A hydraulic control valve, hydraulic control system and transmission

Abstract

A hydraulic control valve (1), a hydraulic control system and a transmission, wherein the hydraulic control valve (1) comprises a valve body (11), a sliding spool (12) and a pressing mechanism. The valve body (11) is provided with a valve hole (111), a first oil supply port (112), a second oil supply port (113) and a discharge port (114) which respectively communicate with the valve hole (111); the sliding spool (12) and the pressing mechanism are both contained in the valve hole (111), the small end of the sliding spool (12) is close to one end of the valve hole (111), the large end of the sliding spool (12) abuts against the pressing mechanism, and the pressing mechanism is arranged at the other end of the valve hole (111); when the sum of the oil supply pressures from the first oil supply port (112) and the second oil supply port (113) is greater than the pressing force from the pressing mechanism, the sliding spool (12) can move towards the pressing mechanism to make the first oil supply port (112) communicate with the discharge port (114) through the valve hole (111) to discharge pressure, thereby preventing the safety accident of the transmission being locked due to the simultaneous loading of two oil cylinders. The transmission solves the problems of high cost and large space occupation of the existing anti-locking technology.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a hydraulic control valve, a hydraulic control system and a transmission. BACKGROUND

[0002] In the prior art, an automobile automatic transmission uses a friction plate type brake or clutch to realize gear shifting. These brakes or clutches are generally connected to a hydraulic oil pump, an oil cylinder and a proportional pressure electromagnetic valve to realize engagement and disengagement torque control. Although these components are very reliable, in a harsh use environment, some components may fail. Some failures may cause vehicle safety accidents and must be prevented. For example, if two clutches of a dual clutch transmission are simultaneously engaged, the transmission will be self-locked, causing the vehicle to lose control of the direction and even overturn.

[0003] In order to prevent these safety accidents, a pressure sensor and a series electromagnetic valve are generally installed in the clutch control oil circuit. Once it is detected that both oil circuits have high pressure, the transmission controller will release the pressure of one or both oil circuits through the electromagnetic valve to avoid the simultaneous engagement of the two clutches. Although the installation of the pressure sensor and the series electromagnetic valve can prevent safety accidents caused by transmission self-locking, these pressure sensors and series electromagnetic valves are high in cost and large in space occupation, resulting in high cost of the entire transmission. At present, most domestic transmissions do not use these anti-self-locking technologies, which limits the safety level of the transmission.

[0004] Therefore, it is necessary to improve the prior art to replace these pressure sensors and series electromagnetic valves, thereby reducing the cost of the transmission. SUMMARY

[0005] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application proposes a hydraulic control valve in the first aspect, comprising a valve body, a sliding spool and a compression mechanism; the valve body is provided with a valve hole, a first oil supply port, a second oil supply port and a discharge port which are respectively communicated with the valve hole; the sliding spool and the compression mechanism are both contained in the valve hole, the small end of the sliding spool is close to one end of the valve hole, the large end of the sliding spool is in abutment with the compression mechanism, and the compression mechanism is arranged at the other end of the valve hole; the sliding spool can move towards the compression mechanism to make the first oil supply port communicated with the discharge port through the valve hole when the sum of the oil supply pressures from the first oil supply port and the second oil supply port is greater than the compression force from the compression mechanism; the hydraulic control valve has a first working state and a second working state; in the first working state, the sum of the oil supply pressures from the first oil supply port and the second oil supply port is not greater than the compression force from the compression mechanism, and the first oil supply port, the second oil supply port and the discharge port are not communicated with each other; in the second working state, the sum of the oil supply pressures from the first oil supply port and the second oil supply port is greater than the compression force from the compression mechanism, and the sliding spool moves towards the compression mechanism to make the first oil supply port communicated with the discharge port through the valve hole.

[0006] Further, the valve body further comprises a valve port arranged on the valve hole between the first oil supply port and the discharge port; the sliding spool further comprises a sealing part for closing or opening the valve port to change the communication state of the first oil supply port and the discharge port under the driving of the sliding spool, and the shape of the sealing part is matched with the shape of the valve port.

[0007] Further, the shape of the sealing part is a frustum, the small end of the frustum is close to the small end of the sliding spool, and the large end of the frustum is close to the large end of the sliding spool.

[0008] Further, the valve body is further provided with a third oil supply port communicated with the valve hole; when the valve port is in the closed state, the third oil supply port is communicated with the first oil supply port, and the first oil supply port and the discharge port are not communicated with each other; when the valve port is in the open state, the first oil supply port is communicated with the discharge port, and the third oil supply port is blocked by the sliding spool.

