Hybrid Transmission Hydraulic Systems and Vehicles

Abstract

The present application discloses a hybrid power transmission hydraulic system and a vehicle, and relates to the field of vehicles. In the hybrid power transmission hydraulic system, the hydraulic power source unit includes a first oil pump, a second oil pump and a motor, the first oil pump and the second oil pump are coaxially connected, and the motor is connected to the first oil pump or the second oil pump; the oil outlet of the first oil pump is connected to the main oil circuit unit, and the oil outlet of the second oil pump is connected to the cooling lubrication flow regulating unit. The clutch pressure regulating unit and the shift pressure regulating unit are respectively connected to the main oil circuit unit, the shift pressure regulating unit is connected to the shift direction regulating unit, and the shift direction regulating unit is connected to the shift actuator. The separation of the main oil circuit and the cooling lubrication oil circuit can be achieved, avoiding the energy loss caused by the need to pressurize and then reduce the pressure of the cooling lubrication oil, and the waste of excessive pump oil at high speed.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a hybrid power transmission hydraulic system and a vehicle. Background Art

[0002] In the prior art, the hydraulic power source system includes a mechanical pump and an electric pump. The mechanical pump is coupled to the engine or motor through a driving gear welded to the main hub of the dual clutch, and the speed is consistent with the engine or motor. When the engine or motor rotates, the mechanical pump supplies oil to the main oil circuit, establishes the main oil circuit pressure and provides cooling and lubricating flow. The electric pump is driven by the electric pump motor. When the motor is needed to start the engine and when the system temperature is high and the cooling and lubricating flow needs to be supplemented, the electric pump intervenes.

[0003] Since the cooling and lubricating flow in the prior art is mainly taken from the main oil circuit through the main oil circuit pressure regulating slide valve, the main oil circuit pressure is higher than the cooling and lubricating oil circuit pressure, and the oil is pressurized and then depressurized to pass to the cooling and lubricating oil circuit, resulting in unnecessary energy waste. In addition, the speed of the mechanical pump cannot be decoupled from the speed of the engine or motor, resulting in the pumping oil volume of the mechanical pump at high speed exceeding the sum of the system build-up pressure, the action of the actuator and the system cooling and lubricating demand flow. The excess flow is pressurized and then returned to the oil pool through the main oil circuit pressure regulating slide valve, resulting in unnecessary energy waste. Summary of the invention

[0004] The objectives of the present invention include, for example, providing a hybrid transmission hydraulic system and vehicle, which can achieve separation of the main oil circuit and the cooling and lubricating oil circuit, thereby solving the problem of energy loss caused by pressurizing and then reducing the pressure of the cooling and lubricating oil in the prior art; at the same time, it achieves decoupling of the oil pump speed from the engine or motor speed, thereby solving the problem of energy waste caused by excessive oil pumping by the mechanical pump under high speed conditions.

[0005] The embodiments of the present invention can be implemented as follows:

[0006] In a first aspect, an embodiment of the present invention provides a hybrid power transmission hydraulic system, including a hydraulic power source unit, a main oil circuit unit, a clutch pressure regulating unit, a shift pressure regulating unit, a shift direction regulating unit, a shift actuator, and a cooling lubrication flow regulating unit;

[0007] The hydraulic power source unit comprises a first oil pump, a second oil pump and a motor, the first oil pump and the second oil pump are coaxially connected, the motor is connected to the first oil pump or the second oil pump; the oil outlet of the first oil pump is connected to the main oil circuit unit, and the oil outlet of the second oil pump is connected to the cooling and lubrication flow regulating unit;

[0008] The clutch pressure regulating unit and the shift pressure regulating unit are respectively connected to the main oil circuit unit, the shift pressure regulating unit is connected to the shift direction regulating unit, and the shift direction regulating unit is connected to the shift actuator.

[0009] In an optional embodiment, the main oil circuit unit is provided with a first accumulator, a first pressure sensor and a selection valve, the first pressure sensor is used to detect the actual pressure of the first accumulator, and the selection valve is connected to the cooling and lubrication flow regulating unit; the selection valve is used to close or open according to the actual pressure so that the hydraulic oil on the main oil circuit unit enters the first accumulator or the cooling and lubrication flow regulating unit.

[0010] In an optional embodiment, the actual pressure of the first accumulator is less than or equal to the first preset pressure, the selection valve is closed, and the hydraulic oil on the main oil circuit unit enters the first accumulator; the actual pressure of the first accumulator is greater than or equal to the second preset pressure, the second preset pressure is greater than the first preset pressure, the selection valve is opened, and the hydraulic oil on the main oil circuit unit enters the cooling and lubrication flow regulating unit.

[0011] In an optional embodiment, a one-way valve is provided on the main oil circuit unit, and the one-way valve is provided between the first accumulator and the selection valve.

[0012] In an optional embodiment, the clutch pressure regulating unit includes a dual clutch, an odd-numbered clutch proportional pressure solenoid valve, a second pressure sensor, a second accumulator, an even-numbered clutch proportional pressure solenoid valve, a third pressure sensor and a third accumulator, one end of the odd-numbered clutch proportional pressure solenoid valve is connected to the first accumulator, and the other end is used to connect to the dual clutch, the second accumulator is arranged between the odd-numbered clutch proportional pressure solenoid valve and the dual clutch, and the second pressure sensor is used to detect the actual pressure of the second accumulator;

[0013] One end of the even-numbered clutch proportional pressure solenoid valve is connected to the first accumulator, and the other end is used to be connected to the dual clutch. The third accumulator is arranged between the even-numbered clutch proportional pressure solenoid valve and the dual clutch. The third pressure sensor is used to detect the actual pressure of the third accumulator.

