Hydraulic control system of automobile transmission and clutch flow hydraulic distribution oil path structure

Abstract

Car transmission hydraulic control system and clutch flow hydraulic distribution oil circuit structure, car transmission hydraulic control technology field, including: main oil circuit, oil sump oil circuit, cooling lubricating oil circuit, clutch C1 oil circuit and clutch C2 oil circuit, clutch C1, clutch C2, cooler, solenoid valve S1, solenoid valve S2, oil drain hole, oil sump, oil filter, electronic pump, mechanical pump, main pressure regulating valve, accumulator one, accumulator two, check valve one and check valve two;The three functions of traditional main pressure regulating valve, solenoid valve and solenoid valve pressure limiting valve are integrated in a single valve core through integrated mechanical structure design, and the integration and high efficiency of the hydraulic control system are realized.

Description

Technical Field

[0001] This invention belongs to the field of automotive transmission hydraulic control technology, and in particular to automotive transmission hydraulic control system and clutch flow hydraulic distribution oil circuit structure. Background Technology

[0002] With the rapid development of the new energy vehicle industry, hybrid transmissions, as a core assembly that balances fuel economy and power performance, have become a key research focus in the industry due to their technological iteration and performance optimization. The hydraulic control system, as the core control unit of the hybrid transmission, undertakes crucial functions such as power transmission, operating condition switching, and component protection. The valve core, as the core actuator of the hydraulic control system, directly determines the transmission efficiency, operational stability, shifting smoothness, and service life of the hybrid transmission. Currently, hybrid systems generally adopt a dual-pump (drive motor direct-drive pump and engine direct-drive pump) collaborative architecture, possessing multi-condition switching capabilities including pure electric, series, parallel, and engine direct drive. This places higher technical demands on the valve core's adaptability to operating conditions, control precision, and integration level. However, existing conventional hybrid transmission valve cores mostly follow the design concepts of traditional gasoline vehicle valve cores, failing to fully consider the multi-condition characteristics of hybrid systems and the collaborative operation requirements of dual oil pumps. This results in numerous technical bottlenecks, making it difficult to meet the design requirements of high efficiency, stability, and energy saving in hybrid transmissions. Therefore, developing a dedicated valve core that adapts to the core needs of hybrid systems and effectively solves the pain points of existing technologies has become a key technological breakthrough for promoting the upgrading of hybrid transmission technology. The main pressure regulating valve, as the core actuator of the hydraulic control system of a hybrid transmission, directly affects the overall operating quality of the hybrid transmission through its structural design and control performance. Currently, most conventional hybrid transmission main pressure regulating valves on the market adopt a single-function modular design. Oil pressure regulation, direction switching, and flow distribution need to be achieved through the collaboration of multiple independent valve cores. This leads to an increase in the number of parts and structural redundancy in the hydraulic control system, not only increasing the system's manufacturing cost and installation space occupancy but also increasing the complexity of multi-valve core collaborative control. This can easily lead to problems such as control delays, signal interference, and coordination errors, affecting the system's control accuracy. Summary of the Invention

[0003] This invention provides a hydraulic control system for automotive transmissions and a hydraulic flow distribution circuit structure for clutches. The purpose is to solve the aforementioned problems in existing technologies, and to address the issue that in conventional hybrid transmission hydraulic control systems, the main pressure regulating valve, solenoid valve, and solenoid valve pressure limiting valve are all independently configured hydraulic control components, requiring coordinated operation to achieve the regulation and control of the main oil circuit pressure.

[0004] The working principle of this hydraulic pressure regulation system involves a main pressure regulating valve as the core, responsible for receiving the oil output from the oil pump. Through force balance of the valve core (balance of spring force, feedback oil pressure, and control oil pressure), it regulates the base oil pressure of the main oil circuit, determining the reference range of the main oil circuit pressure. A solenoid valve, as an electronically controlled actuator, receives commands from the transmission control unit (TCU) and outputs precise pilot control oil pressure, acting on the valve core control end of the main pressure regulating valve to dynamically adjust the pressure regulation reference of the main pressure regulating valve, achieving precise matching of oil pressure under different operating conditions. A solenoid valve pressure relief valve, as a safety protection element, is connected in parallel to the output oil circuit of the solenoid valve or the control oil circuit of the main pressure regulating valve. It sets a safe pressure threshold. When the output oil pressure of the solenoid valve is abnormally high or the control oil circuit of the main pressure regulating valve experiences overpressure, the solenoid valve pressure relief valve automatically opens to release oil, limiting the oil pressure within a safe range and preventing damage to the solenoid valve, the main pressure regulating valve, and other hydraulic components due to overpressure. These three components work together to form a complete hydraulic pressure control logic of "reference pressure regulation - electronic fine-tuning - overpressure protection."

