Hydraulic control system and vehicle

Abstract

The hydraulic control system and the vehicle are provided, the hydraulic control system is added the fifth safety valve controlled by the third electromagnetic valve downstream of the fourth electromagnetic valve, the fifth safety valve can be communicated with the fourth electromagnetic valve and the C4 clutch, or the fourth electromagnetic valve and the C31 clutch; the hydraulic control system is further added the sixth safety valve controlled by the eighth electromagnetic valve between the fifth safety valve and the C31 clutch, and the communication or disconnection between the fifth safety valve and the C31 clutch is controlled. Adopt the structure as above, when the vehicle is in non-reverse gear, the third electromagnetic valve and the eighth electromagnetic valve are all disconnected, the main oil circuit can only pass through the fourth electromagnetic valve and the fifth safety valve to communicate with the C4 clutch, and cannot communicate with the C31 clutch; when the vehicle is in reverse gear, the third electromagnetic valve and the eighth electromagnetic valve are all communicated, the fifth safety valve switches the loop to the communication of the fourth electromagnetic valve and the C31 clutch, the main oil circuit can only pass through the fourth electromagnetic valve and the fifth safety valve to communicate with the C31 clutch, and effectively prevent the C31 clutch from locking in non-reverse gear.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more specifically to a hydraulic control system and a vehicle. Background Technology

[0002] Hybrid electric vehicles (HEVs) utilize a hybrid drive technology, combining an engine and an electric motor as power sources. Compared to traditional gasoline-powered vehicles, they significantly reduce fuel consumption and carbon dioxide emissions, making them a major development direction for the automotive manufacturing industry for many years to come. Based on the location of the electric motor in the traditional powertrain, existing HEVs can be categorized into several different hybrid drive technologies: 1. When the motor is located at the engine end, it is called P1 hybrid technology; 2. When the motor is located between the engine and the transmission, it is called P2 hybrid technology; 3. When the motor is located at the output end of the transmission, it is called P3 hybrid technology; 4. When the motor is located on the drive axle, it is called P4 hybrid technology.

[0003] Taking a hybrid electric vehicle using two motors, P1 and P3, as an example, it can support multiple modes such as idle charging, pure electric driving, series drive, and parallel drive. The P1 motor is located between the engine and the C2 clutch. The output end of the C2 clutch is connected to the transmission mechanism. The P3 motor is directly connected to the output shaft through the C1 clutch. The transmission mechanism consists of a Ravenna planetary gear set, which includes five clutches: C31, C32, C4, B1, and B2, to achieve four forward gears and one reverse gear, respectively.

[0004] When the C31 clutch is locked, the car can shift into reverse to achieve the reversing function. The C31 clutch is controlled by a solenoid valve to lock or unlock. When the car is in a drive gear, the solenoid valve can open the C31 clutch; when the car is in reverse gear, the solenoid valve can lock the C31 clutch. However, during vehicle use, impurities may enter the C31 clutch, a short circuit in the automatic transmission control unit may cause the solenoid valve to malfunction, or poor wiring contact may cause the C31 clutch to lock when the car is not in reverse gear. This could lead to gear shifting conflicts or loss of control, potentially causing safety accidents and posing a safety hazard.

[0005] Therefore, how to provide a control system that can prevent the C31 clutch from locking up when the car is in a non-reverse gear is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0006] The purpose of this invention is to provide a control system that can prevent the C31 clutch from locking up when the vehicle is in a non-reverse gear.

[0007] To solve the above-mentioned technical problems, the present invention provides a hydraulic control system, including a main oil circuit and a fourth solenoid valve connected to the main oil circuit. The output port of the fourth solenoid valve is connected to a C4 clutch and a C31 clutch. A fifth safety valve is provided between the C4 clutch, the C31 clutch and the fourth solenoid valve, and a sixth safety valve is provided between the fifth safety valve and the C31 clutch. The system also includes a third solenoid valve and an eighth solenoid valve respectively connected to the main oil circuit. The output oil circuit of the third solenoid valve is connected to the control port of the fifth safety valve, enabling the fifth safety valve to connect the fourth solenoid valve and the C4 clutch, or connect the fourth solenoid valve and the C31 clutch. The output oil circuit of the eighth solenoid valve is connected to the control port of the sixth safety valve, enabling the fifth safety valve to connect or disconnect from the C31 clutch.

[0008] With the above structure, when the vehicle is in a non-reverse gear, both the third and eighth solenoid valves are disconnected. The fifth safety valve connects the fourth solenoid valve and the C4 clutch. When the fourth solenoid valve is open, it can only connect the C4 clutch and cannot connect the C31 clutch. When the vehicle is in a reverse gear, both the third and eighth solenoid valves are connected. The fifth safety valve switches its working position, connecting the fourth solenoid valve and the C31 clutch. Only when the fourth solenoid valve is open can the C31 clutch be connected, effectively preventing the C31 clutch from locking up when the vehicle is in a non-reverse gear.

[0009] Optionally, it further includes a fourth safety valve connected to the main oil circuit. The fourth safety valve is connected to the fifth and sixth solenoid valves. The fifth solenoid valve is connected to the C32 clutch, and the sixth solenoid valve is connected to the B1 clutch. The control port of the fourth safety valve is connected to the output oil circuit of the third solenoid valve. When the third solenoid valve controls the fifth safety valve to connect the fourth solenoid valve and the C4 clutch, the fourth solenoid valve is connected to the fifth and sixth solenoid valves. When the third solenoid valve controls the fifth safety valve to connect the fourth solenoid valve and the C31 clutch, the fourth solenoid valve is disconnected from the fifth and sixth solenoid valves.