[0009] Further, the sliding spool further comprises a first pressure sensing end and a second pressure sensing end; the first pressure sensing end is used for sensing the oil supply pressure from the first oil supply port, and specifically is an annular surface between a small end of the sliding spool and a large end of the sliding spool; the second pressure sensing end is used for sensing the oil supply pressure from the second oil supply port, and specifically is a small end surface of the sliding spool.

[0010] Further, the sliding spool is further provided with a damping hole; the damping hole is used for guiding the oil supply pressure from the first oil supply port to the first pressure sensing end, and the damping hole is in communication with the valve hole.

[0011] Further, the compression mechanism comprises a spring and a spring seat; one end of the spring is in abutment with the large end of the sliding spool, and the other end of the spring is connected with the spring seat, and the spring seat is arranged at the other end of the valve hole.

[0012] Further, the compression mechanism further comprises a spring sleeve; the spring sleeve is coaxially arranged with the sliding spool, and the spring sleeve is sleeved on the sliding spool, one end of the spring is connected with the spring sleeve, and the spring sleeve can at least partially wrap the spring.

[0013] The second aspect of the present application provides a hydraulic control system, comprising a first oil cylinder, a second oil cylinder, a first proportional valve, a second proportional valve and the hydraulic control valve of the first aspect of the present application; the outlet of the first proportional valve is in communication with the first oil cylinder and the first oil supply port respectively, and the outlet of the second proportional valve is in communication with the second oil cylinder and the second oil supply port respectively.

[0014] Further, the hydraulic control valve further comprises a third oil supply port, and the third oil supply port is in communication with the outlet of the first proportional valve.

[0015] The third aspect of the present application provides a transmission with the hydraulic control system of the second aspect of the present application.

[0016] The present application has the following beneficial effects:

[0017] The hydraulic control valve, the hydraulic control system and the transmission provided by the embodiments of the present application can simultaneously sense the hydraulic pressures of two oil supply paths; when the sum of the hydraulic pressures from the two oil supply paths is greater than a set value, the hydraulic control valve will automatically connect one of the oil supply paths with the oil discharge port to discharge the pressure, thereby preventing the self-locking of the transmission. The hydraulic control valve has the advantages of reliable design, fast response, simple structure, small space, no need to add a pressure sensor and a series electromagnetic valve, easy manufacturing, low cost, and solves the problems of high cost and large space occupation of the existing transmission anti-self-locking technology.

[0018] Additional aspects and advantages of the present application will be made apparent from the following description. BRIEF DESCRIPTION OF DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other embodiments can be obtained from the drawings without creative labor.

[0020] Fig. 1(a) is a structure diagram of a parallel type anti-self-locking hydraulic control valve in a first working state according to an embodiment of the present application;

[0021] Fig. 1(b) is a structure diagram of the parallel type anti-self-locking hydraulic control valve in a second working state according to an embodiment of the present application;

[0022] Figure 2 is a pressure change curve of a clutch cylinder combined and disengaged when the transmission is normally shifted according to an embodiment of the present application;

[0023] Figure 3 is a pressure change curve of two clutch cylinders when a shift fault occurs according to an embodiment of the present application;

[0024] Fig. 4(a) is a schematic diagram of a series type anti-self-locking hydraulic control valve according to another embodiment of the present application;

[0025] Fig. 4(b) is a structure diagram of the hydraulic control valve in normal operation according to Fig. 4(a);

[0026] Fig. 4(c) is a structure diagram of the hydraulic control valve when a control system fault occurs according to Fig. 4(a);

[0027] Figure 5 is a schematic diagram of an anti-self-locking hydraulic control system according to an embodiment of the present application;

[0028] Figure 6 is a schematic diagram of a double-speed transmission according to an embodiment of the present application;

[0029] Figure 7 is a schematic diagram of a double-clutch multi-speed transmission according to another embodiment of the present application.

