated direction valve is in the HIGH position, the eighth hydraulically operated direction valve communicates with the B2 brake.
Preferably, when the third control electromagnetic directional valve is at a high position, the ninth hydraulically operated directional valve is at a high position, and the flow rate of the ninth hydraulically operated directional valve is increased.
Compared with the prior art, the invention has the following beneficial effects:
according to the invention, through the arrangement of the plurality of electromagnetic reversing valves, the limp function can be added while the vehicle is normally used through high-low position control, if the vehicle is in a gear position among D1, D2 and D3, oil in a main oil way can enter an oil cavity of a clutch C3 through the third electromagnetic reversing valve, so that the oil supply function is realized; meanwhile, the oil in the main oil way firstly passes through the first hydraulic reversing valve to control the second hydraulic reversing valve, so that the oil pressure is increased, and the oil passing through the first hydraulic reversing valve can continuously pass through the second hydraulic reversing valve and the seventh hydraulic reversing valve and finally enters an oil cavity of the clutch C1 to be supplied with oil. If the vehicle is in a gear position among D4, D5 and D6 before, the third electromagnetic directional valve is in a low position when the power is off, oil finally enters the oil cavity of the C3 clutch to supply oil, the second hydraulic directional valve is controlled to be in a high position, and the oil finally enters the oil cavity of the clutch C2 through the third hydraulic directional valve to realize the oil supply function, so that the limp function is realized, and the hybrid transmission can still safely run under the condition of vehicle failure.
Furthermore, the eighth hydraulic reversing valve is connected with a brake K0, a brake B2, an oil cooler and a third control electromagnetic reversing valve, and the eighth hydraulic reversing valve is controlled by the third control electromagnetic reversing valve, so that cooling oil enters the brake K0 or the brake B2, and the cooling effect on the clutch and the brake is realized.
Furthermore, a ninth hydraulic reversing valve is controlled by a third control electromagnetic reversing valve, so that oil liquid is lubricated for the P2 module through the ninth hydraulic reversing valve after coming out of the tenth hydraulic reversing valve.
Drawings
FIG. 1 is a hydraulic schematic diagram of the D1 gear of the invention;
FIG. 2 is a hydraulic schematic diagram of the D2 gear of the invention;
FIG. 3 is a hydraulic schematic diagram of the D3 gear of the invention;
FIG. 4 is a D3 limp gear hydraulic schematic of the present invention;
FIG. 5 is a hydraulic schematic diagram of the D4 gears of the invention;
FIG. 6 is a hydraulic schematic diagram of the D5 gear of the present invention;
FIG. 7 is a D5 limp gear hydraulic schematic of the present invention;
FIG. 8 is a hydraulic schematic diagram of the D6 gears of the invention;
FIG. 9 is a logic diagram of the system gear of the present invention.
Wherein: 1-a first electromagnetic directional control valve, 2-a second electromagnetic directional control valve, 3-a third electromagnetic directional control valve, 4-a fourth electromagnetic directional control valve, 5-a fifth electromagnetic directional control valve, 6-a first control electromagnetic directional control valve, 7-a second control electromagnetic directional control valve, 8-a first hydraulic directional control valve, 9-a second hydraulic directional control valve, 10-a third hydraulic directional control valve, 11-a fourth hydraulic directional control valve, 12-a fifth hydraulic directional control valve, 13-a sixth hydraulic directional control valve, 14-a seventh hydraulic directional control valve, 15-a third control electromagnetic directional control valve, 16-a fourth control electromagnetic directional control valve, 17-an eighth hydraulic directional control valve, 18-a ninth hydraulic directional control valve; 19-tenth, 20-eleventh, 21-twelfth hydraulic directional valve; 22-a first accumulator, 23-a second accumulator, 24-a third accumulator, 25-a fourth accumulator, 26-a fifth accumulator, 27-a sixth accumulator, 28-a seventh accumulator; 29-a first check valve, 30-a second check valve, 31-a third check valve, 32-a fourth check valve, 33-a fifth check valve, 34-a sixth check valve, 35-a seventh check valve, 36-an eighth check valve, 37-a ninth check valve, 38-a tenth check valve, 39-an eleventh check valve, 40-a twelfth check valve, 41-a thirteenth check valve, 42-a fourteenth check valve, 43-a fifteenth check valve, 44-a sixteenth check valve, 45-a seventeenth check valve, 46-an eighteenth check valve, 47-a nineteenth check valve; 48-an oil cooler; 49-a first oil filter, 50-a second oil filter; 51-oil pump.
