A hybrid hydraulic control system

Abstract

The present invention discloses a hybrid hydraulic control system, which connects the P3 motor, bearings, and P1 motor. The system includes: a lubricating oil flow control valve, a first reversing valve, a main oil pressure control valve, a lubricating pressure control valve, a second solenoid valve, a first solenoid valve, and a fuel tank. The fuel tank is connected to the main oil pressure control valve via a main oil circuit. The main oil pressure control valve is connected to the first solenoid valve via a main oil control circuit, and the first solenoid valve is connected to a test port via a first branch. The main oil pressure control valve is connected to a third branch via a second branch. The present invention enables the hybrid vehicle's fuel engine and motor to operate in pure electric, series, and parallel drive modes. The hydraulic system can also meet the cooling and lubrication flow requirements of the hybrid vehicle in various driving modes, enabling the motor to maximize its performance and improve efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of hydraulic control, and more particularly to a hybrid hydraulic control system. Background Art

[0002] Common hybrid system power sources include traditional fuel engines and electric motors. Hybrid vehicles typically use a fuel engine and electric motor as a power source, known as a "hybrid electric vehicle." This hybrid system leverages the advantages of both power sources, using electric drive at the start and the internal combustion engine at a certain speed for improved fuel efficiency. Furthermore, when maximum power is needed, both power sources can be used simultaneously for even better acceleration. Hybrid technology can effectively reduce fuel consumption at low speeds, reduce power consumption at high speeds, and alleviate range anxiety during long-distance driving.

[0003] To achieve the different modes of wheel drive between the fuel engine and electric motor, current hybrid drive systems (DHTs) mostly utilize hydraulic clutches, which offer significant advantages in terms of smoothness and controllability. The hydraulic control system converts energy into mechanical energy, transmits it through pressurized oil, and then controls the flow and pressure of the hydraulic oil to drive the hydraulic actuators to perform different tasks, controlling the engagement and disengagement of the hydraulic clutch. This allows the fuel engine to couple and decouple with the wheel under different operating conditions, resulting in hybrid vehicles with higher fuel economy and acceleration performance.

[0004] At the same time, the new generation of hybrid drive systems (DHT) mostly use oil-cooled motors with higher power density, which require a better cooling environment to better perform the motors. Therefore, it is urgent to design a hydraulic control system for the hydraulic system of the hybrid transmission to quickly and accurately control the engagement and disengagement of the clutch according to the different working conditions of the vehicle, and to meet the cooling and lubrication requirements under different working conditions.

[0005] In order to achieve smooth clutch control and effective cooling and lubrication of the motor, the present invention proposes a hybrid transmission hydraulic control system that can accurately, quickly and stably control the engagement and disengagement of the clutch, enabling the hybrid vehicle's fuel engine and motor to operate in pure electric, series and parallel driving modes. At the same time, the hydraulic system can meet the cooling and lubrication flow requirements of hybrid vehicles in various driving modes, allowing the motor to perform more effectively and improve efficiency. Summary of the Invention

[0006] In view of this, the present invention provides a hybrid hydraulic control system, which aims to solve the above-mentioned deficiencies.

[0007] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0008] A hybrid hydraulic control system, which is connected to a P3 motor, a bearing and a P1 motor, and includes: a lubricating oil flow control valve, a first reversing valve, a main oil pressure control valve, a lubricating pressure control valve, a second solenoid valve, a first solenoid valve and an oil tank; the oil tank is connected to the main oil pressure control valve through a main oil circuit; the main oil pressure control valve is connected to the first solenoid valve through a main oil control oil circuit, and the first solenoid valve is connected to a test port through a first branch; the main oil pressure control valve is connected to a third branch through a second branch, and the two ends of the third branch are respectively connected to the second solenoid valve and the test port; the second solenoid valve is connected to the reversing valve through a clutch oil circuit; the first reversing valve is connected to the lubricating pressure control valve through a fourth branch, and the lubricating pressure control valve is respectively connected to the clutch and the oil tank; the first reversing valve is connected to the clutch cylinder through a fifth branch; the main oil pressure control valve is connected to the clutch cylinder through a sixth branch It is connected to the lubricating oil flow control valve; the lubricating oil flow control valve is connected to the P1 motor through the seventh branch; the lubricating oil flow control valve is also connected to the eighth branch, and the end of the eighth branch away from the lubricating oil flow control valve is respectively connected to the P3 motor and the bearing; the eighth branch is connected to the seventh branch through the ninth branch; the main oil pressure control valve is connected to the eighth branch through the tenth branch; the tenth branch is connected to the pipeline between the lubricating pressure control valve and the clutch through the eleventh branch; the main oil circuit is connected to the twelfth branch, and the end of the twelfth branch away from the main oil circuit is connected to the thirteenth branch and the fourteenth branch; the end of the thirteenth branch away from the twelfth branch and the end of the fourteenth branch away from the twelfth branch are jointly connected to the lubricating oil circuit; the end of the lubricating oil circuit away from the fourteenth branch is connected to the eleventh branch.

