Hydraulic System for Hybrid Transmission and Vehicle

Abstract

The present disclosure provides a hydraulic system for a hybrid transmission and an automobile, belonging to the field of automotive structural components. The hydraulic system includes a first driving pump, a second driving pump, a high-pressure oil circuit, a low-pressure oil circuit, and a control valve group; the first driving pump is used to be connected to a driving motor of the automobile; the second driving pump is used to be connected to an engine of the automobile; the high-pressure oil circuit is used to supply oil to high-pressure driving components in the hybrid transmission; the low-pressure oil circuit is connected to the second driving pump and is used to direct the hydraulic oil pumped by the second driving pump to lubricated components in the hybrid transmission; the control valve group is respectively connected to the first driving pump, the high-pressure oil circuit, and the low-pressure oil circuit, and the control valve group is used to control whether the first driving pump supplies oil to the high-pressure oil circuit and the low-pressure oil circuit. Through the hydraulic system, the present disclosure can enable the hybrid transmission to provide appropriate hydraulic oil according to the actual working conditions of the automobile.

Description

Technical Field

[0001] The present disclosure belongs to the field of automotive structural components, and particularly relates to a hydraulic system for a hybrid transmission and an automobile. Background Art

[0002] The transmission of a hybrid vehicle, simply referred to as a hybrid transmission, is a transmission system that couples the power of an engine and an electric motor in a certain manner and can achieve speed change and torque change. To ensure the normal use of the hybrid transmission, it is often necessary to forcibly cool or lubricate the components to be lubricated in the hybrid transmission (such as an overheated electric motor or shaft and gear components, etc.) through a hydraulic system, and at the same time, it is also necessary to drive high-pressure driving components (such as a clutch, a parking structure, etc.).

[0003] In the related art, the hydraulic system of a hybrid transmission includes: a hydraulic pump and a hydraulic control valve. Among them, the hydraulic pump is driven by the engine to pump hydraulic oil. The hydraulic pump converts its own mechanical energy into the pressure energy of the hydraulic oil, and the hydraulic control valve controls the pressure, flow rate, and flow direction of the hydraulic oil, and transmits the hydraulic oil output by the hydraulic pump to both the high-pressure driving components and the components to be lubricated of the automobile at the same time.

[0004] However, for medium and high-speed working conditions, the engine and the electric motor of the automobile act as power sources to drive the automobile together. At this time, the hydraulic pump is driven by the engine and has a high speed, resulting in an oversupply of hydraulic oil, which affects the fuel-saving rate of the automobile. In the low-speed working condition mode, the automobile mainly relies on the electric motor as the power source, and the speed of the engine is greatly reduced. Correspondingly, the speed of the hydraulic pump in the hydraulic system is also greatly reduced, and the flow rate of the hydraulic oil decreases. In this way, it is very likely that the demand for cooling and lubricating oil cannot be met, easily causing the electric motor to overheat and limit the power, which affects the drivability. Summary of the Invention

[0005] An embodiment of the present disclosure provides a hydraulic system for a hybrid transmission and an automobile, which can enable the hybrid transmission to provide appropriate hydraulic oil according to the operating conditions of the automobile. The technical solution is as follows:

[0006] An embodiment of the present disclosure provides a hydraulic system for a hybrid transmission. The hydraulic system includes a first driving pump, a second driving pump, a high-pressure oil circuit, a low-pressure oil circuit, and a control valve group; the first driving pump is used to be connected to the driving electric motor of the automobile; the second driving pump is used to be connected to the engine of the automobile; the high-pressure oil circuit is used to supply oil to the high-pressure driving components in the hybrid transmission; the low-pressure oil circuit is connected to the second driving pump and is used to direct the hydraulic oil pumped by the second driving pump to the components to be lubricated in the hybrid transmission; the control valve group is respectively connected to the first driving pump, the high-pressure oil circuit, and the low-pressure oil circuit, and the control valve group is used to control whether the first driving pump supplies oil to the high-pressure oil circuit and the low-pressure oil circuit.

[0007] In yet another implementation of the present disclosure, the control valve group includes a first control valve and a second control valve. A first oil port of the first control valve is communicated with an oil outlet of the first driving pump, and a second oil port of the first control valve is communicated with the low-pressure oil circuit; a first oil port of the second control valve is communicated with the oil outlet of the first driving pump, and a second oil port of the second control valve is communicated with the high-pressure oil circuit.

[0008] In yet another implementation of the present disclosure, the control valve group further includes a first regulating valve. A first oil port of the first regulating valve is communicated with the oil outlet of the first driving pump, and a second oil port of the first regulating valve is communicated with a control oil port of the first control valve.

[0009] In yet another implementation of the present disclosure, the control valve group further includes a second regulating valve. A first oil port of the second regulating valve is communicated with the oil outlet of the first driving pump, and a second oil port of the second regulating valve is communicated with a control oil port of the second control valve.