[0005] The independent setup of multiple components leads to a complex system structure, high assembly difficulty, large space occupation, and complicated connecting pipelines between components, which are prone to failures such as oil leakage and pipeline blockage. This increases the design, manufacturing and assembly costs of the transmission hydraulic control unit, while reducing the stability and reliability of system operation, which is not conducive to the development of hybrid transmissions towards miniaturization and lightweighting.

[0006] This invention aims to provide an integrated main pressure regulating valve that integrates all the functions of existing main pressure regulating valves, solenoid valves, and solenoid pressure limiting valves into a single component. This solves the technical problems caused by the independent setting of multiple components, such as complex structure, slow response, low reliability, high power consumption, inconvenient debugging and maintenance, and poor adaptability. It achieves accurate, fast, and stable control of oil pressure, while simplifying the system structure, reducing costs, and improving system integration and energy efficiency.

[0007] The technical solution adopted is as follows:

[0008] The hydraulic control system of the automotive transmission and the hydraulic distribution circuit structure of the clutch flow include: main oil circuit, oil pan oil circuit, cooling and lubrication oil circuit, clutch C1 oil circuit and clutch C2 oil circuit, clutch C1, clutch C2, cooler, solenoid valve S1, solenoid valve S2, drain hole, oil pan, oil filter, electronic pump, mechanical pump, main pressure regulating valve, accumulator one, accumulator two, check valve one and check valve two;

[0009] Clutch C1 is connected to the main pressure regulating valve through the clutch C1 oil circuit, clutch C2 is connected to the main pressure regulating valve through the clutch C2 oil circuit, clutch C1 is connected to accumulator one through the clutch C1 oil circuit, and clutch C2 is connected to accumulator two through the clutch C2 oil circuit.

[0010] The cooling and lubrication oil circuit is connected to the main pressure regulating valve. A cooler is installed on the cooling and lubrication oil circuit. One end of the solenoid valve S1 is connected to the oil circuit of clutch C1, and the other end of the solenoid valve S1 is connected to the main oil circuit. One end of the solenoid valve S2 is connected to the oil circuit of clutch C2, and the other end of the solenoid valve S2 is connected to the main oil circuit.

[0011] The main pressure regulating valve is equipped with an oil drain hole, which is connected to the oil passage in the oil pan. An oil filter is installed at the upper end of the oil pan, which is connected to the main oil passage.

[0012] An electronic pump and a mechanical pump are connected to the main oil line. The main oil line is connected to the main pressure regulating valve. One end of check valve one is connected to the oil outlet of the electronic pump through the main oil line, and the other end of check valve one is connected to the main pressure regulating valve. One end of check valve two is connected to the oil outlet of the mechanical pump and the electronic pump through the main oil line, and the other end of check valve two is connected to solenoid valve S1 and solenoid valve S2 through the main oil line.

[0013] The main pressure regulating valve includes: valve body, valve core, spring, valve core hole, stop plug and retaining plate. The valve core hole is provided on the left side of the valve body. The stop plug is slidably fitted in the valve core hole. The retaining plate is fixed on the left side of the valve body. The valve core slides in the valve body. The left end of the valve core abuts against the stop plug. The right end of the valve core is fitted with a spring.

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

[0015] This invention integrates the triple functions of a traditional main pressure regulating valve, solenoid valve, and solenoid valve pressure limiting valve into a single valve core through an integrated mechanical structure design, achieving integration and high efficiency of the hydraulic control system. Compared with existing technologies, the structure is simplified and the cost is reduced, significantly decreasing the number of parts, simplifying the valve body assembly process, effectively reducing processing and manufacturing costs, and eliminating the failure risk of electronic components, thus significantly improving system reliability. Simultaneously, control precision and response speed are improved. Relying on mechanical force balance and negative feedback mechanisms, precise and rapid adaptive adjustment of the main oil pressure is achieved, effectively avoiding clutch slippage and shift jerking, ensuring smooth power transmission. Furthermore, adaptability and safety are enhanced, perfectly compatible with the dual oil pump supply characteristics of hybrid transmissions, maintaining stable oil pressure under all operating conditions; integrated pressure limiting protection function enables rapid overpressure relief, preventing high pressure damage to clutch components and comprehensively extending the service life of the transmission. Attached Figure Description

[0016] Figure 1 This is the oil circuit diagram showing the initial position of the main pressure regulating valve when the solenoid valve is closed.