[0009] Preferably, the fifth branch is connected to a pressure sensor.

[0010] Preferably, the fourteenth branch is connected to a high-pressure pump.

[0011] Preferably, the main oil circuit to which the twelfth branch is connected to the main oil pressure control valve is connected and is connected to a low-pressure pump.

[0012] Preferably, a third solenoid valve is connected to the main oil circuit where the twelfth branch is connected to the oil tank.

[0013] Preferably, the lubricating oil circuit is connected to a first one-way valve.

[0014] Preferably, the thirteenth branch is connected to a second one-way valve.

[0015] Preferably, a third one-way valve is connected between the lubricating oil circuit and the third branch.

[0016] Preferably, the third branch is connected to a fourth one-way valve; the fourth one-way valve is located between the third one-way valve and the second branch.

[0017] Compared with the prior art, the present invention has achieved the following technical effects:

[0018] The mechanical pump provides the flow required for the clutch cylinder to move. At the same time, the excess flow and the output flow of the electric pump together provide cooling and lubrication, improving the working efficiency of the system.

[0019] The hydraulically controlled reversing valve and the second solenoid valve (direct drive) work in coordination to realize the oil filling and oil return of the clutch 19 cylinder. The dual control structure ensures reliable oil leakage of the cylinder and prevents malfunction of the cylinder.

[0020] By utilizing the coordinated work of the first solenoid valve and the lubrication flow control valve, the cooling and lubrication flow of the P1 motor can be turned on and off, and the cooling and lubrication flow of the P1 motor can be regulated under different working conditions and temperatures, thereby increasing the cooling and lubrication flow of the P3 motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a structural schematic diagram of a hybrid hydraulic control system of the present invention;

[0022] Figure 2 A schematic diagram of a pure electric mode of a hybrid hydraulic control system of the present invention;

[0023] Figure 3 A schematic diagram of a series mode of a hybrid hydraulic control system of the present invention;

[0024] Figure 4 A schematic diagram of a parallel mode of a hybrid hydraulic control system of the present invention;

[0025] In the picture:

[0026] 1-P3 motor; 2-bearing; 3-P1 motor; 4-lubricating oil flow control valve; 5-first reversing valve; 6-main oil pressure control valve; 7-lubricating pressure control valve; 8-second solenoid valve; 9-first solenoid valve; 10-oil tank; 11-main oil circuit; 111-low-pressure pump; 112-third solenoid valve; 12-main oil circuit control oil circuit; 13-first branch; 14-test port; 15-second branch; 16-third branch; 161-fourth one-way valve; 17-clutch oil circuit; 171- First branch; 18-fourth branch; 19-clutch; 21-fifth branch; 211-pressure sensor; 22-clutch cylinder; 23-sixth branch; 24-seventh branch; 25-eighth branch; 26-ninth branch; 27-tenth branch; 28-eleventh branch; 29-twelfth branch; 30-thirteenth branch; 301-second one-way valve; 31-fourteenth branch; 311-high-pressure pump; 32-lubricating oil circuit; 321-first one-way valve; 33-third one-way valve. DETAILED DESCRIPTION

[0027] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0028] Example

[0029] Reference Figure 1-4 A hybrid hydraulic control system is shown, which is connected to the P3 motor 1, the bearing 2 and the P1 motor 3. The system includes: a lubricating oil flow control valve 4, a first reversing valve 5, a main oil pressure control valve 6, a lubricating pressure control valve 7, a second solenoid valve 8, a first solenoid valve 9 and an oil tank 10, wherein the oil tank 10 is connected to the main oil pressure control valve 6 through a main oil circuit 11, the main oil pressure control valve 6 is connected to the first solenoid valve 9 through a main oil control oil circuit 12, and the first solenoid valve 9 is connected to a test port 14 through a first branch circuit 13.