Detailed Description
The invention is described in further detail below with reference to the accompanying drawings:
as shown in fig. 1, the electro-hydraulic limp control oil circuit of the hybrid transmission disclosed by the invention comprises five electromagnetic directional valves, four control electromagnetic directional valves, twelve hydraulic directional valves, seven accumulators, nineteen one-way valves, an oil cooler, two oil filters, a second oil filter and an oil pump.
The first electromagnetic directional valve 1 is connected with the second electromagnetic directional valve 2, the fifth electromagnetic directional valve 5, the second hydraulic directional valve 9, the seventh hydraulic directional valve 14, the second accumulator 23, the fourth one-way valve 32 and the eighteenth one-way valve 46.
The second electromagnetic directional valve 2 is connected to the fifth electromagnetic directional valve 5, the second hydraulic directional valve 9, the second accumulator 23, and the fifth check valve 33.
The third electromagnetic directional valve 3 is connected with the fourth electromagnetic directional valve 4, the fifth hydraulic directional valve 12, the fifth accumulator 26, the sixth one-way valve 34, the twelfth one-way valve 40 and the oil pump 51.
The fourth electromagnetic directional valve 4 is connected with the fifth hydraulic directional valve 12, the seventh check valve 35 and the ninth check valve 37.
The fifth electromagnetic directional valve 5 is connected with the second accumulator 23, the seventh accumulator 28, the eighth check valve 36, the tenth check valve 38, and the eighteenth check valve 46.
The first control electromagnetic directional valve 6 is connected with the second control electromagnetic directional valve 7, the first electromagnetic directional valve 1, the sixth hydraulic directional valve 13, the third control electromagnetic directional valve 15, the fourth control electromagnetic directional valve 16, the twelfth hydraulic directional valve 21 and the eleventh check valve 39.
The second control electromagnetic directional valve 7 is connected with a second hydraulic directional valve 9, a third hydraulic directional valve 10, a fourth hydraulic directional valve 11, a sixth hydraulic directional valve 13, a third control electromagnetic directional valve 15, a fourth control electromagnetic directional valve 16 and a twelfth hydraulic directional valve 21.
The first hydraulic reversing valve 8 is connected with the second electromagnetic reversing valve 2, the second hydraulic reversing valve 9, the third hydraulic reversing valve 10, the seventh hydraulic reversing valve 14 and the fourteenth one-way valve 42.
The second hydraulic directional control valve 9 is connected with the first control electromagnetic directional control valve 6, the third hydraulic directional control valve 10, the sixth hydraulic directional control valve 13, the seventh hydraulic directional control valve 14, the fourth accumulator 25, the eleventh check valve 39 and the thirteenth check valve 41.
The third hydraulically operated direction valve 10 is connected with a fourth hydraulically operated direction valve 11, a sixth hydraulically operated direction valve 13, a seventh hydraulically operated direction valve 14, a fourth accumulator 25 and an eleventh one-way valve 39.
The fourth hydraulically operated direction valve 11 is connected to a fifth hydraulically operated direction valve 12, a fifteenth one-way valve 43 and a nineteenth one-way valve 47.
The fifth hydraulically switchable valve 12 is connected to the fifth accumulator 26, the sixth accumulator 27, the fifteenth check valve 43 and the oil pump 51.
The sixth hydraulically operated directional control valve 13 is connected to a nineteenth check valve 47.
The seventh hydraulically switchable valve 14 is connected to the third accumulator 24 and the thirteenth one-way valve 41.
The third control electromagnetic directional control valve 15 is connected with the eighth hydraulic directional control valve 17, the ninth hydraulic directional control valve 18 and the twelfth hydraulic directional control valve 21.
The fourth control electromagnetic directional valve 16 is connected with a tenth hydraulic directional valve 19, a twelfth hydraulic directional valve 21 and a first accumulator 22.
The eighth hydraulic directional valve 17 is connected with a brake K0, a brake B2, an oil cooler 48, a ninth hydraulic directional valve 18, a tenth hydraulic directional valve 19, an eleventh hydraulic directional valve 20, a first check valve 29, a second check valve 30 and a twelfth check valve 40.
The ninth hydraulically operated direction valve 18 is connected to a tenth hydraulically operated direction valve 19, an eleventh hydraulically operated direction valve 20 and a seventeenth one-way valve 45.
The tenth hydraulically operated directional valve 19 is connected to the eleventh hydraulically operated directional valve 20, the first accumulator 22, the seventeenth one-way valve 45, the first oil filter 49 and the oil pump 51.
The eleventh hydraulically switchable valve 20 is connected to a first oil filter 49 and an oil pump 51.
The twelfth hydraulically operated directional control valve 21 is connected to the second oil filter 50.
The third check valve 31 and the sixteenth check valve 44 are both connected to the oil sump.
