Electro-hydraulic actuation system for a dual clutch transmission

Abstract

The application provides an electro-hydraulic execution system of a double-clutch gearbox, comprising a hydraulic drive device, an odd electric-hydraulic execution device and an even electric-hydraulic execution device. The odd electric-hydraulic execution device is connected with the hydraulic drive device and comprises an odd branch controller, an odd clutch branch, a first odd shift branch and a second odd shift branch. The first odd shift branch and the second odd shift branch each comprise a shift controller and a shift executor connected in series. The even electric-hydraulic execution device is connected with the hydraulic drive device and comprises an even branch controller, an even clutch branch, a first even shift branch and a second even shift branch. The first even shift branch and the second even shift branch each comprise a shift controller and a shift executor connected in series. The scheme integrates clutch control and shift control, and reuses them in time, so that the ratio of the number of executors to the number of controllers is high, the system is compact and low in cost.

Description

Technical Field

[0001] This invention relates to the field of electro-hydraulic control technology for transmissions, and particularly to an electro-hydraulic actuation system for a dual-clutch transmission. Background Technology

[0002] Dual-clutch transmissions (DCTs) have been widely used due to their fuel efficiency, comfort, reliability, and low production costs. The electro-hydraulic actuator, as the core of dual-clutch transmission control, significantly impacts the cost and difficulty of manufacturing both the dual-clutch transmission and the entire vehicle due to its complexity, cost, and weight.

[0003] With the increasing demand for features such as automatic parking and hybrid clutch control, the number of control elements in the electro-hydraulic actuator system of a dual-clutch transmission needs to increase accordingly. However, simply increasing the number of control elements mechanically will significantly increase the structural complexity, cost, and weight of the electro-hydraulic actuator system. Typically, a dual-clutch transmission with automatic parking requires the control of seven actuators: two clutch actuators, one parking actuator, and four shift actuators. To ensure the performance and safety of each part of the system, the existing dual-clutch transmission electro-hydraulic actuator system usually has 10 to 11 control elements. Figure 1 The diagram shows a schematic of the electro-hydraulic actuator system in a conventional dual-clutch transmission. It can be seen that this electro-hydraulic actuator system requires 11 control elements 01 (e.g., solenoid valves) to control 7 actuators 02.

[0004] Therefore, in the existing dual-clutch transmission electro-hydraulic actuator system, there are too many components, the system manufacturing cost is high, the size is large, and the layout is difficult. Summary of the Invention

[0005] The purpose of this invention is to solve the problems of numerous components, high manufacturing cost, large size, and difficult layout in the electro-hydraulic actuator system of the existing dual-clutch transmission.

[0006] To address the aforementioned problems, embodiments of the present invention disclose an electro-hydraulic actuator system for a dual-clutch transmission, comprising: a hydraulic drive unit, an odd-numbered electro-hydraulic actuator, and an even-numbered electro-hydraulic actuator. The hydraulic drive unit provides high-pressure hydraulic fluid. The odd-numbered electro-hydraulic actuators are connected to the hydraulic drive unit and include an odd-numbered branch controller, an odd-numbered clutch branch, a first odd-numbered shift branch, and a second odd-numbered shift branch. The odd-numbered branch controller is connected to the odd-numbered clutch branch, the first odd-numbered shift branch, and the second odd-numbered shift branch, respectively, and these branches are connected in parallel. Furthermore, the odd-numbered clutch branch includes an odd-numbered clutch controller and an odd-numbered clutch actuator connected in series; both the first odd-numbered shift branch and the second odd-numbered shift branch include a shift controller and a shift actuator connected in series. The even-numbered electro-hydraulic actuators are connected to the hydraulic drive device and include an even-numbered branch controller, an even-numbered clutch branch, a first even-numbered shift branch, and a second even-numbered shift branch. The even-numbered branch controller is connected to the even-numbered clutch branch, the first even-numbered shift branch, and the second even-numbered shift branch, which are connected in parallel. The even-numbered clutch branch includes an even-numbered clutch controller and an even-numbered clutch actuator connected in series; the first even-numbered shift branch and the second even-numbered shift branch each include a shift controller and a shift actuator connected in series. The odd-numbered electro-hydraulic actuators are connected in parallel with the even-numbered electro-hydraulic actuators.

[0007] By employing the above scheme, odd-numbered branch controllers and even-numbered branch controllers are set up to control the odd-numbered clutch branch, the first odd-numbered shift branch, the second odd-numbered shift branch, the even-numbered clutch branch, the first even-numbered shift branch, and the second even-numbered shift branch, respectively. Each branch has its own controller to control the actuators, eliminating the need for a controller for each actuator or each branch, thus saving on the number of controllers required and allowing more actuators to be controlled with fewer controllers. Furthermore, by assigning a shift controller to each group of shift actuators, the problem of half the gears failing only arises when either the odd-numbered or even-numbered branch controller malfunctions. If only the first, second, third, or fourth shift controller malfunctions, only two gears fail. This results in a lower single-mode failure risk for the system. Furthermore, each set of shift actuators and the corresponding shift controller are completely independent and connected in parallel, and can operate simultaneously. When one gear is disengaging, another gear can be engaged at the same time, which will greatly save shifting time.