[0030] Wherein, 1-hydraulic control valve, 11-valve body, 111-valve hole, 112-first oil supply port, 113-second oil supply port, 114-oil discharge port, 115-valve port, 116-third oil supply port, 12-sliding valve core, 121-sealing part, 122-first pressure sensing end, 123-second pressure sensing end, 124-damping hole, 131-spring, 132-spring seat, 133-spring cover;

[0031] 2-first oil cylinder;

[0032] 3-second oil cylinder;

[0033] 4-first proportional valve, 41-outlet of first proportional valve;

[0034] 5-second proportional valve;

[0035] 6-prime mover;

[0036] 71-first planetary gear mechanism, 711-first sun gear, 712-first planet carrier, 713-first output gear, 72-second planetary gear mechanism, 721-second sun gear, 722-second planet carrier;

[0037] 8-output shaft, 81-gear, 82-gear;

[0038] 9-differential, 91-gear, 92-tire;

[0039] B1-brake; B2-another brake. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the protection scope of the present application. The examples of the described embodiments are shown in the drawings, wherein the same or similar reference signs represent the same or similar elements or elements with the same or similar functions throughout.

[0041] EMBODIMENT

[0042] The embodiment of the present application provides a self-locking prevention hydraulic control valve, which can simultaneously sense the hydraulic pressure of two hydraulic control oil paths connected with brakes or clutches. When the resultant force of the hydraulic pressure of the two oil paths acting on the hydraulic control valve is less than a set value, the pressure oil of the two oil paths can smoothly pass through, so that the brakes or clutches are normally combined and work. Once the resultant force of the hydraulic pressure of the two oil paths acting on the hydraulic control valve is greater than the set value, the hydraulic control valve bypasses the pressure oil of one brake or clutch through the oil discharge port 114, prevents the pressure of the brake from further rising, and prevents the failure of the two brakes from being simultaneously combined due to control failure.

[0043] Fig. 1(a) is a structure diagram of a parallel type self-locking prevention hydraulic control valve in a first working state, which shows the position of the sliding valve core 12 when the transmission normally works. Fig. 1(b) is a structure diagram of a parallel type self-locking prevention hydraulic control valve in a second working state, which shows the position of the sliding valve core 12 of the self-locking prevention hydraulic control valve when the control system fails. Please refer to Fig. 1(a) and Fig. 1(b), the embodiment of the present application provides a hydraulic control valve 1, which comprises a valve body 11, a sliding valve core 12 and a pressing mechanism.

[0044] The valve body 11 is provided with a valve hole 111, a first oil supply port 112, a second oil supply port 113 and an oil discharge port 114 which are respectively connected with the valve hole 111; the first oil supply port 112 is connected with the oil supply path of the brake B1, the second oil supply port 113 is connected with the oil supply path of another brake B2, and the oil discharge port 114 can directly pass through the oil pool.

[0045] The hydraulic control valve has a first working state and a second working state; in the first working state, the sliding valve core is subjected to the sum of the oil supply pressures from the first oil supply port and the second oil supply port which is not greater than the pressing force from the pressing mechanism, and the first oil supply port, the second oil supply port and the oil discharge port are not connected with each other; in the second working state, the sliding valve core is subjected to the sum of the oil supply pressures from the first oil supply port and the second oil supply port which is greater than the pressing force from the pressing mechanism, and the sliding valve core moves to the pressing mechanism to make the first oil supply port communicate with the oil discharge port through the valve hole.

[0046] It should be noted that, in addition to the first oil supply port 112, the second oil supply port 113 and the oil discharge port 114 described above, the valve body 11 can also comprise other oil supply ports and / or oil discharge ports 114.

[0047] It should be noted that the first working state refers to the state that the oil supply device communicated with the first oil supply port 112 and the oil supply device communicated with the second oil supply port 113 are in normal working (no failure) during supplying oil to the corresponding oil supply port, and the oil supply device can be a brake and / or a clutch. For example, when the brake B1 communicated with the first oil supply port 112 and the brake B2 communicated with the second oil supply port 113 are in normal oil supply (no failure) to the corresponding oil supply port, the hydraulic control valve is in a normal working state.

[0048] The second working state refers to the state that the oil supply device communicated with the first oil supply port 112 and the oil supply device communicated with the second oil supply port 113 are in normal working (no failure) during supplying oil to the corresponding oil supply port, and the oil supply device communicated with the brake B1 or the brake B2 is in a state that the oil supply oil path is too high due to a fault, and the sum of the hydraulic pressure acting on the spool 12 is greater than the compression force. In this state, the spool 12 will connect the first oil supply port 112 and the oil discharge port 114 under the action of the hydraulic pressure to discharge the oil supply pressure of the first oil supply port 112 and prevent the transmission from being locked. For example, when the brake B1 communicated with the first oil supply port 112 fails to normally discharge pressure and the brake B2 communicated with the second oil supply port 113 normally supplies oil to the corresponding oil supply port, the hydraulic control valve is in a second working state.

