A control method for a dual clutch hydraulic system

Abstract

The application relates to a double-clutch hydraulic system control method, characterized in that a first valve body is arranged with a first reversing valve, a second reversing valve, a second valve body and a third valve body; a piston cavity is formed in the first valve body, a pressure control valve assembly is arranged in the piston cavity, the third valve body is communicated with the piston cavity, when the first reversing valve is engaged, hydraulic oil from a first control oil channel enters the piston cavity through the second valve body and the third valve body in sequence; when the second reversing valve is engaged, hydraulic oil from a second control oil channel enters the piston cavity through the second valve body and the third valve body in sequence; when the first reversing valve and the second reversing valve are both engaged, there is a time difference between hydraulic oil from the first control oil channel entering the second valve body and hydraulic oil from the second control oil channel entering the second valve body. The above scheme can realize control of two sets of clutches through a simple structure.

Description

Technical Field

[0001] This invention relates to the field of hydraulic valve technology, and in particular to a control method for a dual-clutch hydraulic system. Background Technology

[0002] For systems with two clutch components, the goal is to achieve both simultaneous operation and independent engagement of each clutch. To achieve this, existing hydraulic systems typically employ the following structures: 1. Two 2-position 3-way valves connected in parallel, then a 3-position 5-way valve connected in series; 2. Two 2-position 3-way valves connected in series, where oil first enters the high-pressure valve plate, then some overflow from the high-pressure valve plate enters the second valve body, establishing the working oil pressure for the second clutch. However, these structures have the following drawbacks: 1. Complex oil circuit structure, cumbersome operation, and prone to misoperation; 2. With the 2-position 3-way valves in series structure, insufficient oil supply at diesel engine idling speeds prevents the second clutch from functioning properly. Summary of the Invention

[0003] To address the aforementioned problems, the present invention aims to provide a control method for a dual-clutch hydraulic system, which can achieve control of two clutches through a simple structure.

[0004] A control method for a dual-clutch hydraulic system, the dual-clutch hydraulic system comprising a first valve body, wherein the first valve body is provided with a first directional valve, a second directional valve, a second valve body, and a third valve body;

[0005] A piston chamber is formed on the first valve body, and a pressure control valve assembly is provided in the piston chamber. The pressure control valve assembly includes a piston that is disposed in the piston chamber by a pressure spring.

[0006] The first valve body is provided with an oil port A, and the second valve body (4) is provided with an oil port A'. The oil ports A and A' are working oil ports and are respectively connected to the clutch cylinders corresponding to the first and second directional valves through oil passages. The longitudinal hole of the second valve body is provided with a valve core driven by hydraulic oil. The second valve body is provided with an oil port groove L1 and an oil port groove L2. The oil port groove L1 and the oil port groove L2 are misaligned in the longitudinal direction and connected through the longitudinal hole. The oil port groove L2 is connected to the third valve body, and the third valve body is connected to the piston chamber.

[0007] The method includes:

[0008] When the clutch controlled by the first directional valve needs to work alone, the first directional valve is in the engaged position and the second directional valve is in the disengaged position. At this time, a stream of control oil enters the second valve body from the first control oil passage, pushes the valve core to move and exposes the oil port groove L2 and closes the oil port groove L1, and then enters the piston chamber through the third valve body to push the piston to increase the pressure to the rated value.

[0009] When the clutch controlled by the second directional valve needs to work alone, the first directional valve is in the open position and the second directional valve is in the engaged position. At this time, a stream of control oil enters the second valve body from the second control oil passage through the oil port groove L1, pushing the valve core to move to expose the oil port groove L1 and oil port groove L2, and then enters the piston chamber through the third valve body to push the piston to increase the pressure to the rated value.

[0010] When both clutches need to work simultaneously, the first and second directional control valves are in the engaged position, and there is a time difference in the hydraulic oil that travels through the first and second control oil passages to the second valve body.

[0011] Preferably, the hydraulic oil that reaches the second valve body through the first control oil passage and the second control oil passage has a time difference, including:

[0012] There is a difference in length between the first control oil passage and the second control oil passage, or there is a time difference in the time of injecting oil into the first control oil passage and the second control oil passage.

