Pressure-controllable hybrid gearbox hydraulic control system

Abstract

The utility model belongs to the technical field of hybrid power assemblies, and particularly relates to a pressure-controllable hybrid power gearbox hydraulic control system which comprises a lubrication cooling subsystem and an oil supply subsystem, and further comprises a main oil pressure adjusting subsystem and a clutch control subsystem, and the oil supply subsystem comprises a first mechanical pump, a second mechanical pump, a suction filter and an oil tank. The first mechanical pump is connected with the suction filter which is connected with the oil tank; the lubrication cooling subsystem comprises an oil cooler and a filter, the first mechanical pump is connected with the oil cooler and the filter through oil ways, the filter is connected with an LUB oil way, and the oil cooler is connected with an EM1 oil way, an EM2 oil way and a C1 oil way; according to the clutch control sliding valve element, the feedback oil way is arranged at the spring end, so that spring force, feedback pressure and pilot hydraulic pressure form dynamic balance, smooth curve linear control over clutch pressure can be achieved, and control smoothness is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of hybrid power assembly, in particular to a pressure-controllable hybrid transmission hydraulic control system. Background Art

[0002] The hybrid system usually refers to the oil-electric hybrid power system. A transmission system that can couple the power of the engine and the drive motor in a certain way and can achieve speed and torque conversion is a hybrid transmission. Hybrid transmissions can usually be divided into dedicated hybrid transmissions and improved hybrid transmissions based on traditional transmissions with integrated hybrid units (drive motors and corresponding control systems).

[0003] In a hybrid system, the drive motor works extremely flexibly: it can drive the vehicle alone to achieve pure electric driving; it can be used as an engine starting device to assist in engine starting; it can provide power to the engine to improve the vehicle's acceleration capability; when driving the vehicle together with the engine, it can improve the engine's fuel economy by adjusting the engine's torque load; it can also be used as an energy feedback device to recover braking energy during vehicle deceleration, etc.

[0004] However, as national regulations on automobile fuel consumption and emissions become increasingly stringent, hybrid-specific gearboxes face higher energy consumption requirements, and existing technologies do not control clutch pressure smoothly.

[0005] In order to solve the above problems, a pressure-controllable hybrid transmission hydraulic control system is proposed in the present application. Utility Model Content

[0006] (I) Purpose of the utility model

[0007] In order to solve the technical problems existing in the background technology, the utility model proposes a pressure-controllable hybrid transmission hydraulic control system.

[0008] (II) Technical solution

[0009] In order to solve the above problems, the utility model provides a pressure-controllable hybrid transmission hydraulic control system, including a lubrication and cooling subsystem and an oil supply subsystem, and also including a main oil pressure regulating subsystem and a clutch control subsystem, the oil supply subsystem includes a first mechanical pump, a second mechanical pump, a suction filter and an oil tank, the first mechanical pump is connected to the suction filter, and the suction filter is connected to the oil tank;

[0010] The lubrication and cooling subsystem includes an oil cooler and a filter, the first mechanical pump is connected to the oil cooler and the filter respectively through oil circuits, the filter is connected to the LUB oil circuit, and the oil cooler is connected to the EM1 oil circuit, the EM2 oil circuit and the C1 oil circuit;

[0011] The main oil pressure regulating subsystem comprises a main valve core, a first electromagnetic proportional valve and a high-pressure filter which are sequentially connected through an oil circuit, and the high-pressure filter is connected to the second mechanical pump through an oil circuit;

[0012] The clutch control subsystem includes a second electromagnetic proportional valve, a clutch C1 and a clutch valve core. The clutch C1 is connected to the clutch valve core through an oil circuit. The clutch valve core is connected to the second electromagnetic proportional valve, the main valve core and the first electromagnetic proportional valve through an oil circuit.

[0013] Furthermore, the clutch control subsystem also includes an accumulator, which is installed in the oil circuit between the clutch C1 and the clutch valve core.