[0017] Figure 2 This is the oil circuit diagram showing the main pressure regulating valve starting to unload oil pressure when the solenoid valve is closed;

[0018] Figure 3 This is the oil circuit diagram showing the initial position of the main pressure regulating valve when the solenoid valve is open.

[0019] Figure 4 This is the oil circuit diagram showing the main pressure regulating valve starting to unload oil pressure when the solenoid valve is open. Detailed Implementation

[0020] 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.

[0021] Combination Figure 1-4 The description of the hydraulic control system of the automotive transmission and the hydraulic distribution circuit structure of the clutch flow includes: main oil circuit 1, oil pan oil circuit 2, cooling and lubrication oil circuit 3, clutch C1 oil circuit 4 and clutch C2 oil circuit 5, clutch C1 6, clutch C2 7, cooler 8, solenoid valve S19, solenoid valve S2 10, drain hole 11, oil pan 12, oil filter 13, electronic pump 14, mechanical pump 15, main pressure regulating valve 16, accumulator one 17, accumulator two 18, check valve one 19 and check valve two 20;

[0022] Clutch C16 is connected to the main pressure regulating valve 16 through clutch C1 oil passage 4; clutch C27 is connected to the main pressure regulating valve 16 through clutch C2 oil passage 5; clutch C16 is connected to accumulator one 17 through clutch C1 oil passage 4; and clutch C27 is connected to accumulator two 18 through clutch C2 oil passage 5.

[0023] The cooling and lubricating oil circuit 3 is connected to the main pressure regulating valve 16. A cooler 8 is connected to the cooling and lubricating oil circuit 3. One end of the solenoid valve S19 is connected to the clutch C1 oil circuit 4, and the other end of the solenoid valve S19 is connected to the main oil circuit 1. One end of the solenoid valve S210 is connected to the clutch C2 oil circuit 5, and the other end of the solenoid valve S210 is connected to the main oil circuit 1.

[0024] The main pressure regulating valve 16 is provided with an oil drain hole 11, which is connected to the oil passage 2 of the oil pan. The upper end of the oil pan 12 is provided with an oil filter 13, which is connected to the main oil passage 1.

[0025] An electronic pump 14 and a mechanical pump 15 are connected to the main oil circuit 1. The main oil circuit 1 is connected to the main pressure regulating valve 16. One end of the check valve 19 is connected to the oil outlet of the electronic pump 14 through the main oil circuit 1, and the other end of the check valve 19 is connected to the main pressure regulating valve 16. One end of the check valve 20 is connected to the oil outlet of the mechanical pump 15 and the electronic pump 14 through the main oil circuit 1, and the other end of the check valve 20 is connected to the solenoid valve S19 and the solenoid valve S210 through the main oil circuit 1.

[0026] The main pressure regulating valve 16 includes: valve body 16-1, valve core 16-2, spring 16-3, valve core hole 16-4, stop plug 16-5, and retaining plate 16-6. The valve core hole 16-4 is provided on the left side of the valve body 16-1. The stop plug 16-5 is slidably fitted in the valve core hole 16-4. The retaining plate 16-6 is fixed on the left side of the valve body 16-1. The valve core 16-2 slides in the valve body 16-1. The left end of the valve core 16-2 abuts against the stop plug 16-5. The right end of the valve core 16-2 is fitted with spring 16-3.

[0027] Furthermore, the valve core hole 16-4, the stop plug 16-5, and the retaining plate 16-6 are used to limit the working position of the moving valve core and provide an oil passage;

[0028] Furthermore, the valve core 16-2 and spring 16-3 engage in the working motion of the valve body 16-1, thereby controlling the direction and pressure of the hydraulic oil flowing to clutches C16 and C27. The hydraulic oil flowing to clutches C16 and C27 is then fed back to the valve core 16-2 to limit the maximum oil pressure, preventing excessive oil pressure in clutches C16 and C27 from exceeding the maximum threshold and damaging the clutches.

[0029] Furthermore, the work mode:

[0030] 1. Solenoid valves S19 and S210 are in the closed state.

[0031] Under this operating condition, valve core 16-2 is initially in Figure 1 At the location shown, ATF oil in the oil pan 12 is supplied to the main oil circuit 1 by the operation of the electronic pump 14 and the mechanical pump 15. It enters through the oil inlet hole of the stop plug 16-5. When the oil pressure entering the main oil circuit 1 exerts a force on the valve core 16-2 to the right, overcoming the force of the spring 16-3, the valve core 16-2 moves to the right.