[0049] The spool 12 and the compression mechanism are both contained in the valve hole 111. The small end of the spool 12 is close to one end of the valve hole 111, and the large end of the spool 12 abuts against the compression mechanism, which is arranged at the other end of the valve hole 111.

[0050] The spool 12 can move to the compression mechanism to make the first oil supply port 112 communicate with the oil discharge port 114 through the valve hole 111 when the sum of the oil supply pressures from the first oil supply port 112 and the second oil supply port 113 acting on the spool 12 is greater than the compression force from the compression mechanism. The compression force is the sum of the maximum hydraulic pressures from the first oil supply port 112 and the second oil supply port 113 acting on the spool 12 in normal working.

[0051] If one of the oil supply oil paths of the brake B1 or the brake B2 is too high due to a fault, and the sum of the hydraulic pressures acting on the spool 12 is greater than the compression force, the spool 12 will connect the first oil supply port 112 and the oil discharge port 114 under the action of the hydraulic pressure to discharge the oil supply pressure of the first oil supply port 112 and prevent the transmission from being locked.

[0052] Specifically, the valve hole 111 is a stepped valve hole 111, and the valve hole 111 between the first oil supply port 112 and the oil discharge port 114 is provided with a valve port 115.

[0053] The sliding spool 12 is a stepped sliding spool 12, and further comprises a sealing portion 121 for closing or opening the valve port 115 under the action of the sliding spool 12 to change the communication state of the first oil supply port 112 and the oil discharge port 114, and the sealing portion 121 is shaped to match the shape of the valve port 115. For example, the sealing portion 121 can be designed to be frustoconical, and specifically as shown in FIGS. 1(a) and 1(b), the small end of the frustoconical shape is close to the small end of the sliding spool 12, and the large end of the frustoconical shape is close to the large end of the sliding spool 12.

[0054] In the normal working state, the diameter d1 of the valve hole 111 corresponding to the small end of the sliding spool 12 is greater than the diameter d2 of the valve hole 111 corresponding to the large end of the sliding spool 12.

[0055] The sliding spool 12 further comprises a first pressure sensing end 122 and a second pressure sensing end 123; the first pressure sensing end 122 is used to sense the oil supply pressure from the first oil supply port 112, and specifically is an annular surface between the small end (a circular area with a diameter of d2) of the sliding spool 12 and the large end (a circular area with a diameter of d1) of the sliding spool 12; the annular area between the small end and the large end of the sliding spool 12 is specifically:

[0056] A1(=π(d1 2 -d2 2 ) / 4)

[0057] The second pressure sensing end 123 is used to sense the oil supply pressure from the second oil supply port 113, and specifically is the small end surface (a circular area with a diameter of d2) of the sliding spool 12. The small end area of the sliding spool 12 is specifically:

[0058] A2(=πd2 2 / 4)

[0059] According to the above description, the pressing force of the pressing mechanism is designed to be the sum of the maximum hydraulic pressures of the two brakes acting on the sliding spool 12 at the same time in the normal working state, assuming that the maximum working pressure of the brake B1 is B 1max , and the maximum working pressure of the brake B2 is B 2max , then the pressing force can be set as:

[0060] F s =A2B 2max +c1A1B 1max

[0061] c1 is the brake self-locking pressure coefficient, and when the B1 pressure is greater than c1B 1maxIf this happens, the brake will lock up or burn out. Generally, c1 is around 0.5. For example, the value range of c1 can be any one of [0.3,0.7], [0.35,0.65], [0.4,0.6], and [0.48,0.52]. It should be noted that the value range of c1 can also be set according to actual needs, and this embodiment is not limited to this.

[0062] When the vehicle is in normal operation, only one of the brakes, B1 and B2, is in operation, and the hydraulic pressure acting on the sliding valve core 12 is less than the clamping force F. s The sliding valve core 12 is pressed against the valve port 115 by the clamping member. At this time, the sealing part 121 of the sliding valve core 12 blocks the valve port 115. The first oil supply port 112, the second oil supply port 113, and the oil discharge port 114 are not connected to each other, and the anti-lock valve does not affect the oil supply of the two brakes.

[0063] Figure 2 This is a pressure change curve of the clutch cylinder during normal gear shifting provided in an embodiment of the invention. During gear shifting, the pressures of the two brakes exchange as follows: Figure 2 As shown, to prevent power interruption, the pressure of brake B1 will begin to rise slowly before the pressure of brake B2 completely disappears after disengagement.

