Vehicle, transmission and hydraulic control system

Abstract

This utility model provides a vehicle, transmission, and hydraulic control system, including an oil tank, an electronic pump, a control valve, a gear shifting mechanism, and a throttle orifice. The oil tank includes an oil outlet and an oil return. The electronic pump includes an inlet and an outlet, with the inlet connected to the oil outlet of the oil tank and the outlet connected to a first output oil circuit and a second output oil circuit. The control valve is connected between the first output oil circuit and the gear shifting mechanism, controlling the connection between the gear shifting mechanism and the first output oil circuit and relieving pressure on the gear shifting mechanism. The throttle orifice includes an inlet and an outlet, with the inlet connected to the second output oil circuit and the outlet connected to both the control valve and the oil return of the oil tank.

Description

Technical Field

[0001] This utility model relates to the field of vehicle control technology, and mainly to a vehicle, transmission and hydraulic control system. Background Technology

[0002] Currently, the hydraulic control structure of electromechanical coupling transmissions is complex. A common approach is to use a dual mechanical pump system, relying on a combination of spool valves and pilot solenoid valves to control the main oil circuit pressure. Alternatively, another approach uses a combination of spool valves and pilot solenoid valves to control the main oil circuit pressure. However, these hydraulic systems suffer from technical problems such as complex structure, high energy consumption, high cost, and poor resistance to contamination. Furthermore, they are not suitable for two-speed configurations in electromechanical coupling transmissions. Utility Model Content

[0003] In view of the shortcomings of the prior art, the purpose of this utility model is to provide a vehicle, transmission and hydraulic control system that simplifies the hydraulic control structure, has the advantages of low cost and light weight, and reduces shifting time and improves shifting efficiency.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] One aspect of the technical solution of this utility model proposes a hydraulic control system, characterized in that it includes an oil tank, an electronic pump, a control valve, a gear actuator, and a throttle orifice;

[0006] The oil tank includes an oil outlet and an oil return.

[0007] The electronic pump includes an inlet end and an outlet end. The inlet end of the electronic pump is connected to the outlet end of the oil tank, and the outlet end of the electronic pump is connected to the first output oil circuit and the second output oil circuit.

[0008] The control valve is connected between the first output oil circuit and the gear actuator. The control valve is used to control the connection and disconnection between the gear actuator and the first output oil circuit and to relieve pressure on the gear actuator.

[0009] The throttle orifice includes an oil inlet and an oil outlet. The oil inlet of the throttle orifice is connected to the second output oil circuit, and the oil outlet of the throttle orifice is connected to the control valve and the return oil end of the oil tank.

[0010] According to some technical solutions of this utility model, the control valve includes an oil inlet, an oil outlet, and a return oil port. The oil inlet of the control valve is connected to the first output oil circuit, the oil outlet of the control valve is connected to the oil chamber of the gear actuator, and the return oil port of the control valve is connected to the return oil end of both the throttle orifice and the oil tank.

[0011] According to some technical solutions of this utility model, the hydraulic control system further includes a return oil back pressure valve, the oil inlet of which is connected to the return oil port of the control valve, and the oil outlet of which is connected to the return oil end of the oil tank.

[0012] According to some technical solutions of this utility model, the pressure required to open the return oil back pressure valve is lower than the pressure required to engage the gear actuator.

[0013] According to some technical solutions of this utility model, the oil outlet of the throttling orifice is connected to the oil inlet of the return oil back pressure valve.

[0014] According to some technical solutions of this utility model, the control valve is a proportional pressure solenoid valve.

[0015] According to some technical solutions of this utility model, the hydraulic control system further includes a pressure sensor, which is located in the first output oil circuit and is used to detect the hydraulic pressure in the first output oil circuit; the electronic pump responds to the hydraulic pressure in the first output oil circuit to adjust the rotation speed.

[0016] According to some technical solutions of this utility model, the hydraulic control system further includes a controller, which is signal-connected to the electronic pump and the control valve. The controller is used to control the transmission to operate in different working modes. The working modes include at least one of pure electric mode, range-extending mode, and hybrid electric mode. When the working mode is switched to pure electric mode or range-extending mode, the controller controls the electronic pump to be de-energized or to operate at a preset speed, and controls the control valve to be de-energized. When the working mode is switched to hybrid electric mode, the controller controls the electronic pump and the control valve to be energized, and adjusts the speed of the electronic pump according to the transmission's oil pressure requirements.

[0017] According to some technical solutions of this utility model, the control valve includes a first control valve and a second control valve, and the gear position actuator includes a first gear position actuator and a second gear position actuator;

[0018] The first control valve is connected between the first output oil circuit and the first gear actuator. The first control valve is used to control the connection and disconnection between the first gear actuator and the first output oil circuit and to relieve pressure on the first gear actuator.

[0019] The second control valve is connected between the first output oil circuit and the second gear actuator. The second control valve is used to control the connection and disconnection between the second gear actuator and the first output oil circuit, and to relieve pressure on the second gear actuator.

[0020] According to some technical solutions of this utility model, the oil outlet of the throttling orifice is connected to the oil return port of the first control valve and the oil return port of the second control valve.

[0021] According to some technical solutions of this utility model, the hydraulic control system further includes a controller, which is signal-connected to the electronic pump, the first control valve, and the second control valve. The controller is used to control the transmission to operate in different working modes; wherein, the working mode includes at least one of pure electric mode, range-extending mode, first gear mode, and second gear mode.

[0022] When the working mode is switched to pure electric mode or range-extended mode, the controller controls the electronic pump to be de-energized or to operate at a preset speed, and controls the first control valve and the second control valve to be de-energized.

