Adaptive adjustment valve assembly and clutch control device having the same, vehicle

Abstract

This invention provides an adaptive regulating valve assembly and a clutch control device and vehicle having the same. The adaptive regulating valve assembly includes: a housing having a receiving cavity, the side wall of which has an oil inlet channel and an oil return channel, both communicating with the receiving cavity; and a valve core assembly disposed within the receiving cavity, one end of which has multiple communicating oil passages, and the other end of which has a braking cavity containing a braking component. A heat exchange cavity is formed between the outer surface of the braking cavity and the receiving cavity, where the oil in the heat exchange cavity exchanges heat with the braking component, causing at least one of the valve core assembly and the braking component to deform and drive at least a portion of the valve core assembly to move relative to the oil inlet channel to a preset position. The preset positions are multiple, and when the valve core assembly is at any one of the preset positions, at least one communicating oil passage is connected to the oil inlet channel. This solution solves the technical problem of high power consumption of the electronic pump when the oil temperature rises in the prior art.

Description

Technical Field

[0001] This invention relates to the field of vehicle powertrain technology, and more specifically, to an adaptive regulating valve assembly and a clutch control device and vehicle having the same. Background Technology

[0002] In existing technologies, dual-motor hybrid transmissions, as the mainstream hybrid technology solution, generally use a clutch to disconnect or transmit engine torque. The clutch actuators currently mainly include the following two types:

[0003] 1) The oil pressure is controlled by a combination of a mechanical oil pump and a pressure regulating solenoid valve;

[0004] 2) An electronic pump is used to directly control the engagement and disengagement of the clutch. For example, in existing technology, a clutch-controlled loader includes an electronic pump, a pressure-controlled mechanical valve, and a fixed throttle orifice. Different pressures are established by adjusting the speed of the electronic pump. In this system, to achieve the same output pressure, the electronic pump speed is lower and power consumption is lower at low temperatures when the oil viscosity is higher, while at high temperatures when the oil viscosity is lower, the electronic pump speed is higher and power consumption is higher.

[0005] Currently, most mainstream hybrid vehicle manufacturers use a solution of one electric pump and one fixed throttle orifice, or a solution of one unloading valve, but both generally suffer from high power consumption of the electric pump when the oil temperature rises. No effective solution has yet been proposed to address these technical issues. Summary of the Invention

[0006] The main objective of this invention is to provide an adaptive regulating valve assembly and a clutch control device and vehicle having the same, so as to solve the technical problem of high power consumption of the electronic pump when the oil temperature rises in the prior art.

[0007] To achieve the above objectives, according to one aspect of the present invention, an adaptive regulating valve assembly is provided, comprising: a housing having a receiving cavity, the side wall of which has an oil inlet channel and an oil return channel, both of which communicate with the receiving cavity; and a valve core assembly disposed within the receiving cavity, one end of which has a plurality of communicating oil passages, and the other end of which has a braking cavity, the braking cavity having a braking part disposed therein, the outer surface of the braking cavity forming a heat exchange cavity with the receiving cavity, wherein the oil in the heat exchange cavity exchanges heat with the braking part to cause at least one of the valve core assembly and the braking part to deform and drive at least a portion of the valve core assembly to move relative to the oil inlet channel to a preset position, wherein there are a plurality of preset positions, and when the valve core assembly is located at any preset position, at least one communicating oil passage is connected to the oil inlet channel.

[0008] Furthermore, the preset position includes the initial position of the valve core. The valve core assembly includes: a push rod, which is movably disposed along the axial direction; a valve core, which is sleeved on the push rod and is movably disposed along the axial direction of the push rod. When the valve core is in the initial position, the first end of the valve core abuts against the side wall of the oil inlet channel; a skeleton sleeve, which is connected to the second end of the valve core and has an installation space, into which at least a portion of the push rod extends; and a temperature-sensing housing, in which a portion of the temperature-sensing housing abuts against the skeleton sleeve, and a braking cavity is formed between the inner surface of the temperature-sensing housing and the outer surface of the skeleton sleeve. A portion of the outer surface of the temperature-sensing housing abuts against the side wall of the receiving cavity, and another portion of the outer surface of the temperature-sensing housing abuts against the side wall of the receiving cavity. The oil in the heat exchange cavity exchanges heat with the braking part to deform the skeleton sleeve and the braking part and drive the push rod to move to the preset position.

[0009] Furthermore, the adaptive regulating valve assembly also includes: a pressure regulating spring, a portion of which is sleeved on the second end of the valve core, and another portion of which is sleeved on the end of the skeleton rubber sleeve near the valve core; and a return spring, at least a portion of which is sleeved on the end of the push rod away from the skeleton rubber sleeve.

[0010] Furthermore, the preset position includes the valve core's extreme position, and the connecting oil passage includes: a semi-circular hole, which is opened at the first end of the valve core and extends axially along the valve core; an annular groove, which is opened on the inner wall of the valve core; and a throttling orifice, which is opened on the side wall of the valve core and extends radially along the valve core. The throttling orifice is connected to the annular groove. There are two throttling orifices, and the two throttling orifices are symmetrically arranged radially about the geometric center of the valve core. The valve core moves along the axial direction of the push rod to connect or disconnect the throttling orifice from the return oil passage. When the valve core is in the initial position, the throttling orifice is disconnected from the return oil passage. When the valve core is in the extreme position, all the throttling orifices are connected to the return oil passage.