[0014] In an optional embodiment, the clutch pressure regulating unit includes a separating clutch, a separating clutch proportional pressure solenoid valve, a fourth pressure sensor and a fourth accumulator, one end of the separating clutch proportional pressure solenoid valve is connected to the first accumulator, and the other end is connected to the separating clutch, the fourth accumulator is connected to the separating clutch proportional pressure solenoid valve, and the fourth pressure sensor is used to detect the actual pressure of the fourth accumulator.

[0015] In an optional embodiment, the shift pressure regulating unit includes a first pilot proportional pressure solenoid valve, a fifth accumulator, a first slide valve, a second pilot proportional pressure solenoid valve, a sixth accumulator and a second slide valve; the first pilot proportional pressure solenoid valve is connected to the first slide valve, the first pilot proportional pressure solenoid valve and the first slide valve are respectively connected to the first accumulator, the fifth accumulator is arranged between the first pilot proportional pressure solenoid valve and the first slide valve, and the first slide valve is connected to the shift direction regulating unit;

[0016] The second pilot proportional pressure solenoid valve is connected to the second slide valve, the second pilot proportional pressure solenoid valve and the second slide valve are respectively connected to the first accumulator, the sixth accumulator is arranged between the second pilot proportional pressure solenoid valve and the second slide valve, and the second slide valve is connected to the shift direction adjustment unit.

[0017] In an optional embodiment, the shift direction adjustment unit includes a first multi-way reversing valve, a second multi-way reversing valve, a first switch solenoid valve and a second switch solenoid valve, one end of the first switch solenoid valve is connected to the first accumulator, and the other end is connected to the first multi-way reversing valve; one end of the second switch solenoid valve is connected to the first accumulator, and the other end is connected to the second multi-way reversing valve, the first multi-way reversing valve is connected to the second multi-way reversing valve, and the second multi-way reversing valve is connected to the shift actuator.

[0018] In an optional embodiment, the shift actuator includes a plurality of shift pistons and a plurality of Hall displacement sensors, each of the Hall displacement sensors is mounted on one of the shift pistons, and the second multi-way reversing valve is respectively connected to the plurality of shift pistons.

[0019] In an optional embodiment, the cooling and lubrication flow regulating unit includes an oil cooler, an oil injection pipe, a dual-clutch cooling and lubrication proportional flow regulating valve, a safety valve, and a separation clutch cooling and lubrication proportional flow solenoid valve; the oil cooler is connected to the oil outlet of the second oil pump, the oil injection pipe, the dual-clutch cooling and lubrication proportional flow regulating valve and the separation clutch cooling and lubrication proportional flow solenoid valve are respectively connected to the oil cooler, one end of the safety valve is connected to the oil outlet of the second oil pump, and the other end is connected to the oil return port of the second oil pump.

[0020] In a second aspect, an embodiment of the present invention provides a vehicle, comprising a vehicle body and a hybrid transmission hydraulic system as described in any one of the aforementioned embodiments, wherein the hybrid transmission hydraulic system is mounted on the vehicle body.

[0021] The beneficial effects of the embodiments of the present invention include, for example:

[0022] The hybrid transmission hydraulic system, the hydraulic power source unit includes a first oil pump and a second oil pump arranged coaxially, and a motor is used to drive the first oil pump and the second oil pump to operate simultaneously. The first oil pump is connected to the main oil circuit unit, and the second oil pump is connected to the cooling lubrication flow regulating unit to achieve the separation of the main oil circuit and the cooling lubrication oil circuit, which can solve the problem of energy loss caused by first pressurizing and then reducing the pressure of the cooling lubrication oil in the prior art. In addition, the coaxially connected first oil pump and second oil pump are used to achieve the decoupling of the oil pump speed from the engine or motor speed, solving the problem of energy waste caused by excessive oil pumping by the mechanical pump under high-speed conditions. The hybrid transmission hydraulic system is conducive to energy conservation and emission reduction, reducing energy waste and improving work efficiency.

[0023] The vehicle includes the above-mentioned hybrid power transmission hydraulic system, and the transmission has higher working efficiency, which is beneficial to energy conservation and emission reduction, and reduces energy loss and waste. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0025] Figure 1 A schematic diagram of the control principle of a hybrid power transmission hydraulic system provided by an embodiment of the present invention;

[0026] Figure 2 A schematic block diagram of the working principle of the first accumulator of the hybrid power transmission hydraulic system provided in an embodiment of the present invention.