[0013] Preferably, the first reversing valve and the second reversing valve are two-position reversing valves.

[0014] Preferably, the pressure spring comprises a large spring and a small spring nested together.

[0015] Preferably, the piston in the piston chamber includes a control piston and a delay piston arranged coaxially, and the hydraulic oil flowing out from the third valve body enters the piston chamber from the side that first pushes the control piston.

[0016] Preferably, a first spring connected to the valve core is provided in the longitudinal hole of the second valve body.

[0017] Preferably, the third valve body is provided with a throttling structure, which is connected to a throttling oil passage, and the oil inlet passage of the third valve body is connected to the piston chamber through the throttling oil passage.

[0018] Preferably, the third valve body is provided with a second spring and a steel ball, which form a one-way conduction structure from the third valve body to the throttling oil passage.

[0019] This invention, employing the aforementioned structure, sets up a second valve body that works in conjunction with the first and second directional control valves for control. When the first directional control valve is engaged, hydraulic oil entering the second valve body from the first control oil passage passes through the oil port groove L2 into the third valve body, and then into the piston chamber, pushing the control piston and the delay piston to delay the rise of oil pressure to the rated value. When the second directional control valve is engaged, hydraulic oil entering the second valve body from the second control oil passage passes through the oil port groove L2 into the third valve body, and then into the piston chamber, pushing the control piston and the delay piston to delay the rise of oil pressure to the rated value. When both the first and second directional control valves are engaged, the cylinders controlled by the first and second directional control valves directly engage and disengage under working pressure. This allows the two clutches to operate independently or simultaneously, with each circuit controlled by independent hydraulic oil, preventing the problem of insufficient oil supply when the diesel engine idles. Furthermore, the above structure simplifies the complex structure of the hydraulic system that currently requires two two-position three-way valves to be connected in parallel and then connected in series with a three-position five-way valve in order to enable two clutches to work simultaneously or independently. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of this application;

[0021] Figure 2 This is the hydraulic schematic diagram of this application.

[0022] Figure label:

[0023] First valve body 1, control piston 11, delay piston 12, large spring 13, small spring 14, positioning sleeve 15, first directional valve 2, second directional valve 3, second valve body 4, valve core of the second valve body 41, first spring 42, positioning pin 43, third valve body 5, throttle screw 51, second spring 52, steel ball 53, valve cover 6, first cylinder 7, second cylinder 8, pressure gauge 9. Detailed Implementation

[0024] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0025] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0026] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more, unless explicitly defined otherwise.

[0027] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0028] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0029] like Figure 1-2 As shown, this embodiment provides a control method for a dual-clutch hydraulic system. The dual-clutch hydraulic system has a first valve body 1, which is provided with a first directional valve 2, a second directional valve 3, a second valve body 4, and a third valve body 5.

[0030] A piston chamber is formed on the first valve body 1, and a pressure control valve assembly is provided in the piston chamber. The pressure control valve assembly includes a piston that is disposed in the piston chamber by a pressure spring.

[0031] The first valve body 1 is provided with an oil port A, and the second valve body 4 is provided with an oil port A'. The oil ports A and A' are working oil ports, which are connected to the clutch cylinders corresponding to the first and second directional valves through oil passages, respectively. The second valve body 4 is provided with a valve core 41 driven by hydraulic oil in the longitudinal hole. The second valve body 4 is provided with an oil port groove L1 and an oil port groove L2. The oil port groove L1 and the oil port groove L2 are misaligned in the longitudinal direction and connected through the longitudinal hole. The oil port groove L2 is connected to the third valve body 5, and the third valve body 5 is connected to the piston chamber.

[0032] The method includes:

[0033] When the clutch controlled by the first reversing valve 2 needs to work alone, the first reversing valve 2 is in the engaged position and the second reversing valve 3 is in the disengaged position. At this time, a stream of control oil enters the second valve body 4 from the first control oil passage, pushes the valve core 41 to move and expose the oil port groove L2 and closes the oil port groove L1, and then enters the piston chamber through the third valve body to push the piston to increase the pressure to the rated value.