[0011] Furthermore, the push rod includes: a connecting section connected to the side wall of the receiving cavity; a rod section, the first end of which is connected to the connecting section, and the second end of which extends into the installation space. An annular groove is formed on the surface of the rod section, and an oil guide groove is formed on the groove wall of the annular groove near the second end of the rod section. The oil guide groove extends along the axial direction of the rod section, and at least a portion of the bottom of the annular groove forms an annular gap with the inner surface of the valve core. There are two oil guide grooves, which are symmetrically arranged about the geometric center of the rod section along the radial direction of the rod section.

[0012] Furthermore, the preset positions include the initial position and the extreme position of the push rod. When the push rod is in the initial position and the valve core is in the initial position, the throttling orifice is opposite to the annular groove, and the first end of the valve core abuts against the groove wall of the annular groove near the connecting section. An annular gap is formed between the bottom of the entire annular groove and the inner surface of the valve core. When the push rod is in the initial position and the valve core is in the extreme position, part of the throttling orifice is opposite to the annular groove, and an annular gap is formed between the bottom of the part of the annular groove and the inner surface of the valve core. When the push rod is in the extreme position and the valve core is in the extreme position, an annular gap is formed between the bottom of the part of the annular groove and the inner surface of the valve core, and the throttling orifice is opposite to the oil guide groove.

[0013] Furthermore, the housing includes: an upper valve plate having an oil inlet and an oil return groove, the oil return groove being connected to the heat exchange chamber; a lower valve plate connected to the upper valve plate, the lower valve plate having a receiving cavity, the lower valve plate having a pressure oil passage and an oil return passage, both the pressure oil passage and the oil return passage being connected to the receiving cavity, the pressure oil passage being connected to the oil inlet, the pressure oil passage and the oil inlet forming an oil inlet channel, the oil return passage and the oil return groove forming an oil return channel, and at least one oil drain port being provided on the lower valve plate.

[0014] Furthermore, the braking component includes at least one of paraffin wax, bellows, and shape memory alloy spring.

[0015] According to another aspect of the present invention, a clutch control device is provided, comprising an adaptive regulating valve assembly, wherein the adaptive regulating valve assembly is the aforementioned adaptive regulating valve assembly, and further comprising: an oil tank; an electronic pump, wherein the oil inlet of the electronic pump is connected to the oil tank via two branches, one branch being provided with an oil suction check valve and the other branch being provided with an oil discharge check valve; a clutch having a clutch piston chamber, wherein the clutch piston chamber is connected to the oil outlet of the electronic pump via an oil supply line, wherein a pressure sensor is provided on the oil supply line, and the oil supply line is connected to the oil inlet channel of the adaptive regulating valve assembly; an oil temperature sensor connected to the oil tank; and a controller electrically connected to the oil temperature sensor, the pressure sensor, and the electronic pump.

[0016] According to another aspect of the present invention, a vehicle is provided having a clutch control device, which is the clutch control device described above.

[0017] By applying the technical solution of this invention, a heat exchange chamber and a braking part are provided. When the oil temperature rises, the heat exchange chamber and the braking part exchange heat, causing at least one of the valve core assembly and the braking part to deform and drive at least part of the valve core assembly to move relative to the oil inlet channel to a preset position, thereby connecting the connecting oil circuit with the oil inlet channel. By making different connecting oil circuits have different flow resistances, the oil pressure can be adjusted, thereby achieving the purpose of automatically adjusting the oil pressure in the receiving chamber according to the oil temperature. When the adaptive regulating valve assembly in this solution is used to regulate the inlet oil pressure of the clutch, the inlet oil pressure can be automatically adjusted by the adaptive regulating valve assembly after the oil temperature rises. The electronic pump can still operate at a lower speed to obtain the inlet oil pressure required by the clutch, reducing the power consumption of the electronic pump and solving the technical problem of high power consumption of the electronic pump when the oil temperature rises in the prior art. Attached Figure Description

[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0019] Figure 1 A schematic diagram of a first embodiment of the adaptive regulating valve assembly according to the present invention is shown;

[0020] Figure 2 A schematic diagram of a second embodiment of the adaptive regulating valve assembly according to the present invention is shown;

[0021] Figure 3 A schematic diagram of a third embodiment of the adaptive regulating valve assembly according to the present invention is shown;

[0022] Figure 4 A schematic diagram of a fourth embodiment of the adaptive regulating valve assembly according to the present invention is shown;

[0023] Figure 5 A schematic diagram of a valve core according to an embodiment of the present invention is shown;

[0024] Figure 6 A schematic diagram of an embodiment of the push rod according to the present invention is shown;

[0025] Figure 7 A schematic diagram of an embodiment of the clutch control device according to the present invention is shown.