[0027] Icons: 1-Oil pool; 2-Oil suction filter; 3-Hydraulic power source unit; 301-First oil pump; 302-Second oil pump; 303-Motor; 4-First filter pressure; 401-Second bypass valve; 5-Second filter pressure; 501-First bypass valve; 6-Check valve; 7-First accumulator; 8-First pressure sensor; 9-Selection valve; 10-Second filter; 11-Odd clutch proportional pressure solenoid valve; 12-Second pressure sensor; 13-Second accumulator; 14-Third filter; 15-Even clutch proportional pressure solenoid valve; 16-Third pressure sensor; 17-Third accumulator; 18-Dual clutch; 20-Dual clutch cooling and lubrication proportional flow control valve; 21-Safety Valve; 22-oil cooler; 23-injection pipe; 24-disconnect clutch cooling and lubrication proportional flow solenoid valve; 25-fifth filter; 26-first pilot proportional pressure solenoid valve; 27-fifth accumulator; 28-first slide valve; 29-sixth filter; 30-second pilot proportional pressure solenoid valve; 31-sixth accumulator; 32-second slide valve; 33-seventh filter; 34-first switch solenoid valve; 35-eighth filter; 36-second switch solenoid valve; 37-first multi-way reversing valve; 38-second multi-way reversing valve; 39-shift piston; 43-fourth filter; 44-disconnect clutch proportional pressure solenoid valve; 45-fourth accumulator; 46-fourth pressure sensor; 47-disconnect clutch. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0029] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0030] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0031] In the description of the present invention, it should be noted that if the terms "upper", "lower", "inside", "outside", etc. appear to indicate an orientation or position relationship, they are based on the orientation or position relationship shown in the accompanying drawings, or are the orientation or position relationship in which the product of the invention is usually placed when used. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0032] In addition, the terms “first”, “second”, etc., if used, are merely used to distinguish between the descriptions and should not be understood as indicating or implying relative importance.

[0033] It should be noted that, in the absence of conflict, the features in the embodiments of the present invention may be combined with each other.

[0034] In the prior art, the hydraulic power source system includes a mechanical pump and an electric pump. The mechanical pump is coupled to the engine or motor through a driving gear welded to the main hub of the dual clutch, and the speed is consistent with the engine or motor. When the engine or motor rotates, the mechanical pump supplies oil to the main oil circuit, establishes the main oil circuit pressure and provides cooling and lubricating flow. The electric pump is driven by the electric pump motor. When the motor is needed to start the engine and when the system temperature is high and the cooling and lubricating flow needs to be supplemented, the electric pump intervenes.

[0035] Since the cooling and lubricating flow in the prior art is mainly taken from the main oil circuit through the main oil circuit pressure regulating slide valve, the main oil circuit pressure is higher than the cooling and lubricating oil circuit pressure, and the oil is pressurized and then depressurized to pass to the cooling and lubricating oil circuit, resulting in unnecessary energy waste. Specifically, due to the need to ensure the execution of the clutch and shifting actions, the pressure in the main oil circuit needs to be maintained at a relatively high level, such as greater than or equal to 10 bar, while the pressure of the lubricating and cooling oil circuit is usually around 0 to 3 bar, so the hydraulic oil from the main oil circuit to the cooling and lubricating oil circuit will experience a large pressure drop, resulting in energy loss and unnecessary waste.

[0036] Moreover, the mechanical pump speed in the prior art cannot be decoupled from the engine or motor speed, resulting in unnecessary energy waste at high speeds, such as greater than 3000rpm. Specifically, the function of the mechanical pump is to supply oil to the main oil circuit to establish the main oil circuit pressure and provide cooling and lubrication flow. Since the mechanical pump is driven by the engine or motor, the amount of oil pumped by the mechanical pump is positively correlated with the engine or motor speed. In order to meet the system oil supply demand when the engine is running at low speed, it is necessary to design a mechanical pump with a larger displacement. This design results in the mechanical pump's oil pumping amount exceeding the sum of the system pressure build-up, actuator action and system cooling and lubrication demand flow when the engine or hybrid drive motor is running at high speed, such as greater than 3000rpm. The excess flow is pressurized and then returned to the oil pool through the main oil circuit pressure regulating slide valve, resulting in unnecessary energy waste, that is, excessive waste of pumped oil under high-speed operation conditions.

[0037] In order to overcome at least one technical defect in the prior art, the present application proposes a hybrid transmission hydraulic system, which can realize the separation of the main oil circuit and the cooling and lubricating oil circuit, and solve the problem of energy loss caused by pressurizing and then reducing the pressure of the cooling and lubricating oil in the prior art; at the same time, it can realize the decoupling of the oil pump speed and the engine or motor speed, and solve the problem of energy waste caused by excessive oil pumping by the mechanical pump under high speed conditions.

[0038] Please refer to Figure 1 The present embodiment provides a hybrid power transmission hydraulic system, including a hydraulic power source unit 3, a main oil circuit unit, a clutch pressure regulating unit, a shift pressure regulating unit, a shift direction regulating unit, a shift actuator and a cooling lubrication flow regulating unit. The hydraulic power source unit 3 includes a first oil pump 301, a second oil pump 302 and a motor 303. The first oil pump 301 and the second oil pump 302 are coaxially connected, and the motor 303 is connected to the first oil pump 301 or the second oil pump 302; the oil outlet of the first oil pump 301 is connected to the main oil circuit unit, and the oil outlet of the second oil pump 302 is connected to the cooling lubrication flow regulating unit. The clutch pressure regulating unit and the shift pressure regulating unit are respectively connected to the main oil circuit unit, the shift pressure regulating unit is connected to the shift direction regulating unit, and the shift direction regulating unit is connected to the shift actuator. Since the hydraulic power source unit 3 adopts the coaxially arranged first oil pump 301 and the second oil pump 302, it can achieve the separation of the main oil circuit and the cooling and lubricating oil circuit, avoiding the pressure drop loss and energy waste caused by the high-pressure oil in the main oil circuit flowing into the lubricating and cooling oil circuit, and at the same time, it can achieve the decoupling of the oil pump speed and the engine or hybrid drive motor speed, solving the problem of energy waste caused by excessive oil pumping of the mechanical pump under high speed conditions.

