Hybrid power gearbox hydraulic system capable of reducing pressure peak

Abstract

The utility model belongs to the technical field of hybrid power assemblies, and particularly relates to a hybrid power gearbox hydraulic system capable of reducing a pressure peak, which comprises a lubricating and cooling subsystem, an oil supply subsystem, 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; when the gear shifting stroke is nearly completed, the VBS3 / NL electromagnetic valve works, the second gear shifting valve is controlled to act, small reaction hydraulic pressure is given to the piston, hydraulic differential control is carried out, rigid collision of the gear shifting fork is prevented, and the gear shifting quality is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of hybrid power assembly, in particular to a hybrid power transmission hydraulic system capable of reducing pressure peaks. 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 the shift fork in the prior art is prone to rigid impact, affecting the shift quality.

[0005] In order to solve the above problems, the present application proposes a hybrid transmission hydraulic system that can reduce pressure peaks. 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 hybrid power transmission hydraulic system which can reduce the pressure peak.

[0008] (II) Technical solution

[0009] In order to solve the above problems, the utility model provides a hybrid power transmission hydraulic system capable of reducing pressure peaks, 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, wherein the oil supply subsystem includes a first mechanical pump, a second mechanical pump, a suction filter and an oil tank, wherein 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 and a VBS1 solenoid valve connected in sequence through an oil circuit, and the VBS1 solenoid valve is connected to the second mechanical pump through an oil circuit;

[0012] The clutch control subsystem includes a VBS2 solenoid valve, a clutch C1 and a clutch valve core, wherein the clutch C1 is connected to the clutch valve core through an oil circuit, and the clutch valve core is connected to the VBS2 solenoid valve, the main valve core and the VBS1 solenoid valve through an oil circuit;

[0013] The shift subsystem includes a first shift valve, a second shift valve, a shift piston, a VBS3 / NL solenoid valve and a VBS4 / NL solenoid valve. The first shift valve, the second shift valve and the shift piston are connected in series through an oil circuit and are connected to the clutch valve core through an oil circuit. The VBS4 / NL solenoid valve is installed in the oil circuit of the first shift valve, and the VBS3 / NL solenoid valve is installed in the oil circuit of the second shift valve.

[0014] Furthermore, the clutch control subsystem further includes a first accumulator and a second accumulator, wherein the first accumulator is installed on the oil path between the clutch C1 and the clutch valve core, and the second accumulator is installed on the oil path between the clutch valve core and the VBS2 solenoid valve.

[0015] 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.

[0016] Furthermore, a temperature sensor is installed in the oil tank.

[0017] Furthermore, throttle holes are installed on the LUB oil circuit, EM1 oil circuit, EM2 oil circuit and C1 oil circuit.

[0018] 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.

[0019] 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.

[0020] Furthermore, a third accumulator is installed on the oil circuit of the VBS1 solenoid valve.

[0021] Furthermore, a first filter is installed on the lower oil circuit connected to the clutch valve core, and a second filter is installed on the oil circuit connected to the VBS2 solenoid valve.

[0022] Furthermore, a fourth accumulator is installed on the oil circuit between the second shift valve and the VBS3 / NL solenoid valve, and a fifth accumulator is installed on the oil circuit between the second shift valve, the first shift valve and the VBS4 / NL solenoid valve.

[0023] The above technical solution of the utility model has the following beneficial technical effects:

[0024] The utility model controls the movement of the shift valve to control the pressure of the inlet and outlet shift piston by controlling the pilot pressure. A throttling hole is arranged at the rear end of the shift valve core, which can effectively reduce the pressure peak and meet the requirements of the shift system.