[0034] When the clutch controlled by the second reversing valve 3 needs to work alone, the first reversing valve 2 is in the open position and the second reversing valve 3 is in the engaged position. At this time, a stream of control oil enters the second valve body 4 through the oil port groove L1 from the second control oil passage, pushing the valve core 41 to move to expose the oil port groove L1 and oil port groove L2, and then enters the piston chamber through the third valve body to push the piston to pressurize to the rated value.

[0035] When both clutches need to work simultaneously, the first directional valve 2 and the second directional valve 3 are controlled to be in the engaged position, and there is a time difference in the hydraulic oil that reaches the second valve body 4 through the first control oil passage and the second control oil passage.

[0036] Specifically: such as Figure 1As shown, a valve cover 6 is provided to cooperate with the first valve body 1, and the valve cover 6 is provided to conceal its internal structure. A piston chamber is formed on the first valve body 1, and a pressure control valve assembly is provided in the piston chamber. The pressure control valve assembly includes a piston disposed in the piston chamber by a pressure spring. The piston includes a control piston 11 and a delay piston 12, which are coaxially arranged. In this embodiment, the piston chamber includes a cavity E and a cavity F that communicate with each other. The control piston 11 is located in cavity E, and the delay piston 12 is located in cavity F. The control piston 11 and the delay piston 12 are mounted on the first valve body 1 based on a positioning sleeve 15. In this embodiment, the pressure in the clutch cylinder is adjusted by the pressure control valve assembly. Specifically, the control piston 11 is a large piston, and the delay piston 12 is a small piston. Hydraulic oil is filled into the piston chamber from the side of the large piston, which sequentially pushes the control piston 11 and the delay piston 12 to achieve a delayed pressure increase effect. The pressure spring includes a large spring 13 and a small spring 14 nested together. While pushing the control piston 11 and the delay piston 12, the pressure spring is squeezed. Thus, the pressure increase effect can be controlled by configuring the elastic coefficients of the pressure springs on the control piston 11 side and the delay piston 12 side.

[0037] The first reversing valve 2 and the second reversing valve 3 on the first valve body 1 are connected in parallel and respectively connected to two clutches. The switching of the two clutches is controlled by controlling whether the first reversing valve 2 and the second reversing valve 3 are in the engaged position. In this embodiment, the first reversing valve 2 and the second reversing valve 3 are two-position reversing valves. Figure 1 As shown, the first directional valve 2 has ports P, A, and T, and the second directional valve 3 has ports P', A', and T'. Ports P and P' are inlets, connected to the inlets of the first valve body 1 via parallel oil passages. Ports T and T' are return ports of the hydraulic directional valve. Ports A and A' are working ports, connected to the corresponding clutch cylinders of the first and second directional valves via oil passages. High-pressure working oil, pressurized by the pressure control valve assembly, flows out from ports A and A' to control the clutch cylinder movement. The first directional valve 2 and the second directional valve 3 switch between engaged and disengaged positions. The first directional valve 2 is connected to the longitudinal hole of the second valve body via a first control oil passage on the first valve body, and the second directional valve 3 is connected to the longitudinal hole of the second valve body via a second control oil passage on the second valve body 4.

[0038] The second valve body 4 has a valve core 41 driven by hydraulic oil in the longitudinal hole. The second valve body 4 has an oil port groove L1 and an oil port groove L2. The oil port groove L1 and the oil port groove L2 are offset in the longitudinal direction and are connected through the longitudinal hole. The second control oil passage is connected to the oil port groove L1. The oil port groove L1 is located on one side of the movement direction of the valve core 41. The connection between the first control oil passage and the second valve body 4 is located on the other side of the movement direction of the valve core 41. Thus, by controlling the injection of oil from the first control oil passage or the second control oil passage, the movement direction of the valve core can be controlled, and the opening and closing states of the oil port groove L1 and the oil port groove L2 can be controlled by the valve core. In this embodiment, when the first directional valve is in the engaged position and the second directional valve is in the disengaged position, a stream of control oil enters the second valve body 4 from the first control oil passage. The hydraulic oil pushes the valve core 41 to one side, exposing the oil port groove L2. Simultaneously, the valve core 41 closes the oil port groove L2. At this time, the hydraulic oil passage in the second valve body 4 is such that the hydraulic oil entering from the oil port K flows out from the oil port groove L2. When the first directional valve is in the disengaged position and the second directional valve is in the engaged position, a stream of control oil enters the second valve body 4 from the second control oil passage through the oil port groove L1. The hydraulic oil pushes the valve core 41 to the other side, exposing the oil port grooves L1 and L2. At this time, the hydraulic oil passage in the second valve body 4 is such that the hydraulic oil entering from the oil port groove L1 flows out from the oil port groove L2. A first spring 42 connected to the valve core 41 is provided in the longitudinal hole of the second valve body 4. The first spring 42 drives the valve core 41 to reset. The second valve body 4 also includes a positioning pin 43, which locks the position of the second valve body 4 on the first valve body 1.