[0014] Furthermore, the clutch control subsystem further includes a pressure sensor, and the pressure sensor is installed in the oil circuit between the clutch C1 and the clutch valve core.

[0015] Furthermore, a temperature sensor is installed in the oil tank.

[0016] Furthermore, throttle holes are installed on the LUB oil circuit, EM1 oil circuit, EM2 oil circuit and C1 oil circuit.

[0017] Furthermore, the oil supply subsystem also includes a first safety valve, which is installed in parallel on the output oil circuit of the first mechanical pump, a first check valve is installed on the input oil circuit of the first safety valve, and a second check valve is installed on the output oil circuit of the first safety valve.

[0018] Furthermore, the lubrication and cooling subsystem also includes a second safety valve, which is installed in the oil circuit between the main valve core and the oil cooler.

[0019] Furthermore, a first filter is installed on the oil circuit between the high-pressure filter and the first electromagnetic proportional valve.

[0020] Furthermore, a second filter and a third filter are respectively installed on the oil circuits at both ends connected to the clutch valve core, and a fourth filter is installed on the oil circuit connected to the second electromagnetic proportional valve.

[0021] The above technical solution of the utility model has the following beneficial technical effects:

[0022] The utility model is provided with a high-pressure filter, which has a higher filtration accuracy than the suction filter, so that the high-pressure oil flowing through the pressure reducing valve and the rear proportional valve has a higher cleanliness, and reduces the risk of the fixed-value pressure reducing valve and the proportional electromagnetic pressure regulating valve being stuck. The high-pressure oil is filtered by the high-pressure filter and passes through the fixed-value pressure reducing valve, so that the oil pressure is stabilized at a relatively stable fixed value;

[0023] The utility model mainly reduces the flow through the holes by setting a plurality of throttling holes, thereby delaying the rapid change of the system state, reducing shock, and making the pressure control more gentle and stable;

[0024] The clutch control slide valve core of the utility model is provided with a feedback oil circuit at the spring end, so that the spring force, feedback pressure and pilot fluid pressure form a dynamic balance, and the control of the clutch pressure can realize smooth curve linear control, thereby improving the smoothness of the control. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a structural schematic diagram of a pressure-controllable hybrid transmission hydraulic control system of the utility model;

[0026] In the figure:

[0027] 1. Lubrication and cooling subsystem; 101. Oil cooler; 102. EM1 oil circuit; 103. EM2 oil circuit; 104. C1 oil circuit; 105. LUB oil circuit; 106. Throttle hole; 107. Filter; 108. Second safety valve; 2. Oil supply subsystem; 201. First mechanical pump; 202. Second mechanical pump; 203. Suction filter; 204. Oil tank; 205. Temperature sensor; 206. First check valve; 207. First Safety valve; 208, second one-way valve; 3, main oil pressure regulating subsystem; 301, main valve core; 302, first solenoid proportional valve; 303, first filter; 304, high-pressure filter; 4, clutch control subsystem; 401, second solenoid proportional valve; 402, clutch C1; 403, pressure sensor; 404, accumulator; 405, second filter; 406, clutch valve core; 407, third filter; 408, fourth filter. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solution and advantages of the utility model clearer, the utility model is further described in detail below in combination with specific implementation methods and with reference to the accompanying drawings. It should be understood that these descriptions are only exemplary and are not intended to limit the scope of the utility model. In addition, in the following description, the description of well-known structures and technologies is omitted to avoid unnecessary confusion of the concept of the utility model.

[0029] like Figure 1 As shown, the utility model provides a pressure-controllable hybrid transmission hydraulic control system, including a lubrication and cooling subsystem 1 and an oil supply subsystem 2, and also includes a main oil pressure regulating subsystem 3 and a clutch control subsystem 4. The oil supply subsystem 2 includes a first mechanical pump 201, a second mechanical pump 202, a suction filter 203 and an oil tank 204. The first mechanical pump 201 is connected to the suction filter 203, and the suction filter 203 is connected to the oil tank 204.