[0064] But when the pressure of brake B1 reaches c1B 1max At that time, the pressure of brake B2 will drop to c1B 1max Below, the hydraulic pressure exerted on the sliding valve core 12 by the oil supply pressure of the two brakes is still much smaller than the clamping force F. s The sliding valve core 12 is still pressed against the valve port 115 by the clamping mechanism. The first oil supply port 112, the second oil supply port 113, and the oil discharge port 114 are not connected to each other. The hydraulic control valve does not affect the normal oil supply of the two brakes.

[0065] Figure 3 This is a pressure change curve of the two clutch cylinders during a shifting failure, provided in an embodiment of the present invention. Please refer to it. Figure 3 If one of the oil circuits, such as the oil supply circuit connected to brake B2, fails to depressurize due to a malfunction, and the pressure in the other oil circuit, such as the oil supply circuit connected to brake B1, rises to a value greater than the set value c1B during gear shifting... 1max At that time, the hydraulic pressure acting on the sliding valve core 12 is greater than the clamping force F. s The sliding valve core 12 will leave the valve port 115 under the action of hydraulic pressure, connecting the first oil supply port 112 with the oil discharge port 114, relieving the oil supply pressure of the brake B1, and preventing the transmission from locking up.

[0066] Specifically, the compression mechanism comprises a spring 131 and a spring seat 132; one end of the spring 131 abuts against a large end of the sliding spool 12, and the other end of the spring 131 is connected with the spring seat 132, which is arranged at the other end of the valve hole 111.

[0067] Optionally, the compression mechanism further comprises a spring sleeve 133; the spring sleeve 133 is coaxially arranged with the sliding spool 12, and the spring sleeve 133 is sleeved on the sliding spool 12; one end of the spring 131 is connected with the spring sleeve 133, and the spring sleeve 133 can at least partially wrap the spring 131.

[0068] Fig. 4(a) is a schematic diagram of a series anti-lock hydraulic control valve according to another embodiment of the present application, Fig. 4(b) is a structural diagram of the hydraulic control valve in normal operation in Fig. 4(a), and Fig. 4(c) is a structural diagram of the hydraulic control valve in system failure in Fig. 4(a). If the brake B1 has a low working pressure, the anti-lock valve can also be designed in a series form as shown in Figs. 4(a), 4(b) and 4(c) if the space allows. In one embodiment, the hydraulic control valve comprises a valve body 11, a sliding spool 12 and a compression mechanism.

[0069] The valve body 11 is provided with a valve hole 111, a first oil supply port 112, a second oil supply port 113, a third oil supply port 116 and a discharge port 114 which respectively communicate with the valve hole 111; the sliding spool 12 and the compression mechanism are both accommodated in the valve hole 111; a small end of the sliding spool 12 is close to one end of the valve hole 111, and a large end of the sliding spool 12 abuts against the compression mechanism, which is arranged at the other end of the valve hole 111.

[0070] When the sliding spool 12 is subjected to a sum of oil supply pressures from the first oil supply port 112 and the second oil supply port 113 which is greater than a compression force from the compression mechanism, the sliding spool 12 moves towards the compression mechanism to make the first oil supply port 112 communicate with the discharge port 114 through the valve hole 111, and at this time, the third oil supply port 116 is blocked by the sliding spool 12.

[0071] The compression force of the compression mechanism is configured as a sum of maximum hydraulic pressures of the first oil supply port 112 and the second oil supply port 113 acting on the sliding spool 12 in normal operation (i.e. the hydraulic control valve is in the first working state), and in normal operation, a sum of oil supply pressures of the two brakes acting on the sliding spool 12 is less than a spring force F sThe sliding valve core 12 is pressed by the spring 131 to the left position as shown in Figure 4(b), the valve port 115 is closed, the first oil supply port 112, the second oil supply port 113 and the oil discharge port 114 are not connected to each other, the first oil supply port 112 is connected to the third oil supply port 116, and the oil from the third oil supply port 116 is transferred to the first oil supply port 112.

[0072] When both oil circuits are under high pressure due to a fault, the hydraulic pressure acting on the sliding valve core 12 is greater than the force Fs of the spring 131. Under the action of the hydraulic pressure, the sliding valve core 12 will move to the right to the position shown in Figure 4(c), the valve port 115 opens, and the first oil supply port 112 connects with the oil discharge port 114, releasing the pressure oil from the first oil supply port 112 through the oil discharge port 114 to prevent the transmission from locking up. The sliding valve core 12 also blocks the third oil supply port 116 to prevent the loss of pressure oil in the entire hydraulic system, ensuring that the vehicle can limp home using the other unpressurized brake B2 without shifting gears. Although the series anti-locking hydraulic control valve provided in this embodiment is relatively complex and has a large leakage, it can cut off the oil supply in case of a fault, ensuring that the vehicle can return home smoothly.