The whole oil circuit comprises a main oil circuit, a manual gear shifting device, a gear shifting control oil circuit, a control oil circuit and a cooling and lubricating oil circuit.
The main oil passage, i.e., the oil supply passage, is composed of an oil groove, a check valve, an oil pump 51, a first oil filter 49, a second oil filter 50, and a temperature sensor. Wherein the first oil filter 49 is arranged between the oil tank and the oil pump 51, which can ensure that the pollutants with larger size in the oil tank can be removed; a temperature sensor is also arranged on the main oil path, so that the monitoring effect on the temperature of the oil path can be realized; before the oil in the main oil way enters the control oil way, an oil filter 50 is connected, so that the oil entering the control oil way can meet the cleanliness requirement of a hydraulic system.
The shift control oil path is composed of a first electromagnetic directional valve 1 for controlling the clutch C1, a second electromagnetic directional valve 2 for controlling the clutch C2 and the brake B2, a third electromagnetic directional valve 3 for controlling the clutch C3, a fourth electromagnetic directional valve 4 for controlling the brake B1, a fifth electromagnetic directional valve 5 for controlling the clutch C0, and the like. The third electromagnetic directional valve 3 and the fourth electromagnetic directional valve 4 are directly connected with a main oil way, and the high and low positions are switched under the control of an electric signal to realize the oil supply function to the clutch and the brake; the first electromagnetic directional valve 1, the second electromagnetic directional valve 2 and the fifth electromagnetic directional valve 5 are connected with a main oil circuit through a manual gear shifting device, and the separation and combination effects of different clutches and brakes are achieved through the control of electric signals during gear shifting, so that the purpose of gear shifting is achieved.
The control oil circuit mainly realizes the oil pressure control function of each control reversing valve in the whole oil circuit and comprises a first control electromagnetic reversing valve 6, a second control electromagnetic reversing valve 7, a third control electromagnetic reversing valve 15 and a fourth control electromagnetic reversing valve 16. The first control electromagnetic reversing valve 6 and the second control electromagnetic reversing valve 7 mainly realize the oil pressure control of each hydraulic reversing valve in the gear shifting process, adjust the high and low positions of the hydraulic reversing valves and assist in completing the gear shifting process; the third control electromagnetic directional valve 15 mainly realizes the oil pressure control of the ninth hydraulic directional valve 18 and the eighth hydraulic directional valve 17, thereby realizing the lubrication and cooling functions; the fourth control electromagnetic directional valve 16 mainly controls the main oil line oil pressure.
When the tenth hydraulic reversing valve 19 and the eleventh hydraulic reversing valve 20 are in high positions, the oil in the main oil way passes through the tenth hydraulic reversing valve 19 and the eleventh hydraulic reversing valve 20, passes through the eighth hydraulic reversing valve 17, passes through the one-way valve and the oil cooler and finally returns to the oil tank; the lubrication function of the whole P2 module is realized by the ninth hydraulic directional control valve 18, oil flows out of the tenth hydraulic directional control valve 19 and then lubricates the P2 module through the ninth hydraulic directional control valve 18, the oil flow control during lubrication is realized by controlling the third control electromagnetic directional control valve 15, and when the third control electromagnetic directional control valve 15 is in a high position, the ninth hydraulic directional control valve 18 is controlled to be in the high position, so that the flow of a lubrication oil path is increased; the forced cooling function of the system sliding friction clutch is realized, the oil in the main oil path enters the eighth hydraulic reversing valve 17 after passing through the tenth hydraulic reversing valve 19, and when the eighth hydraulic reversing valve 17 is at a low position, the whole system has no cooling function; when the eighth hydraulic reversing valve 17 is in the neutral position, the oil liquid cools the K0 clutch through the eighth hydraulic reversing valve 17; when the eighth hydraulically operated directional control valve 17 is at the high position, the oil liquid realizes the cooling function of the brake B2 through the eighth hydraulically operated directional control valve 17, and the control of the eighth hydraulically operated directional control valve 17 is realized by the third control electromagnetic directional control valve 15.
The limp home function of the system is realized, the oil can be supplied to the clutch brake under the condition that the whole hydraulic control system is powered off, the vehicle can be ensured to continue to run, and when the vehicle is powered off due to faults, if the vehicle is in a gear position among D1, D2 and D3, the oil in a main oil way can enter an oil cavity of the clutch C3 through the third electromagnetic directional valve 3, so that the oil supply function is realized; meanwhile, the oil in the main oil way firstly passes through the first hydraulic reversing valve 8, the first hydraulic reversing valve 8 is at a low position, the first control electromagnetic reversing valve 6 is at a low position due to no electric signal control, the second hydraulic reversing valve 9 is controlled, the oil pressure is increased, and therefore the oil passing through the first hydraulic reversing valve 8 can continuously pass through the second hydraulic reversing valve 9 and the seventh hydraulic reversing valve 14 and finally enters an oil cavity of the clutch C1 to be supplied with the oil. If the vehicle is in a gear position among D4, D5 and D6 before, the third electromagnetic directional valve 3 is in a low position when the power is off, oil finally enters the oil cavity of the C3 clutch for oil supply, the first hydraulic directional valve 8 is in a high position before, meanwhile, the first control electromagnetic directional valve 6 is in a low position, the second hydraulic directional valve 9 is controlled to be in a high position, and the oil finally enters the oil cavity of the clutch C2 through the third hydraulic directional valve 10 to realize the oil supply function, so that the limp-home function is realized.