[0039] Optionally, the first oil pump 301 and the second oil pump 302 are connected through a cylindrical guide sleeve and driven by a motor 303. The motor 303 is connected to a motor controller, and the motor controller controls the rotation speed of the motor 303 shaft according to the flow requirements of the main oil circuit and the lubrication and cooling oil circuit. The oil suction port of the first oil pump 301 and the oil suction port of the second oil pump 302 are respectively connected to the oil pool 1 to suck oil from the oil pool 1. Furthermore, an oil suction filter 2 is provided between the first oil pump 301 and the oil pool 1 and between the second oil pump 302 and the oil pool 1, and the oil suction filter 2 plays a primary filtering role of impurities in the oil.

[0040] The main oil circuit unit is provided with a first accumulator 7, a first pressure sensor 8, a selector valve 9, a check valve 6 and a second filter press 5. Optionally, the second filter press 5 is connected to the oil outlet of the first oil pump 301. The end of the second filter press 5 away from the oil outlet of the first oil pump 301 is connected to the selector valve 9, the check valve 6, the first accumulator 7 and the first pressure sensor 8 in sequence. One end of the selector valve 9 is connected between the second filter press 5 and the check valve 6, and the other end is connected to the oil outlet of the second oil pump 302. The second filter press 5 plays a fine filtering role of tiny impurities in the oil. The oil filtered by the second filter press 5 enters other components of the main oil circuit, such as the check valve 6 and the first accumulator 7. Furthermore, the second filter press 5 is also connected in parallel with a first bypass valve 501. When the pressure difference between the front and rear of the second filter press 5 reaches a set value due to the blockage of the second filter press 5, the first bypass valve 501 is opened to ensure the fluidity of the oil in the main oil circuit. The function of the first bypass valve 501 is to prevent the system pressure from being too high due to valve body sticking or oil line blockage. When the system pressure exceeds the opening pressure of the first bypass valve 501, the first bypass valve 501 opens and the rising trend of the system pressure slows down.

[0041] The first accumulator 7 is arranged behind the second filter press 5, the first pressure sensor 8 is used to detect the actual pressure of the first accumulator 7, and the selector valve 9 is connected to the cooling and lubricating flow regulating unit; the selector valve 9 is used to close or open according to the actual pressure of the first accumulator 7, so that the hydraulic oil on the main oil circuit unit enters the first accumulator 7 or flows to the cooling and lubricating flow regulating unit. Optionally, the structure of the first accumulator 7 is generally airbag type or piston type, and the working pressure range of the first accumulator 7 is determined according to the structure of the first accumulator 7. When in use, the upper and lower limits of its actual use pressure are set according to demand, the lower limit is the first preset pressure, and the upper limit is the second preset pressure. When the pressure of the first accumulator 7 is less than or equal to the first preset pressure, that is, the set working pressure lower limit, the selector valve 9 is closed, and the oil provided by the first oil pump 301 fills the first accumulator 7; when the pressure of the first accumulator 7 is greater than or equal to the second preset pressure, that is, it reaches the set working pressure upper limit, the selector valve 9 is opened, and the first oil pump 301 supplies oil to the lubricating and cooling oil circuit to replenish the lubricating and cooling flow. It is easy to understand that the lower limit value set by the first accumulator 7, i.e., the first preset pressure, can still meet the clutch torque transmission or shifting action requirements, thereby solving the problem of clutch separation and failure to shift normally due to sudden changes in the main oil circuit pressure.

[0042] Combination Figure 2 , the working principle of the first accumulator 7 is as follows:

[0043] S10, detect the actual pressure of the first accumulator 7. S20, determine whether the actual pressure is greater than the first preset pressure. If the actual pressure is greater than the first preset pressure, i.e., the lower limit of the working pressure setting, S21 is executed, and the clutch and the shift actuator can work, i.e., the clutch pressure regulating unit, the shift pressure regulating unit, the shift direction regulating unit, and the shift actuator can operate. If the actual pressure is less than or equal to the first preset pressure, i.e., the lower limit of the working pressure setting, S22 is executed, the selector valve 9 is closed, and the first accumulator 7 is filled with oil to gradually increase the pressure of the first accumulator 7. S30, determine whether the actual pressure is greater than or equal to the second preset pressure. If the actual pressure is greater than or equal to the second preset pressure, i.e., the upper limit of the working pressure setting, S31 is executed, the selector valve 9 is opened, and the first accumulator 7 stops filling with oil. At this time, the oil provided by the first oil pump 301 is used to replenish the lubrication and cooling flow, and the clutch and the shift actuator can work. If the actual pressure is less than the second preset pressure, i.e., the upper limit of the working pressure setting, S22 is executed.

[0044] Furthermore, the one-way valve 6 is disposed between the first accumulator 7 and the selector valve 9. The purpose of the one-way valve 6 is to conduct when the oil flows from the first oil pump 301 to the first accumulator 7 and to cut off in the reverse direction, thereby ensuring the pressure-maintaining capacity of the first accumulator 7. The selector valve 9 disposed in front of the one-way valve 6 can be opened or closed by an electromagnetic head. Optionally, the automatic transmission control unit (TCU) controls the opening and closing of the selector valve 9 by reading the pressure signal of the first accumulator 7 detected by the first pressure sensor 8.