[0030] The lubrication and cooling subsystem 1 includes an oil cooler 101 and a filter 107. The first mechanical pump 201 is connected to the oil cooler 101 and the filter 107 through oil circuits. The filter 107 is connected to a LUB oil circuit 105. The oil cooler 101 is connected to an EM1 oil circuit 102, an EM2 oil circuit 103 and a C1 oil circuit 104.

[0031] The main oil pressure regulating subsystem 3 comprises a main valve core 301, a first electromagnetic proportional valve 302 and a high-pressure filter 304 which are sequentially connected through an oil circuit, and the high-pressure filter 304 is connected to the second mechanical pump 202 through an oil circuit;

[0032] The clutch control subsystem 4 includes a second electromagnetic proportional valve 401, a clutch C1 402 and a clutch valve core 406. The clutch C1 402 is connected to the clutch valve core 406 through an oil circuit. The clutch valve core 406 is connected to the second electromagnetic proportional valve 401, the main valve core 301 and the first electromagnetic proportional valve 302 through an oil circuit.

[0033] In this embodiment, it should be noted that Figure 1 As shown, the clutch control subsystem 4 further includes an accumulator 404 , which is installed in the oil circuit between the clutch C1 402 and a clutch valve core 406 .

[0034] Furthermore, the clutch control subsystem 4 further includes a pressure sensor 403 , and the pressure sensor 403 is installed in the oil circuit between the clutch C1 402 and the clutch valve core 406 .

[0035] In this embodiment, it should be noted that Figure 1 As shown, a temperature sensor 205 is installed in the oil tank 204 .

[0036] In this embodiment, it should be noted that Figure 1 As shown, throttle holes 106 are installed on the LUB oil circuit 105 , the EM1 oil circuit 102 , the EM2 oil circuit 103 and the C1 oil circuit 104 .

[0037] In this embodiment, it should be noted that Figure 1 As shown, the oil supply subsystem 2 also includes a first safety valve 207, which is installed in parallel on the oil circuit at the output end of the first mechanical pump 201, a first check valve 206 is installed on the oil circuit at the input end of the first safety valve 207, and a second check valve 208 is installed on the oil circuit at the output end of the first safety valve 207.

[0038] In this embodiment, it should be noted that Figure 1As shown, the lubrication and cooling subsystem 1 further includes a second safety valve 108 , which is installed in the oil circuit between the main valve core 301 and the oil cooler 101 .

[0039] In this embodiment, it should be noted that Figure 1 As shown, a first filter screen 303 is installed on the oil circuit between the high-pressure filter 304 and the first electromagnetic proportional valve 302 .

[0040] In this embodiment, it should be noted that Figure 1 As shown, a second filter 405 and a third filter 407 are respectively installed on the oil circuits at both ends connected to the clutch valve core 406 , and a fourth filter 408 is installed on the oil circuit connected to the second electromagnetic proportional valve 401 .

[0041] The hybrid transmission hydraulic control system mainly includes 4 subsystems:

[0042] Oil supply subsystem: Two mechanical pumps supply oil to the entire hydraulic system

[0043] Main oil pressure regulating subsystem 3: It is composed of high-pressure filter 304, first electromagnetic proportional valve 302, main valve core 301, spring, first filter screen 303, and throttle hole, and mainly regulates the pressure of the whole system so that the system works within a reasonable pressure range;

[0044] Clutch control subsystem 4: It is composed of a second electromagnetic proportional valve 401, a clutch valve core 406, an accumulator 404, a pressure sensor 403, a filter, etc. The clutch C1 402 is controlled by a second electromagnetic proportional valve 401 and a clutch valve core 406 to meet the pressure requirements of the clutch under various working conditions. The accumulator 404 and the pressure sensor 403 are added to the rear end oil circuit of the second electromagnetic proportional valve 401. The accumulator 404 can absorb oil pressure fluctuations, thereby achieving smooth engagement and separation of the clutch C1 402. The pressure sensor 403 can monitor the real-time pressure of the clutch C1 402 and transmit the pressure signal of the clutch C1 402 to the controller TCU. The TCU adjusts the current of the second electromagnetic proportional valve 401 in real time through the pressure signal to achieve closed-loop control of the system, and the control is more accurate and reliable. The clutch C1 402 is used to start the engine and transmit the engine torque and speed to the gearbox.