[0010] Optionally, a third safety valve is provided between the sixth solenoid valve and the B1 clutch. The control port of the third safety valve is connected to the output oil circuit of the fifth solenoid valve and the output oil circuit of the fourth solenoid valve. The third safety valve is disconnected only when the fifth solenoid valve is connected to the C32 clutch and the sixth solenoid valve is connected to the B1 clutch.

[0011] Optionally, it also includes a seventh solenoid valve connected to the main oil circuit. The output port of the seventh solenoid valve is connected to the B2 clutch. A first safety valve is provided between the seventh solenoid valve and the B2 clutch. The control port of the first safety valve is connected to the output oil circuit of the sixth solenoid valve. When the sixth solenoid valve is connected to the B1 clutch, the first safety valve is disconnected.

[0012] Optionally, a second safety valve is also provided between the seventh solenoid valve and the B2 clutch. The second safety valve is controlled by the output port of the fourth solenoid valve. When the fourth solenoid valve is connected to the C4 clutch, the second safety valve is disconnected.

[0013] Optionally, it also includes a first solenoid valve and a second solenoid valve connected to the main oil circuit, wherein the output port of the first solenoid valve is connected to clutch C1 and the output port of the second solenoid valve is connected to clutch C2.

[0014] Optionally, it also includes a shuttle valve, wherein the two input ports of the shuttle valve are respectively connected to the output port of the first solenoid valve and the output port of the second solenoid valve, and the output ports are connected to the main oil circuit.

[0015] Optionally, it also includes a regulating valve, wherein the output port of the shuttle valve is connected to the control port of the regulating valve, the input port of the regulating valve is connected to the main oil circuit, and the output port is connected to the oil pan, the lubricating oil circuit, and the suction filter oil circuit.

[0016] Optionally, it also includes an electronic pump and a mechanical pump, wherein the input ports of the electronic pump and the mechanical pump are connected to the oil pan through a suction filter oil passage, the output port of the electronic pump is connected to the input port of the switching valve, the output oil passage of the mechanical pump is connected to the control port of the switching valve, and the output port of the switching valve is connected to the main oil passage and the lubrication oil passage respectively.

[0017] The present invention also provides a vehicle including a hydraulic control system, which is the hydraulic control system described above, and the vehicle is capable of shifting gears through the hydraulic control system. Attached Figure Description

[0018] Figure 1 This is a diagram of the oil circuit and electrical circuit of the hydraulic control system provided in the embodiments of the present invention;

[0019] Figure 2 This is a matrix diagram showing the correspondence between each clutch and gear when the vehicle uses an electronic pump for pure electric driving, as provided in the embodiments of the present invention.

[0020] Figure 1-2 The annotations in the accompanying drawings are explained as follows:

[0021] 1. Oil pan, 11. Main oil circuit, 12. Lubricating oil circuit, 13. Suction and filter oil circuit, 21. First solenoid valve, 22. Second solenoid valve, 23. Third solenoid valve, 24. Fourth solenoid valve, 25. Fifth solenoid valve, 26. Sixth solenoid valve, 27. Seventh solenoid valve, 28. Eighth solenoid valve, 31. C1 clutch, 32. C2 clutch, 33. B2 clutch, 34. B1 clutch, 35. C32 clutch, 36. C4 clutch, 37. C31 clutch, 41. First safety valve, 42. Second safety valve, 43. Third safety valve, 44. Fourth safety valve, 45. Fifth safety valve, 46. Sixth safety valve, 5. Electronic pump, 6. Mechanical pump, 71. Shuttle valve, 72. Regulating valve, 73. Switching valve. Detailed Implementation

[0022] To enable those skilled in the art to better understand the technical solutions of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0023] Please refer to Figure 1-2 , Figure 1 This is a diagram of the oil circuit and electrical circuit of the hydraulic control system provided in the embodiments of the present invention; Figure 2 This is a matrix diagram showing the correspondence between each clutch and gear when the vehicle uses an electronic pump for pure electric driving, as provided in the embodiments of the present invention.

[0024] This invention provides a hydraulic control system, including an oil pan 1 for supplying hydraulic oil and a main oil circuit 11 for outputting hydraulic oil. The hydraulic control system also includes a fourth solenoid valve 24 and a fifth safety valve 45. The main oil circuit 11 inputs pressurized oil to a C4 clutch 36 or a C31 clutch 37 through the fourth solenoid valve 24. The output port of the fourth solenoid valve 24 is also connected to the fifth safety valve 45. Specifically, the fifth safety valve 45 controls the output port of the fourth solenoid valve 24 to connect to the C4 clutch 36 or the C31 clutch 37.

[0025] The hydraulic control system also includes a third solenoid valve 23 and an eighth solenoid valve 28, the input ports of which are both connected to the main oil circuit 11. The output port of the third solenoid valve 23 is connected to the control port of the fifth safety valve 45. The fifth safety valve 45 is a hydraulically controlled directional valve, which, controlled by the third solenoid valve 23, can connect the fourth solenoid valve 24 and the C4 clutch 36, or connect the fourth solenoid valve 24 and the C31 clutch 37. A sixth safety valve 46 is also provided between the fifth safety valve 45 and the C31 clutch 37. The sixth safety valve 46 is also a hydraulically controlled directional valve. The input port of the eighth solenoid valve 28 is connected to the main oil circuit 11, and the output port of the eighth solenoid valve 28 is connected to the control port of the sixth safety valve 46 to control the passage of the sixth safety valve 46, thereby connecting or disconnecting the fifth safety valve 45 and the C31 clutch 37.