[0045] In this embodiment, the clutch pressure regulating unit includes a dual clutch 18, a separation clutch 47, an odd clutch proportional pressure solenoid valve 11, a second pressure sensor 12, a second accumulator 13, an even clutch proportional pressure solenoid valve 15, a third pressure sensor 16, a third accumulator 17, a separation clutch proportional pressure solenoid valve 44, a fourth pressure sensor 46 and a fourth accumulator 45. Among them, one end of the odd clutch proportional pressure solenoid valve 11 is connected to the first accumulator 7, and the other end is used to connect to the dual clutch 18, the second accumulator 13 is arranged between the odd clutch proportional pressure solenoid valve 11 and the dual clutch 18, and the second pressure sensor 12 is used to detect the actual pressure of the second accumulator 13. The odd clutch proportional pressure solenoid valve 11 regulates the pressure of the second accumulator 13, and the regulated pressure acts on the piston chamber of the dual clutch 18 to push the dual clutch 18 to engage. A second filter screen 10 is provided between the first accumulator 7 and the odd-numbered clutch proportional pressure solenoid valve 11 and between the second accumulator 13 and the odd-numbered clutch proportional pressure solenoid valve 11 for further filtering the oil in the oil circuit.

[0046] One end of the even clutch proportional pressure solenoid valve 15 is connected to the first accumulator 7, and the other end is used to connect to the dual clutch 18. The third accumulator 17 is arranged between the even clutch proportional pressure solenoid valve 15 and the dual clutch 18, and the third pressure sensor 16 is used to detect the actual pressure of the third accumulator 17. The even clutch proportional pressure solenoid valve 15 adjusts the pressure of the third accumulator 17, and the adjusted pressure acts on the piston chamber of the dual clutch 18 to push the dual clutch 18 to engage. A third filter 14 is respectively arranged between the first accumulator 7 and the even clutch proportional pressure solenoid valve 15, and between the third accumulator 17 and the even clutch proportional pressure solenoid valve 15, for further filtering the oil in the oil circuit.

[0047] One end of the separation clutch proportional pressure solenoid valve 44 is connected to the first accumulator 7, and the other end is connected to the separation clutch 47. The fourth accumulator 45 is connected to the separation clutch proportional pressure solenoid valve 44 and is arranged between the separation clutch proportional pressure solenoid valve 44 and the separation clutch 47. The fourth pressure sensor 46 is used to detect the actual pressure of the fourth accumulator 45. The separation clutch proportional pressure solenoid valve 44 adjusts the pressure of the fourth accumulator 45. The adjusted pressure is used to remove the pressure acting on the piston chamber of the separation clutch 47, and the separation clutch 47 is pushed to separate by the return spring of the separation clutch 47. A fourth filter 43 is respectively arranged between the first accumulator 7 and the separation clutch proportional pressure solenoid valve 44, and between the fourth accumulator 45 and the separation clutch proportional pressure solenoid valve 44, for further filtering the oil in the oil circuit.

[0048] It should be noted that the odd clutch proportional pressure solenoid valve 11, the even clutch proportional pressure solenoid valve 15 and the separation clutch proportional pressure solenoid valve 44 have the same pressure regulation method, which is to balance the forces at both ends of the valve core. The electromagnetic force at one end of the valve core has high regulation accuracy, so the pressure regulation accuracy of the separation clutch 47 is also high. At the same time, the gap between the valve core and the valve sleeve is small, so the valve leakage is very low.

[0049] The shift pressure regulating unit includes a first pilot proportional pressure solenoid valve 26, a fifth accumulator 27, a first slide valve 28, a second pilot proportional pressure solenoid valve 30, a sixth accumulator 31 and a second slide valve 32; the first pilot proportional pressure solenoid valve 26 is connected to the first slide valve 28, the first pilot proportional pressure solenoid valve 26 and the first slide valve 28 are respectively connected to the first accumulator 7, the fifth accumulator 27 is arranged between the first pilot proportional pressure solenoid valve 26 and the first slide valve 28, and the first slide valve 28 is connected to the shift direction regulating unit. The first pilot proportional pressure solenoid valve 26 regulates the pressure of the fifth accumulator 27, and the regulated pressure acts on one side of the valve core of the first slide valve 28, pushing the valve core to move so as to regulate the shift pressure. Optionally, a fifth filter 25 is respectively arranged between the first accumulator 7 and the first pilot proportional pressure solenoid valve 26, and between the fifth accumulator 27 and the first pilot proportional pressure solenoid valve 26, for further filtering the oil in the oil circuit.

[0050] The second pilot proportional pressure solenoid valve 30 is connected to the second slide valve 32, and the second pilot proportional pressure solenoid valve 30 and the second slide valve 32 are respectively connected to the first accumulator 7, and the sixth accumulator 31 is arranged between the second pilot proportional pressure solenoid valve 30 and the second slide valve 32, and the second slide valve 32 is connected to the shift direction adjustment unit. The second pilot proportional pressure solenoid valve 30 adjusts the pressure of the sixth accumulator 31, and the adjusted pressure acts on one side of the valve core of the second slide valve 32, pushing the valve core to move so as to adjust the shift pressure. Optionally, a sixth filter 29 is respectively arranged between the first accumulator 7 and the second pilot proportional pressure solenoid valve 30, and between the sixth accumulator 31 and the second pilot proportional pressure solenoid valve 30, for further filtering the oil in the oil circuit.