The first electromagnetic directional valve 1 is a normally low electromagnetic valve and is in a low position in a power-off state, the oil filling function of an oil cavity of the clutch C1 is controlled, when the first electromagnetic directional valve 1 is in a high position, the second hydraulic directional valve 9 is in a low position, oil reaches the seventh hydraulic directional valve 14 and finally enters the oil cavity of the clutch C1 to realize the oil supply function.
The second electromagnetic reversing valve 2 is a normally high electromagnetic valve and is at a high position IN a power-off state, the oil filling function of oil cavities of the clutch C2 and the brake B2 is controlled, when the second electromagnetic reversing valve 2 is at a low position, oil enters the second hydraulic reversing valve 9, the second hydraulic reversing valve 9 is at a low position, the oil reaches the third hydraulic reversing valve 10 through the second hydraulic reversing valve, the oil supply of the oil cavity of the clutch C2 or the brake B2 is determined by the third hydraulic reversing valve 10, when the third hydraulic reversing valve 10 is at the low position, the oil cavity of the clutch C2 is filled with oil, the oil supply function is realized, and when the third hydraulic reversing valve 10 is at the high position, the oil cavity of the IN end of the brake B2 is filled with oil, the oil supply function is realized.
The third electromagnetic directional valve 3 is a normally high electromagnetic valve and is in a high position in a power-off state to control the oil filling function of the oil chamber of the clutch C3, and when the third electromagnetic directional valve 3 is in a low position, oil can be directly filled into the oil chamber of the clutch C3, so that the oil supply function is realized.
The fourth electromagnetic directional valve 4 is a normally low electromagnetic valve and is in a low position in a power-off state, the oil filling function of the oil chamber of the clutch B1 is controlled, when the fourth electromagnetic directional valve 4 is in a high position, oil reaches the fifth hydraulic directional valve 12 through the fourth electromagnetic directional valve, and when the fifth hydraulic directional valve 12 is in a low position, oil is filled in the oil chamber of the clutch B1, so that the oil supply function is realized.
The first control electromagnetic directional valve 6 and the second control electromagnetic directional valve 7 are used for realizing the function of controlling the whole oil supply system, the high and low positions of a hydraulic electromagnetic valve for assisting the gear shifting function are controlled through the on-off control of the hydraulic electromagnetic valve, when the twelfth hydraulic directional valve 21 connected with a main oil path is in the low position, oil reaches the first control electromagnetic directional valve 6 and the second control electromagnetic directional valve 7 through the hydraulic electromagnetic valve to prepare for realizing the control function, when the first control electromagnetic directional valve 6 is in the high position, the oil path is disconnected, and when the first control electromagnetic directional valve 6 is in the low position, the second hydraulic directional valve 9 is directly controlled to adjust the high and low positions; meanwhile, oil passes through the sixth hydraulic reversing valve 13, and when the sixth hydraulic reversing valve 13 is at a high position, the third hydraulic reversing valve 10 is controlled, so that the switching function of a clutch C2/a brake B2 is realized; when the second control electromagnetic directional valve 7 is at a low position, the oil path is cut off, when the second control electromagnetic directional valve 7 is at a high position, the second hydraulic directional valve 9, the sixth hydraulic directional valve 13 and the fourth hydraulic directional valve 11 are controlled and adjusted through the oil path, the high position and the low position of the second control electromagnetic directional valve are switched, meanwhile, the oil reaches the third hydraulic directional valve 10, and when the third hydraulic directional valve 10 is at a low position, the fourth hydraulic directional valve 11 is controlled.