[0039] The oil inlet groove L2 is connected to the oil inlet passage of the third valve body 5, which is connected to the piston chamber. Hydraulic oil enters the piston chamber from the side that pushes the control piston 11. In this embodiment, the side of the third valve body 5 connected to the piston chamber is positioned close to the control piston 11. This position ensures that the hydraulic oil entering the piston chamber from the third valve body 5 pushes the control piston 11, which in turn drives the delay piston to move, thereby delaying the pressurization of the hydraulic oil to the rated value. In a preferred embodiment, the pressure control valve assembly is connected to the pressure gauge 9 to visually display the current oil pressure after pressurization. The third valve body 5 has a throttling structure connected to a throttling oil passage, and the oil inlet passage of the third valve body 5 is connected to the piston chamber through the throttling oil passage. This allows the amount of oil entering the piston chamber to be controlled by the third valve body 5. In this embodiment, the throttling structure of the third valve body 5 is a throttling screw 51. In other embodiments, the throttling structure can be separately installed in the oil passage connecting the third valve body 5 and the piston chamber. The third valve body 5 is also equipped with a second spring 52 and a steel ball 53. The second spring 52 and the steel ball 53 form a one-way conduction structure from the third valve body 5 to the throttling oil passage, thereby preventing hydraulic oil from returning from the piston chamber to the third valve body 5.

[0040] Therefore, combined Figure 1and Figure 2 Therefore, the working principle of this system is as follows:

[0041] The pressurized working oil flows out from oil port A and oil port A'. Oil port A is connected to the first oil cylinder 7 of the first clutch, and oil port A' is connected to the second oil cylinder 8 of the second clutch.

[0042] When the clutch controlled by the first directional valve needs to operate independently, the first directional valve is engaged, and the second directional valve is disengaged. At this time, a stream of control oil enters the second valve body from the first control oil passage, pushing the valve core to move and expose the oil port groove L2, closing the oil port groove L1. Then, it enters the piston chamber through the third valve body, pushing the control piston and the delay piston, causing the oil pressure to rise to the rated value. The pressurized working oil then flows out from oil port A and acts on the clutch corresponding to the first directional valve. Furthermore, after pressurization, the high pressure holds the valve core in the second valve body in its current position, allowing for continuous pressure increase.

[0043] When the clutch controlled by the second directional valve needs to operate independently, the first directional valve is in the open position and the second directional valve is in the engaged position. At this time, a stream of control oil enters the second valve body from the second control oil passage through the oil port groove L1, pushing the valve core to move until it exposes the oil port grooves L1 and L2. Then, it enters the piston chamber through the third valve body, pushing the control piston and the delay piston, causing the oil pressure to rise to the rated value. The pressurized working oil then flows out from the oil port A' and acts on the clutch corresponding to the second directional valve. Similarly, after pressurization, the high pressure keeps the valve core in the second valve body in its current position, allowing for continuous pressurization.

[0044] When both clutches need to operate simultaneously, the first and second directional control valves are engaged, and there is a time difference between the control oil entering the second valve body from the first and second control oil passages. The control oil that arrives first enters the second valve body and pushes its valve core to one side, then enters the piston chamber through the third valve body and pushes the control piston and the delay piston, causing the oil pressure to rise to the rated value. After the oil pressure rises, the pressure difference keeps the valve core in the second valve body in its current position, and the control oil that arrives later cannot enter the second valve body. After the oil pressure rises to the rated value, since the oil passages connecting to oil ports A and A' are in parallel, both the first and second directional control valves are engaged, and both oil ports A and A' are open. The pressurized working oil flows out from oil ports A and A' and acts on both clutches.