[0026] The above figures include the following reference numerals:

[0027] 101. Housing; 110. Oil inlet channel; 120. Oil return channel;

[0028] 102. Valve core assembly; 103. Brake chamber;

[0029] 010. Upper valve plate; 011. Oil inlet; 009. Oil return groove;

[0030] 020. Lower valve plate; 021. First end face; 022. Second end face; 023. Oil drain port;

[0031] 030, Valve core; 031, Semicircular orifice; 032, Annular slit; 033, Annular groove; 034, Throttling orifice;

[0032] 001. Pressure adjusting spring; 040. Skeleton rubber sleeve; 002. Return spring; 003. Spring seat; 004. Temperature sensing housing; 005. Braking unit;

[0033] 006. Heat exchange chamber; 007. Screw plug; 061. Pressure oil circuit; 062. Return oil circuit;

[0034] 050, push rod; 501, connecting section; 502, rod body section; 503, annular groove; 051, oil guide groove;

[0035] 100. Adaptive control valve assembly;

[0036] 200. Clutch control device; 201. Oil tank; 202. Suction check valve; 203. Discharge check valve; 204. Electronic pump; 206. Oil temperature sensor; 207. Pressure sensor; 208. Controller;

[0037] 210. Clutch; 211. Clutch piston; 212. Clutch piston chamber; 213. Piston return spring. Detailed Implementation

[0038] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0039] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0040] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0041] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0042] Combination Figures 1 to 6 As shown, according to a specific embodiment of this application, an adaptive regulating valve assembly 100 is provided.

[0043] The adaptive regulating valve assembly 100 includes: a housing 101, which has a receiving cavity. The side wall of the receiving cavity is provided with an oil inlet channel 110 and an oil return channel 120, both of which are connected to the receiving cavity; and a valve core assembly 102, which is disposed in the receiving cavity. One end of the valve core assembly 102 is provided with multiple connecting oil passages, and the other end of the valve core assembly 102 has a braking cavity 103. A braking part 005 is disposed in the braking cavity 103. A heat exchange cavity 006 is formed between the outer surface of the braking cavity 103 and the receiving cavity. The oil in the heat exchange cavity 006 exchanges heat with the braking part 005 to cause at least one of the valve core assembly 102 and the braking part 005 to deform and drive at least a portion of the valve core assembly 102 to move relative to the oil inlet channel 110 to a preset position. There are multiple preset positions. When the valve core assembly 102 is located at any preset position, at least one connecting oil passage is connected to the oil inlet channel 110.

[0044] By applying the technical solution of this embodiment, and by setting up a heat exchange chamber 006 and a braking part 005, when the oil temperature rises, the heat exchange chamber 006 and the braking part 005 exchange heat, causing at least one of the valve core assembly 102 and the braking part 005 to deform and drive at least part of the valve core assembly 102 to move relative to the oil inlet channel 110 to a preset position, thereby connecting the connecting oil passage with the oil inlet channel 110. By making different connecting oil passages have different flow resistances, the oil pressure can be adjusted, thereby achieving the purpose of automatically adjusting the oil pressure in the receiving chamber according to the oil temperature. When the adaptive regulating valve assembly 100 in this solution is used to regulate the oil inlet pressure of the clutch, the oil inlet pressure can be automatically adjusted by the adaptive regulating valve assembly 100 after the oil temperature rises. The electronic pump can still operate at a lower speed to obtain the oil inlet pressure required by the clutch, reducing the power consumption of the electronic pump and solving the technical problem of high power consumption of the electronic pump when the oil temperature rises in the prior art.

[0045] Further, the preset position includes the initial position of the valve core. The valve core assembly 102 includes: a push rod 050, which is movably disposed along the axial direction; a valve core 030, which is sleeved on the push rod 050 and is movably disposed along the axial direction of the push rod 050. When the valve core 030 is in the initial position, the first end of the valve core 030 abuts against the side wall of the oil inlet channel 110; and a skeleton rubber sleeve 040, which is connected to the second end of the valve core 030 and has installation space. At least a portion of the push rod 050 extends... The temperature-sensing housing 004 extends into the installation space. A portion of the temperature-sensing housing 004 abuts against the skeleton sleeve 040. A braking cavity 103 is formed between the inner surface of the temperature-sensing housing 004 and the outer surface of the skeleton sleeve 040. A portion of the outer surface of the temperature-sensing housing 004 abuts against the side wall of the receiving cavity, and another portion of the outer surface of the temperature-sensing housing 004 abuts against the side wall of the receiving cavity, forming a heat exchange cavity 006. The oil in the heat exchange cavity 006 exchanges heat with the braking part 005, causing the skeleton sleeve 040 and the braking part 005 to deform and drive the push rod 050 to a preset position. By setting the temperature-sensing housing 004, the oil flowing into the heat exchange cavity 006 can quickly exchange heat with the braking part 005, and can also limit and fix the braking part 005, resulting in better heat exchange effect of the braking part 005. This allows the oil pressure regulation within the system to follow temperature changes more accurately and quickly. In this embodiment, both the push rod 050 and the valve core 030 are movable, resulting in a wider oil pressure regulation range.

[0046] In one exemplary embodiment of this application, to fix the positions of the skeleton sleeve 040 and the temperature sensing housing 004, such as Figure 1 As shown, a portion of the surface of the temperature-sensing housing 004 abuts against the first end face 021 of the receiving cavity, and a portion of the surface of the temperature-sensing housing 004 abuts against the side wall of the receiving cavity, thereby limiting the position of the temperature-sensing housing 004. It should be noted that, as... Figure 1 As shown, to achieve axial and radial limiting of the temperature-sensing housing 004, the first end face 021 of the receiving cavity is one side of a stepped structure. When a portion of the temperature-sensing housing 004 abuts against the first end face 021, the other side of the stepped structure is also in contact with the temperature-sensing housing 004, thereby achieving axial and radial limiting of the temperature-sensing housing 004 through the stepped structure. Furthermore, the abutting portion between the temperature-sensing housing 004 and the skeleton sleeve 040 is also set as a stepped structure, and the skeleton sleeve 040 also abuts against the first end face 021 of the receiving cavity, so that the skeleton sleeve 040 also obtains axial and radial limiting sealing. The braking cavity 103 formed between the inner surface of the temperature-sensing housing 004 and the outer surface of the skeleton sleeve 040 is a closed cavity, which can prevent the braking part 005 disposed in the braking cavity 103 from shifting or shaking, thus avoiding affecting the heat exchange effect. Specifically, as... Figure 1 As shown, when the valve core 030 is in the initial position, the end face of the first end of the valve core 030 abuts against the second end face 022 of the oil inlet channel 110, wherein the second end face 022 is the side wall surface of the oil inlet channel 110 away from the oil return channel 120.