[0051] The first pilot proportional pressure solenoid valve 26 and the second pilot proportional pressure solenoid valve 30 have the same pressure regulating method, both of which regulate the pressure by balancing the forces at both ends of the valve core. The pressure regulation accuracy is relatively high. At the same time, due to the small clearance between the valve core and the valve sleeve, the leakage is also at a relatively low level, and the overall leakage is low.

[0052] Optionally, the shift direction regulating unit includes a first multi-way reversing valve 37, a second multi-way reversing valve 38, a first switch solenoid valve 34 and a second switch solenoid valve 36. One end of the first switch solenoid valve 34 is connected to the first accumulator 7, and the other end is connected to the first multi-way reversing valve 37; one end of the second switch solenoid valve 36 is connected to the first accumulator 7, and the other end is connected to the second multi-way reversing valve 38. The first multi-way reversing valve 37 is connected to the second multi-way reversing valve 38, and the second multi-way reversing valve 38 is connected to the shift actuator. Further, a seventh filter 33 is provided between one end of the first switch solenoid valve 34 and the first accumulator 7, and an eighth filter 35 is provided between one end of the second switch solenoid valve 36 and the first accumulator 7. The seventh filter 33 and the eighth filter 35 are both used to further filter the oil in the oil circuit. Optionally, the first multi-way reversing valve 37 adopts a two-position nine-way reversing valve, and the second multi-way reversing valve 38 adopts a two-position seventeen-way reversing valve. Through the combination of the first multi-way reversing valve 37, the second multi-way reversing valve 38 and the shift pressure regulating unit, free switching of eight gears can be achieved.

[0053] Furthermore, the shift actuator includes a plurality of shift pistons 39 and a plurality of Hall displacement sensors, each Hall displacement sensor is mounted on a shift piston 39, and the second multi-way reversing valve 38 is respectively connected to the plurality of shift pistons 39. The shift pressure oil acts on the shift piston 39 after passing through the first multi-way reversing valve 37 and the second multi-way reversing valve 38, pushing the shift piston 39 to move in the direction of the target gear position, and the force acting on the shift piston 39 finally acts on the synchronizer through the shift piston 39 and the shift fork, completing the engagement and disengagement of different gears. In this embodiment, the number of the shift piston 39 and the Hall displacement sensor are four respectively, and the shift pressure is used to push the shift piston 39 to move left and right to realize the switching of two gears, and the four groups of pistons can realize the switching of seven forward gears and one reverse gear.

[0054] The cooling and lubricating flow regulating unit includes an oil cooler 22, an oil injection pipe 23, a dual clutch cooling and lubricating proportional flow regulating valve 20, a safety valve 21, and a separation clutch cooling and lubricating proportional flow solenoid valve 24; the oil cooler 22 is connected to the oil outlet of the second oil pump 302, and is used to cool the oil from the second oil pump 302. The oil injection pipe 23, the dual clutch cooling and lubricating proportional flow regulating valve 20, and the separation clutch cooling and lubricating proportional flow solenoid valve 24 are respectively connected to the oil cooler 22, and one end of the safety valve 21 is connected to the oil outlet of the second oil pump 302, and the other end is connected to the oil return port of the second oil pump 302. It can be understood that the cooling and lubricating oil circuit starting from the second oil pump 302 has three branches. One is to the dual clutch 18 through the dual clutch cooling and lubrication proportional flow control valve 20, so as to cool and lubricate the dual clutch 18; the second is to the separation clutch 47 through the separation clutch cooling and lubrication proportional flow solenoid valve 24, so as to cool and lubricate the separation clutch 47; the third is to the shaft gear through the injection pipe 23, so as to spray the shaft gear.

[0055] Among them, the dual clutch cooling lubrication proportional flow regulating valve 20 and the separation clutch cooling lubrication proportional flow solenoid valve 24 are controlled by solenoid valves, which are used to control the cooling lubrication flow of the dual clutch 18 and the cooling lubrication flow of the separation clutch 47 respectively, and their flow rates are continuously adjustable within a certain range; the shaft gear spray distributes the cooling lubrication flow through a fixed throttle hole. Optionally, the cooling lubrication flow of the dual clutch 18 and the cooling lubrication flow of the separation clutch 47 are adjusted by a proportional flow solenoid valve, which is a normally open solenoid valve, ensuring that even when the power is off, the dual clutch 18 and the separation clutch 47 can be allocated a certain cooling lubrication flow. Compared with the control method of the pilot valve, this direct control proportional flow solenoid valve has a simple valve structure and small leakage. The cooling lubrication flow distribution of the shaft gear is determined by a fixed throttle hole set in the housing oil channel. The main function of the throttle hole is to ensure that the shaft gear can be allocated a certain cooling lubrication flow under any working condition, but the flow size and control accuracy requirements are relatively low.