[0023] When the operating mode is switched to the first gear mode, the controller controls the electronic pump and the first control valve to be energized, the second control valve to be de-energized, and adjusts the speed of the electronic pump according to the oil pressure requirements of the transmission.

[0024] When the operating mode is switched to the second gear mode, the controller controls the electronic pump and the second control valve to be energized, the first control valve to be de-energized, and adjusts the speed of the electronic pump according to the oil pressure requirements of the transmission.

[0025] The present invention provides a transmission, a housing, a transmission mechanism, and a hydraulic control system as described in any of the above embodiments. The transmission mechanism and the hydraulic control system are disposed in the housing, and the hydraulic control system is used to control the transmission mechanism to operate in different working modes.

[0026] The present invention provides a vehicle comprising a vehicle body and a transmission as described in any of the above embodiments, wherein the transmission is mounted on the vehicle body to control the vehicle to operate at different speeds.

[0027] This utility model proposes a control method for a hydraulic control system, which is used to control the hydraulic control system as described in any of the above embodiments. The control method includes:

[0028] The transmission is controlled to operate in different working modes, including at least one of pure electric mode, range-extending mode, and hybrid mode.

[0029] When the working mode is switched to pure electric mode or range-extending mode, the electronic pump is de-energized or operates at a preset speed, and the control valve is de-energized.

[0030] When the operating mode is switched to hybrid mode, the electronic pump and the control valve are energized, and the speed of the electronic pump is adjusted according to the oil pressure requirements of the transmission.

[0031] According to some technical solutions of this utility model, a control method for controlling a hydraulic control system as described in any of the above embodiments includes:

[0032] The transmission is controlled to operate in different working modes, including at least one of pure electric mode, range extender mode, first gear mode, and second gear mode.

[0033] When the working mode is switched to pure electric mode or range-extending mode, the electronic pump is de-energized or operates at a preset speed, and the first control valve and the second control valve are de-energized.

[0034] When the working mode is switched to the first gear mode, the electronic pump and the first control valve are energized, the second control valve is de-energized, and the speed of the electronic pump is adjusted according to the oil pressure requirements of the transmission.

[0035] When the operating mode is switched to the second gear mode, the electronic pump and the second control valve are energized, the first control valve is de-energized, and the speed of the electronic pump is adjusted according to the oil pressure requirements of the transmission.

[0036] In this application, by setting a first output oil circuit and a second output oil circuit, the first output oil circuit can serve as the main oil circuit, and the second output oil circuit can serve as the regulating flow oil circuit. The throttle orifice regulates the hydraulic oil volume in the second output oil circuit, thereby regulating the hydraulic oil volume diverted to the first output oil circuit, and thus controlling the pressure in the main oil circuit entering the control valve. Furthermore, the speed of the electronic pump can be adjusted in real time according to the needs of the gear actuator. For example, by reducing the speed of the electronic pump to reduce the flow in the main oil circuit, pressure surges can be avoided; under stable operating conditions, the speed can be increased to maintain the pressure of the hydraulic system. Moreover, the control valve can be used to relieve pressure on the gear actuator. When the gear actuator needs to reduce pressure, the control valve can promptly return the hydraulic oil of the gear actuator to the oil tank. Thus, the synergistic effect of the throttle orifice and the control valve can limit the return flow, making the pressure relief process smooth, avoiding pressure surges, improving the stability of the hydraulic control system, and using fewer valve components, simplifying the hydraulic control system of the electromechanical coupling transmission, with the advantages of simple structure and greatly reducing production and manufacturing costs. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the structure of a hydraulic control system according to an embodiment of this application;

[0038] Figure 2 This is a schematic diagram of the structure of a hydraulic control system according to another embodiment of this application;

[0039] Figure 3 This is a schematic diagram of a control method for adjusting the speed of an electronic pump according to an embodiment of this application;

[0040] Figure 4 This is a schematic diagram of a control method for switching from a first-gear mode to a second-gear mode according to an embodiment of this application;

[0041] Figure 5 This is a schematic diagram of a control method for switching from a second-gear mode to a first-gear mode according to an embodiment of this application.

[0042] The correspondence between the reference numerals and the component names is as follows:

[0043] 100. First output oil circuit; 200. Second output oil circuit;

[0044] 1. Oil tank; 2. Electric pump; 3. Throttling orifice; 4. Control valve; 401. Oil inlet of control valve; 402. Oil outlet of control valve; 403. Oil return port of control valve; 41. First control valve; 42. Second control valve; 5. Gear position actuator; 51. First gear position actuator; 52. Second gear position actuator; 6. Return oil back pressure valve; 7. Pressure sensor; 8. Filter. Detailed Implementation

[0045] This utility model provides a vehicle, a hydraulic control system, and a control method thereof. To make the purpose, technical solution, and effects of this utility model clearer and more explicit, the following describes this utility model in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit the scope of protection of this utility model.

[0046] In the description of this utility model, it should be understood that the terms "upper", "lower", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing this utility model 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 utility model.

[0047] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" 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, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0048] Please refer to the appendix. Figure 1 One embodiment of this application provides a hydraulic control system, including an oil tank 1, an electronic pump 2, a throttle orifice 3, a control valve 4, and a gear shifting mechanism 5.

[0049] Specifically, the oil tank 1 includes an oil outlet and an oil return. The pump inlet of the electronic pump 2 is connected to the oil outlet of the oil tank 1. The oil outlet of the oil tank 1 is used to supply oil to the gear shift actuator 5.