[0026] With the above structure, when the vehicle is in a non-reverse gear, both the third solenoid valve 23 and the eighth solenoid valve 28 are closed, and the fifth safety valve 45 is in the first working position. At this time, the fifth safety valve 45 connects the fourth solenoid valve 24 and the C4 clutch 36. When the fourth solenoid valve 24 is open, it can only connect the C4 clutch 36 and cannot connect the C31 clutch 37. When the vehicle is in a reverse gear, both the third solenoid valve 23 and the eighth solenoid valve 28 are connected. The oil output port of the third solenoid valve 23 pushes the fifth safety valve 45 to switch the circuit to the second working position, so that the fourth solenoid valve 24 is connected to the sixth safety valve 46. The oil output port of the eighth solenoid valve 28 pushes the sixth safety valve 46 to switch its working position and connect to the C31 clutch 37. After the fourth solenoid valve 24 is open, it can connect to the C31 clutch 37 in sequence through the fifth safety valve 45 and the sixth safety valve 46, effectively preventing the C31 clutch 37 from locking up when the vehicle is in a non-reverse gear.

[0027] Specifically, such as Figure 1 As shown, the third solenoid valve 23, the fourth solenoid valve 24 and the eighth solenoid valve 28 are connected in parallel to the main oil circuit 11, and the input ports of the three are all connected to the main oil circuit 11.

[0028] In this embodiment, both the third solenoid valve 23 and the eighth solenoid valve 28 are two-position three-way solenoid valves. Taking the third solenoid valve 23 as an example, the first port of the third solenoid valve 23 is connected to the main oil circuit 11, the second port is connected to the control ports of the fourth safety valve 44 and the fifth safety valve 45, and the third port is connected to the oil pan 1. The first port is the input port described above, and the second port is the output port described above. When the third solenoid valve 23 is in the closed state, i.e., the first working position, the first port is closed, and the second and third ports are connected, i.e., the control ports of the fourth safety valve 44 and the fifth safety valve 45 are connected to the oil pan 1 and pressure is released. When the third solenoid valve 23 is in the open state, i.e., the second working position, the first port and the second port are connected, and the third port is closed, i.e., the main oil circuit 11 is connected to the control ports of the fourth safety valve 44 and the fifth safety valve 45.

[0029] The fourth solenoid valve 24 is a three-position three-way solenoid valve. The first port is connected to the main oil circuit 11, the second port is connected to the fifth safety valve 45, and the third port is connected to the oil pan 1. The first port is the input port described above, and the second port is the output port described above. When the fourth solenoid valve 24 is in the closed state, i.e., the first working position, the first port is closed, and the fifth safety valve 45 and the oil pan 1 are connected and depressurized. When the fourth solenoid valve 24 is in the second working position, the first port, the second port, and the third port are all closed, and the main oil circuit 11 and the fifth safety valve 45 maintain the original oil pressure. When the fourth solenoid valve 24 is in the open state, i.e., the third working position, the first port is connected to the fifth safety valve 45, and the hydraulic oil inside the main oil circuit 11 can flow into the fifth safety valve 45 after being regulated by the fourth solenoid valve 24, and the third port is closed.

[0030] The fifth safety valve 45 is a hydraulically controlled directional valve. Its first port is connected to the output port of the fourth solenoid valve 24, its second port is connected to clutch C4 36, its third port is connected to clutch C31 37, its fourth port is connected to the oil pan 1, and its control port is connected to the output port of the third solenoid valve 23. When the fifth safety valve 45 is in its first operating position, the output port of the fourth solenoid valve 24 is connected to clutch C4 36, and clutch C31 37 is connected to the oil pan 1 to relieve pressure on clutch C31 37. When the fifth safety valve 45 is in its second operating position, the output port of the fourth solenoid valve 24 is connected to clutch C31 37, and clutch C4 36 is connected to the oil pan 1 to relieve pressure on clutch C4 36.

[0031] The sixth safety valve 46 is a hydraulically controlled directional valve. The first oil port is connected to the third oil port of the fifth safety valve 45, the second oil port is connected to the C31 clutch 37, and the third oil port is connected to the oil pan 1. When the sixth safety valve 46 is in the first working position, the first oil port is closed, and the C31 clutch 37 is connected to the oil pan 1 to relieve pressure on the C31 clutch 37. When the sixth safety valve 46 is in the second working position, the third oil port of the fifth safety valve 45 is connected to the C31 clutch 37, and the oil pan 1 is closed.

[0032] Of course, the present invention does not limit the specific form and structure of the valve body of the third solenoid valve 23, the fourth solenoid valve 24, the eighth solenoid valve 28 and the fifth safety valve 45, as long as they can achieve the required functions. The same applies to the solenoid valves and safety valves described below.

[0033] Specifically, in this embodiment, when the third solenoid valve 23 is in the second working position, its output port is connected to the fifth safety valve 45, and hydraulic oil enters the control port of the fifth safety valve 45, pushing the valve core and spring of the fifth safety valve 45 to switch the fifth safety valve 45 to the second working position; when the eighth solenoid valve 28 is in the second working position, its output port is connected to the sixth safety valve 46, and hydraulic oil enters the control port of the sixth safety valve 46, pushing the valve core and spring of the sixth safety valve 46 to switch the sixth safety valve 46 to the second working position.