[0030] The main oil pressure control valve 6 is connected to the third branch 16 through the second branch 15. The two ends of the third branch 16 are respectively connected to the second solenoid valve 8 and the test port 14. The second solenoid valve 8 is connected to a reversing valve 5 through the clutch oil circuit 17. The first reversing valve 5 is connected to the lubrication pressure control valve 7 through the fourth branch 18. The lubrication pressure control valve 7 is respectively connected to the clutch 19 and the oil tank 10. The first reversing valve 5 is connected to the clutch cylinder 22 through the fifth branch 21, and the fifth branch 21 is connected to the pressure sensor 211.

[0031] The main oil pressure control valve 6 is connected to the lubricating oil flow control valve 4 via the sixth branch 23, and the lubricating oil flow control valve 4 is connected to the P1 motor 3 via the seventh branch 24. The lubricating oil flow control valve 4 is also connected to the eighth branch 25. The end of the eighth branch 25 away from the lubricating oil flow control valve 4 is connected to the P3 motor 1 and the bearing 2 respectively. The eighth branch 25 is connected to the seventh branch 24 via the ninth branch 26. The main oil pressure control valve 6 is connected to the eighth branch 25 via the tenth branch 27. The tenth branch 27 is connected to the pipeline between the lubricating pressure control valve 7 and the clutch 19 via the eleventh branch 28.

[0032] The main oil circuit 11 is connected to the twelfth branch 29, and the end of the twelfth branch 29 away from the main oil circuit 11 is connected to the thirteenth branch 30 and the fourteenth branch 31. The end of the thirteenth branch 30 away from the twelfth branch 29 and the end of the fourteenth branch 31 away from the twelfth branch 29 are commonly connected to the lubricating oil circuit 32. The twelfth branch 29 is connected to the main oil circuit 11 connected to the main oil pressure control valve 6, and the fourteenth branch 31 is connected to the high-pressure pump 311. The end of the lubricating oil circuit 32 away from the fourteenth branch 31 is connected to the eleventh branch 28.

[0033] In this embodiment, the lubricating oil circuit 32 is connected to a first one-way valve 321, the thirteenth branch circuit 30 is connected to a second one-way valve 301, and a third one-way valve 33 is connected between the lubricating oil circuit 32 and the third branch circuit 16. The twelfth branch circuit 29 is connected to the main oil circuit 11 connected to the oil tank 10, and a third solenoid valve 112 is connected to the main oil circuit 11.

[0034] The third branch 16 is connected to a fourth one-way valve 161 . The fourth one-way valve 161 is located between the third one-way valve 33 and the second branch 15 .

[0035] Engagement control of the clutch 19: First, the speed difference at both ends of the clutch cylinder 22 must be controlled to between 50rpm-200rpm, and then the pressure of the first solenoid valve 9 is controlled to increase the pressure of the main oil circuit 11 and the main oil control oil circuit 12 to the range of 25N-33N, overcoming the spring force and the inertia of the first reversing valve 5 core to move it until the first branch 171 of the clutch 19 oil circuit 17 is opened and connected to the fifth branch 21 of the clutch 19 oil circuit 17. Secondly, the clutch 19 is engaged by regulating the output pressure of the second solenoid valve 8, and the actual clutch 19 pressure is monitored by the pressure sensor 211 and fed back to the controller in real time to achieve closed-loop control.

[0036] Clutch 19 disengagement control: The clutch 19 can be disengaged by regulating the output pressure of the second solenoid valve 8 or the output pressure of the first solenoid valve 9, and the actual clutch 19 pressure is fed back or closed-loop controlled through the pressure sensor 211.

[0037] The beneficial effects of the present invention are as follows: the first reversing valve 5 and the second solenoid valve 8 (direct drive) are used in conjunction to achieve oil filling and oil return to the clutch 19 cylinder. The dual control structure ensures reliable oil leakage from the cylinder and prevents malfunction of the cylinder. At the same time, the third solenoid valve and the second reversing valve are used in conjunction to achieve switching of the multi-speed clutch 19 and interlock the multi-speed clutches 19, preventing simultaneous operation of the clutches 19 and ensuring driving safety.

[0038] The cooling oil circuit includes a high-pressure pump 311 , a low-pressure pump 111 , a first one-way valve 321 , a lubricating pressure control valve 7 , and a lubricating flow control valve. The oil outlet of the hydraulic oil supply device (oil tank 10 ) is connected to the oil inlet of the low-pressure pump 111 .