[0050] The electronic pump 2 includes an inlet end and an outlet end. The inlet end of the electronic pump 2 is connected to the outlet end of the oil tank 1, and the outlet end of the electronic pump 2 is connected to the first output oil passage 100 and the second output oil passage 200. The outlet end of the electronic pump 2 has a first output end and a second output end. The first output oil passage 100 is formed at the first output end of the electronic pump 2, and the second output oil passage 200 is formed at the second output end of the electronic pump 2.

[0051] The control valve 4 is connected between the first output oil circuit 100 and the gear position actuator 5. The control valve 4 is used to control the opening and closing of the gear position actuator 5 and the first output oil circuit 100 and to relieve pressure on the gear position actuator 5.

[0052] The throttle orifice 3 includes an oil inlet and an oil outlet. The oil inlet of the throttle orifice 3 is connected to the second output oil circuit 200, and the oil outlet of the throttle orifice 3 is connected to the control valve 4 and the return oil end of the oil tank 1.

[0053] Specifically, the throttle orifice 3 can achieve throttling and pressure regulation of the oil circuit by partially contracting the cross-section of the oil circuit. Specifically, by setting up a first output oil circuit 100 and a first output oil circuit 200, the first output oil circuit 100 can serve as the main oil circuit, and the first output oil circuit 200 can serve as a regulating flow oil circuit. The throttle orifice regulates the hydraulic oil volume in the first output oil circuit 200, thereby regulating the hydraulic oil volume diverted to the first output oil circuit 100, and thus controlling the pressure of the main oil circuit entering the control valve 4. Furthermore, the speed of the electronic pump can be adjusted in real time according to the needs of the gear actuator. For example, reducing the speed of the electronic pump reduces the flow rate in the main oil circuit to avoid sudden pressure changes; under stable operating conditions, the speed is increased to maintain the pressure of the hydraulic system. Moreover, the control valve 4 can be used to relieve pressure on the gear actuator. When the gear actuator needs to reduce pressure, the control valve 4 can promptly return the hydraulic oil of the gear actuator 5 to the oil tank 1. Thus, the synergistic effect of the throttle orifice and the control valve 4 can limit the return oil flow, making the pressure relief process smooth and avoiding sudden pressure changes.

[0054] The specific pressure control process is as follows: Based on the oil pressure requirements of the gear actuator 5, the speed of the electronic pump is controlled. Increasing the speed of the electronic pump increases the oil pressure flowing to the actuator, while decreasing the speed of the electronic pump decreases the oil pressure flowing to the gear actuator. During the above pressure regulation process, by setting the position of the throttle orifice 3, the flow rate of the oil can be limited, pressure fluctuations reduced, and thus the stability of the hydraulic system pressure ensured.

[0055] In some embodiments, the control valve 4 includes an oil inlet, an oil outlet, and a return port. The oil inlet 401 of the control valve is connected to the first output oil circuit 100, the oil outlet 402 of the control valve is connected to the oil chamber of the gear shifting mechanism 5, and the return port 403 of the control valve is connected to the return end of both the throttle orifice 3 and the oil tank 1.

[0056] The control valve's inlet 401 is connected to the first output oil circuit, and the control valve's outlet 402 is directly connected to the oil chamber of the gear shifting mechanism, so that the hydraulic oil output from the electronic pump can be transmitted to the gear shifting mechanism, providing stable and sufficient power to the gear shifting mechanism, which is conducive to achieving fast and accurate gear shifting.

[0057] The return port 403 of the control valve is connected to both the throttle orifice and the return end of the oil tank 1. When the gear actuator needs to release pressure, the control valve 4 can open the return port, and some hydraulic oil will slowly flow back through the throttle orifice, which will play a buffering role and avoid the impact caused by the sudden drop in pressure. This will help the gear actuator to flexibly adjust the return flow and speed.

[0058] Furthermore, when the gear shifting mechanism includes two clutches or brakes, during the shifting process, the gear shifting mechanism needs to switch from the current gear to the target gear. The hydraulic oil in the oil chamber of the gear shifting mechanism slowly flows back through the throttle orifice, forming a gradual pressure relief process. This avoids the shock and jerking caused by sudden pressure changes, greatly improving the smoothness of gear shifting and enhancing driving comfort.

[0059] Please refer to the appendix. Figure 2 In some embodiments, the control valve 4 includes a first control valve 41 and a second control valve 42, and the gear actuator includes a first gear actuator and a second gear actuator.

[0060] The first control valve 41 is connected between the first output oil circuit 100 and the first gear actuator 51. The first control valve 41 is used to control the opening and closing of the first gear actuator 51 and the first output oil circuit 100, and to relieve pressure on the first gear actuator 51.

[0061] The second control valve 42 is connected between the first output oil circuit 100 and the first gear actuator 52. The second control valve 42 is used to control the opening and closing of the first gear actuator 52 and the first output oil circuit 100, and to relieve pressure on the first gear actuator 52.

[0062] Specifically, the first control valve 41 controls the first gear actuator 51, and the second control valve 42 controls the second gear actuator 52. The first and second control valves 41 and 42 can independently adjust the oil pressure of their respective actuators according to the control unit's instructions. Furthermore, the first control valve 41 is used to depressurize the first gear actuator 51, and the second control valve 42 is used to depressurize the first gear actuator 52, improving the oil pressure stability between the gear actuators 5 during the depressurization process. Thus, during gear shifting, the opening and closing of the control valves switches the direction of oil flow, thereby achieving the reversal and pressure control of the gear actuators 5.

[0063] Furthermore, during gear shifting, the speed of the electronic pump is controlled according to the oil pressure requirements of the first gear actuator 51 or the second gear actuator 52. The oil pressure flowing to the gear actuator is increased by increasing the speed of the electronic pump, and the oil pressure flowing to the gear actuator is decreased by decreasing the speed of the electronic pump.