[0010] In yet another implementation of the present disclosure, the control valve group further includes a pressure reducing valve. The pressure reducing valve is connected between the first driving pump and the low-pressure oil circuit. A first oil port of the pressure reducing valve is communicated with the oil outlet of the first driving pump, a second oil port of the pressure reducing valve is communicated with the low-pressure oil circuit, and a control oil port of the pressure reducing valve is communicated with its own first oil port.

[0011] In yet another implementation of the present disclosure, the control valve group further includes a third control valve. The third control valve is connected between the first driving pump and the second control valve and the pressure reducing valve; a first oil port of the third control valve is communicated with the oil outlet of the first driving pump, a second oil port of the third control valve is respectively communicated with a first oil port of the second control valve and a first oil port of the pressure reducing valve, and a control oil port of the third control valve is communicated with a first oil port of the first regulating valve; at the same moment, one of the third control valve and the first control valve is opened, and the other of the third control valve and the first control valve is closed.

[0012] In yet another implementation of the present disclosure, the hydraulic system further includes a first check valve. An oil inlet of the first check valve is communicated with an oil inlet of the first driving pump, and an oil outlet of the first check valve is communicated with the oil outlet of the first driving pump.

[0013] In yet another implementation of the present disclosure, the hydraulic system further includes a filter. An oil inlet of the filter is communicated with an oil outlet of the fuel tank, and an oil outlet of the filter is respectively communicated with an oil inlet of the first driving pump and an oil inlet of the second driving pump.

[0014] In still another implementation manner of the present disclosure, the hydraulic system further includes a second one-way valve. The second one-way valve is connected between the second driving pump and the low-pressure oil path. The oil inlet of the second one-way valve communicates with the oil outlet of the second driving pump, and the oil outlet of the second one-way valve communicates with the low-pressure oil path.

[0015] In still another implementation manner of the present disclosure, a vehicle is further provided. The vehicle includes a motor, an engine, a transmission, and the above-mentioned hydraulic system. Both the motor and the engine are connected to the transmission, and the hydraulic system is connected to the housing of the transmission.

[0016] The beneficial effects brought by the technical solution provided by the embodiments of the present disclosure are as follows:

[0017] Since the hydraulic system includes a first driving pump and a second driving pump, and the first driving pump is driven by a driving motor, and the second driving pump is driven by an engine, the operating states of the first driving pump and the second driving pump can be correspondingly controlled in combination with different working conditions of the vehicle, and further whether the two pump out hydraulic oil can be controlled.

[0018] Moreover, because the hydraulic system includes a control valve group, and the control valve group is respectively connected to the first driving pump, the high-pressure oil path and the low-pressure oil path, the hydraulic oil pumped out by the first driving pump and the second driving pump can be correspondingly transported to the components to be lubricated and the high-pressure driving components according to different working conditions of the vehicle by controlling the control valve group. Finally, the vehicle can supply hydraulic oil to the components to be lubricated and the high-pressure driving components in combination with its own working conditions.

[0019] In summary, the hydraulic system can pump hydraulic oil for the low-pressure cooling and lubricating components to cool according to the actual working conditions of the vehicle, and at the same time, it can pump hydraulic oil for the high-pressure driving components according to the requirements of the high-pressure driving components to meet the requirements of the high-pressure driving components, improve the transmission requirements of the transmission and the fuel-saving rate of the vehicle, and reduce the loss of the motor in the transmission. Description of the Drawings

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings required for the description of the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present disclosure. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0021] Figure 1 It is a control schematic diagram of a hydraulic system for a hybrid transmission provided by an embodiment of the present disclosure;

[0022] Figure 2It is another control schematic diagram of the hydraulic system for a hybrid transmission provided by an embodiment of the present disclosure;

[0023] Figure 3 It is an oil circuit diagram of the vehicle under the condition of moving forward without high - pressure demand provided by an embodiment of the present disclosure;

[0024] Figure 4 It is an oil circuit diagram of the vehicle under the condition of moving forward with high - pressure demand preparation and the engine not working provided by an embodiment of the present disclosure;

[0025] Figure 5 It is an oil circuit diagram of the vehicle under the condition of moving forward with high - pressure demand preparation and the engine starting to work provided by an embodiment of the present disclosure;

[0026] Figure 6 It is an oil circuit diagram of the vehicle under the condition of moving forward with high - pressure demand provided by an embodiment of the present disclosure;

[0027] Figure 7 It is an oil circuit diagram of the reverse gear condition provided by an embodiment of the present disclosure.