[0025] When the shift stroke is nearly completed, the VBS3 / NL solenoid valve works to control the action of the second shift valve, giving the piston a smaller reaction fluid pressure to perform hydraulic differential control, thereby preventing the shift fork from having a rigid impact and improving the shift quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a structural schematic diagram of a hybrid power transmission hydraulic system capable of reducing pressure peaks according to the utility model;

[0027] In the figure:

[0028] 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 check valve; 3. Main oil pressure regulation subsystem; 301. Main valve core; 302 , VBS1 solenoid valve; 303, the third accumulator; 4, the clutch control subsystem; 401, the VBS2 solenoid valve; 402, the clutch C1; 403, the pressure sensor; 404, the first accumulator; 405, the second accumulator; 406, the clutch valve core; 407, the first filter; 408, the second filter; 501, the first shift valve; 502, the second shift valve; 503, the shift piston; 504, the fourth accumulator; 505, the fifth accumulator; 506, the VBS3 / NL solenoid valve; 507, the VBS4 / NL solenoid valve. DETAILED DESCRIPTION

[0029] 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.

[0030] like Figure 1 As shown, the utility model provides a hybrid power transmission hydraulic system capable of reducing pressure peaks, including a lubrication and cooling subsystem 1 and an oil supply subsystem 2, and also including 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.

[0031] 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.

[0032] The main oil pressure regulating subsystem 3 comprises a main valve core 301 and a VBS1 solenoid valve 302 which are connected in sequence through an oil circuit, and the VBS1 solenoid valve 302 is connected to the second mechanical pump 202 through an oil circuit;

[0033] The clutch control subsystem 4 includes a VBS2 solenoid 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 VBS2 solenoid valve 401, the main valve core 301 and the VBS1 solenoid valve 302 through an oil circuit.

[0034] The shift subsystem 5 includes a first shift valve 501, a second shift valve 502, a shift piston 503, a VBS3 / NL solenoid valve 506 and a VBS4 / NL solenoid valve 507. The first shift valve 501, the second shift valve 502 and the shift piston 503 are connected in series through an oil circuit and are connected to the clutch valve core 406 through an oil circuit. The VBS4 / NL solenoid valve 507 is installed in the oil circuit of the first shift valve 501, and the VBS3 / NL solenoid valve 506 is installed in the oil circuit of the second shift valve 502.

[0035] In this embodiment, it should be noted that Figure 1As shown, the clutch control subsystem 4 further includes a first accumulator 404 and a second accumulator 405 . The first accumulator 404 is installed in the oil circuit between the clutch C1 402 and the clutch valve core 406 , and the second accumulator 405 is installed in the oil circuit between the clutch valve core 406 and the VBS2 solenoid valve 401 .

[0036] 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 .

[0037] In this embodiment, it should be noted that Figure 1 As shown, a temperature sensor 205 is installed in the oil tank 204 .

[0038] 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 .

[0039] 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.

[0040] In this embodiment, it should be noted that Figure 1 As 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 .

[0041] In this embodiment, it should be noted that Figure 1 As shown, a third accumulator 303 is installed on the oil circuit of the VBS1 solenoid valve 302 .

[0042] In this embodiment, it should be noted that Figure 1 As shown, a first filter 407 is installed on the lower oil circuit connected to the clutch valve core 406 , and a second filter 408 is installed on the oil circuit connected to the VBS2 solenoid valve 401 .

[0043] In this embodiment, it should be noted that Figure 1As shown, a fourth accumulator 504 is installed on the oil circuit between the second shift valve 502 and the VBS3 / NL solenoid valve 506 , and a fifth accumulator 505 is installed on the oil circuit between the second shift valve 502 and the first shift valve 501 and the VBS4 / NL solenoid valve 507 .

[0044] The hybrid transmission hydraulic control system mainly includes 5 subsystems:

[0045] Oil supply subsystem: Two mechanical pumps supply oil to the entire hydraulic system

[0046] Main oil pressure regulating subsystem 3: It is composed of VBS1 solenoid valve 302, main valve core 301, spring, third accumulator 303, and throttle hole, and mainly regulates the pressure of the whole system so that the system works within a reasonable pressure range;

[0047] Clutch control subsystem 4: It is composed of VBS2 solenoid valve 401, clutch valve core 406, first accumulator 404, pressure sensor 403, filter screen, etc. Clutch C1 402 is controlled by a combination of a VBS2 solenoid valve 401 and a clutch valve core 406 to meet the pressure requirements of the clutch under various working conditions. The first accumulator 404 and the pressure sensor 403 are added to the rear end oil circuit of the VBS2 solenoid valve 401. The first 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 VBS2 solenoid valve 401 in real time through the pressure signal to achieve closed-loop control of the system, which 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.