[0034] When the vehicle is in non-reverse gear and C4 clutch 36 does not need to be locked, the third solenoid valve 23, the fourth solenoid valve 24 and the eighth solenoid valve 28 are all in the first working position, the fifth safety valve 45 and the sixth safety valve 46 are also in the first working position, and C4 clutch 36 and C31 clutch 37 are both connected to oil pan 1 and are both in the non-locked state.

[0035] When the vehicle is in non-reverse gear and the C4 clutch 36 needs to be locked, the third solenoid valve 23 and the eighth solenoid valve 28 are in the first working position, the fourth solenoid valve 24 switches to the third working position, the fifth safety valve 45 and the sixth safety valve 46 are in the first working position, the C4 clutch 36 can then connect to the main oil circuit 11 and obtain hydraulic oil after the pressure is regulated by the fourth solenoid valve 24, and is in the locked state, while the C31 clutch 37 is still connected to the oil pan 1 and is in the unlocked state;

[0036] When the vehicle is in reverse gear, the third solenoid valve 23 and the eighth solenoid valve 28 are both switched to the second working position, causing the fifth safety valve 45 and the sixth safety valve 46 to switch to the second working position, and the fourth solenoid valve 24 to switch to the third working position. The C4 clutch 36 is connected to the oil pan 1 and is in an unlocked state. The C31 clutch 37 is connected to the main oil circuit 11 and obtains hydraulic oil after pressure regulation by the fourth solenoid valve 24, and is in a locked state.

[0037] During the above adjustment process, if either the third solenoid valve 23 or the eighth solenoid valve 28 is damaged due to wiring problems, causing the fifth safety valve 45 or the sixth safety valve 46 controlled by it to switch to the second working position incorrectly, the other safety valve can still ensure that the fourth solenoid valve 24 and the C31 clutch 37 cannot be directly connected, further preventing the C31 clutch 37 from locking when it is in a non-reverse gear position, thus improving vehicle safety.

[0038] This embodiment also includes a fourth safety valve 44 connected to the main oil circuit 11. The fourth safety valve 44 is connected to the fifth solenoid valve 25 and the sixth solenoid valve 26. The fifth solenoid valve 25 is connected to the C32 clutch 35, and the sixth solenoid valve 26 is connected to the B1 clutch 34. The control port of the fourth safety valve 44 is connected to the output oil circuit of the third solenoid valve 23. When the third solenoid valve 23 controls the fifth safety valve 45 to connect the fourth solenoid valve 24 and the C4 clutch 36, the fourth solenoid valve 44 is connected to the fifth solenoid valve 25 and the sixth solenoid valve 26. When the third solenoid valve 23 controls the fifth safety valve 45 to connect the fourth solenoid valve 24 and the C31 clutch 37, the fourth solenoid valve 44 is disconnected from the fifth solenoid valve 25 and the sixth solenoid valve 26.

[0039] Please continue to refer to this. Figure 1 The fifth solenoid valve 25 and the sixth solenoid valve 26 have the same structure and position settings as the fourth solenoid valve 24. The only difference is that the second oil port of the fifth solenoid valve 25 is connected to the C32 clutch 35, and the second oil port of the sixth solenoid valve 26 is connected to the B1 clutch 34.

[0040] The fourth safety valve 44 is a hydraulically controlled directional valve. Its first port connects to the main oil circuit 11, its second port connects to the fifth solenoid valve 25 and the sixth solenoid valve 26, its third port connects to the oil pan 1, and its control port connects to the output port of the third solenoid valve 23. When the fourth safety valve 44 is in its first operating position, the first and second ports are connected, meaning the main oil circuit 11 is connected to the fifth and sixth solenoid valves 25 and 26, while the third port is closed. When the fourth safety valve 44 is in its second operating position, the first port is closed, and the second and third ports are connected, meaning the fifth and sixth solenoid valves 25 and 26 are connected to the oil pan 1 and depressurization occurs.

[0041] When the C32 clutch 35 needs to be locked, the third solenoid valve 23 is in the first working position, the fourth safety valve 44 is in the first working position, and the fifth solenoid valve 25 is in the third working position. The C32 clutch 35 can then obtain hydraulic oil after the pressure is adjusted by the fifth solenoid valve 25 and lock up.

[0042] When clutch B1 34 needs to be locked, the third solenoid valve 23 is in the first working position, the fourth safety valve 44 is in the first working position, and the sixth solenoid valve 26 is in the third working position. Clutch B1 34 can then obtain hydraulic oil after being regulated by the sixth solenoid valve 26 and lock up.

[0043] When clutch C31 37 needs to be locked, the third solenoid valve 23 will switch to the second working position, and its second oil port will be connected to the control oil ports of the fourth safety valve 44 and the fifth safety valve 45, so that the fourth safety valve 44 and the fifth safety valve 45 will both switch to the second working position, and the fifth solenoid valve 25 and the sixth solenoid valve 26 will be connected to the oil pan 1, so clutch B1 34 and clutch C32 35 cannot be locked.

[0044] In summary, when the third solenoid valve 23 is in the first operating position, clutch 37 of C31 cannot lock, and clutches 34 of B1 and 35 of C32 can be locked depending on the operating positions of the fifth solenoid valve 25 and the sixth solenoid valve 26. When the third solenoid valve 23 is in the second operating position, clutches 34 of B1 and 35 of C32 cannot lock, and clutch 37 of C31 can be locked depending on the operating positions of the fourth solenoid valve 24 and the eighth solenoid valve 28, thus preventing gear position conflict caused by simultaneous locking of clutches 34 of B1 and 37 of C31, and clutches 35 of C32 and 37 of C31.