[0064] Furthermore, the outlet of the throttle orifice is connected to the return ports of both the first control valve 41 and the second control valve 42. Thus, at the initial stage of gear shifting, either the first control valve 41 or the second control valve 42 needs to release the oil chamber pressure within the first gear actuator 51 or 52 to disengage the current gear. The throttle orifice can regulate the return flow in the oil circuit, preventing a sudden pressure drop from causing mechanical shock to the first gear actuator 51 and 52, thereby improving the reliability and stability of the gear shifting process. In other words, by setting the position of the throttle orifice 3, the flow rate of the oil can be limited, reducing pressure fluctuations and ensuring the stability of the hydraulic system pressure, thus promoting smooth gear shifting of the hydraulic actuator. Simultaneously, combined with the adjustment of the speed of the electronic pump 2 and the pressure regulating effect of the throttle orifice 3, this independent gear shifting control method can reduce shifting time, improve shifting efficiency, and also enhance the reliability and stability of the gear shifting mechanism.

[0065] Currently, in the field of hydraulic control of electromechanical coupling transmissions, the main oil circuit pressure is controlled by a combination of a dual mechanical pump technology and a spool valve and a pilot solenoid valve. Another solution uses a mechanical pump plus an electronic pump and high and low pressure decoupling. The hydraulic systems of the above methods have technical problems such as complex structure, high system energy consumption, high cost, and poor anti-fouling ability, and are not entirely suitable for the two-speed configuration of the engine in the electromechanical coupling transmission.

[0066] Compared with the prior art, the hydraulic control system of this application adapts to the oil pressure required when the first gear actuator or the first gear actuator 52 is engaged by adjusting the speed of the same electronic pump, and combines the function of the throttle orifice to effectively stabilize the pressure of the hydraulic system, improve the stability of the hydraulic control system, and use fewer valve elements, simplifying the dual-gear hydraulic control system of the electromechanical coupling transmission. It has the advantage of simple structure and greatly reduces production and manufacturing costs.

[0067] Specifically, the first gear actuator 51 and the first gear actuator 52 can be configured as clutches.

[0068] In some embodiments, one of the first control valve 4 and the second control valve 42 is a proportional pressure solenoid valve, or both the first control valve 4 and the second control valve 42 are proportional pressure solenoid valves. The proportional pressure solenoid valve can generate a precise pressure output based on the input electrical signal. By adjusting the strength and frequency of the electrical signal, precise adjustment of the hydraulic system pressure can be achieved to meet the different pressure requirements of the hydraulic actuators. This reduces pressure fluctuations and hydraulic shocks, improving the response speed and accuracy of the hydraulic control system. Furthermore, by controlling two shifting actuators respectively with two proportional pressure solenoid valves, two gear positions can be controlled. This control method allows for rapid gear switching, improving the vehicle's shifting speed and response speed. Further, the proportional pressure solenoid valve can be used in conjunction with an electronic control system to achieve remote monitoring and control.

[0069] In some specific embodiments, the first control valve 4 and the second control valve 42 are both two-position three-way proportional solenoid valves. This is beneficial for constructing a hydraulic control system for an electromechanical coupling transmission that has advantages such as simple structure, high reliability, fast response speed, easy integration and strong adaptability.

[0070] In some embodiments, the hydraulic control system further includes a return back pressure valve 6, the inlet of which is connected to the return port of the control valve, and the outlet of which is connected to the return end of the oil tank 1.

[0071] Among them, the return oil back pressure valve 6 can generate reverse pressure in the hydraulic circuit. When the control valve returns oil, the hydraulic oil flows through the return oil back pressure valve 6. The return oil back pressure valve 6 can stabilize the return oil pressure of the hydraulic system. When the hydraulic actuator is running, the return oil back pressure valve 6 can absorb the pressure fluctuation of the return oil to the oil tank 1, ensuring the stability of the return oil pressure and helping to improve the stability and accuracy of the hydraulic actuator.

[0072] When the gear shifting mechanism includes a first gear shifting mechanism and a second gear shifting mechanism, the inlet of the return oil back pressure valve 6 is connected to the return oil port of the first control valve 4, and simultaneously to the return oil port of the second control valve 42. The outlet of the return oil back pressure valve 6 is connected to the return oil end of the oil tank 1. By connecting the inlet of the return oil back pressure valve 6 to the return oil ports of the first control valve 4 and the second control valve 42, during the switching process of the first gear shifting mechanism, the second gear shifting mechanism, or other modes or gears, the oil that has been depressurized by the first gear shifting mechanism or the second gear shifting mechanism will pass through the return oil back pressure valve 6. In this way, the oil passages of the transmission's hydraulic control system are always full of oil, reducing the oil filling time of the gear shifting mechanism, improving the shifting response speed and the mode switching speed of the transmission. Moreover, the return oil back pressure valve 6 can stabilize the return oil pressure of the hydraulic system. When the hydraulic actuator is running, the return oil back pressure valve 6 can absorb the pressure fluctuations returning oil to the oil tank 1, ensuring the stability of the return oil pressure, which helps to improve the stability and accuracy of the hydraulic actuator.

[0073] In some embodiments, the pressure required to open the return back pressure valve 6 is lower than the pressure required to engage the gear actuator 5.

[0074] Specifically, the pressure required to open the return oil back pressure valve 6 is lower than the pressure required to engage the gear actuator 5. The pressure required to open the return oil back pressure valve 6 is lower than the pressure required to engage the first gear actuator 52.