[0008] According to another specific embodiment of the present invention, the electro-hydraulic actuator system of the dual-clutch transmission disclosed in this embodiment further includes a parking control branch, which includes a parking logic valve and a parking actuator connected in series; and the parking logic valve is also connected to an odd-numbered branch controller and an even-numbered branch controller respectively; and the parking logic valve and the odd-numbered branch controller jointly control the parking of the vehicle; or the parking logic valve and the even-numbered branch controller jointly control the parking of the vehicle.

[0009] The above solution organically integrates parking control with clutch and gear shift control, resulting in a more complete and highly integrated electro-hydraulic actuator system. Furthermore, parking control does not require a dedicated electric controller; instead, it is achieved through a combination of odd-branch controllers, even-branch controllers, and a low-cost parking logic valve. Therefore, this solution eliminates the need for additional electric controllers to manage the parking actuator, leading to lower costs.

[0010] According to another specific embodiment of the present invention, the electro-hydraulic actuator system of the dual-clutch transmission disclosed in this embodiment includes a hydraulic drive device comprising a drive motor, an oil pump, a filter press, a check valve, and an accumulator connected in series. The accumulator is connected to an odd-numbered branch controller and an even-numbered branch controller, respectively. The drive motor drives the oil pump to deliver oil from the oil reservoir of the electro-hydraulic actuator system of the dual-clutch transmission to the filter press. The filter press filters the oil and transmits it to the accumulator via the check valve.

[0011] By adopting the above scheme and installing an accumulator, high-pressure oil can be stored in advance. When other parts, such as odd-numbered and even-numbered electro-hydraulic actuators, require oil, the oil can be supplied to the oil circuit instantly at a large flow rate, without requiring the drive motor and oil pump to run at high speed to supply oil. This improves the service life of the drive motor and oil pump. It also avoids the problem of insufficient oil supply to odd-numbered and even-numbered electro-hydraulic actuators, which would affect the operation of the system. In addition, because of the accumulator, the oil pressure in the system meets the pressure requirements, eliminating the need for a large actuator. This means the actuator size can be reduced, the flow consumption of the actuator is less, and the response is faster than with a large actuator for the same supply capacity.

[0012] According to another specific embodiment of the present invention, the electro-hydraulic actuator of the dual-clutch transmission disclosed in this embodiment of the present invention further includes a main oil pressure sensor and an overflow valve in the hydraulic drive device; wherein, the main oil pressure sensor is disposed between the check valve and the accumulator; in the direction of oil flow, the overflow valve is disposed downstream of the accumulator, and the overflow valve opens or closes according to the oil pressure obtained by the main oil pressure sensor.

[0013] By adopting the above solution and setting an overflow valve, the safety and stability of the system can be improved.

[0014] According to another specific embodiment of the present invention, the electro-hydraulic actuator system of the dual-clutch transmission disclosed in this embodiment of the present invention is provided in which the odd-numbered clutch controller is connected to the odd-numbered branch controller; the shift controller and shift actuator of the first odd-numbered shift branch are respectively defined as the first shift controller and the first shift actuator, and the first shift controller is connected to the odd-numbered branch controller; the shift controller and shift actuator of the second odd-numbered shift branch are respectively defined as the second shift controller and the second shift actuator, and the second shift controller is connected to the odd-numbered branch controller.

[0015] The above scheme requires only one odd-numbered branch controller to supply oil to the odd-numbered clutch branch, the first odd-numbered shift branch, and the second odd-numbered shift branch. This achieves control of more actuators with fewer controllers.

[0016] According to another specific embodiment of the present invention, the electro-hydraulic actuator system of the dual-clutch transmission disclosed in this embodiment of the present invention further includes an odd-numbered clutch pressure sensor in the odd-numbered clutch branch. The odd-numbered clutch pressure sensor is connected to the odd-numbered clutch controller to obtain the oil pressure of the odd-numbered clutch branch. Furthermore, the first shift actuator and the second shift actuator are both differential cylinders or symmetrical cylinders.

[0017] By adopting the above scheme and setting up odd-number clutch pressure sensors, the oil pressure of the odd-number clutch branch can be accurately obtained, thereby enabling feedback control of the oil flow of the odd-number clutch controller, making the system control the odd-number clutch more precise.

[0018] According to another specific embodiment of the present invention, the electro-hydraulic actuator system of the dual-clutch transmission disclosed in this embodiment of the present invention is configured such that an even-numbered clutch controller is connected to an even-numbered branch controller; the shift controller and shift actuator of the first even-numbered shift branch are respectively defined as a third shift controller and a third shift actuator, and the third shift controller is connected to the even-numbered branch controller; the shift controller and shift actuator of the second even-numbered shift branch are respectively defined as a fourth shift controller and a fourth shift actuator, and the fourth shift controller is connected to the even-numbered branch controller.

[0019] According to another specific embodiment of the present invention, the electro-hydraulic actuator system of the dual-clutch transmission disclosed in this embodiment of the present invention further includes an even-numbered clutch pressure sensor in the even-numbered clutch branch. The even-numbered clutch pressure sensor is connected to the even-numbered clutch controller to obtain the oil pressure of the even-numbered clutch branch. Furthermore, the third shift actuator and the fourth shift actuator are both differential cylinders or symmetrical cylinders.