[0045] Lubrication and cooling subsystem 1: It is composed of an oil cooler 101, a throttle hole 106, and a second safety valve 108, and can achieve sufficient cooling and lubrication of the gearbox bearings, gears, clutches, and motors, so that the components of the entire gearbox work within a reasonable temperature range.

[0046] Working principle:

[0047] Oil supply subsystem 2:

[0048] The subsystem is mainly composed of an oil tank 204, a temperature sensor 205, a suction filter 203, a first mechanical pump 201, a second mechanical pump 202, a first safety valve 207, a first check valve 206 and a second check valve 208. The first mechanical pump 201 and the second mechanical pump 202 suck oil from the oil tank 204 through the suction filter 203 to supply oil to the entire hydraulic system. The first safety valve 207 ensures that the entire system can work within a reasonable pressure range to protect the entire hydraulic system. The first check valve 206 can replenish oil for the system in time to prevent a large number of bubbles from appearing in the system and affecting the cooling and lubrication effect.

[0049] The main function of the oil tank 204 is to provide oil source for the entire system.

[0050] The main function of the suction filter 203 is to filter impurities in the oil, provide the entire system with oil of higher cleanliness, prevent impurities from entering the first mechanical pump 201 and the second mechanical pump 202, causing wear of the pumps; prevent impurities from entering the main oil pressure control subsystem 3 and the clutch control subsystem 4, causing the solenoid valve and the mechanical valve core to get stuck; prevent impurities from entering the lubrication and cooling subsystem 1, causing wear of parts.

[0051] In the hydraulic system, the viscosity of the oil is different at different temperatures, which has a great impact on the entire control system. Therefore, it is necessary to monitor the temperature of the entire system. The main function of the temperature sensor 205 is to monitor the temperature of the entire hydraulic system and provide parameters for the control of the main oil pressure subsystem and the clutch proportional valve. When the electromagnetic proportional valve is working, different vibration parameters are adjusted during the electromagnetic valve control according to different temperature ranges.

[0052] The first mechanical pump 201 and the second mechanical pump 202 are both internal meshing rotor pumps. The second mechanical pump 202 is driven by the input shaft, and the first mechanical pump 201 is driven by the output shaft. Different displacements are set according to the needs of the entire hydraulic system to meet the needs of each subsystem. The second mechanical pump 202 supplies oil to the clutch control subsystem and the lubrication and cooling subsystem, and the first mechanical pump 201 mainly supplies oil to the lubrication and cooling subsystem. The system pressure is adjusted by the main oil pressure regulating subsystem, thereby meeting the gearbox's requirements for hydraulic system flow and pressure under different working conditions.

[0053] The main function of the first safety valve 207 is to drain oil in time when abnormal high pressure appears in the system, so that the system works within a reasonable pressure range and protects the safety of the entire hydraulic system.

[0054] The main function of the first one-way valve 206 is to replenish oil to the oil outlet of the first mechanical pump 201 to ensure that the oil passage between the oil outlet of the first mechanical pump 201 and the second one-way valve 208 is always filled with oil.

[0055] The main function of the second one-way valve 208 is to prevent the lubricating and cooling oil from flowing back when the pressure of the main oil pressure regulating subsystem is too high, which can effectively ensure that the flow of the lubricating and cooling subsystem is sufficient to meet the system needs.