[0047] Furthermore, the adaptive regulating valve assembly 100 also includes a pressure regulating spring 001 and a return spring 002. Part of the pressure regulating spring 001 is sleeved on the second end of the valve core 030, and another part of the pressure regulating spring 001 is sleeved on the end of the skeleton rubber sleeve 040 near the valve core 030; at least part of the return spring 002 is sleeved on the end of the push rod 050 away from the skeleton rubber sleeve 040. By setting the pressure regulating spring 001, the movement and return of the valve core 030 are smoother. By setting the return spring 002, the axial movement of the push rod 050 can be limited, and the push rod 050 can be driven to return to its original position more smoothly after it moves.

[0048] Furthermore, the preset position includes the valve core's limit position, and the connecting oil passage includes a semi-circular hole 031, an annular groove 033, and a throttling orifice 034. The semi-circular hole 031 is opened at the end of the first end of the valve core 030 and extends axially along the valve core 030. The annular groove 033 is opened on the inner wall of the valve core 030. The throttling orifice 034 is opened on the side wall of the valve core 030 and extends radially along the valve core 030. The throttling orifice 034 and the annular groove 033... The valve cores 030 are connected in a series of three interconnected configurations. There are two throttle orifices 034, and the two throttle orifices 034 are arranged radially symmetrically about the geometric center of the valve core 030. The valve core 030 moves along the axial direction of the push rod 050 to connect or disconnect the throttle orifices 034 from the return oil channel 120. When the valve core 030 is in the initial position, the throttle orifices 034 are disconnected from the return oil channel 120. When the valve core 030 is in the extreme position, all the throttle orifices 034 are connected to the return oil channel 120. By setting a semi-circular hole 031, the oil flowing into the oil inlet channel 110 can flow into the valve core 030 through the semi-circular hole 031, and then sequentially pass through the inner surface of the valve core 030, the annular groove 033, and the throttling hole 034. When the throttling hole 034 is connected to the return oil channel 120, the oil can flow into the return oil channel 120 through the throttling hole 034 and enter the heat exchange chamber 006 to exchange heat with the braking part 005. It should be noted that the process of the valve core 030 gradually entering the oil is also the process of the oil pressure in the system gradually increasing. When the system oil pressure reaches a certain preset value, the valve core 030 is at the valve core limit position.

[0049] Specifically, the push rod 050 includes a connecting section 501 and a rod section 502. The connecting section 501 is connected to the side wall of the receiving cavity. The first end of the rod section 502 is connected to the connecting section 501, and the second end of the rod section 502 extends into the installation space. An annular groove 503 is formed on the surface of the rod section 502. An oil guide groove 051 is formed on the groove wall of the annular groove 503 near the second end of the rod section 502. The oil guide groove 051 extends along the axial direction of the rod section 502. At least a portion of the bottom of the annular groove 503 forms an annular gap 032 between the groove bottom and the inner surface of the valve core 030. There are two oil guide grooves 051, which are symmetrically arranged about the geometric center of the rod section 502 along the radial direction of the rod section 502. By setting two symmetrical oil guide grooves 051, the push rod 050 is subjected to balanced forces, thereby preventing the push rod 050 from shaking or shifting, which would affect the oil flow and oil pressure regulation inside the system.

[0050] Furthermore, the preset positions include the initial position of the push rod and the limit position of the push rod. When the push rod 050 and the valve core 030 are in different preset positions and cooperate with each other, different connected oil circuits are formed in the accommodating cavity to supply oil flow.

[0051] like Figure 1As shown, when the push rod 050 is in the initial push rod position and the valve core 030 is in the initial valve core position, the throttle orifice 034 is opposite to the annular groove 503, the first end of the valve core 030 abuts against the groove wall of the annular groove 503 near the connecting section 501, and an annular gap 032 is formed between the bottom of the entire annular groove 503 and the inner surface of the valve core 030; in conjunction with the aforementioned embodiment, when the push rod 050 is in the initial push rod position and the valve core 030 is in the initial valve core position, the connecting section 501 of the push rod 050 is pressed by the return spring 002 in a compressed state, and the other end of the push rod 050 is limited by the skeleton rubber sleeve 040. At this time, the oil flow path is sequentially oil inlet channel 110, semi-circular hole 031, annular gap 032, annular groove 033 and throttling hole 034. After oil is injected into oil inlet channel 110, as the oil gradually fills the channel and the oil pressure increases, it will push valve core 030 to move towards skeleton rubber sleeve 040, that is, push valve core 030 away from the initial position of valve core. During the movement of valve core 030, the oil pressure in the system continues to increase.