[0020] By adopting the above scheme and setting up even-number clutch pressure sensors, the oil pressure of even-number clutch branches can be accurately obtained, thereby enabling feedback control of the oil flow of the even-number clutch controller, making the system's control of even-number clutches more precise.

[0021] According to another specific embodiment of the present invention, the electro-hydraulic actuation system of the dual-clutch transmission disclosed in this embodiment further includes a hybrid clutch branch connected to a hydraulic drive device; and the hybrid clutch branch includes a hybrid clutch controller, a hybrid clutch actuator, and a hybrid clutch pressure sensor; wherein the hybrid clutch controller is connected to the hybrid clutch actuator, and the hybrid clutch controller is connected in parallel with the odd-numbered branch controller and the even-numbered branch controller; the hybrid clutch pressure sensor is connected to the hybrid clutch controller to obtain the hydraulic pressure of the hybrid clutch branch.

[0022] By adopting the above scheme, and connecting the hybrid clutch controller in parallel with the odd-numbered branch controller and the even-numbered branch controller, when there is a need for hybrid expansion of the system, it is not necessary to add too many solenoid valve channels or increase the number of solenoid valve drive channels of the transmission controller. Only one set of hybrid clutch, and its corresponding hybrid clutch controller and hybrid clutch actuator need to be added. Therefore, the electro-hydraulic actuation system provided in this specific embodiment can be easily expanded to hybrid mode when there is a need for hybrid expansion of the system.

[0023] According to another specific embodiment of the present invention, in the electro-hydraulic actuator system of the dual-clutch transmission disclosed in this embodiment, the odd-numbered branch controller, the even-numbered branch controller, and the shift controller are all solenoid valves; and the first shift controller is a four-position four-way solenoid valve.

[0024] By adopting the above scheme, the first shift controller is set as a four-position four-way solenoid valve, which avoids the shift shock caused by multi-gear engagement and damage to the transmission hardware due to transient power failure of the automatic transmission control unit.

[0025] The beneficial effects of this invention are:

[0026] This solution controls the odd-numbered clutch branch, the first odd-numbered shift branch, the second odd-numbered shift branch, the even-numbered clutch branch, the first even-numbered shift branch, and the second even-numbered shift branch by setting up odd-numbered branch controllers and even-numbered branch controllers respectively. Each branch is assigned a controller to control the actuator. This eliminates the need to set up a controller for each actuator or for each branch, saving on the number of controllers required and allowing more actuators to be controlled with fewer controllers.

[0027] Furthermore, by assigning a shift controller to each set of shift actuators, the problem of half the gears failing only arises when either the odd-numbered or even-numbered branch controllers malfunction. If only the first, second, third, or fourth shift controllers malfunction, only two gears will fail. This results in a lower single-mode failure risk for the system.

[0028] Furthermore, each set of shift actuators and the corresponding shift controller are completely independent and connected in parallel, and can operate simultaneously. When one gear is disengaging, another gear can be engaged at the same time, which will greatly save shifting time. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the electro-hydraulic actuator system of a dual-clutch transmission in the prior art;

[0030] Figure 2 This is a schematic diagram of the structure of the electro-hydraulic actuator of the dual-clutch transmission provided in this embodiment of the invention, which is a differential cylinder.

[0031] Figure 3 This is a schematic diagram of the structure of the shift actuator of the electro-hydraulic actuation system of the dual-clutch transmission provided in the embodiment of the present invention, which is a symmetrical cylinder;

[0032] Figure 4 This is a schematic diagram of the structure of the electro-hydraulic actuator system of the dual-clutch transmission provided in the embodiment of the present invention extended to the hybrid system.

[0033] Explanation of reference numerals in prior art:

[0034] 01. Control element; 02. Actuator.

[0035] Explanation of reference numerals in the accompanying drawings of this application:

[0036] 1. Hydraulic drive unit; 11. Drive motor; 12. Oil pump; 13. Filter press; 14. Check valve; 15. Accumulator; 16. Main oil pressure sensor; 17. Relief valve; 2. Odd-numbered electro-hydraulic actuators; 21. Odd-numbered branch controller; 22. Odd-numbered clutch branch; 221. Odd-numbered clutch controller; 222. Odd-numbered clutch actuator; 223. Odd-numbered clutch pressure sensor; 23. First odd-numbered shift branch; 231. First shift controller; 232. First shift actuator; 24. Second odd-numbered shift branch; 241. Second shift controller; 242. Second shift actuator; 3. Even-numbered electro-hydraulic actuators 31. Even-numbered branch controller; 32. Even-numbered clutch branch; 321. Even-numbered clutch controller; 322. Even-numbered clutch actuator; 323. Even-numbered clutch pressure sensor; 33. First even-numbered shift branch; 331. Third shift controller; 332. Third shift actuator; 34. Second even-numbered shift branch; 341. Fourth shift controller; 342. Fourth shift actuator; 4. Parking control branch; 41. Parking logic valve; 42. Parking actuator; 5. Hybrid clutch branch; 51. Hybrid clutch controller; 52. Hybrid clutch actuator; 53. Hybrid clutch pressure sensor. Detailed Implementation

[0037] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Although the description of the present invention is presented in conjunction with preferred embodiments, this does not mean that the features of the invention are limited to these embodiments. On the contrary, the purpose of describing the invention in conjunction with embodiments is to cover other options or modifications that may be derived based on the claims of the present invention. To provide a deep understanding of the invention, many specific details will be included in the following description. The invention may also be implemented without using these details. Furthermore, to avoid confusion or obscuring the focus of the invention, some specific details will be omitted in the description. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0038] It should be noted that in this specification, similar reference numerals and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0039] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship that the product of the invention is usually placed in during use. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0040] The terms “first”, “second”, etc., are used only to distinguish descriptions and should not be interpreted as indicating or implying relative importance.

