Hydraulic control oil circuit for EV two-gear rear-drive DHT hybrid transmission

Abstract

The application relates to a kind of EV two-gear rear-drive DHT hybrid transmission hydraulic control oil circuit, belonging to the field of automobile technology.No.1 oil circuit is communicated with main oil pressure regulating valve, solenoid valve pressure limiting valve, parking control valve, SLC1, SLB1, SLB2, parallel mechanical gear pump and electronic gear pump;Main oil pressure regulating valve is communicated with SLC2, no.2 oil circuit and no.3 oil circuit;Solenoid valve pressure limiting valve is communicated with S1 and SLC2 through no.4 oil circuit;Parking control valve is communicated with S1 through no.6 oil circuit and is communicated with parking execution valve through no.7 oil circuit;SLC1 is communicated with C1 through no.8 oil circuit;SLB1 is communicated with B1 through no.9 oil circuit;SLB2 is communicated with B2 through no.10 oil circuit.The application makes the work of different solenoid valves, so that it completes the switching of engine two-gear, driving motor two-gear and ECVT gear mode, meets the multiple needs of economy, energy saving and power.

Description

TECHNICAL FIELD

[0001] The application relates to an EV two-gear rear-drive DHT hybrid transmission hydraulic control oil circuit and belongs to the technical field of automobiles. BACKGROUND

[0002] In order to meet the requirements of space, fuel saving, cost and other factors, the power split technical route is undoubtedly the most suitable. However, the current market DHT hybrid vehicle is matched with EV single-gear, and it is difficult to simultaneously meet the best power demand of EV low speed and high speed, so the EV two-gear DHT hybrid transmission is required to meet the multiple requirements of economy, energy saving and power. SUMMARY

[0003] In order to solve the problems in the background art, the application provides an EV two-gear rear-drive DHT hybrid transmission hydraulic control oil circuit.

[0004] To achieve the above-mentioned purpose, the application adopts the following technical scheme: an EV two-gear rear-drive DHT hybrid transmission hydraulic control oil circuit, comprising a mechanical gear pump, an electronic gear pump, a main oil pressure regulating valve, a solenoid valve pressure limiting valve, a parking execution valve, a parking control valve, a solenoid valve switch valve, a pilot solenoid valve, a clutch control solenoid valve, a first brake control solenoid valve, a second brake control solenoid valve, a clutch, a first brake, a second brake, a rear end shaft and bearing transmission mechanism, an intermediate shaft and bearing transmission mechanism, a motor, a first oil circuit, a second oil circuit, a third oil circuit, a fourth oil circuit, a fifth oil circuit, a sixth oil circuit, a seventh oil circuit, an eighth oil circuit, a ninth oil circuit and a tenth oil circuit;

[0005] The mechanical gear pump and the electronic gear pump are arranged in parallel, and the oil inlet end of the mechanical gear pump and the oil inlet end of the electronic gear pump are both arranged in communication with the oil cavity, and the oil outlet end of the mechanical gear pump and the oil outlet end of the electronic gear pump are both arranged in communication with the oil inlet end of the first oil circuit;

[0006] The first oil outlet end of the first oil circuit is arranged in communication with the left feedback end face of the main oil pressure regulating valve, the second oil outlet end of the first oil circuit is arranged in communication with the solenoid valve pressure limiting valve, the third oil outlet end of the first oil circuit is arranged in communication with the right feedback end face of the parking control valve, the fourth oil outlet end of the first oil circuit is arranged in communication with the clutch control solenoid valve, the fifth oil outlet end of the first oil circuit is arranged in communication with the first brake control solenoid valve, and the sixth oil outlet end of the first oil circuit is arranged in communication with the second brake control solenoid valve;

[0007] The oil outlet end of the main oil pressure regulating valve is arranged in communication with the oil cavity through the second oil circuit, and the oil outlet end of the main oil pressure regulating valve is arranged in communication with the rear end shaft and bearing transmission mechanism, the intermediate shaft and bearing transmission mechanism and the motor through the third oil circuit;

[0008] The solenoid valve pressure relief valve is connected to the solenoid valve switching valve and the pilot solenoid valve through the No. 4 oil circuit.

[0009] The pilot solenoid valve is connected to the right feedback end face of the main oil pressure regulating valve through oil circuit No. 5.

[0010] The left feedback end face of the parking control valve is connected to the solenoid valve switch via oil line number six, and the oil outlet end of the parking control valve is connected to the parking actuator valve via oil line number seven.