[0056] Main oil pressure regulating subsystem:

[0057] The subsystem is mainly composed of a high-pressure filter 304, a first filter screen 303, a first electromagnetic proportional valve 302, a main valve core, and a throttle hole. The first electromagnetic proportional valve 302 adopts an electromagnetic proportional valve VTS1, which mainly adjusts the displacement of the main valve core by adjusting the pressure at the end of the main valve core spring through the first electromagnetic proportional valve 302, and adjusts the displacement of the main oil pressure by adjusting the displacement of the main valve core.

[0058] High-pressure filter 304: The filtering accuracy is higher than that of the suction filter. Its main function is to filter the oil entering the main oil pressure regulating subsystem again to prevent the first electromagnetic proportional valve 302 and the main valve core 301 from getting stuck due to impurities in the oil entering the gap between the valve core and the valve sleeve.

[0059] The first electromagnetic proportional valve 302 is mainly used to adjust the pressure entering the spring end chamber of the main valve core 301. By adjusting the pressure at the spring end, the left and right displacement of the main valve core 301 is further adjusted. By switching the oil circuit, the main oil pressure is adjusted.

[0060] Main valve core 301: It is mainly subject to three forces, among which the right pilot end is the system pressure, driving the valve core to move to the left; the spring end is subject to the spring force and the hydraulic pressure controlled by the first electromagnetic proportional valve 302, driving the valve core to move to the right. Under the action of these three forces, the main valve core 301 is in a dynamic equilibrium position. By adjusting the hydraulic pressure at the left spring end of the main valve core 301, that is, adjusting the first electromagnetic proportional valve 302, the valve core can be adjusted to move left and right. By adjusting the left and right movement of the main valve core 301, the oil circuit switching shown in the figure is completed, and the size of the system main oil pressure is adjusted.

[0061] The first filter screen 303: its main function is to filter the hydraulic oil entering the first electromagnetic proportional valve 302 again to prevent the valve core from getting stuck.

[0062] Throttle hole: The main function is to reduce the flow through the hole, thereby delaying the rapid change of system state, reducing shock, and making pressure control smoother and more stable.

[0063] Lubrication and cooling subsystem:

[0064] In the oil supply subsystem, the first mechanical pump 201 is used to supply oil to the gearbox lubrication and cooling subsystem; the second mechanical pump 202 has two main functions in supplying oil: one is to supply part of the oil to the clutch control subsystem, and the other is to supply oil to the lubrication and cooling subsystem after being regulated by the main oil pressure regulation subsystem. The lubrication and cooling subsystem is mainly composed of cooling and lubricating oil circuits to LUB, C1, EM1 and EM2. After the oil passes through the oil outlet of the first mechanical pump 201, it is divided into two paths after passing through the throttle hole at the rear end of the second one-way valve 208. One path is filtered again by the filter and then supplied to the LUB oil circuit, which is mainly used for forced lubrication of bearings, gears and other parts that need lubrication inside the gearbox; one path of lubricating and cooling oil reaches the oil cooler, and after cooling, the lubricating and cooling oil is divided into three paths, one of which is used to cool the motor EM1, one is used to cool the motor EM2, and one is used to cool the clutch C1. The flow of lubricating and cooling oil to the inside of the gearbox is mainly distributed by the throttle holes set in each pipeline of the gearbox, and the distribution of the required flow of different lubricating and cooling points is adjusted by the size of the throttle hole. The cooling oil circuits of C1, EM1 and EM2 are all provided with throttling holes to distribute the cooling flow to EM1 and EM2 respectively.

[0065] Throttle hole: mainly used to adjust the lubrication and cooling flow distribution.

[0066] Filter: Mainly used for secondary filtration of LUB oil circuit to make the forced lubricating oil cleaner, to prevent impurities in the oil from being brought to the bearing steel ball raceway, causing rolling scratches and bearing damage; to prevent impurities in the oil from spraying to the meshing point of the meshing gear, causing pitting and other damage when the gear is meshing.