[0028] The meanings represented by each symbol in the figure are as follows:

[0029] 1. First driving pump; 2. Second driving pump; 3. High - pressure oil circuit; 4. Low - pressure oil circuit;

[0030] 5. Control valve group; 51. First control valve; 52. Second control valve; 53. First regulating valve; 54. Second regulating valve; 55. Third control valve; 56. Pressure reducing valve;

[0031] 6. First check valve; 7. Filter; 8. Second check valve; 9. Third check valve;

[0032] 101. First component to be lubricated; 102. Second component to be lubricated; 201. High - pressure driving component;

[0033] 100. Driving motor; 200. Engine; 300. Damping hole. Detailed implementation manners

[0034] To make the objectives, technical solutions and advantages of the present disclosure clearer, the embodiments of the present disclosure will be further described in detail below in conjunction with the accompanying drawings.

[0035] An embodiment of the present disclosure provides a hydraulic system for a hybrid transmission, as Figure 1As shown in the figure, the hydraulic system includes a first driving pump 1, a second driving pump 2, a high-pressure oil circuit 3, a low-pressure oil circuit 4, and a control valve group 5. The first driving pump 1 is used to connect to the driving motor 100 of the vehicle. The second driving pump 2 is used to connect to the engine 200 of the vehicle. The high-pressure oil circuit 3 is used to supply oil to the high-pressure driving components in the hybrid transmission. The low-pressure oil circuit 4 is connected to the second driving pump 2 and is used to direct the hydraulic oil pumped by the second driving pump 2 to the components to be lubricated in the hybrid transmission. The control valve group 5 is respectively connected to the first driving pump 1, the high-pressure oil circuit 3, and the low-pressure oil circuit 4. The control valve group 5 is used to control whether the first driving pump 1 supplies oil to the high-pressure oil circuit 3 and the low-pressure oil circuit 4.

[0036] Since the hydraulic system includes the first driving pump 1 and the second driving pump 2, and the first driving pump 1 is driven by the driving motor 100, and the second driving pump 2 is driven by the engine 200, the operating states of the first driving pump 1 and the second driving pump 2 can be correspondingly controlled in combination with different operating conditions of the vehicle, and then whether the two pump out hydraulic oil can be controlled.

[0037] Also, because the control valve group 5 is included in the hydraulic system, and the control valve group 5 is respectively connected to the first driving pump 1, the high-pressure oil circuit 3, and the low-pressure oil circuit 4, the hydraulic oil pumped out by the first driving pump 1 and the second driving pump 2 can be correspondingly transported to the components to be lubricated and the high-pressure driving components according to different operating conditions of the vehicle by controlling the control valve group 5, and finally the vehicle can supply hydraulic oil to the components to be lubricated and the high-pressure driving components in combination with its own operating conditions.

[0038] In summary, the hydraulic system can pump hydraulic oil to the low-pressure cooling and lubricating components for cooling according to the actual operating conditions of the vehicle, and at the same time can pump hydraulic oil to the high-pressure driving components according to the requirements of the high-pressure driving components to meet the requirements of the high-pressure driving components, improve the transmission requirements of the transmission and the fuel-saving rate of the vehicle, and reduce the loss of the motor in the transmission.

[0039] Exemplarily, the high-pressure driving component 201 can be a clutch or the like. After the hydraulic oil drives the clutch to act, the engine can be engaged with the hybrid transmission so that the engine serves as the power source of the vehicle. The components to be lubricated can be shaft and gear components, driving motors (also known as electric motors), auxiliary motors, and clutches in the transmission.

[0040] In addition, both the first driving pump 1 and the second driving pump 2 are mechanical pumps, which is convenient for coupling with the driving motor or the engine to operate under the drive of the driving motor or the engine.

[0041] Figure 2 It is the control schematic diagram of another hydraulic system for a hybrid transmission provided by an embodiment of the present disclosure. In combination with Figure 2, Exemplarily, the components to be lubricated include a first component to be lubricated 101 and a second component to be lubricated 102. The first component to be lubricated 101 includes a shaft gear component, and the second component to be lubricated 102 includes a driving motor and an auxiliary motor, etc. Among them, the driving motor is responsible for driving to provide power for the vehicle, and the auxiliary motor is used to cooperate with the engine to work, support the start and stop of the engine, and can also charge the vehicle's battery pack. The auxiliary motor cannot directly drive the vehicle. For example, when the driving motor of the vehicle runs out of power, the auxiliary motor will be driven by the engine to charge the battery pack, and then supply power to the driving motor through the battery pack.

[0042] In the embodiments of the present disclosure, different operating conditions of the vehicle can be simply divided into a forward operating condition and a reverse gear operating condition according to whether the vehicle is moving forward or backward. The forward operating condition of the vehicle can be further divided in combination with the vehicle's driving speed. For example, when the vehicle is traveling at a high speed, at this time, both the driving motor and the engine act as power sources, that is, the vehicle is in a condition with high-voltage requirements. When the vehicle is traveling at a low speed, at this time, only the driving motor serves as the power source of the vehicle (that is, the vehicle is in a pure electric mode), that is, the vehicle is in a condition without high-voltage requirements. When the vehicle is traveling at a low speed but needs to accelerate to a high speed, at this time, the engine needs to be ready to provide power to the vehicle at any time (the engine has not yet provided power to the vehicle), and the clutch needs to be prepared for engagement, that is, the vehicle is in a condition with high-voltage preparation requirements. In addition, the condition with high-voltage preparation requirements of the vehicle can include two situations. The first situation is that the engine is in a working state and the engine starts to run. The second situation is that the engine is in a non-working state, that is, the engine is not running.