[0011] The oil outlet of the clutch control solenoid valve is connected to the clutch via oil circuit No. 8, and the oil drain of the clutch control solenoid valve is connected to the oil chamber.

[0012] The oil outlet of the first brake control solenoid valve is connected to the first brake via oil circuit number nine, and the oil drain of the first brake control solenoid valve is connected to the oil chamber.

[0013] The oil outlet of the second brake control solenoid valve is connected to the second brake via oil circuit number ten, and the oil drain of the second brake control solenoid valve is connected to the oil chamber.

[0014] Compared with the prior art, the beneficial effects of the present invention are:

[0015] This invention consists of a friction transmission assembly comprising a set of clutches and two sets of brakes. By controlling the operation of different solenoid valves, it can switch between two engine gears, two drive motor gears, and ECVT gear modes. The cooling and lubrication flow required by the motor and the lubrication flow required by the transmission mechanism are distributed through throttle orifices. There are throttle orifices connecting the cooling and lubrication oil circuit and the main oil circuit, realizing the function of mutual bypass and providing additional flow to the cooling and lubrication oil circuit, thus meeting multiple requirements of economy, energy saving and power. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of the present invention. Detailed Implementation

[0017] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0018] A hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid electric vehicle transmission includes a mechanical gear pump 2, an electronic gear pump 3, a main oil pressure regulating valve 5, a solenoid pressure limiting valve 6, a parking actuator valve 7, a parking control valve 8, a solenoid valve switching valve (S1) 10, a pilot solenoid valve (SLT) 11, a clutch control solenoid valve (SLC1) 12, a first brake control solenoid valve (SLB1) 13, a second brake control solenoid valve (SLB2) 14, a clutch (C1) 21, a first brake (B1) 22, a second brake (B2) 23, a rear shaft and bearing transmission mechanism 24, an intermediate shaft and bearing transmission mechanism 25, a motor 26, and oil circuits numbered one, two, three, four, five, six, seven, eight, nine, and ten.

[0019] The mechanical gear pump 2 is indirectly driven by the engine via a chain; the mechanical gear pump 2 and the electronic gear pump 3 are connected in parallel and share the same oil suction circuit, providing the required flow to the hydraulic system under specific working conditions; and the oil inlet of both the mechanical gear pump 2 and the electronic gear pump 3 are connected to the oil chamber, and the oil outlet of both the mechanical gear pump 2 and the electronic gear pump 3 are connected to the oil inlet of the first oil circuit.

[0020] The first oil outlet of the first oil circuit is connected to the left feedback end face of the main oil pressure regulating valve 5, the second oil outlet of the first oil circuit is connected to the solenoid pressure limiting valve 6, the third oil outlet of the first oil circuit is connected to the right feedback end face of the parking control valve 8, the fourth oil outlet of the first oil circuit is connected to the clutch control solenoid valve 12, the fifth oil outlet of the first oil circuit is connected to the first brake control solenoid valve 13, and the sixth oil outlet of the first oil circuit is connected to the second brake control solenoid valve 14.

[0021] The drain end of the main oil pressure regulating valve 5 is connected to the oil chamber through the second oil circuit. The main oil pressure regulating valve 5 regulates the oil pressure in the first oil circuit to a suitable oil pressure for the hydraulic control system and drains the excess flow into the oil chamber through the second oil circuit. The outlet end of the main oil pressure regulating valve 5 is connected to the rear shaft and bearing transmission mechanism 24, the intermediate shaft and bearing transmission mechanism 25, and the motor 26 through the third oil circuit.

[0022] The solenoid valve pressure relief valve 6 is connected to the solenoid valve switching valve 10 and the pilot solenoid valve 11 through the fourth oil circuit, and adjusts the main oil pressure of the system to meet the oil pressure of S1 and SLT.

[0023] The pilot solenoid valve 11 is connected to the right feedback end face of the main oil pressure regulating valve 5 through the No. 5 oil circuit, and the oil pressure in the No. 4 oil circuit is regulated by controlling the current to achieve controllable main oil pressure.

[0024] The left feedback end face of the parking control valve 8 is connected to the solenoid valve switch valve 10 through the No. 6 oil circuit. The oil outlet end of the parking control valve 8 is connected to the parking actuator valve 7 through the No. 7 oil circuit. The main oil pressure in the No. 1 oil circuit is applied to the parking actuator valve 7 through the No. 7 oil circuit, which pushes the valve core to move and drives the parking linkage to move against the resistance of the parking spring, so that the parking mechanism is released and realizes the function of switching from P gear to non-P gear. At the same time, the parking pawl solenoid valve 9 is energized, and the pawl locks the parking actuator valve 7, realizing the dual protection function in the non-P gear position.