[0045] In this embodiment, a third safety valve 43 is provided between the sixth solenoid valve 26 and the B1 clutch 34. The control port of the third safety valve 43 is connected to the output oil circuit of the fifth solenoid valve 25 and the output oil circuit of the fourth solenoid valve 24. The third safety valve 43 is disconnected only when the fifth solenoid valve 25 is connected to the C32 clutch 35 and the sixth solenoid valve 26 is connected to the B1 clutch 34.

[0046] Please continue to refer to this. Figure 1 The third safety valve 43 is a hydraulically controlled directional valve. Its first port connects to the sixth solenoid valve 26, its second port connects to the B1 clutch 34, and its third port connects to the oil pan 1. Its control ports connect to the output ports of the fifth solenoid valve 25 and the fourth solenoid valve 24, respectively. When the third safety valve 43 is in its first operating position, its first port connects to its second port, meaning the sixth solenoid valve 26 connects to the B1 clutch 34, and its third port is closed. When the third safety valve 43 is in its second operating position, its second port connects to its third port, meaning the B1 clutch 34 connects to the oil pan 1 to relieve pressure on the B1 clutch 34, and its first port is closed. The disengagement of the third safety valve 43, as described above, means that the third safety valve 43 switches to its second operating position, connecting the B1 clutch 34 to the oil pan 1.

[0047] The switching of the operating position of the third safety valve 43 is jointly controlled by the output ports of the fifth solenoid valve 25 and the fourth solenoid valve 24. If the output port of the fifth solenoid valve 25 and the main oil circuit 11, and the output port of the fourth solenoid valve 24 and the main oil circuit 11 are both connected, the hydraulic oil of both can flow to the control port of the third safety valve 43, pushing the valve core and spring of the third safety valve 43, so that the third safety valve 43 switches to the second operating position, and the B1 clutch 34 is connected to the oil pan 1 and depressurizes. If either the output port of the fifth solenoid valve 25 or the output port of the fourth solenoid valve 24 is connected to the oil pan 1, or both are connected to the oil pan 1, then the hydraulic oil of only one of them or no hydraulic oil can flow to the control port of the third safety valve 43, the valve core and spring of the third safety valve 43 will not be pushed, so that the third safety valve 43 is kept in the first operating position, and the sixth solenoid valve 26 and the B1 clutch 34 are connected. This configuration prevents clutch B1 from locking up simultaneously when clutches C32 (35) and C4 (36) are locked up, thus avoiding gear shifting conflicts and safety issues such as gear grinding in clutch B1 (34).

[0048] This embodiment also includes a seventh solenoid valve 27 connected to the main oil circuit 11. The output port of the seventh solenoid valve 27 is connected to the B2 clutch 33. A first safety valve 41 is provided between the seventh solenoid valve 27 and the B2 clutch 33. The control port of the first safety valve 41 is connected to the output oil circuit of the sixth solenoid valve 26. When the sixth solenoid valve 26 is connected to the B1 clutch 34, the first safety valve 41 is disconnected.

[0049] The seventh solenoid valve 27 and the fourth solenoid valve 24 have the same structure and working position, except that the second oil port of the seventh solenoid valve 27 is connected to the B2 clutch 33.

[0050] The first safety valve 41 is a hydraulically controlled directional valve. Its first port is connected to the seventh solenoid valve 27, its second port is connected to the B2 clutch 33, its third port is connected to the oil pan 1, and its control port is connected to the output port of the sixth solenoid valve 26. When the first safety valve 41 is in its first operating position, its first port is connected to its second port, meaning the seventh solenoid valve 27 is connected to the B2 clutch 33, and its third port is closed. When the first safety valve 41 is in its second operating position, its first port is closed, and its second port is connected to its third port, meaning the B2 clutch 33 is connected to the oil pan 1, thus relieving pressure on the B2 clutch 33. The first safety valve 41 being disconnected, as described above, indicates that it is in its second operating position.

[0051] When the output port of the sixth solenoid valve 26 is connected to the main oil circuit 11, and the third safety valve 43 is in the first working position, the hydraulic oil output from the sixth solenoid valve 26 can flow into the control port of the first safety valve 41, pushing the valve core and spring of the first safety valve 41, causing the first safety valve 41 to switch to the second working position. If the output port of the sixth solenoid valve 26 is connected to the oil pan 1, no hydraulic oil flows in and pushes the valve core and spring of the first safety valve 41, causing the first safety valve 41 to switch to the first working position, thus connecting the seventh solenoid valve 27 and the B2 clutch 33. This configuration can prevent the B2 clutch 33 from locking when the B1 clutch 34 is locked, causing gear conflict and safety problems such as gear grinding in the B2 clutch 33.

[0052] In this embodiment, a second safety valve 42 is also provided between the seventh solenoid valve 27 and the B2 clutch 33. The control oil port of the second safety valve 42 is connected to the output oil circuit of the fourth solenoid valve 24. When the fourth solenoid valve 24 is connected to the C4 clutch 36, the second safety valve 41 is disconnected.