The first hydraulic reversing valve 8 and the second hydraulic reversing valve 9 are reversing valves for controlling the whole limp function to be realized, and when the whole hydraulic control system is powered off, the oil supply to the clutch oil cavity is realized by controlling the flow direction of oil liquid at high and low positions. The first hydraulic reversing valve 8 is directly connected with the main oil way, after oil in the main oil way reaches the first hydraulic reversing valve 8, when the first hydraulic reversing valve 8 is at a low position and the second hydraulic reversing valve 9 is at a high position, the oil reaches the seventh hydraulic reversing valve 14, when the seventh hydraulic reversing valve 14 is at a low position, the oil directly supplies oil to an oil cavity of a clutch C1 to realize a D3 gear limp function, when the first hydraulic reversing valve 8 is at a high position and the second hydraulic reversing valve 9 is at a high position, the oil reaches the third hydraulic reversing valve 10 through the second hydraulic reversing valve 9 to determine whether the oil cavity of the clutch C2 or the oil cavity of a brake B2IN is supplied, and when the third hydraulic reversing valve 10 is at a low position, the oil enters the oil cavity of the clutch C2 to charge oil, so that the D5 limp function is realized. When the third hydraulic reversing valve 10 is at a high position, the oil reaches the hydraulic control valve 13, and due to the power-off state, the second control electromagnetic reversing valve 7 is at a low position, the sixth hydraulic reversing valve 13 is not controlled to be at the low position, the whole oil path is disconnected, and oil cannot be supplied to the oil chamber of the brake B2 IN.
The eighth hydraulic change-over valve 17 is a change-over valve for controlling the cooling of the whole system, no matter the eighth hydraulic change-over valve 17 is at high, middle and low positions, an oil path finally returns to an oil tank through an oil cooler and a one-way valve, when the eighth hydraulic change-over valve 17 is at low position, the cooling path of the system is disconnected, and the function cannot be realized, when the eighth hydraulic change-over valve 17 is at middle position, the oil passes through the tenth hydraulic change-over valve 19 and then reaches the eighth hydraulic change-over valve 17, so that the cooling function of the K0 clutch is realized, when the eighth hydraulic change-over valve 17 is at high position, the oil passes through the tenth hydraulic change-over valve 19, and the eighth hydraulic change-over valve 17 finally realizes the cooling function of the brake B2. The ninth hydraulic directional control valve 18 is a directional control valve for controlling the lubrication function of the system, the oil passes through the tenth hydraulic directional control valve 19 and then enters the ninth hydraulic directional control valve 18, when the ninth hydraulic directional control valve 18 is at a low position, the oil flow of the whole lubrication oil path is reduced, and when the ninth hydraulic directional control valve 18 is at a high position, the oil flow of the lubrication oil path is increased, so that the lubrication function is realized. The third control electromagnetic directional valve 15 is a normally low electromagnetic valve, is in a low position in a power-off state, and controls and adjusts the high and low positions of the eighth hydraulic directional valve 17 and the ninth hydraulic directional valve 18, so as to assist in completing the lubricating and cooling functions of the system.
The implementation process of the gears when the whole system works is as follows.
D1, as shown in fig. 1, the first electromagnetic directional valve 1, the third electromagnetic directional valve 3, and the second control electromagnetic directional valve 7 are in a high position under the action of an electric signal, the sixth hydraulic directional valve 13 is controlled by the second control electromagnetic directional valve 7 to be in a high position, meanwhile, the first control electromagnetic directional valve 6 is in a low position, the third hydraulic directional valve 10 controlled by the sixth hydraulic directional valve 13 is finally in a high position, and the second hydraulic directional valve 9 and the seventh hydraulic directional valve 14 are always in a high position; after passing through the first electromagnetic reversing valve, the main oil line finally enters an oil cavity of the clutch C1 through the second hydraulic reversing valve 9 and the seventh hydraulic reversing valve 14 to realize oil supply, and after passing through the second electromagnetic reversing valve 2, the other oil line finally enters an oil cavity of the brake B2IN after passing through the second hydraulic reversing valve 9, the third hydraulic reversing valve 10 and the sixth hydraulic reversing valve 13 to realize the D1 gear function.
A D2 gear, as shown in FIG. 2, the first electromagnetic directional valve 1, the second electromagnetic directional valve 2, the third electromagnetic directional valve 3, the fourth electromagnetic directional valve 4 and the first control electromagnetic directional valve 6 are at a high position, because of not being controlled, the second hydraulic directional valve 9, the seventh hydraulic directional valve 14 and the fifth hydraulic directional valve 12 are at a low position, after passing through the first electromagnetic directional valve 1, the oil enters an oil cavity of the clutch C1 through the second hydraulic directional valve 9 and the seventh hydraulic directional valve 14 for supplying oil; after the oil passes through the fourth electromagnetic reversing valve 4, the oil cavity of the brake B1 is supplied with oil through the fifth hydraulic reversing valve 12, and finally the D2 gear function is achieved.