[0039] Cooling and lubricating flow is provided: the flow of the lubricating oil circuit 32 is provided simultaneously by the flow oil circuit overflowing from the fourth port of the main oil pressure control valve 6 through the output flow of the low-pressure pump 111 and the high-pressure pump 311.

[0040] Pressure control of cooling and lubricating oil circuit:

[0041] A) Operating Condition 1 - Pure Electric Mode. Pure electric mode is defined as the vehicle wheel end is driven by the drive motor, which is powered by the battery. At this time, the engine does not participate in the drive, so the high-pressure pump 311 does not work, the low-pressure pump 111 provides lubrication flow as the wheel end rotates, and the clutch 19 is not engaged. At this time, there are two ways to control the lubrication branch pressure: Figure 2 As shown, Figure 2 The medium-thick solid line represents mechanical transmission, the thin solid line represents the pure electric mode driving route, and the dotted line represents electrical transmission.

[0042] The functional oil circuit passes through the low-pressure pump 111, connects and opens the first one-way valve 321, the lubricating oil circuit 32, the eleventh branch 28, and provides cooling flow to the P3 motor 1 and bearing 2 through the eighth branch 25. At the same time, it provides cooling flow to the P1 motor through the damping hole and the tenth branch 27;

[0043] The functional oil circuit connects and opens the first one-way valve 321 and the lubricating oil circuit 32 through the low-pressure pump 111, opening the fourth one-way valve 161. The third one-way valve 33 acts as a reverse non-conducting valve. Under low-temperature conditions, the second solenoid valve 8 is controlled to keep the hydraulic control valve of the second solenoid valve 8 in the right position, connecting the clutch 19. The fourth branch 18 of the clutch 19 is connected to the branch of the oil circuit of the P1 motor 3 through the clutch 19 and the first reversing valve 5. The fourth branch 18 of the clutch 19 oil circuit acts on the first reversing valve 5 of the lubricating pressure, opening the control valve of the first reversing valve 5 of the lubricating pressure, thereby reducing the pressure of the lubricating oil circuit under low-temperature conditions.

[0044] B) Operating Condition 2 - Series Mode. Series mode is defined as the vehicle's wheel end being driven by a drive motor, which in turn generates electricity from a generator. The engine is operating to charge the generator, which in turn provides power to the drive motor. Therefore, when the high-pressure pump 311 and the low-pressure pump 111 are in operation, and the clutch 19 and clutch cylinder 22 are not engaged, there are three lubrication branch pressure control options: Figure 3 As shown, Figure 3 The thick solid line is the mechanical transmission, the thin solid line is the power generation mode drive route, and the dotted line is the electrical transmission.

[0045] 1. The oil outlet of the high-pressure pump 311 is connected to the main oil circuit 11, acting on the system control valve, and at the same time controlling the first solenoid valve 9, opening the system control valve and connecting the lubrication and cooling branch to provide flow to the P3 motor 1, bearing 2, and P1 motor 3 respectively;

[0046] 2. The second lubrication and cooling branch under this working condition is the same as A);

[0047] 3. Control the first solenoid valve 9, keep its hydraulic control valve part in the right position, open the oil circuit and open the lubricating oil flow control valve 4, and pass the excess flow of the P3 motor 1 and bearing 2 branches through the lubrication cooling control valve to provide cooling flow for the P1 motor;

[0048] C) Working condition 3 - parallel mode, defined as the situation where the engine directly drives the wheel end through the clutch 19 or the engine and the drive motor drive the wheel end simultaneously. At this time, the engine is working, so the high-pressure pump 311 and the low-pressure pump 111 are both in working state. When the clutch 19 and the clutch cylinder 22 are in the engaged state, there are two ways to control the lubrication branch pressure: the same as A)-2 and B)-1 / 2, such as Figure 4 As shown, Figure 4 The thick solid line is the mechanical transmission, the thin solid line is the power generation mode drive route, and the dotted line is the electrical transmission.

[0049] A hybrid hydraulic system of the present invention adopts the coordinated work of a hydraulically controlled reversing valve and a second solenoid valve (direct drive) to realize oil filling and oil return of the cylinder. Through the dual control structure, reliable oil leakage of the cylinder is ensured to prevent malfunction of the cylinder.