[0053] The second safety valve 42 is identical to the first safety valve 41 in structure, operating position, and the pipelines connected to the first, second, and third oil ports. The difference lies in that the control port of the second safety valve 42 is connected to the output port of the fourth solenoid valve 24. If the output port of the fourth solenoid valve 24 is connected to the main oil circuit 11, and the fifth safety valve 45 is in the first operating position, the hydraulic oil output from the fourth solenoid valve 24 can flow into the control port of the second safety valve 42, pushing the valve core and spring of the second safety valve 42, causing the second safety valve 42 to switch to the second operating position, and the B1 clutch 34 connects to the oil pan 1. If the output port of the fourth solenoid valve 24 is connected to the oil pan 1, or if the fifth safety valve 45 is in the second operating position, no hydraulic oil can flow into the control port of the second safety valve 42 and the valve core and spring, and the second safety valve 42 switches to the first operating position, causing the seventh solenoid valve 27 and the B2 clutch 33 to connect. The second safety valve 42 being disconnected, as described above, means that the second safety valve 42 is in the second operating position. This configuration prevents clutch B2 from locking when clutch C4 36 is locked, thus avoiding gear shifting conflicts and safety issues such as gear grinding in clutch B2 33.

[0054] This embodiment also includes a first solenoid valve 21 and a second solenoid valve 22 connected to the main oil circuit 11. The output port of the first solenoid valve 21 is connected to the C1 clutch 31, and the output port of the second solenoid valve 22 is connected to the C2 clutch 32. The first solenoid valve 21 and the second solenoid valve 22 have the same structure and operating position as the fourth solenoid valve 24, the only difference being that the second port of the first solenoid valve 21 is connected to the C1 clutch 31, and the second port of the second solenoid valve 22 is connected to the C2 clutch 32.

[0055] This embodiment also includes a shuttle valve 71, whose two input ports are respectively connected to the output ports of the first solenoid valve 21 and the second solenoid valve 22, and the output ports are connected to the main oil circuit 11.

[0056] Specifically, such as Figure 1 As shown, the first port of shuttle valve 71 is connected to the output port of the first solenoid valve 21, and the second port is connected to the output port of the second solenoid valve 22. When both the first solenoid valve 21 and the second solenoid valve 22 are connected, i.e., in the third working position, the output ports of both the first solenoid valve 21 and the second solenoid valve 22 are connected to the main oil circuit 11. If the oil pressure at the output port of the first solenoid valve 21 is greater than that at the output port of the second solenoid valve 22, then the first port of shuttle valve 71 is connected to the output port of the first solenoid valve 21, and the second port is closed. If the oil pressure at the output port of the first solenoid valve 21 is less than that at the output port of the second solenoid valve 22, then the second port of shuttle valve 71 is connected to the output port of the second solenoid valve 22, and the first port is closed. This configuration allows for easier balancing of the oil pressure between clutches C1 31 and C2 32, reducing the overall cost of the hydraulic control system.

[0057] This embodiment also includes a regulating valve 72. The output port of the shuttle valve 71 is connected to the control port of the regulating valve 72. The input port of the regulating valve 72 is also connected to the main oil circuit 11, and the output port is connected to the oil pan 1, the lubricating oil circuit 12, and the suction and filter oil circuit 13.

[0058] The regulating valve 72 controls the oil pressure in the main oil circuit 11. The regulating valve 72 is a hydraulically controlled directional valve. Its first and second ports are connected to the main oil circuit 11, its third port is connected to the suction filter oil circuit 13, and its fourth port is connected to the lubrication oil circuit 12. Its first control port is connected to the output port of the shuttle valve 71, and its second control port is connected to the main oil circuit 11. When the regulating valve 72 is in its first operating position, all ports from the first to the fourth are closed. When the regulating valve 72 is in its second operating position, the first and third ports are closed, while the second and fourth ports are connected, meaning the main oil circuit 11 is connected to the lubrication oil circuit 12, providing cooling and lubrication flow to each clutch. When the regulating valve 72 is in its third operating position, the first and third ports are connected, and the second and fourth ports are connected, meaning that part of the hydraulic oil in the main oil circuit 11 flows back to the suction filter oil circuit 13, and part flows to the lubrication oil circuit 12.

[0059] The gear switching of the regulating valve 72 is jointly controlled by the hydraulic oil pressure of the main oil circuit 11 and the output port of the shuttle valve 71. The first control port of the regulating valve 72 is set at the spring end, and the second control port is set at the non-spring end. If the oil pressure of the output port of the shuttle valve 71 is the same as that of the main oil circuit 11, the valve core and the spring on both sides of the regulating valve 72 are under the same pressure and are in the first working position, that is, the first port to the fourth port are all closed, so as to maintain the oil pressure of the output port of the main oil circuit 11 and the shuttle valve 71.

[0060] If the oil pressure of the main oil circuit 11 is slightly greater than the output port of the shuttle valve 71, the valve core and spring of the regulating valve 72 are subjected to a small thrust from the hydraulic oil flowing into the second control port of the main oil circuit 11, causing the regulating valve 72 to switch to the second working position, that is, the main oil circuit 11 is connected to the lubricating oil circuit 12, so as to slightly reduce the oil pressure of the main oil circuit 11.

[0061] If the oil pressure in the main oil circuit 11 is much greater than the output port of the shuttle valve 71, the valve core and spring of the regulating valve 72 will be subjected to a large thrust from the hydraulic oil flowing into the second control port in the main oil circuit 11, causing the regulating valve 72 to switch to the third working position. That is, part of the hydraulic oil in the main oil circuit 11 flows back to the suction filter oil circuit 13, and part flows to the lubrication oil circuit 12, so as to significantly reduce the oil pressure in the main oil circuit 11.