[0043] It can be seen from this that the operating conditions of the vehicle can be divided into the above five types. The first type is the condition where the vehicle is moving forward and there is no high-voltage requirement. The second type is the condition where the vehicle is moving forward and there is a high-voltage requirement preparation and the engine is not working. The third type is the condition where the vehicle is moving forward and there is a high-voltage requirement preparation and the engine starts to work. The fourth type is the condition where the vehicle is moving forward and there is a high-voltage requirement. The fifth type is the condition where the vehicle is in reverse gear.

[0044] When the vehicle is in reverse gear, the driving motor does not work, and only the engine provides power for the vehicle.

[0045] Continue to refer to Figure 2 , Optionally, the control valve group 5 includes a first control valve 51 and a second control valve 52. The first oil port of the first control valve 51 is communicated with the oil outlet of the first driving pump 1, and the second oil port of the first control valve 51 is communicated with the low-pressure oil circuit 4. The first oil port of the second control valve 52 is communicated with the oil outlet of the first driving pump 1, and the second oil port of the second control valve 52 is communicated with the high-pressure oil circuit 3.

[0046] The control valve group 5 is configured as above, so that the first drive pump 1 can be connected to the low-pressure oil circuit 4 through the first control valve 51, and thus whether to supply oil to the low-pressure oil circuit 4 can be controlled by controlling the opening and closing of the first control valve 51. Similarly, the first drive pump 1 can be connected to the high-pressure oil circuit 3 through the second control valve 52, and thus whether to supply oil to the high-pressure oil circuit 3 can be controlled by controlling the opening and closing of the second control valve 52.

[0047] In the embodiments of the present disclosure, both the first control valve 51 and the second control valve 52 are hydraulic control two-position three-way proportional directional valves. In this way, the opening degrees of the first control valve 51 and the second control valve 52 can be adjusted steplessly. In other embodiments, the first control valve 51 and the second control valve 52 may not be proportional directional valves. At this time, the first control valve 51 and the second control valve 52 are used as on-off valves, and can control whether their second oil ports are connected to the high-pressure oil circuit 3 or the low-pressure oil circuit 4.

[0048] Optionally, when the first control valve 51 is a hydraulic control valve (such as a hydraulic control two-position three-way proportional directional valve), the control valve group 5 further includes a first regulating valve 53. The first oil port of the first regulating valve 53 is connected to the oil outlet of the first drive pump 1, and the second oil port of the first regulating valve 53 is connected to the control oil port of the first control valve 51.

[0049] In the above implementation, the first regulating valve 53 is used to control the opening degree of the first control valve 51, and further control the flow rate and pressure of the hydraulic oil flowing out of the first control valve 51, and finally provide hydraulic oil with different flow rates for the low-pressure oil circuit 4.

[0050] Optionally, when the second control valve 52 is a hydraulic control valve (such as a hydraulic control two-position three-way proportional directional valve), the control valve group 5 further includes a second regulating valve 54. The first oil port of the second regulating valve 54 is connected to the oil outlet of the first drive pump 1, and the second oil port of the second regulating valve 54 is connected to the control oil port of the second control valve 52.

[0051] In the above implementation, the second regulating valve 54 is used to control the opening degree of the second control valve 52, and further control the flow rate and pressure of the hydraulic oil flowing out of the second control valve 52, and finally provide hydraulic oil with different flow rates for the high-pressure oil circuit 3.

[0052] Exemplarily, the first regulating valve 53 is an electromagnetic two-position three-way proportional directional valve. In this way, the opening degree of the first regulating valve 53 can be controlled by controlling the magnitude of the current, so as to adjust the spool position of the first control valve 51 steplessly.

[0053] Similarly, the second regulating valve 54 is an electromagnetic two-position three-way proportional directional valve. In this way, the opening degree of the second regulating valve 54 can be controlled by controlling the magnitude of the current, so as to adjust the spool position of the second control valve 52 steplessly.

[0054] Optionally, the control valve group 5 further includes a pressure reducing valve 56. The pressure reducing valve 56 is connected between the first driving pump 1 and the low-pressure oil circuit 4. The first oil port of the pressure reducing valve 56 is communicated with the oil outlet of the first driving pump 1, the second oil port of the pressure reducing valve 56 is communicated with the low-pressure oil circuit 4, and the control oil port of the pressure reducing valve 56 is communicated with its own first oil port.