[0075] Preferably, the opening pressure of the return oil back pressure valve 6 is lower than the engagement pressure of the first gear actuator 51 and the first gear actuator 52. With this setting, the return oil back pressure valve 6 is already in the open state before the first gear actuator 51 or the first gear actuator 52 engages, which can absorb the impact and vibration of the return oil end during the gear shifting process in a timely manner. Moreover, by responding and adjusting the return oil pressure before the gear actuator engages, precise pressure control of the entire hydraulic control system can be achieved, system stability can be improved, impact and vibration can be reduced, thereby improving the comfort of vehicle gear shifting.

[0076] In some embodiments, the outlet of the throttle orifice 3 is connected to the inlet of the return back pressure valve 6. The hydraulic oil source for the inlet of the return back pressure valve 6 includes the oil flowing out from the outlet of the throttle orifice 3, as well as the hydraulic oil depressurized by the first gear actuator 51 via the first control valve 4 and the hydraulic oil depressurized by the first gear actuator 52 via the second control valve 42. In this way, the hydraulic oil flowing out of the throttle orifice 3 directly enters the return back pressure valve 6, which helps to stabilize the return pressure and avoid the impact of pressure fluctuations on the hydraulic system. The connection between the throttle orifice 3 and the return back pressure valve 6 can optimize the design of the hydraulic control system, so that the dual-gear hydraulic control system of the transmission only needs to be configured with one throttle orifice 3, along with one electronic pump 2 and two proportional pressure control valves, thereby reducing the complexity and number of pipelines and connections and lowering manufacturing costs.

[0077] In some embodiments, the hydraulic control system further includes a pressure sensor 7, which is located in the first output oil circuit 100 and is used to detect the hydraulic pressure in the first output oil circuit 100. The electronic pump 2 can respond to the hydraulic pressure in the first output oil circuit 100 to adjust its speed. By adding the pressure sensor 7 to the hydraulic control system, when the first gear actuator 51 or the first gear actuator 52 is engaged, the pressure sensor 7 can monitor the pressure status of the hydraulic control system in real time, providing accurate feedback information to the control system. By electrically connecting the pressure sensor 7 to the electronic pump 2, the speed of the electronic pump 2 can be precisely controlled according to the hydraulic status of the first output oil circuit 100. This facilitates the precise adjustment of the flow and pressure of the transmission's hydraulic control system, ensuring that the hydraulic actuator can accurately perform the shifting operation and avoiding impact on the vehicle during the switching between the first and second gears.

[0078] In some embodiments, the hydraulic control system further includes a filter 8 connected between the oil outlet of the oil tank 1 and the pump inlet of the electric pump 2, for filtering the hydraulic oil flowing out of the oil outlet of the oil tank 1. The filter 8 can filter the hydraulic oil, removing impurities and particulate matter, thereby keeping the hydraulic oil in the hydraulic control system clean and improving the service life and reliability of hydraulic components. Furthermore, the use of the filter 8 avoids structural wear and blockage in the hydraulic control system caused by impurities and particulate matter, reducing the failure rate, thereby improving the stability and reliability of the hydraulic system and simplifying maintenance and upkeep procedures.

[0079] In some embodiments, the hydraulic control system further includes a controller. The controller is signal-connected to the electronic pump and control valves, and is used to control the transmission to operate in different operating modes; wherein the operating modes include at least one of pure electric mode, range-extending mode, and hybrid mode.

[0080] When the operating mode is switched to pure electric mode or range extender mode, the controller de-energizes the electronic pump or operates it at a preset speed, and de-energizes the control valve. When the operating mode is switched to hybrid mode, the controller energizes the electronic pump and control valve, and adjusts the speed of the electronic pump according to the transmission's oil pressure requirements. By setting the controller, multiple operating modes of the transmission can be realized, including pure electric mode, range extender mode, and hybrid mode, to meet different driving needs and operating conditions. Under the action of the controller, the operating states of the first control valve 4, the second control valve 42, and the electronic pump 2 are controlled to switch between multiple modes.

[0081] Specifically, when the gear shifting mechanism includes a first gear shifting mechanism and a second gear shifting mechanism, when the operating mode is switched to pure electric mode or range-extending mode, the controller controls the electronic pump 2 to be de-energized or operate at a preset speed, and controls both the first control valve 4 and the second control valve 42 to be de-energized. Specifically, when the controller controls the electronic pump 2 to be de-energized or operate at a preset low speed, and both the first control valve 4 and the second control valve 42 are de-energized, neither the first gear shifting mechanism nor the second gear shifting mechanism engages.

[0082] When the operating mode is switched to hybrid mode, specifically, the gear shifting mechanism can operate in first or second gear. The controller energizes the electronic pump 2 and the first control valve 4, de-energizes the second control valve 42, and adjusts the speed of the electronic pump 2 according to the transmission's oil pressure requirements. More specifically, both the first control valve 4 and the second control valve 42 are normally closed solenoid valves. Thus, when the first control valve 4 is energized, it opens, and the electronic pump 2 drives hydraulic oil through the first control valve 4 to the first gear shifting mechanism. Simultaneously, the speed of the electronic pump 2 is adjusted according to the transmission's oil pressure requirements. In the specific embodiment described above, the speed adjustment of the electronic pump 2 can also be based on feedback information from the pressure sensor 7 installed in the oil circuit. The controller receives the feedback signal from the monitoring pressure sensor and compares the feedback signal with the target oil pressure. If the feedback signal is lower than the target oil pressure, the speed of the electronic pump is increased; if the feedback signal is higher than the target oil pressure, the speed of the electronic pump is decreased. This achieves precise control of the hydraulic pressure, improves the smoothness and comfort of switching to first gear mode, and has the advantage of fast mode switching speed.