[0073] Specifically, the valve port 115 is disposed on the valve hole 111 between the first oil supply port 112 and the oil discharge port 114; the sealing part 121 of the sliding valve core 12 is used to close or open the valve port 115 under the action of the sliding valve core 12 to change the communication state between the first oil supply port 112 and the oil discharge port 114, and the shape of the sealing part 121 is adapted to the shape of the valve port 115.

[0074] Specifically, the sliding valve core 12 includes a first pressure sensing end 122 and a second pressure sensing end 123; the description of the first pressure sensing end 122 and the second pressure sensing end 123 can be found in the relevant records above, and will not be repeated here.

[0075] Preferably, the sliding valve core 12 is further provided with a damping hole 124; the damping hole 124 is used to guide the oil supply pressure from the first oil supply port 112 to the first pressure sensing end 122, and the damping hole 124 is connected to the valve port 111.

[0076] Specifically, the clamping mechanism includes a spring 131 and a spring seat 132; one end of the spring 131 abuts against the large end of the sliding valve core 12, and the other end of the spring 131 is connected to the spring seat 132, which is located at the other end of the valve hole 111. Furthermore, to facilitate the design of the spring 131, the clamping mechanism also includes a spring sleeve 133; the spring sleeve 133 is coaxially arranged with the sliding valve core 12, and is sleeved on the sliding valve core 12. One end of the spring 131 is connected to the spring sleeve 133, and the spring sleeve 133 can at least partially enclose the spring 131.

[0077] Figure 5is a schematic diagram of a self-locking prevention hydraulic control system provided by an embodiment of the present application, please refer to Figure 5 An embodiment of the present application proposes to connect or series a self-locking prevention hydraulic control valve 1 in parallel or series in the hydraulic oil supply circuit of a brake or clutch which may cause self-locking due to misoperation, and the hydraulic control system comprises a first oil cylinder 2, a second oil cylinder 3, a first proportional valve 4, a second proportional valve 5 and the hydraulic control valve 1 of the first aspect of the present application.

[0078] The outlet 41 of the first proportional valve is respectively communicated with the first oil cylinder 2 and the first oil supply port 112, and the outlet of the second proportional valve 5 is respectively communicated with the second oil cylinder 3 and the second oil supply port 113.

[0079] It should be noted that the oil supply device connected with the first oil supply port 112 and the oil supply device connected with the second oil supply port 113 are in a normal working state (no failure occurs) during the process of supplying oil to the corresponding oil supply port in the first working state, and the oil supply device can be a brake and / or a clutch.

[0080] Among them, the first oil cylinder 2 and the second oil cylinder 3 are the control oil cylinders of two brakes of the transmission, which are supplied by the first electromagnetic proportional valve and the second electromagnetic proportional valve respectively. If the first electromagnetic proportional valve and the second electromagnetic proportional valve simultaneously supply high-pressure oil to the two oil cylinders due to failure, the two brakes will be combined at the same time, which will lock the transmission and wheels and cause accidents. The embodiment connects a self-locking prevention hydraulic control valve 1 in the brake control system as shown in FIG. 1, which simultaneously senses the oil supply pressure of the first oil cylinder 2 and the second oil cylinder 3, and does not affect the oil supply of the brake B1 and the brake B2. When the sum of the hydraulic pressures acting on the sliding spool 12 of the first oil cylinder 2 and the second oil cylinder 3 is higher than the set pressure of the spring 131 of the hydraulic control valve 1 (i.e. the pressing force of the pressing mechanism), the valve port 115 of the hydraulic control valve 1 is opened, and the pressure oil of the first oil cylinder 2 is discharged through the oil discharge port 114, preventing the two brakes from acting and locking the transmission at the same time.

[0081] If the working pressure of the brake B1 is low, a series self-locking prevention hydraulic control valve 1 as shown in FIG. 4(a), FIG. 4(b) and FIG. 4(c) can also be connected in series in the hydraulic oil supply circuit of the brake or clutch which may cause self-locking due to misoperation, and the series self-locking prevention hydraulic control valve 1 further comprises a third oil supply port 116, which is communicated with the outlet 41 of the first proportional valve.