[0055] In the above implementation, since the oil pressure at the first oil port of the pressure reducing valve 56 is the same as that at the first oil port of the second control valve 52, the pressure reducing valve 56 can be used to maintain the magnitude of the oil pressure ready to flow into the second control valve 52, so as to make preparations in advance for the high-pressure preparation requirements of the vehicle.

[0056] Since the control oil port of the pressure reducing valve 56 is communicated with its own first oil port, the position of the spool of the pressure reducing valve 56 can be controlled according to the oil pressure at the first oil port to control whether the first oil port and the second oil port of the pressure reducing valve 56 are communicated (opened).

[0057] For example, when the vehicle has a high-pressure preparation requirement, at this time, it is necessary to supply oil to the lubricated parts through the pressure reducing valve 56. When the oil pressure of the hydraulic oil pumped out by the first driving pump 1 is less than the spring force setting value of the pressure reducing valve 56, the first oil port and the second oil port of the pressure reducing valve 56 are not communicated, indicating that the lubricated parts cannot be supplied with oil through the pressure reducing valve 56, and it is necessary to continue to increase the oil pressure of the hydraulic oil pumped out by the first driving pump 1. In this way, the oil pressure ready to flow into the second control valve 52 can be increased, that is, the pressure reducing valve 56 can be used to limit the oil pressure ready to flow into the second control valve 52 to be not less than the set value.

[0058] When the oil pressure of the hydraulic oil pumped by the first driving pump 1 is greater than the spring force setting value of the pressure reducing valve 56, the pressure reducing valve 56 is opened. According to the working principle of the pressure reducing valve 56, the pressure difference between the oil pressure at the first oil port of the pressure reducing valve 56 and the spring is equal to the oil pressure at the second oil port of the pressure reducing valve 56. Therefore, when the oil pressure at the first oil port of the pressure reducing valve 56 increases, the opening degree of the pressure reducing valve 56 will increase, the corresponding outlet flow rate (the flow rate at the second oil port) will increase, and the oil pressure at the second oil port of the pressure reducing valve 56 will decrease. In this way, the magnitude of the oil pressure of the hydraulic oil entering the low-pressure oil circuit 4 can be limited by the pressure reducing valve 56.

[0059] That is to say, the setting of the pressure reducing valve 56 can, on the one hand, make the magnitude of the oil pressure ready to flow into the second control valve 52 not less than a certain value, and on the other hand, make the magnitude of the oil pressure of the hydraulic oil entering the low-pressure oil circuit 4 not greater than a certain value.

[0060] Optionally, the control valve group 5 further includes a third control valve 55, which is connected between the first driving pump 1 and the second control valve 52 and the pressure reducing valve 56. The first oil port of the third control valve 55 is communicated with the oil outlet of the first driving pump 1, the second oil port of the third control valve 55 is respectively communicated with the first oil port of the second control valve 52 and the first oil port of the pressure reducing valve 56, and the control oil port of the third control valve 55 is communicated with the first oil port of the first regulating valve 53.

[0061] In the above implementation, the third control valve 55 is provided to cooperate with the second regulating valve 54 to further increase the oil pressure of the hydraulic oil flowing out of the third control valve 55.

[0062] At the same moment, one of the third control valve 55 and the first control valve 51 is opened, and the other of the third control valve 55 and the first control valve 51 is closed. That is, when the first oil port of the third control valve 55 is communicated with the second oil port, the first oil port of the first control valve 51 is not communicated with the second oil port, and when the first oil port of the third control valve 55 is not communicated with the second oil port, the first oil port of the first control valve 51 is communicated with the second oil port.

[0063] Exemplarily, the first control valve 51 is a normally open valve. The third control valve 55 is a normally closed valve.

[0064] For example, when the vehicle is preparing for high-pressure demand, at this time, it is necessary to increase the oil pressure of the hydraulic oil flowing into the high-pressure oil circuit 3, that is, it is necessary to increase the oil pressure of the hydraulic oil flowing out of the second oil port of the third control valve 55. Through the cooperation between the first regulating valve 53, the first control valve 51 and the third control valve 55, the above requirements can be conveniently met.

[0065] Since the first regulating valve 53 is respectively communicated with the control oil port of the first control valve 51 and the control oil port of the third control valve 55, when it is necessary to increase the oil pressure of the hydraulic oil flowing out of the second oil port of the third control valve 55, the spool of the third control valve 55 can be controlled by the first regulating valve 53 to be in the left position, and the first oil port of the third control valve 55 is communicated with the second oil port. At the same time, in order to prevent high-pressure oil from flowing through the first control valve 51 to the low-pressure oil circuit, the spool of the first control valve 51 is controlled by the first regulating valve 53 to be in the right position, so that the first oil port of the first control valve 51 is not communicated with the second oil port, thus meeting the above requirements.