[0083] When the operating mode is switched to second gear mode, the controller energizes the electronic pump 2 and the second control valve 42, while de-energizing the first control valve 4. The speed of the electronic pump 2 is adjusted according to the transmission's oil pressure requirements. Thus, when the second control valve 42 is energized, it opens, allowing the electronic pump 2 to drive hydraulic oil through the second control valve 42 to the second gear mechanism. Similarly, the speed of the electronic pump 2 can be adjusted based on feedback information.

[0084] To give a more detailed example, when the transmission is in a certain gear, the speed of the electronic pump 2 can be adjusted in real time according to the oil pressure required by the transmitted torque. The controller can be electrically connected to the transmission, receive signals from the transmission, and perform intelligent control according to the status and control requirements of the transmission, thereby improving the intelligence of the vehicle and achieving more efficient control and flexibility.

[0085] To facilitate a comprehensive understanding of the technical solution of this application, the following description is provided in conjunction with the appendix. Figure 2 This specific embodiment illustrates its hydraulic control system in detail.

[0086] The oil outlet of oil tank 1 is connected to the oil inlet of electronic pump 2. The pump outlet of electronic pump 2 includes two branches: the first output oil circuit 100 and the first output oil circuit 200. The throttle orifice is connected to the first output oil circuit 200, and the oil outlet of the throttle orifice 3 is connected to the oil inlet of the return back pressure valve 6. Thus, the hydraulic oil flowing out through the throttle orifice 3 first passes through the return back pressure valve 6 and then flows back to oil tank 1. The first output oil circuit 100 of electronic pump 2 is connected to the first control valve 4 and the first gear actuator 51, and the second control valve 42 and the first gear actuator 52, respectively. The two gears are connected by controlling the opening and closing of the first control valve 4 and the second control valve 42 separately. Furthermore, the return ports of the first control valve 4 and the second control valve 42 are connected to the oil inlet of the return back pressure valve 6, so that the oil flows back to oil tank 1 through the return back pressure valve 6. The back pressure valve 6 controls the back pressure of the hydraulic system's return oil, ensuring that the oil passages of the first gear shift actuator 51 and the second gear shift actuator 52 are always full of oil, reducing the oil filling time for the shift actuators. Furthermore, both the first control valve 4 and the second control valve 42 are proportional pressure solenoid valves. This allows for control of pressure and flow changes by altering the input electrical signal, thereby enabling the switching on and off of different gears. Specifically, the proportional pressure solenoid valve can continuously and proportionally control the oil pressure and flow based on the input electrical signal, allowing the hydraulic control system to precisely control the transmission's pressure and flow. This precise control improves the transmission's performance and efficiency.

[0087] It is understandable that the above-mentioned components are attached Figure 1 All are connected via oil lines, which in practical applications may manifest as threaded joints, sealed press-fit joints, or closed channels in hardware, and are represented by straight lines in the diagram.

[0088] Two embodiments of this application provide a transmission, including a housing, a transmission mechanism, and a hydraulic control system as described in any of the above embodiments. The transmission mechanism and the hydraulic control system are disposed within the housing, and the hydraulic control system is used to control the transmission mechanism to operate in different working modes.

[0089] This application presents three embodiments of a vehicle, including a body and a transmission, with the transmission mounted on the body. The hydraulic control system of any of the above embodiments is applied to the transmission. This allows for two-gear control through a combination of two proportional pressure solenoid valves and an electronic pump. Because the transmission's hydraulic control system uses fewer valve components, the hydraulic shift control system is simplified, resulting in lower cost and weight, thus reducing the overall vehicle weight and manufacturing cost. The hydraulic oil for shifting is supplied by the electronic pump, which can be inactive when no gear is engaged, reducing energy consumption. Furthermore, in a more preferred embodiment, a return back pressure valve 6 is provided at the return port of the proportional pressure solenoid valve and the outlet of the throttle orifice 3 to ensure that the oil passages of the shift actuator are always full of oil, reducing the oil filling time of the first and second gear mechanisms, improving shift response speed, enabling precise control of the vehicle's power system, improving the smoothness and efficiency of gear shifting, further enhancing the stability and reliability of the vehicle's power system, and ensuring the safe and stable operation of the vehicle.

[0090] This application provides a control method for a hydraulic control system, comprising four embodiments, for controlling the hydraulic control system of any of the above embodiments. The control method includes:

[0091] Control the transmission to operate in different working modes, including at least one of pure electric mode, range extender mode, first gear mode, and second gear mode;

[0092] When the working mode is switched to pure electric mode or range-extending mode, the electronic pump 2 is de-energized or operates at a preset speed, and the first control valve 4 and the second control valve 42 are de-energized.

[0093] When the working mode is switched to first gear mode, the electronic pump 2 and the first control valve 4 are energized, and the second control valve 42 is de-energized, adjusting the speed of the electronic pump 2 according to the oil pressure requirements of the transmission.

[0094] When the working mode is switched to the second gear mode, the electronic pump 2 and the second control valve 42 are energized, and the first control valve 4 is de-energized, adjusting the speed of the electronic pump 2 according to the oil pressure requirements of the transmission.

[0095] The above control method is adjusted in conjunction with the aforementioned hydraulic control structure. In pure electric mode or range-extending mode, the electronic pump 2 is not powered or operates at low speed, and both the first and second solenoid valves are not powered. Thus, both the first and second gear mechanisms are in an unengaged state.