[0048] 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.

[0049] Gear shift subsystem 5:

[0050] The subsystem is mainly composed of a filter, a VBS4 / NL solenoid valve 507, a VBS3 / NL solenoid valve 506, a first shift valve 501, a second shift valve 502, a fifth accumulator 505, a fourth accumulator 504, a throttle hole, a shift piston and related oil circuits.

[0051] VBS3 / NL solenoid valve 506 and VBS4 / NL solenoid valve 507 are variable flow pressure control solenoid valves. When the control current of the solenoid valve is 0, the pilot pressure it controls is 0. As the current increases, the throttle hole set inside the solenoid valve becomes smaller, and the pilot pressure it controls gradually increases. When the current is maximum, the pilot pressure it controls is maximum.

[0052] Working principle:

[0053] Oil supply subsystem 2:

[0054] 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.

[0055] The main function of the oil tank 204 is to provide oil source for the entire system.

[0056] 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.

[0057] 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.

[0058] 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.

[0059] 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.

[0060] 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.

[0061] 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.

[0062] Main oil pressure regulating subsystem:

[0063] The subsystem is mainly composed of the third accumulator 303, the VBS1 solenoid valve 302, the main valve core, and the throttle hole.

[0064] VBS1 solenoid valve 302 is a normally high variable flow solenoid valve, that is, when the solenoid valve current is 0mA, the pressure it controls is the system pressure. The oil circuit entering the control end of the spring end is provided with a throttle hole, which can effectively reduce pressure fluctuations; the oil circuit is provided with a third accumulator, which can absorb pulsation and impact in the system and compensate for part of the leakage of the control oil circuit.

[0065] The second mechanical pump 202 works to supply oil, and the main oil pressure regulating subsystem starts to work. When the second mechanical pump 202 just starts to work, under the action of the main valve core spring, the main valve core works in the left position, which is conducive to the rapid filling of the oil circuit with oil. As the second mechanical pump 202 continues to work and supply oil, the pressure in the system gradually increases, and the system pressure acts on the pilot end of the main valve core. The left end of the main valve core is subjected to spring force and liquid pressure, and the right end is subjected to liquid pressure. Since the pilot end area of ​​the main valve core is larger than the spring end area, the valve core moves to the left under the action of liquid pressure. When the force on the left end of the main valve core is equal to the force on the right end, the main valve core stops moving. By adjusting the current of the VBS1 solenoid valve 302 and the size of the internal throttle hole of the VBS1 solenoid valve 302, the pressure at the spring end of the main valve core is controlled. Through the control of pressure, the main valve core can be adjusted to work in the middle position. First, it can meet the oil demand of the clutch control subsystem, and second, it can meet the needs of the lubrication and cooling subsystem. As the speed of the input shaft driving the second mechanical pump 202 increases, according to system requirements, by adjusting the current of the VBS1 solenoid valve 302, the main valve core works in the right position, and the excess oil is discharged to the oil suction port of the second mechanical pump 202 and the oil outlet of the suction filter, thereby reducing the power of the second mechanical pump 202 during operation and improving the system efficiency.

[0066] The main valve core spring end hydraulic pressure control is controlled by Changgao VBS1 solenoid valve 302. VBS1 solenoid valve 302 mainly controls the pressure by controlling the size of the throttle hole inside the solenoid valve. It has strong pollution resistance and will not cause the solenoid valve to get stuck, which improves the stability of the entire system.

[0067] The subsystem is provided with a third accumulator 303 and a throttle hole, which can absorb pressure shocks and fluctuations, making the control pressure more stable and smooth.

[0068] 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.

[0069] Lubrication and cooling subsystem:

[0070] 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.

[0071] Throttle hole: mainly used to adjust the lubrication and cooling flow distribution.

[0072] 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.

[0073] 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.

[0074] 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.

[0075] Clutch actuation subsystem:

[0076] 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.

[0077] The maximum oil supply pressure of this subsystem is regulated and controlled by the main oil pressure regulation subsystem.