[0066] On the contrary, when the vehicle has no high-pressure demand, that is, when it is not necessary to increase the oil pressure of the hydraulic oil flowing into the high-pressure oil circuit 3, at this time, the first regulating valve 53 may not be turned on. The spool of the first control valve 51 is in the left position under the action of its own spring force. The first oil port and the second oil port of the first control valve 51 are communicated. In this way, the hydraulic oil pumped out by the first driving pump 1 can smoothly enter the low-pressure oil circuit 4 through the first control valve 51. At the same time, since the first regulating valve 53 is not turned on, the spool of the third control valve 55 is in the right position, and the first oil port and the second oil port of the third control valve 55 are not communicated.

[0067] Optionally, the hydraulic system further includes a first one-way valve 6. The oil inlet of the first one-way valve 6 is communicated with the oil inlet of the first driving pump 1, and the oil outlet of the first one-way valve 6 is communicated with the oil outlet of the first driving pump 1.

[0068] In the above implementation, by arranging the first one-way valve 6, it is possible to avoid the phenomenon of air suction in the first driving pump 1 when the vehicle is in reverse gear, thus damaging the pipeline.

[0069] When the vehicle is in reverse gear, the vehicle is powered only by the engine. Since the first driving pump 1 is driven by a driving motor, at this time, the driving motor 100 rotates in reverse following the vehicle's wheels, that is, the first driving pump 1 also rotates in reverse. By arranging the first one-way valve 6, it is possible to avoid the phenomenon of air suction in the first driving pump 1 and damage the pipeline.

[0070] Optionally, the hydraulic system further includes a filter 7. The oil inlet of the filter 7 is communicated with the oil outlet of the fuel tank, and the oil outlet of the filter 7 is respectively communicated with the oil inlet of the first driving pump 1 and the oil inlet of the second driving pump 2.

[0071] By setting the filter 7, impurities in the hydraulic oil can be filtered to prevent the impurities from entering the first driving pump 1 and the second driving pump 2 and clogging the first driving pump 1 and the second driving pump 2, thus affecting the operation of the vehicle.

[0072] Optionally, the hydraulic system further includes a second one-way valve 8. The second one-way valve 8 is connected between the second driving pump 2 and the low-pressure oil circuit 4. The oil inlet of the second one-way valve 8 is communicated with the oil outlet of the second driving pump 2, and the oil outlet of the second one-way valve 8 is communicated with the low-pressure oil circuit 4.

[0073] The second one-way valve 8 is used to restrict the flow direction of the hydraulic oil between the second driving pump 2 and the low-pressure oil circuit 4 to prevent the hydraulic oil from flowing back between the second driving pump 2 and the low-pressure oil circuit 4.

[0074] Optionally, the hydraulic system further includes a third one-way valve 9. The third one-way valve 9 is connected to the oil circuit between the first driving pump 1 and the first regulating valve 53, the second regulating valve 54, and the first control valve 51.

[0075] The oil inlet of the third check valve 9 is communicated with the oil outlet of the first driving pump 1, and the oil outlet of the third check valve 9 is respectively communicated with the first oil port of the first regulating valve 53, the first oil port of the second regulating valve 54, and the first oil port of the first control valve 51.

[0076] In the above implementation, the third check valve 9 is used to restrict the flow direction of the hydraulic oil in the oil circuit between the first driving pump 1 and the first regulating valve 53, the second regulating valve 54, and the first control valve 51, and prevent the hydraulic oil from flowing back between the first driving pump 1 and the first regulating valve 53, the second regulating valve 54, and the first control valve 51.

[0077] Continue to refer to Figure 2 , optionally, the hydraulic system further includes a damping orifice 300. A damping orifice 300 is provided in the oil circuit between the second oil port of the second regulating valve 54 and the control oil port of the second control valve 52. In this way, when adjusting the opening degree of the second control valve 52 through the second regulating valve 54, it can be ensured that the opening degree of the second control valve 52 changes slowly, avoiding serious oil pressure surges caused by too rapid changes and affecting the driving of the vehicle.

[0078] Similarly, a damping orifice 300 is also provided in the oil circuit between the control oil port of the third control valve 55 and the second oil port of the first regulating valve 53. In this way, when the first regulating valve 53 adjusts the opening degree of the third control valve 55, it can be ensured that the opening degree of the third control valve 55 changes slowly, avoiding serious oil pressure surges caused by too rapid changes and affecting the driving of the vehicle.

[0079] By the same token, damping orifices 300 can also be respectively provided in the oil circuits of the low-pressure oil circuit 4 for supplying oil to the first component to be lubricated 101 and the second component to be lubricated 102, so as to control the flow rate of the hydraulic oil flowing to the first component to be lubricated 101 and the second component to be lubricated 102.

[0080] In the embodiments of the present disclosure, setting the control valve group 5 to the above structure can enable the vehicle to supply oil reasonably under different working conditions.

[0081] For example, it can be combined with Figure 3 , Figure 4 , Figure 5 and Figure 6 to illustrate the working process of the hydraulic system in the vehicle corresponding to different modes.