[0096] In detail, when switching to first gear mode or second gear mode, the first control valve 4 for starting first gear mode or the second control valve 42 for starting second gear mode is opened accordingly. The speed of the electronic pump 2 is adjusted according to the first gear mechanism or the second gear mechanism in combination with the required oil pressure, that is, the corresponding transmission oil pressure requirement. Under the action of the throttle orifice 3, the hydraulic pressure in the hydraulic circuit is adjusted together. Under the action of the return oil back pressure valve 6, the hydraulic circuit is kept full of hydraulic oil. This reduces the oil filling time of the shift actuator, improves the shift response speed and the mode switching speed of the transmission.

[0097] In some embodiments, such as Figure 3 As shown, the steps for adjusting the speed of the electronic pump according to the transmission's oil pressure requirements include:

[0098] S11: Obtain the pressure sensor readings and the transmission oil pressure requirements;

[0099] S12: If the pressure sensor reading is lower than the transmission oil pressure requirement, increase the electric pump speed until the pressure sensor 7 reading reaches the transmission oil pressure requirement.

[0100] S13: If the pressure sensor reading is higher than the transmission oil pressure requirement, reduce the electric pump speed until the pressure sensor 7 reading drops to the transmission oil pressure requirement.

[0101] In the above control method, the reading of pressure sensor 7 on the first output oil circuit 100 and the transmission's oil pressure requirement are obtained. The reading of pressure sensor 7 indicates the hydraulic state of the connected oil circuit. If the reading of pressure sensor 7 is lower than the transmission's oil pressure requirement, the speed of the electronic pump is increased. As the speed of the electronic pump increases, the hydraulic oil volume in the hydraulic circuit increases, resulting in increased hydraulic pressure in the hydraulic circuit until the reading of pressure sensor 7 reaches the transmission's oil pressure requirement. If the reading of pressure sensor 7 is higher than the transmission's oil pressure requirement, the speed of the electronic pump is decreased. As the speed of the electronic pump decreases, the hydraulic oil volume in the hydraulic circuit decreases, resulting in decreased hydraulic pressure in the hydraulic circuit until the reading of pressure sensor 7 drops to the transmission's oil pressure requirement. This method can monitor the oil pressure requirement in real time and adjust the speed of electronic pump 2 according to changes in the requirement, ensuring stable oil pressure that is neither too high nor too low, thereby improving the response speed and accuracy of mode switching. This oil pressure control method is simple, and the corresponding hydraulic system structure is simple.

[0102] In a more preferred embodiment, the oil pressure control in the hydraulic circuit also includes the design of the throttle orifice 3 and the return oil back pressure valve 6, and the use of proportional pressure solenoid valves for both the first control valve 4 and the second control valve 42. This not only controls the two shift actuators, but also further controls the oil pressure of the shift actuators, thereby making the shift mechanism engage smoothly and avoiding vehicle shock.

[0103] In some embodiments, such as Figure 4 As shown, the hydraulic control system also includes a step of controlling the transmission to switch from first gear mode to second gear mode, which specifically includes:

[0104] S21: De-energize the first control valve, and the hydraulic oil of the first gear actuator flows back to the oil tank through the first control valve;

[0105] S22: Control the speed of the electronic pump according to the oil pressure requirements of the transmission, and energize the second control valve so that the hydraulic oil flows from the pump outlet of the electronic pump to the second gear actuator.

[0106] Specifically, the control process for shifting from first gear to second gear is as follows: the first control valve 4 is not energized, the oil in the control chamber of the first gear actuator 51 is depressurized through the return port of the first control valve 4, and then flows back to the oil tank 1 through the return back pressure valve 6 set between the first control valve 4 and the return end of the oil tank 1. The first gear actuator 51 completes the depressurization and completes the first gear disengagement. This can avoid sudden pressure fluctuations or flow changes of hydraulic oil between first gear and second gear, ensuring the smoothness and comfort of the switching process.

[0107] Then, the speed of the electronic pump 2 is controlled according to the oil pressure requirement of the transmission when the first gear actuator 52 is engaged, thereby precisely adjusting the pressure and flow of the hydraulic system. The detailed process of adjusting the speed of the electronic pump 2 can be referred to the aforementioned method, which will not be repeated here. The second control valve 42 is energized, and the hydraulic oil is delivered by the electronic pump 2 through the second control valve 42 to the control chamber of the first gear actuator 52. The first gear actuator 52 is engaged, realizing the shift to second gear.

[0108] In some embodiments, such as Figure 5 As shown, in the hydraulic control system, the steps for switching from second-gear mode to first-gear mode include:

[0109] S31: De-energize the second control valve, and the hydraulic oil of the second gear actuator flows back to the oil tank through the second control valve;

[0110] S31: Control the speed of the electronic pump according to the oil pressure requirements of the transmission, and energize the first control valve so that the hydraulic oil flows from the pump outlet of the electronic pump to the first gear actuator.

[0111] Specifically, the control process for shifting from second gear to first gear is as follows: the second control valve 42 is de-energized, the hydraulic oil of the first gear actuator 52 is depressurized through the return port of the second control valve 42, and then flows back to the oil tank 1 through the return back pressure valve 6 set between the return port of the second control valve 42 and the return end of the oil tank 1. The first gear actuator 52 completes the depressurization and completes the shift from second gear. This can avoid sudden pressure fluctuations or flow changes of hydraulic oil between first gear and second gear, ensuring the smoothness and comfort of the switching process.

[0112] Then, the speed of the electronic pump 2 is controlled according to the oil pressure requirement of the transmission when the first gear actuator 51 is engaged, thereby precisely adjusting the pressure and flow of the hydraulic system. The detailed process of adjusting the speed of the electronic pump 2 can be referred to the aforementioned method, which will not be repeated here. The first control valve 4 is energized, and the hydraulic oil is delivered by the electronic pump 2 through the first control valve 4 to the control chamber of the first gear actuator 51. The first gear actuator 51 is engaged, realizing the engagement of first gear.