[0041] In the description of this embodiment, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set up," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment based on the specific circumstances.

[0042] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0043] To address the problems of numerous components, high manufacturing costs, large size, and complex layout in existing dual-clutch transmission electro-hydraulic actuator systems, this invention provides an electro-hydraulic actuator system for a dual-clutch transmission. Specifically, refer to... Figure 2-4 The electro-hydraulic actuator system of the dual-clutch transmission provided in this embodiment includes a hydraulic drive device 1, an odd number of electro-hydraulic actuators 2, and an even number of electro-hydraulic actuators 3.

[0044] The hydraulic drive unit 1 is used to provide high-pressure oil.

[0045] The odd-numbered electro-hydraulic actuator 2 is connected to the hydraulic drive device 1 and includes an odd-numbered branch controller 21, an odd-numbered clutch branch 22, a first odd-numbered shift branch 23, and a second odd-numbered shift branch 24. The odd-numbered branch controller 21 is connected to the odd-numbered clutch branch 22, the first odd-numbered shift branch 23, and the second odd-numbered shift branch 24 respectively, and the odd-numbered clutch branch 22, the first odd-numbered shift branch 23, and the second odd-numbered shift branch 24 are connected in parallel. The odd-numbered clutch branch 22 includes an odd-numbered clutch controller 221 and an odd-numbered clutch actuator 222 connected in series; the first odd-numbered shift branch 23 and the second odd-numbered shift branch 24 each include a shift controller and a shift actuator connected in series.

[0046] An even-numbered electro-hydraulic actuator 3 is connected to a hydraulic drive device 1 and includes an even-numbered branch controller 31, an even-numbered clutch branch 32, a first even-numbered shift branch 33, and a second even-numbered shift branch 34. The even-numbered branch controller 31 is connected to the even-numbered clutch branch 32, the first even-numbered shift branch 33, and the second even-numbered shift branch 34 respectively, and the even-numbered clutch branch 32, the first even-numbered shift branch 33, and the second even-numbered shift branch 34 are connected in parallel. The even-numbered clutch branch 32 includes an even-numbered clutch controller 321 and an even-numbered clutch actuator 322 connected in series; the first even-numbered shift branch 33 and the second even-numbered shift branch 34 each include a shift controller and a shift actuator connected in series.

[0047] Furthermore, the odd-numbered electro-hydraulic actuators 2 and the even-numbered electro-hydraulic actuators 3 are connected in parallel.

[0048] This solution controls the odd-numbered clutch branch 22, the first odd-numbered shift branch 23, the second odd-numbered shift branch 24, the even-numbered clutch branch 32, the first even-numbered shift branch 33, and the second even-numbered shift branch 34 respectively by setting up odd-numbered branch controller 21 and even-numbered branch controller 31. Each branch is assigned a controller to control the actuator. This eliminates the need to set up a controller for each actuator or for each branch, saving the number of controllers required and allowing more actuators to be controlled with fewer controllers.

[0049] Furthermore, by assigning a shift controller to each set of shift actuators, the problem of half of the gears failing only arises when either the odd-numbered branch controller 21 or the even-numbered branch controller 31 malfunctions. If only the first shift controller 231, the second shift controller 241, the third shift controller 331, or the fourth shift controller 341 malfunctions, only two gears will fail. This results in a lower single-mode failure risk for the system.

[0050] Furthermore, each set of shift actuators and the corresponding shift controller are completely independent and connected in parallel, and can operate simultaneously. When one gear is disengaging, another gear can be engaged at the same time, which will greatly save shifting time.

[0051] Next, combined Figure 2-4 The electro-hydraulic actuator system of the dual-clutch transmission provided in this embodiment will be described in detail.

[0052] In this specific embodiment, the hydraulic drive device 1 is used to provide high-pressure oil.

[0053] It should be noted that the hydraulic drive unit 1 provides high-pressure oil to the odd-numbered electro-hydraulic actuators 2, the even-numbered electro-hydraulic actuators 3, and the parking control branch 4.

[0054] Specifically, the hydraulic drive unit 1 includes a drive motor 11, an oil pump 12, a filter press 13, a check valve 14, and an accumulator 15 connected in series. The accumulator 15 is connected to the odd-numbered branch controller 21 and the even-numbered branch controller 31, respectively. The drive motor 11 drives the oil pump 12 to deliver oil from the reservoir of the electro-hydraulic actuator of the dual-clutch transmission to the filter press 13. The filter press 13 filters the oil and then transmits it to the accumulator 15 via the check valve 14.