[0045] This allows the two clutches to operate independently or simultaneously. When operating simultaneously, the two clutches are directly engaged and disengaged after pressurization, preventing the problem of insufficient oil supply when the diesel engine idles. Furthermore, this structure simplifies the complex hydraulic system that currently requires two 2-position 3-way valves connected in parallel and then connected in series with a 3-position 5-way valve to achieve simultaneous or independent operation of the two clutches.

[0046] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A control method for a dual-clutch hydraulic system, characterized in that, The dual-clutch hydraulic system includes a first valve body (1), on which a first directional valve (2), a second directional valve (3), a second valve body (4), and a third valve body (5) are provided; A piston chamber is formed on the first valve body (1), and a pressure control valve assembly is provided in the piston chamber. The pressure control valve assembly includes a piston that is disposed in the piston chamber by a pressure spring. The first valve body (1) is provided with an oil port A, and the second valve body (4) is provided with an oil port A'. The oil ports A and A' are working oil ports and are connected to the clutch cylinders corresponding to the first and second directional valves through oil passages, respectively. The second valve body (4) has a valve core (41) driven by hydraulic oil in the longitudinal hole. The second valve body (4) is provided with an oil port groove L1 and an oil port groove L2. The oil port groove L1 and the oil port groove L2 are misaligned in the longitudinal direction and connected through the longitudinal hole. The oil port groove L2 is connected to the third valve body (5), and the third valve body (5) is connected to the piston chamber. The method includes: When the clutch controlled by the first reversing valve (2) needs to work alone, the first reversing valve (2) is in the engaged position and the second reversing valve (3) is in the disengaged position. At this time, a stream of control oil enters the second valve body (4) from the first control oil passage, pushes the valve core (41) to move and expose the oil port groove L2 and closes the oil port groove L1, and then enters the piston chamber through the third valve body to push the piston to pressurize to the rated value. When the clutch controlled by the second directional valve (3) needs to work alone, the first directional valve (2) is in the open position and the second directional valve (3) is in the engaged position. At this time, a stream of control oil enters the second valve body (4) through the oil port groove L1 from the second control oil passage, pushing the valve core (41) to move to expose the oil port groove L1 and oil port groove L2, and then enters the piston chamber through the third valve body to push the piston to pressurize to the rated value. When both clutches need to work simultaneously, the first directional valve (2) and the second directional valve (3) are in the engaged position, and there is a time difference in the hydraulic oil that travels through the first control oil passage and the second control oil passage to the second valve body (4).

2. The control method for a dual-clutch hydraulic system according to claim 1, characterized in that, The hydraulic oil that travels through the first and second control oil passages to reach the second valve body (4) has a time difference, including: There is a difference in length between the first control oil passage and the second control oil passage, or there is a time difference in the time of injecting oil into the first control oil passage and the second control oil passage.

3. The control method for a dual-clutch hydraulic system according to claim 1, characterized in that, The first reversing valve (2) and the second reversing valve (3) are two-position reversing valves.

4. The control method for a dual-clutch hydraulic system according to claim 1, characterized in that, The piston in the piston chamber includes a control piston (11) and a delay piston (12) arranged coaxially. Hydraulic oil flowing out from the third valve body (5) enters the piston chamber from the side that first pushes the control piston.

5. The control method for a dual-clutch hydraulic system according to claim 1, characterized in that, The second valve body (4) has a first spring (42) connected to the valve core (41) inside the longitudinal hole.

6. The control method for a dual-clutch hydraulic system according to claim 1, characterized in that, The third valve body (5) is provided with a throttling structure, which is connected to the throttling oil passage. The oil inlet passage of the third valve body (5) is connected to the piston chamber through the throttling oil passage.

7. The control method for a dual-clutch hydraulic system according to claim 6, characterized in that, The third valve body (5) is provided with a second spring (52) and a steel ball (53), which together form a one-way flow structure from the third valve body (5) to the throttling oil passage.

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