[0056] Furthermore, the cooling lubricating oil circuit is also provided with a cooling lubricating oil circuit safety valve 21. When the cooling lubricating oil circuit is blocked due to a large cooling lubricating flow, valve stagnation or oil circuit clogging, the pressure of the cooling lubricating oil circuit increases. When the pressure exceeds the opening pressure of the cooling lubricating oil circuit safety valve 21, the safety valve 21 opens to guide the cooling lubricating oil to the oil pool 1, reducing the pressure of the cooling lubricating oil circuit and preventing the high pressure from damaging the cooling lubricating oil circuit components. The outlet of the second oil pump 302 is also provided with a first pressure filter 4 for filtering the oil coming out of the second oil pump 302. A second bypass valve 401 is provided in parallel with the first pressure filter 4. If the cooling lubricating oil circuit is blocked due to valve stagnation or oil circuit clogging, and the pressure in the oil circuit exceeds the opening pressure of the second bypass valve 401 of the cooling lubricating oil circuit, the second bypass valve 401 opens to ensure the smoothness of the lubricating cooling oil circuit. In this embodiment, the oil cooler 22 is arranged between the oil outlet of the second oil pump 302 and the oil injection pipe 23. Furthermore, the oil cooler 22 is arranged between the first pressure filter 4 and the oil outlet of the second oil pump 302, or the oil cooler 22 is arranged after the first pressure filter 4. The oil cooler 22 cools the oil and then passes it to the shaft gear, the separation clutch 47 or the dual clutch 18 for cooling. Finally, this part of the oil flows back to the oil pool 1 and mixes with the high-temperature oil in the oil pool 1 for heat exchange.

[0057] The embodiment of the present invention further provides a vehicle, comprising a vehicle body and a hybrid transmission hydraulic system as in any one of the above embodiments, the hybrid transmission hydraulic system being mounted on the vehicle body. The vehicle adopts the hybrid transmission hydraulic system, which can reduce the energy consumption of the hydraulic system, improve the control accuracy of the hydraulic system, and thus improve driving comfort.

[0058] In summary, the hybrid transmission hydraulic system and vehicle provided by the embodiments of the present invention have the following beneficial effects:

[0059] The hybrid transmission hydraulic system adopts a double electric pump, and the motor 303 drives the first oil pump 301 and the second oil pump 302 which are coaxially arranged, replacing the original combination of the mechanical pump and the electric pump, realizing the decoupling of the oil pump speed from the engine or hybrid drive motor speed, avoiding unnecessary energy waste of the oil pump when the engine or hybrid drive motor is at a high speed (such as greater than 3000rpm); at the same time, the separation of the high-pressure main oil circuit and the low-pressure lubrication cooling oil circuit of the hydraulic system is realized, avoiding the energy loss caused by the cooling lubrication flow being pressurized first and then reduced, and the energy consumption is lower. At the same time, the first accumulator 7 is set on the main oil circuit, and by using the combination of the one-way valve 6 and the first accumulator 7, and setting the upper and lower limits of the working pressure of the first accumulator 7, a reasonable oil filling strategy is formulated for the first accumulator 7, avoiding the sudden change of the main oil circuit pressure caused by the clutch or shifting action during use, making the system pressure of the main oil circuit more stable, thereby improving the driving experience.

[0060] Secondly, by upgrading the high-leakage proportional pressure solenoid valve to a low-leakage proportional pressure solenoid valve, while canceling the main oil circuit pressure regulating slide valve, the main oil circuit pilot proportional pressure solenoid valve and the clutch lubrication pilot proportional pressure solenoid valve, using a combination of a one-way valve 6 and a first accumulator 7, and using accumulators in the clutch pressure regulating unit and the shift pressure regulating unit, the leakage of the valve body assembly is reduced, and the leakage of the oil circuit system is reduced. By upgrading the proportional pressure solenoid valve that uses oil leakage to adjust the pressure to a proportional pressure solenoid valve that uses valve core end pressure feedback and force balance to adjust the pressure, the pressure control accuracy is improved, the driving experience is enhanced, the risk of clutch ablation is reduced, and the pressure control accuracy is higher.