[0055] It should be noted that the accumulator 15 can convert the energy in the system into compressed energy or potential energy and store it at appropriate times. When the system needs it, it can convert the compressed energy or potential energy into hydraulic or pneumatic energy and release it to replenish the system. In this specific embodiment, by setting up the accumulator 15, high-pressure oil can be stored in advance. When other parts such as the odd-numbered electro-hydraulic actuators 2 and even-numbered electro-hydraulic actuators 3 need oil, the oil can be supplied to the oil circuit instantly at a large flow rate, without having to make the drive motor 11 and oil pump 12 run at high speed to supply oil. This improves the service life of the drive motor 11 and oil pump 12. In reality, even if the drive motor 11 and oil pump 12 run at high speed, the oil flow rate provided may not be able to meet the oil demand of the odd-numbered electro-hydraulic actuators 2 and even-numbered electro-hydraulic actuators 3. However, by setting up the accumulator 15, high-pressure oil can be provided instantly, avoiding the problem that the oil demand of the odd-numbered electro-hydraulic actuators 2 and even-numbered electro-hydraulic actuators 3 cannot be met, which would affect the operation of the system. In addition, since the accumulator 15 is installed, the oil pressure in the system meets the pressure requirements, so there is no need to install a large actuator. That is, the size of the actuator can be reduced, the flow consumed by the actuator is less, and the response is faster than that of a large actuator under the same flow capacity.

[0056] More specifically, the hydraulic drive unit 1 also includes a main oil pressure sensor 16 and a relief valve 17. The main oil pressure sensor 16 is located between the check valve 14 and the accumulator 15; the relief valve 17 is located downstream of the accumulator 15 in the direction of oil flow. Furthermore, the relief valve 17 opens or closes based on the oil pressure obtained from the main oil pressure sensor 16.

[0057] It should be noted that the relief valve 17 serves as a constant pressure relief valve and a safety protection mechanism. When the system pressure increases, the flow demand decreases. At this time, the relief valve 17 opens, allowing excess flow to overflow into the oil tank, ensuring the inlet pressure of the relief valve 17. During normal system operation, the relief valve 17 is closed. When the system pressure is too high, it provides overload protection, preventing the system pressure from increasing further. Therefore, this specific embodiment, by incorporating the relief valve 17, improves the safety and stability of the system.

[0058] Furthermore, in this specific embodiment, the odd-numbered electro-hydraulic actuator 2 is connected to the hydraulic drive device 1 and includes an odd-numbered branch controller 21, an odd-numbered clutch branch 22, a first odd-numbered shift branch 23, and a second odd-numbered shift branch 24. It should be explained that the odd-numbered branch controller 21 supplies oil to the odd-numbered clutch branch 22, the first odd-numbered shift branch 23, and the second odd-numbered shift branch 24.

[0059] The odd-numbered branch controller 21 is connected to the odd-numbered clutch branch 22, the first odd-numbered shift branch 23, and the second odd-numbered shift branch 24, respectively, and these three branches are connected in parallel. Therefore, only one odd-numbered branch controller 21 is needed to supply oil to the odd-numbered clutch branch 22, the first odd-numbered shift branch 23, and the second odd-numbered shift branch 24. This achieves control of a greater number of actuators using fewer controllers.

[0060] The odd-numbered clutch branch 22 includes an odd-numbered clutch controller 221 and an odd-numbered clutch actuator 222 connected in series. The odd-numbered clutch controller 221 is used to control the odd-numbered clutch actuator 222. The first odd-numbered shift branch 23 and the second odd-numbered shift branch 24 each include a shift controller and a shift actuator connected in series. That is, in each branch of the odd-numbered electro-hydraulic actuator 2, only one controller is used to control one actuator. Therefore, to achieve control of the odd-numbered electro-hydraulic actuator 2, only one controller needs to be set for each branch, and then one controller needs to be set for all branches. It is not necessary to set a controller for each actuator or for each branch, saving the number of controllers and allowing more actuators to be controlled with fewer controllers.

[0061] It should be understood that this embodiment only schematically shows that each branch of the odd-numbered electro-hydraulic actuator 2 is equipped with only one controller and one actuator. In fact, when the operation of multiple actuators does not conflict, multiple actuators can also be set for each branch of the odd-numbered electro-hydraulic actuator 2, and only one controller is used to control multiple actuators.

[0062] Specifically, the odd-numbered clutch controller 221 is connected to the odd-numbered branch controller 21. The shift controller and shift actuator of the first odd-numbered shift branch 23 are defined as the first shift controller 231 and the first shift actuator 232, respectively, and the first shift controller 231 is connected to the odd-numbered branch controller 21. The shift controller and shift actuator of the second odd-numbered shift branch 24 are defined as the second shift controller 241 and the second shift actuator 242, respectively, and the second shift controller 241 is connected to the odd-numbered branch controller 21.

[0063] More specifically, the odd-numbered clutch branch 22 also includes an odd-numbered clutch pressure sensor 223, which is connected to the odd-numbered clutch controller 221 to obtain the oil pressure of the odd-numbered clutch branch 22.

[0064] In this specific embodiment, by setting the odd clutch pressure sensor 223, the oil pressure of the odd clutch branch 22 can be accurately obtained, thereby enabling feedback control of the oil flow of the odd clutch controller 221, making the system control the odd clutch more precise.