[0062] This embodiment also includes an electronic pump 5 and a mechanical pump 6. The input ports of the electronic pump 5 and the mechanical pump 6 are connected to the oil pan 1 through the suction filter oil passage 13. The output port of the electronic pump 5 is connected to the input port of the switching valve 73. The output oil passage of the mechanical pump 6 is connected to the control port of the switching valve 73. The output port of the switching valve 73 is connected to the main oil passage 11 and the lubrication oil passage 12 respectively.

[0063] The switching valve 73 is a hydraulically controlled directional valve. Its first port is connected to the output port of the electronic pump 5, its second port is connected to the lubrication oil circuit 12, its third port is connected to the main oil circuit 11, and its control port is connected to the output port of the mechanical pump 6. When the switching valve 73 is in its first operating position, the first port is connected to the third port, meaning the output port of the electronic pump 5 is connected to the main oil circuit 11, supplying oil to the main oil circuit 11, while the second port is closed. When the switching valve 73 is in its second operating position, the first port is connected to the second port, meaning the output port of the electronic pump 5 is connected to the lubrication oil circuit 12, supplying oil to the lubrication oil circuit 12, while the first port is closed.

[0064] The switching position of the switching valve 73 is controlled by the output port of the mechanical pump 6. When the mechanical pump 6 starts, the hydraulic oil output from the output port of the mechanical pump 6 can flow into the control port of the switching valve 73, pushing the valve core and spring of the switching valve 73, so that the switching valve 73 switches to the second working position. The output port of the electronic pump 5 is connected to the lubrication circuit 12. The mechanical pump 6 supplies oil to the main oil circuit 11, and the electronic pump 5 supplies oil to the lubrication circuit 12.

[0065] Mechanical pump 6 is driven by the vehicle engine. When the vehicle is running on pure electric power, the engine is not running, and mechanical pump 6 is not running either. In this state, switching valve 73 is in the first working position so that electronic pump 5 supplies oil to the main oil circuit 11. The oil pressure of the main oil circuit 11 is controlled by regulating valve 72. The hydraulic oil output by electronic pump 5 enters the main oil circuit 11 first. If there is excess flow, it flows to lubrication circuit 12 through regulating valve 72.

[0066] When the vehicle is not operating on pure electric power, the engine runs, and the mechanical pump 6 also operates. In this state, the switching valve 73 switches to the second working position, and the mechanical pump 6 supplies oil to the main oil circuit 11, while the electronic pump 5 supplies oil to the lubrication oil circuit 12. The oil pressure of the main oil circuit 11 is also controlled by the regulating valve 72. When the engine speed is low, the hydraulic oil output by the mechanical pump 6 preferentially enters the main oil circuit 11, and the excess flow can enter the lubrication oil circuit 12 through the regulating valve 72. When the engine speed is high, the flow rate input from the suction filter oil circuit 13 by the electronic pump 5 and the mechanical pump 6 will decrease. When there is excess flow of hydraulic oil output by the mechanical pump 6, part of the excess flow enters the lubrication oil circuit 12 through the regulating valve 72, and the other part of the excess flow enters the suction filter oil circuit 13 through the regulating valve 72 to supplement the flow rate of the suction filter oil circuit 13. That is, when the engine speed is high, the regulating valve 72 switches to the third working position.

[0067] This invention also provides a vehicle including a hydraulic control system, which is the hydraulic control system described above. Since the hydraulic control system already has the above-mentioned technical effects, the vehicle including the hydraulic control system should also have the same technical effects, so it will not be described again here.

[0068] Please refer to Figure 2 , Figure 2 S2 to S8 correspond to the second solenoid valve 22 to the eighth solenoid valve 28, respectively; C2 to B2 correspond to the C2 clutch 32 to the B2 clutch 33, respectively; PN indicates that the vehicle is in the stop gear; R indicates that the vehicle is in the reverse gear; 1st, 2nd, 3rd and 4th represent the four forward gears, respectively.

[0069] Depend on Figure 2 It can be seen that when only clutch B2 33 is locked, the vehicle can be in stop gear; when only clutches C2 32, C31 37 and B2 33 are locked simultaneously, the vehicle can be in reverse gear; when only clutches C2 32, C32 35 and B2 33 are locked simultaneously, the vehicle can be in first forward gear; when only clutches C2 32, C32 35 and B1 34 are locked simultaneously, the vehicle can be in second forward gear; when only clutches C2 32, C32 35 and C4 36 are locked simultaneously, the vehicle can be in third forward gear; and when only clutches C2 32, C4 36 and B1 34 are locked simultaneously, the vehicle can be in fourth forward gear.

[0070] Therefore, in this embodiment, a third solenoid valve 23, a fourth safety valve 44, and a fifth safety valve 45 are provided to prevent clutches C31 37, B1 34, and C32 35 from locking simultaneously; a third safety valve 43 is provided to prevent clutches B1 34 from locking simultaneously when clutches C32 35 and C4 36 are both locked; a first safety valve 41 is provided to prevent clutches B2 33 from locking simultaneously when clutches B1 34 are locked; and a second safety valve 42 is provided to prevent clutches B2 33 from locking simultaneously when clutches C4 36 are locked, in order to prevent gear conflict and ensure vehicle safety.