[0078] The VBS2 solenoid valve 401 is a normally low variable flow solenoid valve, that is, when the solenoid valve current is 0 mA, its controlled pressure is 0, and as the solenoid valve current increases, its controlled pressure increases.

[0079] When the clutch valve core is working, it is mainly subjected to three forces. The left end of the valve core is subjected to the rear feedback force and the spring force, and the right end of the valve core is subjected to the pilot force. The clutch valve core is in dynamic balance under the action of the three forces. The size of the pilot force is controlled by the VBS2 solenoid valve 401. By adjusting the size of the current of the VBS2 solenoid valve 401 and the size of the throttle hole controlled by the solenoid valve, the size of the pilot pressure is controlled to adjust the position of the clutch valve core. By adjusting the position of the clutch valve core, the on-off of the clutch oil circuit is controlled, and the slip, engagement, and separation of the clutch are adjusted.

[0080] 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 separated, the hydraulic oil inside the clutch piston cavity will pass through the filter screen and then pass through the clutch valve core 406 when leaking. It is ensured that the clutch valve core 406 will not be stuck by impurities when leaking. At the same time, a first accumulator 404 is provided at the rear end of the clutch control valve core. The first 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 VBS2 solenoid valve 401 according to the pressure size, so that the control of the clutch is more accurate and reliable.

[0081] Shift subsystem 5: Take shifting 1 as an example. When the shift fork is in the middle position, the shift piston 503 is also in the middle position. When in the neutral position, the first shift valve 501 works in the left position under the action of the spring force. At this time, the shift oil circuit is in a cut-off state. The oil flowing through the pilot oil circuit flows to the oil tank through the throttle hole in the VBS4 / NL solenoid valve 507. There is no back pressure, that is, no pilot pressure is generated. When the vehicle is driving, it is necessary to shift to 1st gear. At this time, the VBS4 / NL solenoid valve 507 is controlled to work. As the solenoid valve current increases, the internal throttle hole changes from large to small through the control of its internal structure, and the pilot end generates back pressure. The controlled pilot pressure gradually increases with the increase of the solenoid valve current, pushing the first shift valve 501 to move to the left. The fifth accumulator 505 mainly absorbs pressure fluctuations to make the pilot pressure control more stable. As the first shift valve 501 moves, the hydraulic oil passes through the filter, the first shift valve 501, the throttle hole and the rear end oil channel, and acts on the shift piston 503. The shift fork is connected to the piston through a mechanical mechanism. The shift piston 503 drives the shift fork to move, and the shift fork drives the synchronizer to shift gears. A position sensor is provided on the shift fork, and the shift stroke is judged according to the position sensor. When the shift stroke is close to completion, the VBS3 / NL solenoid valve 506 works to control the second shift valve 502 to act, giving the piston a smaller reaction fluid pressure, and performing hydraulic differential control to prevent the shift fork from rigid collision and improve the shift quality.

[0082] advantage:

[0083] Advantages of oil supply subsystem:

[0084] 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.

[0085] Main oil pressure regulating subsystem:

[0086] 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 can quickly build up system pressure. As the system pressure builds up, the mechanical pump continuously supplies oil to the system, and 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 needs of the clutch control subsystem and the lubrication and cooling subsystem, the main valve core 301 works in the right position. By adjusting the system pressure, the system load is reduced, which can effectively improve the system efficiency.

[0087] 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.

[0088] Clutch control subsystem advantages:

[0089] 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;

[0090] The oil circuit of the subsystem entering the clutch cavity is provided with a first accumulator 404, which can effectively absorb fluctuations in the oil circuit and avoid hydraulic shocks caused by fluctuations in the oil circuit during the process of controlling the clutch engagement; the second accumulator 405 also absorbs fluctuations in the oil circuit and avoids hydraulic shocks caused by fluctuations in the oil circuit.

[0091] 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.

[0092] 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;

[0093] Advantages of lubrication and cooling subsystem:

[0094] 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;

[0095] For parts that need cooling and lubrication, especially parts that require cooling as the main task, an oil cooler 101 is provided in the cooling and lubrication oil circuit;

[0096] The lubricating and cooling oil passes through the oil cooler 101 to lubricate and cool the gearbox parts, especially the forced cooling of the dual motors and the clutch, which improves the lubrication and cooling effect and ensures that the motor and the clutch always work within a reasonable temperature range;

[0097] 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.