D3, as shown in FIG. 3, the first electromagnetic directional valve 1, the second electromagnetic directional valve 2 and the first control electromagnetic directional valve 6 are at high position, the second hydraulic directional valve 9 and the seventh hydraulic directional valve 14 are at low position due to uncontrolled action, oil passes through the first electromagnetic directional valve 1, enters the oil cavity of the clutch C1 through the second hydraulic directional valve 9 and the seventh hydraulic directional valve 14 to supply oil, and the oil passes through the third electromagnetic directional valve 3 to directly supply oil to the oil cavity of the clutch C3, thus realizing the D3 function.
D3 limp-off, as shown in fig. 4, all the electromagnetic directional valves are in a low position, the second hydraulic directional valve 9 is in a high position under the action of the first control electromagnetic directional valve 6, and oil enters an oil cavity of the clutch C3 to be supplied after passing through the third electromagnetic directional valve 3; because the first hydraulic reversing valve 8 is not controlled to be in a low position all the time, and meanwhile, the seventh hydraulic reversing valve 14 is not controlled to be in a low position, after the system is powered off and the limp-home function is started, oil finally supplies oil to the oil cavity of the clutch C1 through the first hydraulic reversing valve 8, the second hydraulic reversing valve 9 and the seventh hydraulic reversing valve 14, and the limp-home function is realized.
And D4, as shown in FIG. 5, the first electromagnetic directional valve 1, the third electromagnetic directional valve 3, the first control electromagnetic directional valve 6 are in a high position, and the second hydraulic directional valve 9, the third hydraulic directional valve 10 and the seventh hydraulic directional valve 14 are in a low position due to being uncontrolled. After passing through the first electromagnetic directional valve 1, the oil enters the oil chamber of the clutch C1 through the second hydraulic directional valve 9 and the seventh hydraulic directional valve 14 for oil supply, and after entering the second electromagnetic directional valve 2, the oil enters the oil chamber of the clutch C2 through the second hydraulic directional valve 9 and the third hydraulic directional valve 10 for oil supply, so that the D4 gear function is realized.
A D5 gear is shown in FIG. 6, only the first control electromagnetic directional valve 6 is in a high position under the action of an electric signal, the second hydraulic directional valve 9 and the third hydraulic directional valve 10 are in a low position due to uncontrolled control, and oil is supplied to an oil cavity of the clutch C3 after passing through the third electromagnetic directional valve 3; after passing through the second electromagnetic reversing valve 2, the oil liquid is supplied to an oil cavity of the clutch C2 through the second hydraulic reversing valve 9 and the third hydraulic reversing valve 10, and finally the D5 gear function is achieved.
D5 gear limp, as shown in FIG. 7, all the solenoid valves are in low positions, the second hydraulic directional control valve 9 is in a high position under the action of the first control solenoid directional control valve 6, and at the moment, the oil in the main oil path enters the oil chamber of the clutch C3 to be supplied with oil after passing through the third solenoid directional control valve 3; since the first hydraulic reversing valve 8 is always in a high position before, when the limp function is started due to the system power failure, oil passes through the first hydraulic reversing valve 8, then passes through the second hydraulic reversing valve 9 and the third hydraulic reversing valve 10, and finally enters the oil cavity of the clutch C2 to supply oil, so that the limp function is realized.
A D6 gear, as shown in fig. 8, the third electromagnetic directional valve 3, the fourth electromagnetic directional valve 4, the first control electromagnetic directional valve 6 are in a high position, the second hydraulic directional valve 9, the third hydraulic directional valve 10 and the fifth hydraulic directional valve 12 are in a low position due to being uncontrolled, and after passing through the second electromagnetic directional valve 2, oil enters an oil cavity of the clutch C2 through the second hydraulic directional valve 9 and the third hydraulic directional valve 10 to be supplied with oil; after the oil passes through the fourth electromagnetic reversing valve 4, the oil is supplied to an oil chamber of a brake B1 through the fifth hydraulic reversing valve 12, and the D6 gear function is achieved.
The logic of the whole system is shown in fig. 9, wherein S1 and S2 respectively represent the first control electromagnetic directional valve 6 and the second control electromagnetic directional valve 7, L represents that they are at low level, and H represents that they are at high level.