[0065] It should be noted that both the first shift actuator 232 and the second shift actuator 242 are differential cylinders or symmetrical cylinders. For details, please refer to [reference needed]. Figure 2 Symmetrical cylinders can be referenced. Figure 3 However, in this specific embodiment, apart from the possible differences in the types of the first shift actuator 232 and the second shift actuator 242, the connection relationships between the first shift actuator 232, the second shift actuator 242 and other components are not affected by the types of the first shift actuator 232 and the second shift actuator 242.

[0066] It should also be noted that the odd-numbered branch controller 21, the first shift controller 231, and the second shift controller 241 are all solenoid valves. Furthermore, the first shift controller 231 is preferably a four-position four-way solenoid valve. In this specific embodiment, setting the first shift controller 231 as a four-position four-way solenoid valve avoids shift shocks caused by multi-gear engagement and damage to the transmission hardware due to transient power failure of the automatic transmission control unit. It should be understood that in this specific embodiment, without affecting the normal operation of each part, the second shift controller 241 can also be set as a four-position four-way solenoid valve. Furthermore, in the even-numbered electro-hydraulic actuator 3 mentioned later, the third shift controller 331 and the fourth shift controller 341 can also be set as four-position four-way solenoid valves to improve system performance.

[0067] Furthermore, in this specific embodiment, the even-numbered electro-hydraulic actuator 3 is connected to the hydraulic drive device 1 and includes an even-numbered branch controller 31, an even-numbered clutch branch 32, a first even-numbered shift branch 33, and a second even-numbered shift branch 34. It should be explained that the even-numbered branch controller 31 supplies oil to the even-numbered clutch branch 32, the first even-numbered shift branch 33, and the second even-numbered shift branch 34.

[0068] The even-numbered branch controller 31 is connected to the even-numbered clutch branch 32, the first even-numbered shift branch 33, and the second even-numbered shift branch 34, respectively, and these three branches are connected in parallel. Therefore, only one even-numbered branch controller 31 is needed to supply oil to the even-numbered clutch branch 32, the first even-numbered shift branch 33, and the second even-numbered shift branch 34. This achieves control of more actuators using fewer controllers.

[0069] The even-numbered clutch branch 32 includes an even-numbered clutch controller 321 and an even-numbered clutch actuator 322 connected in series. The even-numbered clutch controller 321 is used to control the even-numbered clutch actuator 322. The first even-numbered shift branch 33 and the second even-numbered shift branch 34 each include a shift controller and a shift actuator connected in series. That is, in each branch of the even-numbered electro-hydraulic actuator 3, only one controller is used to control one actuator. Therefore, to achieve control of the even-numbered electro-hydraulic actuator 3, only one controller needs to be set for each branch, and then one controller needs to be set for all branches. It is not necessary to set a controller for each actuator or for each branch, saving the number of controllers and allowing more actuators to be controlled with fewer controllers.

[0070] It should be understood that this embodiment only schematically shows that each branch of the even-numbered electro-hydraulic actuator 3 is equipped with only one controller and one actuator. In fact, when the operation of multiple actuators does not conflict, multiple actuators can also be set for each branch of the even-numbered electro-hydraulic actuator 3, and only one controller is used to control multiple actuators.

[0071] Specifically, the even-numbered clutch controller 321 is connected to the even-numbered branch controller 31; the shift controller and shift actuator of the first even-numbered shift branch 33 are respectively defined as the third shift controller 331 and the third shift actuator 332, and the third shift controller 331 is connected to the even-numbered branch controller 31. The shift controller and shift actuator of the second even-numbered shift branch 34 are respectively defined as the fourth shift controller 341 and the fourth shift actuator 342, and the fourth shift controller 341 is connected to the even-numbered branch controller 31.

[0072] More specifically, the even-numbered clutch branch 32 also includes an even-numbered clutch pressure sensor 323, which is connected to the even-numbered clutch controller 321 to obtain the oil pressure of the even-numbered clutch branch 32.

[0073] In this specific embodiment, by setting an even-numbered clutch pressure sensor 323, the oil pressure of the even-numbered clutch branch 32 can be accurately obtained, thereby enabling feedback control of the oil flow of the even-numbered clutch controller 321, making the system control the even-numbered clutch more precise.

[0074] It should be noted that both the third shift actuator 332 and the fourth shift actuator 342 are differential cylinders or symmetrical cylinders. For details, please refer to [reference needed]. Figure 2 Symmetrical cylinders can be referenced. Figure 3 However, in this specific embodiment, apart from the possible differences in the types of the third shift actuator 332 and the fourth shift actuator 342, the connection relationships between the third shift actuator 332 and the fourth shift actuator 342 and other components are not affected by the types of the third shift actuator 332 and the fourth shift actuator 342.

[0075] It should also be noted that the even-numbered branch controller 31, the third shift controller 331, and the fourth shift controller 341 are all solenoid valves.

[0076] Preferably, the electro-hydraulic actuator system further includes a parking control branch 4, which includes a parking logic valve 41 and a parking actuator 42 connected in series. The parking logic valve 41 is also connected to the odd-numbered branch controller 21 and the even-numbered branch controller 31, respectively.