[0061] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A hybrid transmission hydraulic system, characterized in that: It comprises a hydraulic power source unit (3), a main oil circuit unit, a clutch pressure regulating unit, a shift pressure regulating unit, a shift direction regulating unit, a shift actuator and a cooling lubrication flow regulating unit; The hydraulic power source unit (3) comprises a first oil pump (301), a second oil pump (302) and a motor (303); the first oil pump (301) and the second oil pump (302) are coaxially connected, and the motor (303) is connected to the first oil pump (301) or the second oil pump (302); the oil outlet of the first oil pump (301) is connected to the main oil circuit unit, and the oil outlet of the second oil pump (302) is connected to the cooling lubrication flow regulating unit; The clutch pressure regulating unit and the shift pressure regulating unit are respectively connected to the main oil circuit unit, the shift pressure regulating unit is connected to the shift direction regulating unit, and the shift direction regulating unit is connected to the shift actuator; The main oil circuit unit is provided with a first accumulator (7), a first pressure sensor (8) and a selection valve (9); the first pressure sensor (8) is used to detect the actual pressure of the first accumulator (7); the selection valve (9) is connected to the cooling and lubricating flow regulating unit; the selection valve (9) is used to close or open according to the actual pressure, so that the hydraulic oil on the main oil circuit unit enters the first accumulator (7) or the cooling and lubricating flow regulating unit; When the actual pressure of the first accumulator (7) is less than or equal to the first preset pressure, the selector valve (9) is closed, and the hydraulic oil on the main oil circuit unit enters the first accumulator (7); when the actual pressure of the first accumulator (7) is greater than or equal to the second preset pressure, and the second preset pressure is greater than the first preset pressure, the selector valve (9) is opened, and the hydraulic oil on the main oil circuit unit enters the cooling and lubrication flow regulating unit; The clutch pressure regulating unit comprises a dual clutch (18), a separation clutch (47), an odd clutch proportional pressure solenoid valve (11), a second pressure sensor (12), a second accumulator (13), an even clutch proportional pressure solenoid valve (15), a third pressure sensor (16), a third accumulator (17), a separation clutch proportional pressure solenoid valve (44), a fourth pressure sensor (46) and a fourth accumulator (45), one end of the odd clutch proportional pressure solenoid valve (11) is connected to the first accumulator (7), and the other end is used to connect to the dual clutch (18), the second accumulator (13) is arranged between the odd clutch proportional pressure solenoid valve (11) and the dual clutch (18), and the second pressure sensor (12) is used to detect the actual pressure of the second accumulator (13); wherein the odd clutch proportional pressure solenoid valve (11) regulates the pressure of the second accumulator (13), and the regulated pressure acts on the piston chamber of the dual clutch (18) to push the dual clutch (18) to engage; One end of the even-numbered clutch proportional pressure solenoid valve (15) is connected to the first accumulator (7), and the other end is used to connect to the dual clutch (18); the third accumulator (17) is arranged between the even-numbered clutch proportional pressure solenoid valve (15) and the dual clutch (18); the third pressure sensor (16) is used to detect the actual pressure of the third accumulator (17); wherein the even-numbered clutch proportional pressure solenoid valve (15) adjusts the pressure of the third accumulator (17); the adjusted pressure acts on the piston chamber of the dual clutch (18) to push the dual clutch (18) to engage; One end of the separation clutch proportional pressure solenoid valve (44) is connected to the first accumulator (7), and the other end is used to connect to the separation clutch (47). The fourth accumulator (45) is connected to the separation clutch proportional pressure solenoid valve (44). The fourth pressure sensor (46) is used to detect the actual pressure of the fourth accumulator (45). The separation clutch proportional pressure solenoid valve (44) adjusts the pressure of the fourth accumulator (45). The adjusted pressure is used to remove the pressure acting on the piston chamber of the separation clutch (47). The separation clutch (47) is pushed to separate by the return spring of the separation clutch (47).

2. The hybrid transmission hydraulic system according to claim 1, characterized in that: The main oil circuit unit is provided with a one-way valve (6), and the one-way valve (6) is arranged between the first accumulator (7) and the selection valve (9).

3. The hybrid transmission hydraulic system according to claim 1, characterized in that: The shift pressure regulating unit comprises a first pilot proportional pressure solenoid valve (26), a fifth accumulator (27), a first slide valve (28), a second pilot proportional pressure solenoid valve (30), a sixth accumulator (31) and a second slide valve (32); the first pilot proportional pressure solenoid valve (26) is connected to the first slide valve (28), the first pilot proportional pressure solenoid valve (26) and the first slide valve (28) are respectively connected to the first accumulator (7), the fifth accumulator (27) is arranged between the first pilot proportional pressure solenoid valve (26) and the first slide valve (28), and the first slide valve (28) is connected to the shift direction regulating unit; The second pilot proportional pressure solenoid valve (30) is connected to the second slide valve (32), the second pilot proportional pressure solenoid valve (30) and the second slide valve (32) are respectively connected to the first accumulator (7), the sixth accumulator (31) is arranged between the second pilot proportional pressure solenoid valve (30) and the second slide valve (32), and the second slide valve (32) is connected to the shift direction adjustment unit.

4. The hybrid transmission hydraulic system according to claim 1, characterized in that: The shift direction regulating unit comprises a first multi-way reversing valve (37), a second multi-way reversing valve (38), a first switch solenoid valve (34) and a second switch solenoid valve (36); one end of the first switch solenoid valve (34) is connected to the first accumulator (7), and the other end is connected to the first multi-way reversing valve (37); one end of the second switch solenoid valve (36) is connected to the first accumulator (7), and the other end is connected to the second multi-way reversing valve (38); the first multi-way reversing valve (37) is connected to the second multi-way reversing valve (38), and the second multi-way reversing valve (38) is connected to the shift actuator.

5. The hybrid transmission hydraulic system according to claim 4, characterized in that: The shift actuator comprises a plurality of shift pistons (39) and a plurality of Hall displacement sensors, each of the Hall displacement sensors being mounted on one of the shift pistons (39), and the second multi-way reversing valve (38) being respectively connected to the plurality of shift pistons (39).

6. The hybrid transmission hydraulic system according to claim 1, characterized in that: The cooling and lubricating flow regulating unit comprises an oil cooler (22), an oil injection pipe (23), a dual-clutch cooling and lubricating proportional flow regulating valve (20), a safety valve (21), and a separation clutch cooling and lubricating proportional flow solenoid valve (24); the oil cooler (22) is connected to the oil outlet of the second oil pump (302), the oil injection pipe (23), the dual-clutch cooling and lubricating proportional flow regulating valve (20) and the separation clutch cooling and lubricating proportional flow solenoid valve (24) are respectively connected to the oil cooler (22), one end of the safety valve (21) is connected to the oil outlet of the second oil pump (302), and the other end is connected to the oil return port of the second oil pump (302).

7. A vehicle, characterized in that: The invention comprises a vehicle body and a hybrid transmission hydraulic system according to any one of claims 1 to 6, wherein the hybrid transmission hydraulic system is mounted on the vehicle body.

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