[0067] Oil cooler: cools the cooling lubricating oil for EM1, EM2 and C1 in the lubrication cooling oil circuit so that the temperature of the cooling oil sprayed to each component can meet the cooling requirements.

[0068] The second safety valve 108 is used to limit the maximum pressure of the lubrication and cooling subsystem to ensure that the oil cooler can work normally and at the same time, drain the excess oil into the oil tank.

[0069] Clutch actuation subsystem:

[0070] The second mechanical pump 202 draws oil from the oil tank through the suction filter 203 to supply oil to the main oil pressure control subsystem, the clutch control subsystem, and the lubrication and cooling subsystem of the gearbox.

[0071] The maximum oil supply pressure of this subsystem is regulated and controlled by the main oil pressure regulation subsystem.

[0072] The second electromagnetic proportional valve 401 is a proportional electromagnetic pressure regulating valve VTS2. The clutch is controlled by combining the proportional electromagnetic pressure regulating valve VTS2 and the clutch valve core 406. The VTS2 electromagnetic valve is a normally low proportional electromagnetic valve, that is, when the electromagnetic valve control current is 0mA, the pressure of the control port is 0bar. As the current increases, the pressure of the control port gradually increases. The characteristic of the VTS2 electromagnetic valve is that it can accurately control the pressure and flow. The spring of the VTS electromagnetic valve core mainly plays a reset role. Its pressure control principle is: the hydraulic oil of port A is connected to one end of the valve core through the feedback oil circuit, and the electromagnetic force acts on the other end of the valve core. The hydraulic pressure, spring force and electromagnetic force interact in real time to control the relative position of the valve core and the valve sleeve, determine whether the solenoid valve P port is connected to the A port or closed, and control the electromagnetic force through the current size, thereby controlling the pressure of port A, realizing feedback control, and achieving control of the pilot end pressure of the clutch valve core 406. The clutch valve core 406 controls the left and right movement of the clutch valve core 406 under the control of the VTS2 valve on its pilot end, so that the clutch valve core 406 controls the oil entering and exiting the clutch hydraulic chamber, thereby realizing the control of clutch locking and separation.

[0073] The hydraulic oil passing through the filter screen reaches the clutch valve core 406 after being filtered by the filter screen. After the hydraulic oil passes through the clutch valve core 406, it is filtered again by the filter screen and reaches the clutch. The main function of setting the filter screen is that when the clutch is disengaged, the hydraulic oil inside the clutch piston cavity will pass through the filter screen and then pass through the clutch valve core 406 to leak oil. It is ensured that the clutch valve core 406 will not be stuck by impurities when leaking oil. At the same time, an accumulator 404 is provided at the rear end of the clutch control valve core. The accumulator 404 can absorb the oil vibration and hydraulic shock caused by the fluctuation of the main oil circuit, so that the sliding, engagement and separation of the clutch are more stable. A pressure sensor 403 is provided near the clutch piston chamber of the control oil circuit. When the clutch is working, the measured working pressure of the clutch is fed back to the TCU in real time. The TCU performs real-time closed-loop control of the VTS2 solenoid valve according to the pressure size, so that the control of the clutch is more accurate and reliable.

[0074] advantage:

[0075] Advantages of oil supply subsystem:

[0076] The oil supply system uses two mechanical pumps for joint oil supply. The driving power sources are the input shaft and the output shaft respectively. The second mechanical pump 202 is driven by the gear on the input shaft to supply oil, which can not only ensure sufficient pressure and flow to the execution system, but also replenish the lubrication cooling oil to the lubrication subsystem; the first mechanical pump 201 is driven by the gear on the output shaft, and is mainly used to cool the lubrication pressure pump to meet the needs of the entire system. In the same gearbox assembly, compared with a single mechanical pump for oil supply, the two separate mechanical pumps have a more compact structure. Different from the combined oil supply scheme of an electronic pump plus an electronic pump, this scheme does not require the addition of electronic pump control, and is safer and more reliable.