[0077] It should be noted that in this specific embodiment, the parking logic valve 41 and the odd-numbered branch controller 21 jointly control the parking of the vehicle, or the parking logic valve 41 and the even-numbered branch controller 31 jointly control the parking of the vehicle. Therefore, parking control does not require a dedicated electric controller; instead, it is accomplished through the combined action of the odd-numbered branch controller 21, the even-numbered branch controller 31, and a low-cost parking logic valve 41. Consequently, this solution eliminates the need for additional controllers to control the parking actuator 42, resulting in lower costs.

[0078] Preferably, refer to Figure 4The electro-hydraulic actuator system also includes a hybrid clutch branch 5, which is connected to the hydraulic drive unit 1. The hybrid clutch branch 5 includes a hybrid clutch controller 51, a hybrid clutch actuator 52, and a hybrid clutch pressure sensor 53. The hybrid clutch controller 51 is connected to the hybrid clutch actuator 52, and is connected in parallel with the odd-numbered branch controller 21 and the even-numbered branch controller 31. The hybrid clutch pressure sensor 53 is connected to the hybrid clutch controller 51 to obtain the hydraulic pressure of the hybrid clutch branch 5.

[0079] It should be noted that the hybrid clutch controller 51 is used to control the hybrid clutch actuator 52. By connecting the hybrid clutch controller 51 in parallel with the odd-numbered branch controller 21 and the even-numbered branch controller 31, when there is a need for hybrid expansion of the system, it is not necessary to add too many solenoid valve channels or increase the number of solenoid valve drive channels of the transmission controller. Only one set of hybrid clutches and their corresponding hybrid clutch controller 51 and hybrid clutch actuator 52 need to be added. Therefore, the electro-hydraulic actuation system provided in this specific embodiment can be easily expanded to hybrid mode when there is a need for hybrid expansion of the system.

[0080] It should be explained that the electro-hydraulic actuator system provided in this specific embodiment only experiences a half-gear failure issue when either the odd-numbered branch controller 21 or the even-numbered branch controller 31 malfunctions. If only the first shift controller 231, the second shift controller 241, the third shift controller 331, or the fourth shift controller 341 malfunctions, only two gears will fail. This makes the single failure mode risk of the system relatively low.

[0081] Furthermore, in this specific embodiment, all actuators are non-zero leakage actuators. This avoids the problem of slow system response caused by the oil in the actuator flowing out during idle periods, requiring additional oil to be supplied to replenish the lost oil the next time it is used.

[0082] Furthermore, in this specific embodiment, each set of shift actuators and its corresponding shift controller are completely independent and connected in parallel, allowing them to operate simultaneously. While one gear is disengaging, another can be engaging simultaneously, significantly reducing shifting time. Compared to traditional series or semi-parallel systems, where controllers are arranged in series and one controller can only control downshifting for a given period, meaning one gear must be completely disengaged before another can engage, resulting in a longer overall time, this specific embodiment employs a fully parallel shifting architecture, which accelerates system response.

[0083] It should also be noted that in this specific embodiment, the shift actuator can have either an independent piston or the shift fork shaft can be used as the piston. The advantage of an independent piston is that it reduces the number of oil passages and interface components on the gearbox housing. The advantages of an integrated piston are low system resistance, high integration, fewer parts, smaller size, and easier arrangement. Those skilled in the art can choose according to actual needs, and this embodiment does not impose any restrictions.

[0084] Furthermore, this specific embodiment takes into account the issue that the clutch circuit and shifting branch will not be used simultaneously. Therefore, by setting up a common controller for the clutch circuit and shifting branch, the number of controllers can be reduced. In this specific embodiment, there is no parking solenoid valve; instead, only a low-cost parking logic mechanical valve is used to achieve the functions of entering and exiting the parking state. At this time, the odd-numbered branch controller 21 and even-numbered branch controller 31 participate in time-sharing multiplexing. Sometimes, the odd-numbered branch controller 21 and even-numbered branch controller 31 are responsible for supplying oil to the clutch and shifting actuator circuits, and sometimes for supplying oil to the parking circuit. When there is a time conflict, different pressure ranges are used to limit the time, and ultimately all functions can be achieved. For example, when the odd-numbered branch controller 21 does not supply pressure or the pressure is lower than the preset first threshold, the even-numbered branch controller 31 can be used to control the entry and exit of the parking state. When the odd-numbered branch controller 21 supplies pressure higher than the preset first threshold but lower than the preset second threshold, the even-numbered branch controller 31 will be completely disconnected from the parking circuit and will only be used to control the clutch and shifting actions of the even-numbered circuit. When the pressure supplied by the odd branch controller 21 is higher than the preset second critical value, the odd branch controller 21 is used to control the odd clutch and shifting action.

[0085] While the present invention has been illustrated and described with reference to certain preferred embodiments, those skilled in the art should understand that the above description is a further detailed explanation of the invention in conjunction with specific embodiments, and should not be construed as limiting the specific implementation of the invention to these descriptions. Various changes in form and detail can be made by those skilled in the art, including several simple deductions or substitutions, without departing from the spirit and scope of the invention.