[0113] More specifically, the steps for switching from pure electric mode or range-extending mode to first gear mode are as follows: controlling the speed of the electronic pump 2 according to the oil pressure requirements of the transmission, and energizing the first control valve 4 so that hydraulic oil flows from the pumping end of the electronic pump 2 through the first control valve 4 to the hydraulic chamber of the first gear actuator 51.

[0114] The steps to switch from first gear mode to pure electric or range-extended mode are as follows: control the first control valve 41 to be de-energized, the hydraulic oil in the hydraulic chamber of the first gear actuator is depressurized through the first control valve 41 and flows back to the oil tank through the return oil back pressure valve, the first gear actuator completes depressurization, and the first gear is disengaged.

[0115] It is understood that those skilled in the art can make equivalent substitutions or changes based on the technical solution and inventive concept of this utility model, and all such substitutions or changes should fall within the protection scope of this utility model.

Claims

1. A hydraulic control system characterized by, Includes fuel tank, electronic pump, control valve, gear shifting mechanism, and throttle orifice; The oil tank includes an oil outlet and an oil return. The electronic pump includes an inlet end and an outlet end. The inlet end of the electronic pump is connected to the outlet end of the oil tank, and the outlet end of the electronic pump is connected to the first output oil circuit and the second output oil circuit. The control valve is connected between the first output oil circuit and the gear actuator. The control valve is used to control the connection and disconnection between the gear actuator and the first output oil circuit and to relieve pressure on the gear actuator. The throttle orifice includes an oil inlet and an oil outlet. The oil inlet of the throttle orifice is connected to the second output oil circuit, and the oil outlet of the throttle orifice is connected to the control valve and the return oil end of the oil tank.

2. The hydraulic control system according to claim 1, characterized in that, The control valve includes an oil inlet, an oil outlet, and a return port. The oil inlet of the control valve is connected to the first output oil circuit, the oil outlet of the control valve is connected to the oil chamber of the gear shifting mechanism, and the return port of the control valve is connected to both the throttle orifice and the return end of the oil tank.

3. The hydraulic control system according to claim 2, characterized in that, Also includes: The back pressure return valve has its inlet connected to the return port of the control valve and its outlet connected to the return end of the oil tank.

4. The hydraulic control system according to claim 3, characterized in that, The pressure required to open the return oil back pressure valve is lower than the pressure required to engage the gear actuator.

5. The hydraulic control system according to claim 3, characterized in that, The outlet of the throttle orifice is connected to the inlet of the return oil back pressure valve.

6. The hydraulic control system according to claim 1, characterized in that, The control valve is a proportional pressure solenoid valve.

7. The hydraulic control system according to claim 1, characterized in that, Also includes: A pressure sensor is provided in the first output oil circuit to detect the hydraulic pressure in the first output oil circuit; The electronic pump responds to the hydraulic pressure in the first output oil circuit to regulate the rotational speed.

8. The hydraulic control system according to any one of claims 1 to 7, characterized in that, It also includes the controller, The controller is signal-connected to the electronic pump and the control valve, and the controller is used to control the transmission to operate in different working modes. The operating mode includes at least one of pure electric mode, range-extended mode, and hybrid mode; When the working mode is switched to pure electric mode or range-extended mode, the controller controls the electronic pump to be de-energized or to operate at a preset speed, and controls the control valve to be de-energized. When the operating mode is switched to hybrid mode, the controller energizes the electronic pump and the control valve, and adjusts the speed of the electronic pump according to the oil pressure requirements of the transmission.

9. The hydraulic control system according to claim 1, characterized in that, The control valve includes a first control valve and a second control valve, and the gear shifting actuator includes a first gear shifting actuator and a second gear shifting actuator; The first control valve is connected between the first output oil circuit and the first gear actuator. The first control valve is used to control the connection and disconnection between the first gear actuator and the first output oil circuit and to relieve pressure on the first gear actuator. The second control valve is connected between the first output oil circuit and the second gear actuator. The second control valve is used to control the connection and disconnection between the second gear actuator and the first output oil circuit, and to relieve pressure on the second gear actuator.

10. The hydraulic control system according to claim 9, characterized in that, The oil outlet of the throttling orifice is connected to the oil return port of the first control valve and the oil return port of the second control valve.

11. The hydraulic control system according to any one of claims 9-10, characterized in that, It also includes the controller, The controller is signal-connected to the electronic pump, the first control valve, and the second control valve, and is used to control the transmission to operate in different working modes. The operating modes include at least one of pure electric mode, range-extended mode, first-gear mode, and second-gear mode; When the working mode is switched to pure electric mode or range-extended mode, the controller controls the electronic pump to be de-energized or to operate at a preset speed, and controls the first control valve and the second control valve to be de-energized. When the operating mode is switched to the first gear mode, the controller controls the electronic pump and the first control valve to be energized, the second control valve to be de-energized, and adjusts the speed of the electronic pump according to the oil pressure requirements of the transmission. When the operating mode is switched to the second gear mode, the controller controls the electronic pump and the second control valve to be energized, the first control valve to be de-energized, and adjusts the speed of the electronic pump according to the oil pressure requirements of the transmission.

12. A transmission, characterized in that, The device includes a housing, a transmission mechanism, and a hydraulic control system as described in any one of claims 1-11, wherein the transmission mechanism and the hydraulic control system are disposed within the housing, and the hydraulic control system is used to control the transmission mechanism to operate in different working modes.

13. A vehicle, characterized in that, It includes a vehicle body and a transmission as described in claim 12, the transmission being mounted on the vehicle body to control the vehicle to operate at different speeds.

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