[0050] A hybrid hydraulic system of the present invention utilizes the coordinated operation of a first solenoid valve and a lubrication flow control valve to enable and disable the cooling and lubrication flow of the P1 motor, thereby regulating the cooling and lubrication flow of the P1 motor in different operating states and increasing the cooling and lubrication flow of the P3 motor. A mechanical pump provides the flow required for the clutch 19 oil cylinder operation, while the excess flow is combined with the output flow of the electric pump to provide cooling and lubrication, thereby improving the operating efficiency of the system. The coordinated operation of the first solenoid valve and the lubrication flow control valve enables and disables the cooling and lubrication flow of the P1 motor, thereby regulating the cooling and lubrication flow of the P1 motor in different temperatures, thereby increasing the cooling and lubrication flow of the P3 motor and improving the cooling effect of the P3 motor.

[0051] The above description is merely a preferred embodiment of the present invention and does not limit the technical scope of the present invention. Therefore, any minor modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A hybrid hydraulic control system, the system is connected to a P3 motor (1), a bearing (2) and a P1 motor (3), characterized in that: The system comprises: a lubricating oil flow control valve (4), a first reversing valve (5), a main oil pressure control valve (6), a lubricating pressure control valve (7), a second solenoid valve (8), a first solenoid valve (9) and an oil tank (10); The oil tank (10) is connected to the main oil pressure control valve (6) through a main oil circuit (11); The main oil pressure control valve (6) is connected to the first solenoid valve (9) through a main oil control oil circuit (12), and the first solenoid valve (9) is connected to a test port (14) through a first branch circuit (13); The main oil pressure control valve (6) is connected to a third branch (16) via a second branch (15), and both ends of the third branch (16) are respectively connected to the second solenoid valve (8) and the test port (14); The second solenoid valve (8) is connected to the first reversing valve (5) through a clutch oil circuit (17); The first reversing valve (5) is connected to the lubricating pressure control valve (7) via a fourth branch (18), and the lubricating pressure control valve (7) is connected to the clutch (19) and the oil tank (10) respectively; The first reversing valve (5) is connected to a clutch oil cylinder (22) via a fifth branch (21); The main oil pressure control valve (6) is connected to the lubricating oil flow control valve (4) via a sixth branch (23); The lubricating oil flow control valve (4) is connected to the P1 motor (3) via a seventh branch (24); the lubricating oil flow control valve (4) is further connected to an eighth branch (25); an end of the eighth branch (25) away from the lubricating oil flow control valve (4) is respectively connected to the P3 motor (1) and the bearing (2); the eighth branch (25) is connected to the seventh branch (24) via a ninth branch (26); The main oil pressure control valve (6) is connected to the eighth branch (25) through the tenth branch (27); the tenth branch (27) is connected to the pipeline between the lubrication pressure control valve (7) and the clutch (19) through the eleventh branch (28); The main oil circuit (11) is connected to a twelfth branch circuit (29), and an end of the twelfth branch circuit (29) away from the main oil circuit (11) is connected to a thirteenth branch circuit (30) and a fourteenth branch circuit (31); An end of the thirteenth branch (30) away from the twelfth branch (29) and an end of the fourteenth branch (31) away from the twelfth branch (29) are connected to a lubricating oil circuit (32); an end of the lubricating oil circuit (32) away from the fourteenth branch (31) is connected to the eleventh branch (28).

2. A hybrid hydraulic control system according to claim 1, characterized in that: The fifth branch (21) is connected to a pressure sensor (211).

3. The hybrid hydraulic control system according to claim 1, characterized in that: The fourteenth branch (31) is connected to a high-pressure pump (311).

4. The hybrid hydraulic control system according to claim 1, characterized in that: The main oil circuit (11) connected to the twelfth branch (29) and the main oil pressure control valve (6) is connected to a low-pressure pump (111).

5. The hybrid hydraulic control system according to claim 1, characterized in that: The twelfth branch (29) is connected to the main oil circuit (11) connected to the oil tank (10) and is connected to a third solenoid valve (112).

6. The hybrid hydraulic control system according to claim 1, characterized in that: The lubricating oil circuit (32) is connected to a first one-way valve (321).

7. The hybrid hydraulic control system according to claim 1, characterized in that: The thirteenth branch (30) is connected to a second one-way valve (301).

8. The hybrid hydraulic control system according to claim 1, characterized in that: A third one-way valve (33) is connected between the lubricating oil circuit (32) and the third branch circuit (16).

9. The hybrid hydraulic control system according to claim 8, characterized in that: The third branch (16) is connected to a fourth one-way valve (161); the fourth one-way valve (161) is located between the third one-way valve (33) and the second branch (15).

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