Claims

1. An electro-hydraulic actuation system for a dual clutch transmission, characterized in that include: A hydraulic drive unit, wherein the hydraulic drive unit is used to provide high-pressure hydraulic fluid; An odd-numbered electro-hydraulic actuator, connected to the hydraulic drive device, includes an odd-numbered branch controller, an odd-numbered clutch branch, a first odd-numbered shift branch, and a second odd-numbered shift branch; wherein... The odd-numbered branch controller is connected to the odd-numbered clutch branch, the first odd-numbered shift branch, and the second odd-numbered shift branch, respectively, and the odd-numbered clutch branch, the first odd-numbered shift branch, and the second odd-numbered shift branch are connected in parallel; and The odd-numbered clutch branch includes an odd-numbered clutch controller and an odd-numbered clutch actuator connected in series; the first odd-numbered shift branch and the second odd-numbered shift branch each include a shift controller and a shift actuator connected in series. An even-numbered electro-hydraulic actuator, connected to the hydraulic drive device, includes an even-numbered branch controller, an even-numbered clutch branch, a first even-numbered shift branch, and a second even-numbered shift branch; wherein... The even-numbered branch controller is connected to the even-numbered clutch branch, the first even-numbered shift branch, and the second even-numbered shift branch, respectively, and the even-numbered clutch branch, the first even-numbered shift branch, and the second even-numbered shift branch are connected in parallel; and The even-numbered clutch branch includes an even-numbered clutch controller and an even-numbered clutch actuator connected in series; both the first even-numbered shift branch and the second even-numbered shift branch include a shift controller and a shift actuator connected in series; and The odd-numbered electro-hydraulic actuators are connected in parallel with the even-numbered electro-hydraulic actuators. The electro-hydraulic actuator system further includes a parking control branch, which comprises a parking logic valve and a parking actuator connected in series; and The parking logic valve is also connected to the odd-numbered branch controller and the even-numbered branch controller respectively; and The parking logic valve and the odd-numbered branch controller work together to control the parking of the vehicle; or The parking logic valve and the even-numbered branch controller work together to control the parking of the vehicle.

2. An electro-hydraulic actuation system for a dual clutch transmission according to claim 1, characterized in that The hydraulic drive device includes a drive motor, an oil pump, a filter press, a check valve, and an accumulator connected in series. The accumulator is connected to the odd-numbered branch controller and the even-numbered branch controller, respectively. The drive motor drives the oil pump to deliver the oil in the oil reservoir of the electro-hydraulic actuator of the dual-clutch transmission to the filter press; The filter press filters the oil and then transmits it to the accumulator via the one-way valve.

3. The electro-hydraulic actuator system of the dual-clutch transmission as described in claim 2, characterized in that: The hydraulic drive device also includes a main oil pressure sensor and a relief valve; wherein The main oil pressure sensor is located between the one-way valve and the accumulator; In the direction of oil flow, the overflow valve is located downstream of the accumulator, and The overflow valve opens or closes based on the oil pressure obtained from the main oil pressure sensor.

4. The electro-hydraulic actuation system of a dual clutch transmission according to claim 1, characterized in that, The odd-numbered clutch controller is connected to the odd-numbered branch controller; The shift controller and the shift actuator of the first odd-numbered shift branch are respectively defined as the first shift controller and the first shift actuator, and the first shift controller is connected to the odd-numbered branch controller; The shift controller and the shift actuator of the second odd-numbered shift branch are respectively defined as the second shift controller and the second shift actuator, and the second shift controller is connected to the odd-numbered branch controller.

5. An electro-hydraulic actuation system for a dual clutch transmission according to claim 4, characterized in that The odd-numbered clutch branch also includes an odd-numbered clutch pressure sensor, which is connected to the odd-numbered clutch controller to acquire the oil pressure of the odd-numbered clutch branch; and Both the first shift actuator and the second shift actuator are differential cylinders or symmetrical cylinders.

6. An electro-hydraulic actuation system for a dual clutch transmission according to claim 4, characterized in that, The even-numbered clutch controller is connected to the even-numbered branch controller; The shift controller and the shift actuator of the first even-numbered shift branch are respectively defined as the third shift controller and the third shift actuator, and the third shift controller is connected to the even-numbered branch controller; The shift controller and the shift actuator of the second even-numbered shift branch are respectively defined as the fourth shift controller and the fourth shift actuator, and the fourth shift controller is connected to the even-numbered branch controller.

7. An electro-hydraulic actuation system for a dual clutch transmission according to claim 6, characterized in that The even-numbered clutch branch also includes an even-numbered clutch pressure sensor, which is connected to the even-numbered clutch controller to acquire the oil pressure of the even-numbered clutch branch; and Both the third and fourth shift actuators are differential cylinders or symmetrical cylinders.

8. An electro-hydraulic actuation system for a dual clutch transmission according to any one of claims 4-7, characterized in that, The electro-hydraulic actuation system further includes a hybrid clutch branch, which is connected to the hydraulic drive device; and The hybrid clutch branch includes a hybrid clutch controller, a hybrid clutch actuator, and a hybrid clutch pressure sensor; wherein The hybrid clutch controller is connected to the hybrid clutch actuator, and the hybrid clutch controller is connected in parallel with the odd-numbered branch controller and the even-numbered branch controller; The hybrid clutch pressure sensor is connected to the hybrid clutch controller to obtain the oil pressure of the hybrid clutch branch.

9. An electro-hydraulic actuation system for a dual clutch transmission according to any one of claims 4-7, characterized in that, The odd-numbered branch controller, the even-numbered branch controller, and the shift controller are all solenoid valves; and The first shift controller is a four-position four-way solenoid valve.

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