[0025] The clutch control solenoid valve 12 regulates the oil pressure in the first oil circuit by controlling the magnitude of the solenoid valve current. The oil outlet of the clutch control solenoid valve 12 is connected to the clutch 21 through the eighth oil circuit, so that the oil pressure is applied to the piston chamber of the clutch 21 to complete the engagement of the clutch 21. The oil drain end of the clutch control solenoid valve 12 is connected to the oil chamber. When the clutch 21 is disengaged, the oil pressure flows back to the clutch control solenoid valve 12 through the eighth oil circuit and is directly discharged to the oil chamber through the oil drain port of the clutch control solenoid valve 12.

[0026] The first brake control solenoid valve 13 regulates the oil pressure in the first oil circuit by controlling the magnitude of the solenoid valve current. The oil outlet of the first brake control solenoid valve 13 is connected to the first brake 22 through the ninth oil circuit, so that the oil pressure is applied to the piston chamber of the first brake 22 to complete the engagement of the first brake 22. The oil drain end of the first brake control solenoid valve 13 is connected to the oil chamber. When the first brake is disengaged, the oil pressure flows back to the first brake control solenoid valve 13 through the ninth oil circuit and is directly discharged to the oil chamber through the oil drain port of the first brake control solenoid valve 13.

[0027] The second brake control solenoid valve 14 regulates the oil pressure in the first oil circuit by controlling the magnitude of the solenoid valve current. The oil outlet of the second brake control solenoid valve 14 is connected to the second brake 23 through the tenth oil circuit, so that the oil pressure is applied to the piston chamber of the second brake 23 to complete the engagement of the second brake 23. The oil drain end of the second brake control solenoid valve 14 is connected to the oil chamber. When the second brake is disengaged, the oil pressure flows back to the second brake control solenoid valve 14 through the tenth oil circuit and is directly drained into the oil chamber through the oil drain port of the second brake control solenoid valve 14.

[0028] An oil filter 1 is provided between the mechanical gear pump 2 and the electronic gear pump 3 and the oil chamber. The mechanical gear pump 2 and the electronic gear pump 3 introduce lubricating oil from the oil chamber through the oil filter 1 into the No. 1 oil circuit. The oil filter 1 is used to filter the lubricating oil entering the hydraulic control system.

[0029] A one-way valve 4 is provided between the electronic gear pump 3 and the first oil circuit. The one-way valve 4 ensures that the lubricating oil pumped out by the mechanical gear pump 2 will not flow back from the oil outlet of the electronic gear pump 3 and leak into the oil chamber.

[0030] An accumulator 15 is installed on the No. 5 oil line. The accumulator 15 is used to ensure the stable regulation of the main oil pressure.

[0031] The No. 3 oil circuit is equipped with a pressure relief valve 19 and a cooler 20. The pressure relief valve 19 is used to protect the lubrication oil circuit and prevent excessive oil pressure at the cooler 20 in the No. 3 oil circuit.

[0032] The No. 1 oil circuit and the No. 3 oil circuit are connected through a φ1 throttle hole to supplement the flow of lubricating oil in the No. 3 oil circuit.

[0033] The No. 8 oil line is equipped with a clutch accumulator 16, which is used to achieve smooth regulation of clutch oil pressure.

[0034] The No. 9 oil line is equipped with a first brake accumulator 17, which is used to achieve stable regulation of the first brake oil pressure.

[0035] The No. 10 oil line is equipped with a second brake accumulator 18, which is used to achieve stable regulation of the second brake oil pressure.

[0036] The principle of this invention patent is as follows:

[0037] When the vehicle is in the parking P gear, the parking control valve 8 disconnects the parking oil circuit and the parking mechanism locks the transmission mechanism.

[0038] When the vehicle is not in P gear, S1 is energized, pushing the parking control valve 8 to move, connecting the parking oil circuit with the main oil circuit, causing the piston chamber of the parking actuator valve 7 to be filled with oil. Under the drive of the oil pressure, the parking actuator valve 7 pulls the parking linkage, disengaging the parking mechanism from the transmission mechanism, completing the P-out action, and realizing the electronic parking function.