[0082] Figure 3 is the oil circuit diagram of the vehicle in the forward driving and no high-pressure demand working condition provided by the embodiments of the present disclosure. Combining Figure 3 , when the vehicle has no high-pressure demand, only the drive motor provides power for the vehicle. Since the rotational speed of the vehicle is low, correspondingly, the rotational speed of the first driving pump 1 is also low, and the hydraulic oil provided by the first driving pump 1 is in a low-pressure state.

[0083] The flow path of the hydraulic oil is as follows: The first driving pump 1 sucks the hydraulic oil from the fuel tank, and the first regulating valve 53 and the second regulating valve 54 are not powered on. The hydraulic oil provided by the first driving pump 1 enters the low-pressure oil path 4 after passing through the first control valve 51. In this way, the hydraulic oil is delivered into the components to be lubricated, enabling the hydraulic system to meet the cooling and lubricating oil quantity requirements of different components to be lubricated.

[0084] Figure 4 It is the oil path diagram of the working condition when the vehicle is moving forward, with high-pressure demand preparation and the engine not working, in the embodiment of the present disclosure. Combined with Figure 4 . When the vehicle has high-pressure demand preparation and the engine is not working, only the drive motor provides power for the vehicle. Since the engine is not working, the second driving pump 2 does not operate either, and only the first driving pump 1 pumps the hydraulic oil alone. At this time, the engine needs to intervene and work at any time to speed up the vehicle. That is, the high-pressure actuator (clutch) needs to be driven to engage the gearbox with the engine, and the high-pressure oil path 3 is ready to supply hydraulic oil to the high-pressure actuator.

[0085] The flow path of the hydraulic oil is as follows: The first driving pump 1 sucks the hydraulic oil from the fuel tank. The first regulating valve 53 is powered on and the second regulating valve 54 is not powered on. The first regulating valve 53 controls the spool of the first control valve 51 to move to the right (the first oil port and the second oil port of the first control valve 51 are not connected). At the same time, the first regulating valve 53 controls the spool of the third control valve 55 to move to the left (the first oil port and the second oil port of the third control valve 55 are connected). The hydraulic oil pumped out by the first driving pump 1 is at a high level and can supply oil to the high-pressure oil path 3 through the second control valve 52 at any time. And, the hydraulic oil pumped out by the first driving pump 1 enters the low-pressure oil path 4 through the pressure reducing valve 56. In this way, the hydraulic oil is delivered into the components to be lubricated, enabling the hydraulic system to meet the cooling and lubricating oil quantity requirements of different components to be lubricated.

[0086] Figure 5 It is the oil path diagram of the working condition when the vehicle is moving forward, with high-pressure demand preparation and the engine starting to work, in the embodiment of the present disclosure. Combined with Figure 5 . When the vehicle has high-pressure demand preparation and the engine starts to work, only the drive motor provides power for the vehicle. Since the engine starts to work, the second driving pump 2 also starts to operate, and the hydraulic system is pumped with hydraulic oil by the first driving pump 1 and the second driving pump 2 together. The high-pressure oil path 3 is ready to supply hydraulic oil to the high-pressure actuator.

[0087] The flow path of the hydraulic oil is as follows: The first driving pump 1 sucks the hydraulic oil from the fuel tank. The first regulating valve 53 is energized and the second regulating valve 54 is not energized. The first regulating valve 53 controls the spool of the first control valve 51 to move to the right (the first oil port and the second oil port of the first control valve 51 are not connected). At the same time, the first regulating valve 53 controls the spool of the third control valve 55 to move to the left (the first oil port and the second oil port of the third control valve 55 are connected). The hydraulic oil pumped out by the first driving pump 1 is at a high position and can supply oil to the high-pressure oil circuit 3 through the second control valve 52 at any time. And, the hydraulic oil pumped out by the first driving pump 1 enters the low-pressure oil circuit 4 through the pressure reducing valve 56. In this way, the hydraulic oil is transported into the components to be lubricated, so that the hydraulic system can meet the cooling and lubricating oil quantity requirements of different components to be lubricated.

[0088] In addition, the second driving pump 2 sucks the hydraulic oil from the fuel tank and enters the low-pressure oil circuit 4, and supplies oil to the components to be lubricated together with the hydraulic oil pumped by the first driving pump 1 into the low-pressure oil circuit 4, and meets the cooling and lubricating oil quantity requirements of the components to be lubricated.

[0089] Figure 6 It is the oil circuit diagram of the vehicle in the forward driving condition with high-pressure demand provided by the embodiment of the present disclosure, combined with Figure 6 . When the vehicle has a high-pressure demand, at this time, the driving motor and the engine together provide power for the vehicle. The first driving pump 1 and the second driving pump 2 pump the hydraulic oil together.