[0052] like Figure 2 As shown, when push rod 050 is in its initial position and valve core 030 is in its extreme position, part of the throttling orifice 034 is positioned opposite to the annular groove 503, and an annular gap 032 is formed between the bottom of part of the annular groove 503 and the inner surface of the valve core 030. At this time, the valve core 030 abuts against the skeleton rubber sleeve 040, and the oil flow path is sequentially: oil inlet channel 110, semi-circular hole 031, annular gap 032, annular groove 033, throttling orifice 034, oil return channel 120, heat exchange chamber 006, and finally discharged through oil outlet 023. After entering the heat exchange chamber 006, the oil can exchange heat with the braking part 005, thereby adjusting the position of push rod 050 and further adjusting the oil pressure in the system.

[0053] like Figure 3 As shown, when push rod 050 is in its extreme position and valve core 030 is in its extreme position, an annular gap 032 is formed between the bottom of part of the annular groove 503 and the inner surface of valve core 030. Throttling orifice 034 is positioned opposite to oil guide groove 051. At this time, the oil flow path is as follows: oil inlet channel 110, semi-circular hole 031, annular gap 032, oil guide groove 051, annular groove 033, throttling orifice 034, oil return channel 120, heat exchange chamber 006. Due to the leftward movement of push rod 050, the axial length of annular gap 032 becomes smaller. The oil flows through the shorter annular gap 032 and enters oil guide groove 051, increasing the oil flow resistance. Even if the oil temperature is higher at this time, reducing the oil viscosity, the oil pressure in the system can still be within a large range.

[0054] Furthermore, the housing 101 includes an upper valve plate 010 and a lower valve plate 020. The upper valve plate 010 has an oil inlet 011 and an oil return groove 009, which is connected to the heat exchange chamber 006. The lower valve plate 020 is connected to the upper valve plate 010 and has a receiving cavity. The lower valve plate 020 has a pressure oil passage 061 and an oil return passage 062, both of which are connected to the receiving cavity. The pressure oil passage 061 is connected to the oil inlet 011, forming an oil inlet channel 110. The oil return passage 062 and the oil return groove 009 form an oil return channel 120. At least one oil drain port 023 is provided on the lower valve plate 020. By providing the oil drain port 023, the oil in the adaptive regulating valve assembly 100 can be discharged, realizing the flow and circulation of the oil and balancing the oil pressure in the system.

[0055] It should be noted that the upper valve plate 010 may not have a return oil groove 009, that is, the return oil passage 062 of the lower valve plate 020 is directly connected to the heat exchange chamber 006 to guide the oil into the heat exchange chamber 006.

[0056] In one exemplary embodiment of this application, the lower valve plate 020 is provided with a through hole, and the housing 101 further includes a spring seat 003 and a screw plug 007. The spring seat 003 is connected to a first end of the lower valve plate 020, and the screw plug 007 is connected to a second end of the lower valve plate 020 to block the through hole, thereby forming a receiving cavity together with the spring seat 003, the lower valve plate 020, and the screw plug 007. Specifically, a portion of the spring seat 003 is located outside the through hole, and another portion of the spring seat 003 extends into the through hole, with a portion of the return spring 002 sleeved on the spring seat 003. A portion of the screw plug 007 is located outside the through hole, and another portion of the screw plug 007 extends into the through hole and is interference-fitted with the lower valve plate 020.

[0057] Furthermore, the braking part 005 includes at least one of paraffin wax, a bellows, and a shape memory alloy spring. Preferably, in this embodiment, the braking part 005 is paraffin wax, the volume of which increases with increasing temperature, thereby pushing the push rod 050 to move.

[0058] like Figure 7As shown, according to another specific embodiment of this application, a clutch control device 200 is also provided. The clutch control device 200 includes an adaptive regulating valve assembly 100, which is the adaptive regulating valve assembly 100 described above. The clutch control device 200 also includes: an oil tank 201; an electronic pump 204, the oil inlet of which is connected to the oil tank 201 through two branches, one of which is provided with a suction check valve 202 and the other branch is provided with a discharge check valve 203; a clutch 210, which has a clutch piston chamber 212, the clutch piston chamber 212 and the oil outlet of the electronic pump 204 are connected through an oil supply line, a pressure sensor 207 is provided on the oil supply line, and the oil supply line is connected to the oil inlet channel 110 of the adaptive regulating valve assembly 100; an oil temperature sensor 206, which is connected to the oil tank 201; and a controller 208, which is electrically connected to the oil temperature sensor 206, the pressure sensor 207 and the electronic pump 204. Specifically, such as Figure 7 As shown, the clutch 210 also includes a clutch piston 211 and a piston return spring 213. By setting an oil temperature sensor 206 and a pressure sensor 207, the temperature and pressure of the oil are detected in a timely manner, which facilitates the adjustment of the speed of the electronic pump 204. The suction check valve 202 and the discharge check valve 203 can form a closed oil circuit at the oil inlet of the electronic pump 204, storing oil when the clutch is disengaged, which is convenient for rapid pressure build-up next time.

[0059] When the clutch control device 200 in the above embodiments is used to regulate oil pressure, the adaptive regulating valve assembly 100 has an initial state, a low-temperature pressure build-up state, and a high-temperature pressure build-up state. Taking the brake part 005 as paraffin wax as an example, the states are as follows:

[0060] 1) When the adaptive regulating valve assembly 100 is in its initial state, the vehicle is not started, the oil temperature is the same as the ambient temperature, and the positions of each component are as follows: Figure 1 As shown, there is no oil in pressure oil circuit 061 and return oil circuit 062. Pressure oil circuit 061 is in a closed state, and the system has no oil pressure at this time.