When the gear is D1, the first control electromagnetic directional valve 6 is at a low level, the second control electromagnetic directional valve 7 is at a high level, and the clutch C1 and the brake B2 are opened to charge oil; when the gear is D2, the first control electromagnetic directional valve 6 is at a high level, the second control electromagnetic directional valve 7 is at a low level, and the clutch C1 and the brake B1 are opened to charge oil; when the gear is D3, the first control electromagnetic directional valve 6 is at a high level, the second control electromagnetic directional valve 7 is at a low level, and the clutch C1 and the brake C3 are opened to charge oil; when the gear is limp at D3, the first control electromagnetic directional valve 6 is at a high level, the second control electromagnetic directional valve 7 is at a low level, and the clutch C1 and the brake C3 are filled with oil; when the gear is D4, the first control electromagnetic directional valve 6 is at a high level, the second control electromagnetic directional valve 7 is at a low level, and the clutch C1 and the brake C2 are opened to charge oil; when the gear is D5, the first control electromagnetic directional valve 6 is at a high level, the second control electromagnetic directional valve 7 is at a low level, and the clutch C2 and the brake C3 are opened to charge oil; when the gear is limp at D5, the first control electromagnetic directional valve 6 is at a high level, the second control electromagnetic directional valve 7 is at a low level, and the clutch C2 and the brake C3 are opened to charge oil; when the gear is at the position D6, the first control electromagnetic directional valve 6 is at a high level, the second control electromagnetic directional valve 7 is at a low level, and the clutch C2 and the brake B1 are charged with oil.
The above contents are only for illustrating the technical idea of the present invention, and the protection scope of the present invention should not be limited thereby, and any modification made on the basis of the technical idea proposed by the present invention falls within the protection scope of the claims of the present invention.
Claims (9)
1. An electro-hydraulic limp control oil way of a hybrid transmission is characterized by comprising a main oil way, a manual gear shifting device, a gear shifting control oil way and a control oil way;
the gear shifting control oil circuit comprises a first electromagnetic directional valve (1) for controlling a clutch C1, a second electromagnetic directional valve (2) for controlling a clutch C2 and a brake B2, a third electromagnetic directional valve (3) for controlling a clutch C3, a fourth electromagnetic directional valve (4) for controlling a brake B1 and a fifth electromagnetic directional valve (5) for controlling a clutch C0; the third electromagnetic directional valve (3), the fourth electromagnetic directional valve (4) and the main oil way are connected with each other; the first electromagnetic directional valve (1), the second electromagnetic directional valve (2) and the fifth electromagnetic directional valve (5) are connected with the main oil way through a manual gear shifting device;
the control oil path is connected with the main oil path by adopting a twelfth hydraulic reversing valve (21), and comprises a first control electromagnetic reversing valve (6) and a second control electromagnetic reversing valve (7) which are connected with each other; the first control electromagnetic directional valve (6) is connected with a sixth hydraulic directional valve (13), the second control electromagnetic directional valve (7) is connected with a second hydraulic directional valve (9), a third hydraulic directional valve (10), a fourth hydraulic directional valve (11) and a sixth hydraulic directional valve (13), the second hydraulic directional valve (9) is connected with the first electromagnetic directional valve (1), the second electromagnetic directional valve (2) and the sixth hydraulic directional valve (13), the third hydraulic directional valve (10) is connected with a brake B2IN end through the sixth hydraulic directional valve (13), the second hydraulic directional valve (9) and the third hydraulic directional valve (10) are both connected with a first hydraulic directional valve (8) and a seventh hydraulic directional valve (14), the first hydraulic directional valve (8) is connected with the second electromagnetic directional valve (2), a seventh hydraulic reversing valve (14) is connected with the first electromagnetic reversing valve (1), a fourth hydraulic reversing valve (11) is connected with a brake B2OUT end and a fifth hydraulic reversing valve (12), and the fifth hydraulic reversing valve (12) is respectively connected with a third electromagnetic reversing valve (3) and a fourth electromagnetic reversing valve (4).
2. The electro-hydraulic limp control oil circuit of the hybrid transmission according to claim 1, wherein the main oil circuit comprises an oil tank and an oil cooler (48), the oil cooler (48) is communicated with the oil tank, the main oil circuit is connected with a tenth hydraulic directional control valve (19), an eleventh hydraulic directional control valve (20) and an eighth hydraulic directional control valve (17), the tenth hydraulic directional control valve (19) is connected with a fourth control electromagnetic directional control valve (16), the eighth hydraulic directional control valve (17) is connected with a brake K0, a brake B2, the oil cooler (48) and a third control electromagnetic directional control valve (15), the first control electromagnetic directional control valve (6) and the second control electromagnetic directional control valve (7) are connected with each other, and the third control electromagnetic directional control valve (15) is connected with the main oil circuit through a twelfth hydraulic directional control valve (21).
3. The electro-hydraulic limp control oil path of the hybrid transmission according to claim 1, characterized in that a tenth hydraulic directional control valve (19) and a ninth hydraulic directional control valve (18) are connected to the main oil path in sequence, the tenth hydraulic directional control valve (19) is connected with a fourth control electromagnetic directional control valve (16), the ninth hydraulic directional control valve (18) is communicated with the outside of the control oil path and a third control electromagnetic directional control valve (15), the first control electromagnetic directional control valve (6) and the second control electromagnetic directional control valve (7) are connected with each other, and the third control electromagnetic directional control valve (15) is connected with the main oil path through a twelfth hydraulic directional control valve (21).