[0098] Shift subsystem 5: This control subsystem uses a solenoid proportional variable flow valve plus a mechanical valve core to shift gears. The solenoid valve controls the pilot pressure by controlling the size of the internal throttle hole. The pilot pressure is controlled to further control the movement of the shift valve to control the pressure in and out of the shift piston. A throttle hole is set at the rear end of the shift valve core, which can effectively reduce the pressure peak and meet the requirements of the shift system. There is a set of shift solenoid valves and mechanical valve cores on both sides of the shift piston. When shifting to 1st gear, the solenoid valve that controls 1st gear works. When the shift is close to the end, the solenoid valve that controls 2nd gear works, giving the shift piston a smaller reaction force. Differential control can effectively reduce the NVH caused by shifting and improve the shift quality.

[0099] The control method of the pilot valve plus the mechanical valve core effectively solves the problem that the spring end of the proportional valve of the integrated solenoid valve falls off due to the pressure spike formed when the synchronizer has a tooth top tooth, and solves the potential risk of gearbox shift failure.

[0100] 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 hybrid transmission hydraulic system capable of reducing pressure peaks, 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), a clutch control subsystem (4) and a gear shifting subsystem (5); 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); 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) and a VBS1 solenoid valve (302) which are connected in sequence via an oil circuit, and the VBS1 solenoid valve (302) is connected to the second mechanical pump (202) via an oil circuit; The clutch control subsystem (4) comprises a VBS2 solenoid valve (401), a clutch C1 (402) and a clutch valve core (406), wherein the clutch C1 (402) is connected to the clutch valve core (406) via an oil circuit, and the clutch valve core (406) is connected to the VBS2 solenoid valve (401), the main valve core (301) and the VBS1 solenoid valve (302) via an oil circuit; The shift subsystem (5) comprises a first shift valve (501), a second shift valve (502), a shift piston (503), a VBS3 / NL solenoid valve (506) and a VBS4 / NL solenoid valve (507); the first shift valve (501), the second shift valve (502) and the shift piston (503) are connected in series via an oil circuit and are connected to a clutch valve core (406) via an oil circuit; the VBS4 / NL solenoid valve (507) is installed in the oil circuit of the first shift valve (501), and the VBS3 / NL solenoid valve (506) is installed in the oil circuit of the second shift valve (502).

2. A hybrid transmission hydraulic system capable of reducing pressure peaks according to claim 1, characterized in that: The clutch control subsystem (4) further comprises a first accumulator (404) and a second accumulator (405), wherein the first accumulator (404) is installed on the oil circuit between the clutch C1 (402) and the clutch valve core (406), and the second accumulator (405) is installed on the oil circuit between the clutch valve core (406) and the VBS2 solenoid valve (401).

3. A hybrid power transmission hydraulic system capable of reducing pressure peaks 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. A hybrid power transmission hydraulic system capable of reducing pressure peaks according to claim 1, characterized in that: A temperature sensor (205) is installed in the oil tank (204).

5. A hybrid power transmission hydraulic system capable of reducing pressure peaks 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. A hybrid power transmission hydraulic system capable of reducing pressure peaks 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. A hybrid power transmission hydraulic system capable of reducing pressure peaks 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. A hybrid power transmission hydraulic system capable of reducing pressure peaks according to claim 1, characterized in that: A third accumulator (303) is installed on the oil circuit of the VBS1 solenoid valve (302).

9. A hybrid power transmission hydraulic system capable of reducing pressure peaks according to claim 1, characterized in that: A first filter (407) is installed on the lower oil circuit connected to the clutch valve core (406), and a second filter (408) is installed on the oil circuit connected to the VBS2 solenoid valve (401).

10. A hybrid power transmission hydraulic system capable of reducing pressure peaks according to claim 1, characterized in that: A fourth accumulator (504) is installed on the oil circuit between the second shift valve (502) and the VBS3 / NL solenoid valve (506), and a fifth accumulator (505) is installed on the oil circuit between the first shift valve (501) and the VBS4 / NL solenoid valve (507).

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