[0082] In normal working condition, the first oil supply port 112, the second oil supply port 113 and the oil discharge port 114 are not communicated with each other, and the first oil supply port 112 is communicated with the third oil supply port 116, so that the oil from the third oil supply port 116 is transmitted to the first oil supply port 112.

[0083] When both oil paths are high pressure due to a fault, the hydraulic pressure acting on the sliding spool 12 of the sliding spool 12 is greater than the spring 131 force Fs, the valve port 115 is opened, the first oil supply port 112 is communicated with the oil discharge port 114, and the pressure oil from the first oil supply port 112 is discharged through the oil discharge port 114 to prevent the transmission from being locked. The sliding spool 12 also blocks the third oil supply port 116 at the same time to prevent the loss of pressure oil in the entire hydraulic system, ensuring that the vehicle can limp home using another un-discharged brake B2 without shifting gears.

[0084] The embodiment of the present application provides a transmission with the hydraulic control system disclosed in the above embodiment of the hydraulic control system. The transmission is specifically a transmission with multiple brakes or clutches.

[0085] Figure 6 is a schematic diagram of a two-speed transmission provided by an embodiment of the present application, please refer to Figure 6 The transmission mainly comprises a brake B1 and a brake B2, a first planetary gear mechanism 71 and a second planetary gear mechanism 72, an output shaft 8 and a differential 9. A prime mover 6 is directly connected to a first sun gear 711 of the first planetary gear mechanism 71, and a first planet carrier 712 of the first planetary gear mechanism 71 is connected to a first output gear 713. When the brake B1 is engaged, the prime mover 6 drives a tire 92 through the first sun gear 711, the first planet carrier 712, a gear pair 713 / 81, and a gear pair 82 / 91. At this time, it is the first speed ratio, which can be more than 10. If the brake B1 is released and the brake B2 is engaged, the prime mover 6 drives the tire 92 through the first sun gear 711, the first planet carrier 712 and the second planet carrier 722, the gear pair 713 / 81, and the gear pair 82 / 91. At this time, it is the second speed ratio, which can be about 5.

[0086] In the prior art, when both brakes B1 and B2 simultaneously supply pressure oil due to a fault, the transmission will be self-locked. The sudden self-locking of the transmission on a high-speed or wet road surface can cause the wheels to lock, the vehicle to lose directional control, and even cause the vehicle to overturn. However, after the adoption of the technology of the present application, the lock prevention valve can automatically limit the fault oil supply pressure, thereby effectively preventing the wheels from locking and preventing overturning accidents.

[0087] Figure 7 is a schematic diagram of a dual-clutch multi-speed transmission provided by another embodiment of the present application, please refer to Figure 7 The embodiment of the present application can also be applied to the dual-clutch multi-speed transmission shown in Figure 7 The lock prevention valve is connected to the oil supply paths of the clutches B1 and B2 to prevent both clutches from operating at the same time, thereby avoiding accidents of the wheels locking.

[0088] Compared with the existing transmission anti-lock technology, the embodiment of the present application uses one anti-lock valve to replace one electromagnetic valve, two pressure sensors and corresponding electronic safety software, which not only saves the cost and space of these components, but also further improves the reliability of the transmission - because these saved components are not absolutely reliable.

[0089] It should be noted that the embodiment of the present application is not limited to preventing the transmission from locking, but can also be used in any hydraulic system that needs to prevent two hydraulic actuators from acting at the same time.

[0090] From the above, it can be seen from the embodiments of the hydraulic control valve, hydraulic control system and transmission provided by the present application that the embodiment of the present application can simultaneously sense the hydraulic pressures of two oil supply paths; when the sum of the hydraulic pressures from the two oil supply paths is greater than a set value, the hydraulic control valve will automatically connect one of the oil supply paths to the oil discharge port 114, thereby preventing the transmission from locking.

[0091] The hydraulic control valve has the advantages of reliable design, fast response, simple structure, small space, no need to add pressure sensors and series electromagnetic valves, easy manufacturing, low cost, and solves the problems of high cost and large space occupation of the existing transmission anti-lock technology.

[0092] It should be noted that the above-mentioned embodiments of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments. The above describes specific embodiments of the present application. Other embodiments are within the scope of the appended claims. Each embodiment of the present application is described in a progressive manner, and the same or similar parts of each embodiment can be referred to. Each embodiment focuses on the differences from other embodiments.