[0039] The friction transmission assembly consists of one set of clutches and two sets of brakes, all of which are directly controlled by individual VFS (Variable Force Solenoid) solenoid valves. By controlling the operation of different solenoid valves, the assembly can switch between two engine gears, two drive motor gears, and ECVT gear modes. The cooling and lubrication flow required by the motor and the lubrication flow required by the transmission mechanism are distributed through throttle orifices. There are throttle orifices connecting the cooling and lubrication oil circuit and the main oil circuit, which enables them to bypass each other and provide additional flow to the cooling and lubrication oil circuit.

[0040] The No. 1 oil circuit is the main oil pressure circuit, which is the main pressure channel of the system and transmits the main oil pressure.

[0041] The No. 2 oil circuit is the main oil pressure relief oil circuit, which releases the excess flow after the main oil circuit pressure is adjusted.

[0042] Oil circuit number three is a cooling and lubrication oil circuit, which delivers flow for motor cooling and bearing lubrication;

[0043] The No. 4 oil circuit is the solenoid valve oil pressure regulating oil circuit, which delivers the regulated oil pressure to the inlet end of each solenoid valve.

[0044] Oil circuit number five is the main oil pressure regulating oil circuit, used to transmit and regulate the control pressure of the main oil circuit;

[0045] Oil circuit number six is ​​the parking control oil circuit, used to control the on / off state of oil circuit number seven (parking oil circuit);

[0046] Oil circuit number eight is the clutch pressure control oil circuit.

[0047] Oil circuit number nine is the pressure control oil circuit for the first brake.

[0048] Oil circuit number ten is the pressure control oil circuit for the second brake.

[0049] Mechanical gear pump 2 and electronic gear pump 3 share a common oil suction circuit to supply oil to the system, and are connected to the main oil pressure regulating mechanism, solenoid valve pressure limiting mechanism, parking control mechanism, clutch pressure control mechanism and brake pressure control mechanism respectively through the main oil circuit;

[0050] The main oil pressure regulating mechanism includes a main pressure regulating valve, a spring, a stop plug, a clamping plate, and a solenoid valve 11, which is used to regulate the pressure of the oil supplied by the oil supply mechanism. In addition, it is connected to the cooling and lubrication oil circuit and the external cooler to distribute the supplied oil to the motor and mechanical transmission mechanism through different throttling orifices.

[0051] The parking control mechanism includes a spring, a stop plug, a locking plate, a parking control valve 8, a parking release valve, and a solenoid switch valve 10. The solenoid switch valve 10 is connected to the parking control valve through the parking control oil circuit 6 to control the action of the parking release valve and realize the parking function.

[0052] The solenoid valve pressure limiting mechanism includes a spring, a stop plug, a retaining plate, and a solenoid valve pressure limiting valve 6. It adjusts the large oil pressure in the main oil circuit to a small oil pressure that meets the requirements of the solenoid valve, and transmits the small oil pressure to the solenoid valve 11 and the solenoid switching valve 10 through the solenoid valve oil pressure regulating oil circuit.

[0053] The clutch pressure control mechanism and the brake pressure control mechanism (clutch control solenoid valve 12, first brake control solenoid valve 13 and second brake control solenoid valve 14) are mainly composed of VFS solenoid valves.

[0054] This invention transmits torque through the coordinated operation of three sets of actuators, C1, B1, and B2, thereby fulfilling the functional requirements of two forward gears in EV mode. B1 and B2 cannot be engaged simultaneously. When C1 is engaged alone, the engine directly drives forward in 1st gear; when B1 is engaged alone, it is EV1 gear; and when B2 is engaged alone, it is EV2 gear. Depending on vehicle speed requirements, C1 can be engaged in series with either B1 or B2. The parking method is electronically controlled. In addition to hydraulic locking, a mechanical ratchet parking solenoid valve can lock the main parking release valve, achieving parking protection functionality.