[0071] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A hydraulic control system comprising a main oil passage (11), and a fourth electromagnetic valve (24) communicating with the main oil passage (11), an output oil port of the fourth electromagnetic valve (24) communicating with a C4 clutch (36) and a C31 clutch (37), characterized in that: a fifth safety valve (45) is provided between the C4 clutch (36), the C31 clutch (37) and the fourth electromagnetic valve (24), and a sixth safety valve (46) is provided between the fifth safety valve (45) and the C31 clutch (37); the fifth safety valve (45) comprises a first oil port, a second oil port, a third oil port and a control oil port, the sixth safety valve (46) comprises a first oil port, a second oil port and a control oil port; the first oil port of the fifth safety valve (45) communicates with the output oil port of the fourth electromagnetic valve (24), the second oil port of the fifth safety valve (45) communicates with the C4 clutch (36), the third oil port of the fifth safety valve (45) communicates with the first oil port of the sixth safety valve (46), and the second oil port of the sixth safety valve (46) communicates with the C31 clutch (37); further comprising a third electromagnetic valve (23) and an eighth electromagnetic valve (28) respectively communicating with the main oil passage (11), an output oil passage of the third electromagnetic valve (23) communicating with the control oil port of the fifth safety valve (45), so that the fifth safety valve (45) can communicate the fourth electromagnetic valve (24) and the C4 clutch (36), or communicate the fourth electromagnetic valve (24) and the C31 clutch (37); an output oil passage of the eighth electromagnetic valve (28) communicates with the control oil port of the sixth safety valve (46), so that the fifth safety valve (45) and the C31 clutch (37) are communicated or disconnected. further comprising a fourth safety valve (44) communicating with the main oil passage (11), the fourth safety valve (44) communicating with a fifth electromagnetic valve (25) and a sixth electromagnetic valve (26), the fifth electromagnetic valve (25) communicating with a C32 clutch (35), and the sixth electromagnetic valve (26) communicating with a B1 clutch (34); 2. The hydraulic control system of claim 1, wherein: a control oil port of the fourth safety valve (44) communicates with an output oil passage of the third electromagnetic valve (23), when the third electromagnetic valve (23) controls the fifth safety valve (45) to communicate the fourth electromagnetic valve (24) and the C4 clutch (36), the fourth safety valve (44) communicates with the fifth electromagnetic valve (25) and the sixth electromagnetic valve (26); when the third electromagnetic valve (23) controls the fifth safety valve (45) to communicate the fourth electromagnetic valve (24) and the C31 clutch (37), the fourth safety valve (44) is disconnected from the fifth electromagnetic valve (25) and the sixth electromagnetic valve (26). ​ 3. The hydraulic control system of claim 2, wherein: A third safety valve (43) is arranged between the sixth electromagnetic valve (26) and the B1 clutch (34), a control oil port of the third safety valve (43) is communicated with an output oil path of the fifth electromagnetic valve (25) and an output oil path of the fourth electromagnetic valve (24), and the third safety valve (43) is opened only when the fifth electromagnetic valve (25) is communicated with the C32 clutch (35) and the sixth electromagnetic valve (26) is communicated with the B1 clutch (34).

4. The hydraulic control system of claim 2, wherein: A seventh electromagnetic valve (27) is further arranged in communication with the main oil path (11), an output oil port of the seventh electromagnetic valve (27) is communicated with a B2 clutch (33), a first safety valve (41) is arranged between the seventh electromagnetic valve (27) and the B2 clutch (33), a control oil port of the first safety valve (41) is communicated with an output oil path of the sixth electromagnetic valve (26), and the first safety valve (41) is opened when the sixth electromagnetic valve (26) is communicated with the B1 clutch (34).

5. The hydraulic control system of claim 4, wherein: A second safety valve (42) is further arranged between the seventh electromagnetic valve (27) and the B2 clutch (33), a control oil port of the second safety valve (42) is communicated with an output oil path of the fourth electromagnetic valve (24), and the second safety valve (42) is opened when the fourth electromagnetic valve (24) is communicated with the C4 clutch (36).

6. The hydraulic control system of claim 1, wherein: A first electromagnetic valve (21) and a second electromagnetic valve (22) are further arranged in communication with the main oil path (11), an output oil port of the first electromagnetic valve (21) is communicated with a C1 clutch (31), and an output oil port of the second electromagnetic valve (22) is communicated with a C2 clutch (32).

7. The hydraulic control system of claim 6, wherein: A shuttle valve (71) is further arranged, two input oil ports of the shuttle valve (71) are respectively communicated with an output oil port of the first electromagnetic valve (21) and an output oil port of the second electromagnetic valve (22), and an output oil port is communicated with the main oil path (11).

8. The hydraulic control system of claim 7, wherein: An adjusting valve (72) is further arranged, an output oil port of the shuttle valve (71) is communicated with a control oil port of the adjusting valve (72), an input oil port of the adjusting valve (72) is communicated with the main oil path (11), and an output oil port is communicated with an oil sump (1), a lubricating oil path (12) and an oil filtering path (13).

9. The hydraulic control system of claim 1, wherein: An electronic pump (5) and a mechanical pump (6) are further arranged, input oil ports of the electronic pump (5) and the mechanical pump (6) are communicated with the oil sump (1) through the oil filtering path (13), an output oil port of the electronic pump (5) is communicated with an input oil port of a switching valve (73), an output oil path of the mechanical pump (6) is communicated with a control oil port of the switching valve (73), and output oil ports of the switching valve (73) are respectively communicated with the main oil path (11) and the lubricating oil path (12).

10. Vehicle, characterized in that: The hydraulic control system is the hydraulic control system of any one of claims 1-9, and the vehicle is capable of gear shifting by the hydraulic control system.

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