[0093] The above only describes the preferred embodiments of the present application, and does not limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A hydraulic control valve, characterized in that, It includes a valve body (11), a sliding valve core (12), and a clamping mechanism; The valve body (11) is provided with a valve hole (111) and a first oil supply port (112), a second oil supply port (113), and an oil discharge port (114) respectively communicating with the valve hole (111); the sliding valve core (12) and the clamping mechanism are both housed in the valve hole (111), the small end of the sliding valve core (12) is close to one end of the valve hole (111), the large end of the sliding valve core (12) abuts against the clamping mechanism, and the clamping mechanism is located at the other end of the valve hole (111); the hydraulic control valve has a first working state and a second working state; In the first working state, the sum of the oil supply pressures from the first oil supply port (112) and the second oil supply port (113) on the sliding valve core is not greater than the clamping force from the clamping mechanism, and the first oil supply port (112), the second oil supply port (113) and the unloading port (114) are not connected to each other. In the second working state, the sum of the oil supply pressures from the first oil supply port (112) and the second oil supply port (113) on the sliding valve core is greater than the clamping force from the clamping mechanism. The sliding valve core moves toward the clamping mechanism so that the first oil supply port (112) communicates with the oil discharge port (114) through the valve hole (111). The sliding valve core (12) includes a first pressure sensing end (122); The first pressure sensing end (122) is used to sense the oil supply pressure from the first oil supply port (112). Specifically, the first pressure sensing end (122) is the annular surface between the small end and the large end of the sliding valve core (12). The sliding valve core (12) is also provided with a damping hole (124); the damping hole (124) is used to guide the oil supply pressure from the first oil supply port (112) to the first pressure sensing end (122), and the damping hole (124) is connected to the valve hole (111). The valve body (11) also includes a valve port (115), which is disposed on the valve hole (111) between the first oil supply port (112) and the oil discharge port (114); The sliding valve core (12) further includes a sealing part (121), which is used to close or open the valve port (115) under the action of the sliding valve core (12) to change the communication state between the first oil supply port (112) and the oil discharge port (114). The shape of the sealing part (121) is adapted to the shape of the valve port (115). The valve body (11) is also provided with a third oil supply port (116) that communicates with the valve hole (111). When the valve port (115) is in a closed state, the third oil supply port (116) is connected to the first oil supply port (112), and the first oil supply port (112) is not connected to the oil discharge port (114). When the valve port (115) is in the open state, the first oil supply port (112) is connected to the oil discharge port (114), and the third oil supply port (116) is blocked by the sliding valve core (12).

2. The hydraulic control valve according to claim 1, characterized in that, The sealing part (121) is shaped like a frustum, with the small end of the frustum close to the small end of the sliding valve core (12) and the large end of the frustum close to the large end of the sliding valve core (12).

3. The hydraulic control valve according to claim 1, characterized in that, The sliding valve core (12) also includes a second pressure sensing end (123); The second pressure sensing end (123) is used to sense the oil supply pressure from the second oil supply port (113), and the second pressure sensing end (123) is specifically the small end face of the sliding valve core (12).

4. The hydraulic control valve according to claim 1, characterized in that, The clamping mechanism includes a spring (131) and a spring seat (132); one end of the spring (131) abuts against the large end of the sliding valve core (12), and the other end of the spring (131) is connected to the spring seat (132), which is located at the other end of the valve hole (111).

5. The hydraulic control valve according to claim 4, characterized in that, The clamping mechanism also includes a spring sleeve (133); the spring sleeve (133) is coaxially arranged with the sliding valve core (12), the spring sleeve (133) is sleeved on the sliding valve core (12), one end of the spring (131) is connected to the spring sleeve (133), and the spring sleeve (133) can at least partially wrap the spring (131).

6. A hydraulic control system, characterized in that, It includes a first hydraulic cylinder (2), a second hydraulic cylinder (3), a first proportional valve (4), a second proportional valve (5), and a hydraulic control valve as described in any one of claims 1-5; The outlet (41) of the first proportional valve is connected to the first oil cylinder (2) and the first oil supply port (112) respectively, and the outlet of the second proportional valve (5) is connected to the second oil cylinder (3) and the second oil supply port (113) respectively.

7. The hydraulic control system according to claim 6, characterized in that, The hydraulic control valve also includes a third oil supply port (116), which is connected to the outlet (41) of the first proportional valve.

8. A transmission, characterized in that, A hydraulic control system having any one of the claims 6-7.

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