[0061] 2) When the adaptive regulating valve assembly 100 is in a low-temperature pressure build-up state, the oil temperature is below the threshold T0 (T0 is defined as the temperature at which paraffin begins to melt). The electronic pump 204 starts at the first preset speed Ns. At this time, the pressure oil circuit 061 gradually fills with oil. When the entire pressure oil circuit 061 is full of oil, the oil pressure in the pressure oil circuit 061 begins to rise. When the oil pressure reaches the starting pressure Pa of the valve core 030 (the starting pressure is set according to the torque transmitted by the clutch; the starting pressure Pa is lower than the pressure Pm corresponding to the maximum torque transmitted by the clutch), the oil pushes the valve core 030 to move to the right against the elastic force of the pressure regulating spring 001, and the oil pressure continues to increase. At this time, the flow path of the oil is sequentially: oil inlet 011, pressure oil circuit 061, semi-circular hole 031, annular gap 032, annular groove 033, and throttle hole 034. The oil pressure at which the throttle orifice 034 is just connected to the return oil circuit 062 is the opening pressure Ps of the valve core 030 (the opening pressure Ps is higher than the starting pressure Pa, and lower than the pressure Pm corresponding to the maximum torque of the clutch; the value of the opening pressure Ps is generally set to the pressure corresponding to the commonly used working torque of the clutch multiplied by a safety factor). If it is necessary to further increase the oil pressure, the speed of the external electric pump 204 needs to be increased. The valve core 030 continues to move to the right until it is limited by the skeleton rubber sleeve 040 (i.e., the valve core 030 is at the valve core limit position). At this time, the positions of each component are as follows: Figure 2 As shown, after the throttle orifice 034 is connected to the return oil passage 062, the oil flows through the return oil channel 120 into the heat exchange chamber 006, and finally flows into the oil tank 201 from the oil drain port 23.

[0062] It should be noted that during the low-temperature pressure build-up state, the oil temperature is below the threshold T0, and the oil viscosity is relatively high. The electronic pump 204 starts pressure build-up at the first preset speed Ns. At this time, the oil mainly flows through the annular slit and the short orifice inside the containment cavity (the annular slit flow here refers to the oil flowing along the annular slit 032, and the short orifice flow refers to the oil flowing along the throttling orifice 034). The annular slit 032 is relatively wide (the width of the annular slit 032 at this time is the distance between the inner surface of the valve core 030 and the annular groove 503). Pressure build-up mainly relies on the throttling of the short orifice flow. At this time, the system oil pressure is inversely proportional to the diameter of the throttling orifice 034, directly proportional to the length of the throttling orifice 034, directly proportional to the flow rate of the electronic pump 204, and directly proportional to the viscosity of the oil.

[0063] 3) When the adaptive regulating valve assembly 100 is in a high-temperature pressure build-up state, the oil temperature is above the threshold T0 (T0 is defined as the temperature at which paraffin begins to melt). As the vehicle continues to drive, the oil temperature rises to T0 and continues to rise. At this time, the paraffin begins to gradually melt, and as the volume of the paraffin increases, it squeezes the skeleton rubber sleeve 040 (e.g., Figure 4 As shown), the skeleton rubber sleeve 040 compresses the push rod 050 to the left (as shown). Figure 3The diagram shows the push rod 050 moved to its extreme position to the left. At this time, the oil flow direction is: entering from the oil inlet 011, passing through the annular gap 032, the guide groove 051, and the annular groove 033 to the throttling orifice 034. The internal throttling mainly relies on the flow through the narrow orifice (the pressure difference between the two ends of the narrow orifice is inversely proportional to the orifice diameter and directly proportional to the orifice length; here, the narrow orifice refers to the flow space enclosed by the inner surface of the valve core 030 and the guide groove 051) and the flow through the short orifice (referring to the flow of oil along the throttling orifice 034). As the flow cross-sectional area of ​​the oil decreases and the push rod 050 moves continuously to the left, the flow resistance in the connecting oil circuit gradually increases. Although the oil viscosity gradually decreases as the temperature gradually increases, and the output flow rate of the electronic pump 204 gradually decreases at the same speed, the pressure build-up capacity can still remain unchanged. Throughout the entire temperature range, the adaptive regulating valve assembly 100 automatically adjusts its internal flow resistance according to the temperature, and the electronic pump 204 always operates at a low speed. Since high temperature accounts for more than 80% of the entire hydraulic oil operating temperature range during vehicle operation, the power consumption of the electronic pump 204 is significantly reduced compared to the fixed orifice solution in the prior art. In addition, the power of the electronic pump 204 can be reduced, thus lowering the cost. Since the electronic pump always operates in the low speed range, the NVH performance is also better.

[0064] Using the clutch control device 200 in the above embodiment, when the temperature is low, the electronic pump 204 controls the oil pressure of the clutch through the fixed throttle orifice. The electronic pump 204 operates at a low speed and consumes little power. As the temperature rises to the threshold T0, the brake part 005 begins to melt, and the volume of the brake part 005 increases, thereby pushing the push rod 050 to move. The flow cross section of the connecting oil circuit decreases, and the flow resistance increases linearly. The electronic pump 204 can output the required pressure of the clutch even when operating at a low speed. During the entire vehicle driving process, the electronic pump 204 always operates at a low speed, consumes little power, and improves the overall vehicle economy.