[0077] Main oil pressure regulating subsystem:

[0078] The system is equipped with a high-pressure filter to perform secondary filtration on the oil, reducing the risk and probability of the solenoid valve, i.e., the valve core, getting stuck. The main oil pressure is controlled by a three-position, four-way main valve core 301. When the system pressure is low, the main valve core 301 works in the left position, which allows the system to quickly build up pressure; as the system pressure builds up, the mechanical pump continuously supplies oil to the system, and when the clutch subsystem does not require much pressure, the main valve core 301 works in the middle position, and most of the oil is supplied to the lubrication and cooling subsystem; when the input shaft speed is very high, while meeting the cooling and lubrication requirements of the clutch control subsystem and the lubrication and cooling subsystem, the main valve core 301 works in the right position, which reduces the system load by adjusting the system pressure, and can effectively improve the system efficiency.

[0079] A portion of the oil is leaked through the main valve core 301 to the oil inlet of the mechanical pump and the oil outlet of the suction filter. In this way, the oil does not need to be filtered again, which also improves the system efficiency.

[0080] Clutch control subsystem advantages:

[0081] This subsystem is equipped with a small filter at the inlet and outlet of the clutch control valve core, which improves the cleanliness of the hydraulic oil in and out of the clutch cavity and avoids the jamming of the slide valve caused by impurities entering the gap between the valve core and the valve hole;

[0082] The oil circuit of the subsystem entering the clutch cavity is provided with an accumulator 404, which can effectively absorb the fluctuation in the oil circuit, and avoid the hydraulic shock caused by the fluctuation in the oil circuit during the process of controlling the clutch engagement;

[0083] The clutch control spool is equipped with a feedback oil circuit at the spring end, so that the spring force, feedback pressure and pilot fluid pressure form a dynamic balance. The control of the clutch pressure can achieve smooth curve linear control, improving the smoothness of control.

[0084] A pressure sensor 403 is provided on the control loop, and the measured pressure value is closer to the real value of the clutch pressure, which provides reliable closed-loop control for the TCU to control the current of the solenoid valve, that is, the accuracy of the final feedback to the clutch pressure;

[0085] Advantages of lubrication and cooling subsystem:

[0086] Under low temperature conditions, the viscosity of the oil increases, the back pressure increases, the pressure of the lubrication and cooling system increases, and the load on the pump increases. Since the lubrication and cooling system is provided with an oil cooler 101 and can withstand limited pressure, a second safety valve 108 is provided in the lubrication and cooling system, which can be opened to release pressure under a certain pressure, thereby ensuring that the lubrication and cooling system operates within a safe and reasonable pressure range and protecting the components in the system. Under low temperatures, the load on the pump can be reduced to ensure that the mechanical pump can work normally. At the same time, when the vehicle speed is high, the input shaft and output shaft speeds are high, the pump flow is large, and the system pressure increases. Under the condition that the system requirements are met, excess oil can be discharged to the mailbox through the second safety valve 108 to ensure system safety;

[0087] For parts that need cooling and lubrication, especially those that require cooling, an oil cooler is installed in the cooling and lubrication oil circuit.

[0088] The lubricating and cooling oil passes through the oil cooler to lubricate and cool the gearbox parts, especially the forced cooling of the dual motors and clutch, which improves the lubrication and cooling effect and ensures that the motor and clutch always work within a reasonable temperature range;

[0089] Each lubrication point is equipped with a throttle hole to control the flow rate according to test data, which can not only meet the needs of each lubrication point but also reduce costs.

[0090] The above shows and describes the basic principle, main features and advantages of the utility model. Those skilled in the art should understand that the utility model is not limited by the above embodiments. The above embodiments and descriptions are only preferred examples of the utility model and are not used to limit the utility model. Without departing from the spirit and scope of the utility model, the utility model may have various changes and improvements, which fall within the scope of the utility model to be protected. The scope of protection of the utility model is defined by the attached claims and their equivalents.