4. Electro-hydraulic limp control circuit of a hybrid transmission according to claim 1, characterized in that an oil filter (50) is provided between the main circuit and the twelfth hydraulically switchable valve (21).
5. The electro-hydraulic limp control circuit of a hybrid transmission according to claim 1, wherein the main circuit includes an oil sump, an oil strainer (49) and an oil pump (51) in series communication.
6. The electro-hydraulic limp control circuit of a hybrid transmission of claim 1, wherein a temperature sensor is mounted on the primary circuit.
7. An electro-hydraulic limp control method of a hybrid transmission based on the oil circuit of any one of claims 1 to 6, characterized by comprising the following processes:
when the vehicle is powered off due to faults, if the vehicle is in a D1 gear, a D2 gear or a D3 gear before the power failure, oil in a main oil way enters an oil cavity of the clutch C3 through the third electromagnetic directional valve (3); meanwhile, the oil in the main oil way firstly passes through the first hydraulic reversing valve (8), the first hydraulic reversing valve (8) is at a low position, the first control electromagnetic reversing valve (6) is at a low position, the oil pressure of the second hydraulic reversing valve (9) is increased, and the oil passing through the reversing valve (8) continuously passes through the second hydraulic reversing valve (9) and the seventh hydraulic reversing valve (14) and finally enters an oil cavity of a clutch C1 to be supplied with oil; if the vehicle is in a D4 gear, a D5 gear or a D6 gear before power failure, the third electromagnetic directional valve (3) is in a low position during power failure, oil enters an oil cavity of the clutch C3 to supply oil, the first hydraulic directional valve (8) is in a high position before power failure, meanwhile, the first control electromagnetic directional valve (6) is in a low position, the second hydraulic directional valve (9) is controlled to be in a high position, and the oil finally enters an oil cavity of the clutch C2 to supply oil through the third hydraulic directional valve (10).
8. The electro-hydraulic limp home control method of a hybrid transmission according to claim 7, wherein when the tenth hydraulically operated directional control valve (19) and the eleventh hydraulically operated directional control valve (20) are at a high position, the oil in the main oil passage passes through the tenth hydraulically operated directional control valve (19) and then enters the eighth hydraulically operated directional control valve (17), and when the eighth hydraulically operated directional control valve (17) is at a low position, the oil enters the eleventh hydraulically operated directional control valve (20); when the eighth hydraulic reversing valve (17) is in the neutral position, the eighth hydraulic reversing valve (17) is communicated with the clutch K0; when the eighth hydraulic directional valve (17) is at a high position, the eighth hydraulic directional valve (17) is communicated with a brake B2.
9. The electro-hydraulic limp home control method of a hybrid transmission according to claim 7, wherein when the third control solenoid directional valve (15) is in the high position, the ninth hydraulically operated directional valve (18) is in the high position and the flow rate of the ninth hydraulically operated directional valve (18) is increased.
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| CN202110326623.8A CN113108049B (en) | 2021-03-26 | 2021-03-26 | Electro-hydraulic limping control oil way and method for hybrid transmission |
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| CN202110326623.8A CN113108049B (en) | 2021-03-26 | 2021-03-26 | Electro-hydraulic limping control oil way and method for hybrid transmission |
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| JP4846291B2 (en) * | 2005-07-27 | 2011-12-28 | 富士重工業株式会社 | Hydraulic control device for automatic transmission |
| CN100538131C (en) * | 2005-08-23 | 2009-09-09 | 现代自动车株式会社 | The hydraulic control system that is used for 6 gear automatic speed variators of Motor Vehicle |
| KR101103998B1 (en) * | 2009-12-04 | 2012-01-06 | 기아자동차주식회사 | Hydraulic Control System of Power Train for Hybrid Vehicle |
| KR101509906B1 (en) * | 2013-08-05 | 2015-04-07 | 현대 파워텍 주식회사 | Hydraulic circuit for eight speed transmission implemented isg function and sbw function |
| CN107763207B (en) * | 2017-10-25 | 2019-08-23 | 哈尔滨东安汽车发动机制造有限公司 | The mixed dynamic automatic transmission hydraulic control oil circuit of 6 speed P2 of one kind |
| CN109505973B (en) * | 2018-11-29 | 2023-10-10 | 陕西法士特齿轮有限责任公司 | Hydraulic control system of automatic transmission |
| CN109899511B (en) * | 2019-04-26 | 2024-03-22 | 南京劲力变速器科技有限公司 | Hydraulic control system with limp function and automatic gearbox using same |
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