[0065] According to another specific embodiment of this application, a vehicle is also provided, the vehicle having a clutch control device 200, the clutch control device 200 described above.

[0066] Preferably, the vehicle is a hybrid vehicle with a dual-motor hybrid transmission, employing a clutch to control the engagement or disengagement of engine torque. The specific principle of using the clutch control device 200 from the above embodiments to control the clutch in a hybrid vehicle is as follows:

[0067] When the vehicle is in pure electric or series operation mode, the clutch is not engaged. If the oil temperature is below T0 at this time, the positions of the components will be as follows: Figure 1As shown, if the oil temperature is greater than or equal to the threshold T0, the paraffin wax begins to melt. As the paraffin wax increases in volume, it compresses the skeleton sleeve 040. The skeleton sleeve 040 then compresses the push rod 050, overcoming the pressure of the return spring 002 and moving it to the left. The displacement is related to the oil temperature at this time. The positions of other components are also related to... Figure 1 Similarly, at this time, there is no oil in both the pressure oil circuit 061 and the return oil circuit 062, and the system has no oil pressure.

[0068] When the vehicle reaches the conditions for parallel driving or engine direct drive, the vehicle controller sends a command to controller 208. Controller 208 collects the oil temperature signal from oil temperature sensor 206 and the oil pressure signal from pressure sensor 207, calculates and outputs an electronic pump speed command, and electronic pump 204 starts to build pressure. When the oil temperature is below the threshold T0, the components of the adaptive pressure regulating valve, as follows... Figure 3 As shown, as the oil temperature rises or the pressure command input from the host computer changes, the controller 208 performs closed-loop pressure control in real time based on the oil temperature and feedback oil pressure, and the electronic pump speed is within a low range.

[0069] As the vehicle continues to travel, the oil temperature rises to the threshold T0 and continues to increase. At this point, the paraffin wax begins to melt gradually. As the volume of the paraffin wax increases, it compresses the skeleton sleeve 040. The skeleton sleeve 040 compresses the push rod 050, causing it to move to the left. The flow resistance in the internal passage of the adaptive pressure regulating valve gradually increases. Although the temperature gradually rises and the oil viscosity gradually decreases, the output flow of the electronic pump 204 gradually decreases at the same speed, but the pressure-building capacity remains unchanged. Therefore, throughout the entire operating temperature range, the adaptive regulating valve assembly 100 automatically adjusts its internal flow resistance according to the temperature, and the electronic pump 204 always operates at a lower speed. The hydraulic oil flows to the heat exchange chamber 006 through the return oil passage 062. By reasonably setting the diameter of the drain port 023, the heat exchange chamber 006 is always kept full of oil. The temperature sensing housing 004 can sense the oil temperature in real time, causing the skeleton sleeve 040 to push the push rod 050 to change the flow resistance in the adaptive regulating valve assembly 100 in real time.

[0070] When the vehicle speed decreases and the conditions for parallel or direct drive are no longer met, the controller 208 receives a command to disengage the clutch. At this time, the regulating electronic pump 204 rotates in the reverse direction, and the piston return spring 213 pushes the clutch piston 211 to move to the left. The piston pushes the oil through the drain check valve 203 to discharge. When the clutch piston 211 returns to the initial position, even if the electronic pump 204 reverses, the oil will not continue to be discharged. The remaining oil is stored in the closed oil circuit. When the clutch is engaged again, pressure can be built up quickly, improving the response time.

[0071] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0072] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0073] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0074] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. An adaptive regulating valve assembly, characterized in that, include: The housing (101) has a receiving cavity, and the side wall of the receiving cavity is provided with an oil inlet channel (110) and an oil return channel (120), both of which are connected to the receiving cavity; A valve core assembly (102) is disposed in the receiving cavity. One end of the valve core assembly (102) is provided with multiple connecting oil passages, and the other end of the valve core assembly (102) has a braking cavity (103). A braking part (005) is disposed in the braking cavity (103). A heat exchange cavity (006) is formed between the outer surface of the braking cavity (103) and the receiving cavity. The oil in the heat exchange cavity (006) exchanges heat with the braking part (005) to cause at least one of the valve core assembly (102) and the braking part (005) to deform and drive at least a portion of the valve core assembly (102) to move relative to the oil inlet channel (110) to a preset position. There are multiple preset positions. When the valve core assembly (102) is located at any of the preset positions, at least one of the connecting oil passages is connected to the oil inlet channel (110). The preset position includes the initial position of the valve core, and the valve core assembly (102) includes: A push rod (050) is movably disposed in the axial direction; Valve core (030), the valve core (030) is sleeved on the push rod (050), the valve core (030) is movably arranged along the axial direction of the push rod (050), when the valve core (030) is in the initial position, the first end of the valve core (030) abuts against the side wall of the oil inlet channel (110); A skeleton rubber sleeve (040) is connected to the second end of the valve core (030), the skeleton rubber sleeve (040) has an installation space, and at least a portion of the push rod (050) extends into the installation space; A temperature-sensing housing (004) is partially in contact with the skeleton sleeve (040). The inner surface of the temperature-sensing housing (004) and the outer surface of the skeleton sleeve (040) form the braking cavity (103). A portion of the outer surface of the temperature-sensing housing (004) abuts against the side wall of the receiving cavity. Another portion of the outer surface of the temperature-sensing housing (004) and the side wall of the receiving cavity form the heat exchange cavity (006). The oil in the heat exchange chamber (006) exchanges heat with the braking part (005) to cause the skeleton rubber sleeve (040) and the braking part (005) to deform and drive the push rod (050) to move to the preset position.