Claims

1. A pressure-controllable hybrid transmission hydraulic control system, comprising a lubrication and cooling subsystem (1) and an oil supply subsystem (2), characterized in that: It also includes a main oil pressure regulating subsystem (3) and a clutch control subsystem (4), the oil supply subsystem (2) including a first mechanical pump (201), a second mechanical pump (202), a suction filter (203) and an oil tank (204), the first mechanical pump (201) being connected to the suction filter (203), and the suction filter (203) being connected to the oil tank (204); The lubrication and cooling subsystem (1) comprises an oil cooler (101) and a filter (107); the first mechanical pump (201) is connected to the oil cooler (101) and the filter (107) respectively via oil circuits; the filter (107) is connected to a LUB oil circuit (105); and the oil cooler (101) is connected to an EM1 oil circuit (102), an EM2 oil circuit (103) and a C1 oil circuit (104); The main oil pressure regulating subsystem (3) comprises a main valve core (301), a first electromagnetic proportional valve (302) and a high-pressure filter (304) which are connected in sequence via an oil circuit, and the high-pressure filter (304) is connected to the second mechanical pump (202) via an oil circuit; The clutch control subsystem (4) comprises a second electromagnetic proportional valve (401), a clutch C1 (402) and a clutch valve core (406); the clutch C1 (402) is connected to the clutch valve core (406) via an oil circuit; the clutch valve core (406) is connected to the second electromagnetic proportional valve (401), the main valve core (301) and the first electromagnetic proportional valve (302) via an oil circuit.

2. A pressure-controllable hybrid transmission hydraulic control system according to claim 1, characterized in that: The clutch control subsystem (4) further comprises an accumulator (404), wherein the accumulator (404) is installed in the oil circuit between the clutch C1 (402) and the clutch valve core (406).

3. The pressure-controllable hybrid transmission hydraulic control system according to claim 1, characterized in that: The clutch control subsystem (4) further comprises a pressure sensor (403), wherein the pressure sensor (403) is installed in the oil circuit between the clutch C1 (402) and the clutch valve core (406).

4. The pressure-controllable hybrid transmission hydraulic control system according to claim 1, characterized in that: A temperature sensor (205) is installed in the oil tank (204).

5. The pressure-controllable hybrid transmission hydraulic control system according to claim 1, characterized in that: The LUB oil circuit (105), the EM1 oil circuit (102), the EM2 oil circuit (103) and the C1 oil circuit (104) are all provided with throttling holes (106).

6. The pressure-controllable hybrid transmission hydraulic control system according to claim 1, characterized in that: The oil supply subsystem (2) further comprises a first safety valve (207), the first safety valve (207) being installed in parallel on the oil circuit at the output end of the first mechanical pump (201), a first non-return valve (206) being installed on the oil circuit at the input end of the first safety valve (207), and a second non-return valve (208) being installed on the oil circuit at the output end of the first safety valve (207).

7. The pressure-controllable hybrid transmission hydraulic control system according to claim 1, characterized in that: The lubrication and cooling subsystem (1) further comprises a second safety valve (108), wherein the second safety valve (108) is installed in the oil circuit between the main valve core (301) and the oil cooler (101).

8. The pressure-controllable hybrid transmission hydraulic control system according to claim 1, characterized in that: A first filter screen (303) is installed on the oil circuit between the high-pressure filter (304) and the first electromagnetic proportional valve (302).

9. The pressure-controllable hybrid transmission hydraulic control system according to claim 1, characterized in that: A second filter (405) and a third filter (407) are respectively installed on the oil circuits at both ends connected to the clutch valve core (406), and a fourth filter (408) is installed on the oil circuit connected to the second electromagnetic proportional valve (401).

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