[0055] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0056] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A hydraulic control circuit for a transmission used in a two-speed rear-wheel drive DHT hybrid electric vehicle, characterized in that: Includes mechanical gear pump (2), electronic gear pump (3), main oil pressure regulating valve (5), solenoid pressure limiting valve (6), parking actuator valve (7), parking control valve (8), solenoid valve switching valve (10), pilot solenoid valve (11), clutch control solenoid valve (12), first brake control solenoid valve (13), second brake control solenoid valve (14), clutch (21), first brake (22), second brake (23), rear shaft and bearing transmission mechanism (24), intermediate shaft and bearing transmission mechanism (25), motor (26), No. 1 oil circuit, No. 2 oil circuit, No. 3 oil circuit, No. 4 oil circuit, No. 5 oil circuit, No. 6 oil circuit, No. 7 oil circuit, No. 8 oil circuit, No. 9 oil circuit and No. 10 oil circuit; The mechanical gear pump (2) and the electronic gear pump (3) are connected in parallel, and the oil inlet end of the mechanical gear pump (2) and the oil inlet end of the electronic gear pump (3) are both connected to the oil chamber, and the oil outlet end of the mechanical gear pump (2) and the oil outlet end of the electronic gear pump (3) are both connected to the oil inlet end of the No. 1 oil circuit. The first oil outlet of the No. 1 oil circuit is connected to the left feedback end face of the main oil pressure regulating valve (5), the second oil outlet of the No. 1 oil circuit is connected to the solenoid pressure limiting valve (6), the third oil outlet of the No. 1 oil circuit is connected to the right feedback end face of the parking control valve (8), the fourth oil outlet of the No. 1 oil circuit is connected to the clutch control solenoid valve (12), the fifth oil outlet of the No. 1 oil circuit is connected to the first brake control solenoid valve (13), and the sixth oil outlet of the No. 1 oil circuit is connected to the second brake control solenoid valve (14). The oil drain end of the main oil pressure regulating valve (5) is connected to the oil chamber through the No. 2 oil circuit; the oil outlet end of the main oil pressure regulating valve (5) is connected to the rear shaft and bearing transmission mechanism (24), the intermediate shaft and bearing transmission mechanism (25) and the motor (26) through the No. 3 oil circuit. The solenoid valve pressure relief valve (6) is connected to the solenoid valve switching valve (10) and the pilot solenoid valve (11) through the No. 4 oil circuit; The pilot solenoid valve (11) is connected to the right feedback end face of the main oil pressure regulating valve (5) through the No. 5 oil circuit; The left feedback end face of the parking control valve (8) is connected to the solenoid valve switch valve (10) through the No. 6 oil circuit, and the oil outlet end of the parking control valve (8) is connected to the parking actuator valve (7) through the No. 7 oil circuit. The oil outlet of the clutch control solenoid valve (12) is connected to the clutch (21) through the No. 8 oil circuit, and the oil drain end of the clutch control solenoid valve (12) is connected to the oil chamber. The oil outlet of the first brake control solenoid valve (13) is connected to the first brake (22) through the No. 9 oil circuit, and the oil drain of the first brake control solenoid valve (13) is connected to the oil chamber. The oil outlet of the second brake control solenoid valve (14) is connected to the second brake (23) through the No. 10 oil circuit, and the oil drain end of the second brake control solenoid valve (14) is connected to the oil chamber. The clutch (21), the first brake (22), and the second brake (23) constitute a friction transmission assembly. By controlling the operation of different solenoid valves, the switching between EV two-speed and ECVT gear modes can be realized. When the clutch (21) is engaged alone, the engine drives forward in 1st gear. When the first brake (22) is engaged alone, it is in EV1 gear. When the second brake (23) is engaged alone, it is in EV2 gear. When the clutch (21) is engaged together with the first brake (22) or the second brake (23), a series mode is achieved.

2. The hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid transmission for EVs according to claim 1, characterized in that: An oil filter (1) is provided between the mechanical gear pump (2) and the electronic gear pump (3) and the oil chamber.

3. The hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid transmission for EVs according to claim 1 or 2, characterized in that: A check valve (4) is provided between the electronic gear pump (3) and the No. 1 oil circuit.

4. The hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid transmission for EVs according to claim 3, characterized in that: An accumulator (15) is installed on the No. 5 oil line.

5. The hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid transmission for EVs according to claim 4, characterized in that: The No. 3 oil line is equipped with a pressure relief valve (19) and a cooler (20).

6. The hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid transmission for EVs according to claim 4 or 5, characterized in that: The No. 1 oil circuit and the No. 3 oil circuit are connected through a throttle orifice.

7. The hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid transmission for EVs according to claim 6, characterized in that: A clutch accumulator (16) is installed on the No. 8 oil line.

8. The hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid transmission for EVs according to claim 1 or 7, characterized in that: The No. 9 oil line is equipped with a first brake accumulator (17).

9. The hydraulic control circuit for a two-speed rear-wheel drive DHT hybrid transmission for EVs according to claim 8, characterized in that: The No. 10 oil line is equipped with a second brake accumulator (18).

Images