2. The adaptive regulating valve assembly according to claim 1, characterized in that, The adaptive regulating valve assembly also includes: A pressure regulating spring (001), part of which is sleeved on the second end of the valve core (030), and another part of which is sleeved on the end of the skeleton rubber sleeve (040) near the valve core (030); A return spring (002), at least a portion of which is sleeved on the end of the push rod (050) away from the skeleton sleeve (040).

3. The adaptive regulating valve assembly according to claim 1, characterized in that, The preset position includes the valve core's extreme position, and the connecting oil circuit includes: A semi-circular hole (031) is provided at the end of the first end of the valve core (030), and the semi-circular hole (031) extends along the axial direction of the valve core (030). An annular groove (033) is formed on the inner wall of the valve core (030); A throttling orifice (034) is provided on the side wall of the valve core (030). The throttling orifice (034) extends radially along the valve core (030) and is connected to the annular groove (033). There are two throttling orifices (034). The two throttling orifices (034) are arranged symmetrically about the geometric center of the valve core (030) in the radial direction of the valve core (030). The valve core (030) moves along the axial direction of the push rod (050) so that the throttling orifice (034) is connected to or disconnected from the return oil passage (120). When the valve core (030) is in the initial position, the throttle orifice (034) is disconnected from the return oil channel (120); when the valve core (030) is in the extreme position, all the throttle orifices (034) are connected to the return oil channel (120).

4. The adaptive regulating valve assembly according to claim 3, characterized in that, The push rod (050) includes: A connecting section (501) is connected to the side wall of the receiving cavity; A rod segment (502) is provided, the first end of which is connected to the connecting segment (501), and the second end of which extends into the installation space. An annular groove (503) is provided on the surface of the rod segment (502). An oil guide groove (051) is provided on the groove wall of the annular groove (503) near the second end of the rod segment (502). The oil guide groove (051) extends along the axial direction of the rod segment (502). At least a portion of the bottom of the annular groove (503) forms an annular gap (032) between the groove bottom and the inner surface of the valve core (030). There are two oil guide grooves (051), and the two oil guide grooves (051) are arranged symmetrically about the geometric center of the rod segment (502) along the radial direction of the rod segment (502).

5. The adaptive regulating valve assembly according to claim 4, characterized in that, The preset positions include the initial position of the push rod and the extreme position of the push rod. When the push rod (050) is in the initial position and the valve core (030) is in the initial position, the throttle orifice (034) is opposite to the annular groove (503), the first end of the valve core (030) abuts against the groove wall of the annular groove (503) near the connecting section (501), and the annular gap (032) is formed between the bottom of the entire annular groove (503) and the inner surface of the valve core (030). When the push rod (050) is in the initial position and the valve core (030) is in the extreme position, a portion of the throttling orifice (034) is opposite to the annular groove (503), and an annular gap (032) is formed between the bottom of the annular groove (503) and the inner surface of the valve core (030). When the push rod (050) is at the push rod limit position and the valve core (030) is at the valve core limit position, the annular gap (032) is formed between the bottom of the annular groove (503) and the inner surface of the valve core (030), and the throttle hole (034) is arranged opposite to the oil guide groove (051).

6. The self-tuning valve assembly of claim 1, wherein, The housing (101) includes: The upper valve plate (010) has an oil inlet (011) and an oil return groove (009), which is connected to the heat exchange chamber (006). The lower valve plate (020) is connected to the upper valve plate (010). The lower valve plate (020) has the receiving cavity. The lower valve plate (020) has a pressure oil passage (061) and a return oil passage (062). The pressure oil passage (061) and the return oil passage (062) are both connected to the receiving cavity. The pressure oil passage (061) is connected to the oil inlet (011). The pressure oil passage (061) and the oil inlet (011) form the oil inlet channel (110). The return oil passage (062) and the return oil groove (009) form the return oil channel (120). At least one oil drain port (023) is provided on the lower valve plate (020).

7. The self-tuning valve assembly of claim 1, wherein, The braking part (005) includes at least one of paraffin wax, bellows, and shape memory alloy spring.

8. A clutch control device characterized by comprising: The clutch control device includes an adaptive regulating valve assembly, wherein the adaptive regulating valve assembly is the adaptive regulating valve assembly according to any one of claims 1-7, and the clutch control device further includes: Oil tank (201); An electronic pump (204) has its inlet connected to the oil tank (201) via two branches. One of the branches is equipped with a suction check valve (202), and the other branch is equipped with a discharge check valve (203). The clutch (210) has a clutch piston chamber (212), which is connected to the oil outlet of the electronic pump (204) through an oil supply line. A pressure sensor (207) is provided on the oil supply line, and the oil supply line is connected to the oil inlet channel (110) of the adaptive regulating valve assembly. An oil temperature sensor (206) is connected to the oil tank (201); The controller (208) is electrically connected to the oil temperature sensor (206), the pressure sensor (207), and the electronic pump (204).

9. A vehicle having a clutch control device, characterized by The clutch control device is the clutch control device as described in claim 8.

Images