[0032] Cooling and lubrication circuit: ATF oil flows into cooler 8 through cooling and lubrication circuit 3 for stator spray cooling, output shaft, output shaft rear bearing and intermediate shaft lubrication. Figure 2 As shown;

[0033] Oil pan passage: ATF oil flows back to oil pan 12 through oil pan passage 2;

[0034] 2. Solenoid valves S19 and S210 are in the open state.

[0035] Under this operating condition, the valve core is initially in Figure 3 At the location shown, ATF oil in the oil pan 12 is supplied to the main oil passage 1 by the operation of the electronic pump 14 and the mechanical pump 15.

[0036] Main pressure regulating valve oil circuit: ATF oil enters the stop plug 16-5 oil inlet through main oil circuit 1;

[0037] Clutch oil circuit: The main oil circuit 1 flows through the one-way valve 20, and through the solenoid valve S19 to the clutch C1 oil circuit 4, which enters the clutch C16 and the accumulator 1 17. It also flows through the solenoid valve S210 to the clutch C2 oil circuit 5, which enters the clutch C27 and the accumulator 2 18.

[0038] When the oil pressure in the main oil circuit 1 exerts a force to the right on the valve core 16-2, overcoming the spring force of spring 16-3 and the oil pressure in the clutch C1 oil circuit 4 and clutch C2 oil circuit 5 exert a force to the left on the valve core 16-2, the valve core 16-2 moves to the right.

[0039] Cooling and lubrication circuit: ATF oil flows into cooler 8 through cooling and lubrication circuit 3 for stator spray cooling, output shaft, output shaft rear bearing and intermediate shaft lubrication. Figure 4 As shown;

[0040] Oil pan passage: ATF oil flows back to oil pan 12 through oil pan passage 2;

[0041] 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 system for an automotive transmission and a hydraulic flow distribution circuit structure for the clutch, characterized in that: include: Main oil circuit (1), oil pan oil circuit (2), cooling and lubrication oil circuit (3), clutch C1 oil circuit (4) and clutch C2 oil circuit (5), clutch C1 (6), clutch C2 (7), cooler (8), solenoid valve S1 (9), solenoid valve S2 (10), drain hole (11), oil pan (12), oil filter (13), electronic pump (14), mechanical pump (15), main pressure regulating valve (16), accumulator one (17), accumulator two (18), check valve one (19) and check valve two (20); Clutch C1 (6) is connected to the main pressure regulating valve (16) through clutch C1 oil passage (4), clutch C2 (7) is connected to the main pressure regulating valve (16) through clutch C2 oil passage (5), clutch C1 (6) is connected to accumulator one (17) through clutch C1 oil passage (4), and clutch C2 (7) is connected to accumulator two (18) through clutch C2 oil passage (5); The cooling and lubrication oil circuit (3) is connected to the main pressure regulating valve (16). A cooler (8) is connected to the cooling and lubrication oil circuit (3). One end of the solenoid valve S1 (9) is connected to the clutch C1 oil circuit (4), and the other end of the solenoid valve S1 (9) is connected to the main oil circuit (1). One end of the solenoid valve S2 (10) is connected to the clutch C2 oil circuit (5), and the other end of the solenoid valve S2 (10) is connected to the main oil circuit (1). The main pressure regulating valve (16) is provided with an oil drain hole (11), which is connected to the oil passage (2) of the oil pan. An oil filter (13) is provided at the upper end of the oil pan (12), which is connected to the main oil passage (1). An electronic pump (14) and a mechanical pump (15) are connected to the main oil circuit (1). The main oil circuit (1) is connected to the main pressure regulating valve (16). One end of the check valve (19) is connected to the oil outlet of the electronic pump (14) through the main oil circuit (1), and the other end of the check valve (19) is connected to the main pressure regulating valve (16). One end of the check valve (20) is connected to the oil outlet of the mechanical pump (15) and the electronic pump (14) through the main oil circuit (1), and the other end of the check valve (20) is connected to the solenoid valve S1 (9) and the solenoid valve S2 (10) through the main oil circuit (1).

2. The automotive transmission hydraulic control system and clutch flow hydraulic distribution circuit structure according to claim 1, characterized in that: The main pressure regulating valve (16) includes: valve body (16-1), valve core (16-2), spring (16-3), valve core hole (16-4), stop plug (16-5) and clamping plate (16-6). The valve core hole (16-4) is provided on the left side of the valve body (16-1). The stop plug (16-5) is slidably fitted in the valve core hole (16-4). The clamping plate (16-6) is fixed on the left side of the valve body (16-1). The valve core (16-2) slides in the valve body (16-1). The left end of the valve core (16-2) abuts against the stop plug (16-5). The right end of the valve core (16-2) is fitted with spring (16-3).

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