[0090] The flow path of the hydraulic oil is as follows: The first driving pump 1 sucks the hydraulic oil from the fuel tank. The first regulating valve 53 is energized and the second regulating valve 54 is energized. The first regulating valve 53 controls the spool of the first control valve 51 to move to the right (the first oil port and the second oil port of the first control valve 51 are not connected). At the same time, the first regulating valve 53 controls the spool of the third control valve 55 to move to the left (the first oil port and the second oil port of the third control valve 55 are connected). The hydraulic oil pumped out by the first driving pump 1 is at a high position and enters the high-pressure oil circuit 3 through the second control valve 52 to supply oil to the high-pressure driving components. And, the hydraulic oil pumped out by the first driving pump 1 enters the low-pressure oil circuit 4 through the pressure reducing valve 56. In this way, the hydraulic oil is transported into the components to be lubricated, so that the hydraulic system can meet the cooling and lubricating oil quantity requirements of different components to be lubricated.

[0091] In addition, the second driving pump 2 sucks the hydraulic oil from the fuel tank and enters the low-pressure oil circuit 4, and supplies oil to the components to be lubricated together with the hydraulic oil pumped by the first driving pump 1 into the low-pressure oil circuit 4, and meets the cooling and lubricating oil quantity requirements of the components to be lubricated.

[0092] Figure 7 It is the oil circuit diagram of the reverse gear condition provided by the embodiment of the present disclosure, as Figure 7As shown. When the vehicle is in reverse gear, at this time, the drive motor needs to reverse with the vehicle. The drive motor does not provide power for the vehicle, while the engine provides power for the vehicle.

[0093] The second drive pump 2 sucks hydraulic oil from the fuel tank and enters the low-pressure oil circuit 4 to supply oil to the components to be lubricated. The first drive pump 1 realizes the circulation of hydraulic oil during reverse gear through the first one-way valve 6 to avoid cavitation in the first drive pump 1 and damage the pipeline.

[0094] The hydraulic system provided by the embodiment of the present disclosure has a simple and compact structure, which is convenient for integrated design on the hybrid transmission. Moreover, the oil pressure of the high-pressure oil circuit 3 can be adjusted in real time by adjusting the first regulating valve 53 and the second regulating valve 54 to meet the requirements of the high-pressure drive components 201 of the hybrid transmission. At the same time, oil is supplied to different components to be lubricated through the low-pressure oil circuit 4, so that the oil requirements of the high-pressure drive components and the components to be lubricated can be met in real time.

[0095] On the other hand, the vehicle includes a motor, an engine, a transmission, and the above-mentioned hydraulic system. The motor and the engine are both connected to the transmission, and the hydraulic system is connected to the housing of the transmission.

[0096] The above vehicle has the same beneficial effects as the aforementioned hydraulic system, which will not be elaborated here.

[0097] The above are only optional embodiments of the present disclosure, and are not intended to limit the present disclosure. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A hydraulic system for a hybrid transmission, characterized in that, The hydraulic system includes a first driving pump (1), a second driving pump (2), a high-pressure oil circuit (3), a low-pressure oil circuit (4), and a control valve group (5); The first driving pump (1) is used to be connected to the driving motor (100) of the vehicle; The second driving pump (2) is used to be connected to the engine (200) of the vehicle; The high-pressure oil circuit (3) is used to supply oil to the high-pressure driving components in the hybrid transmission; The low-pressure oil circuit (4) is connected to the second driving pump (2) and is used to direct the hydraulic oil pumped by the second driving pump (2) to the components to be lubricated in the hybrid transmission; The control valve group (5) is respectively connected to the first driving pump (1), the high-pressure oil circuit (3), and the low-pressure oil circuit (4). The control valve group (5) is used to control whether the first driving pump (1) supplies oil to the high-pressure oil circuit (3) and the low-pressure oil circuit (4). The control valve group (5) includes a first control valve (51), a second control valve (52), a first regulating valve (53), a second regulating valve (54), a pressure reducing valve (56), and a third control valve (55). The first oil port of the first control valve (51) is communicated with the oil outlet of the first driving pump (1), the second oil port of the first control valve (51) is communicated with the low-pressure oil circuit (4), the first oil port of the second control valve (52) is communicated with the oil outlet of the first driving pump (1), the second oil port of the second control valve (52) is communicated with the high-pressure oil circuit (3), the first oil port of the first regulating valve (53) is communicated with the oil outlet of the first driving pump (1), the second oil port of the first regulating valve (53) is communicated with the control oil port of the first control valve (51), the first oil port of the second regulating valve (54) is communicated with the oil outlet of the first driving pump (1), the second oil port of the second regulating valve (54) is communicated with the control oil port of the second control valve (52), the pressure reducing valve (56) is connected between the first driving pump (1) and the low-pressure oil circuit (4), and the first oil port of the pressure reducing valve (56) is communicated with the oil outlet of the first driving pump (1), the second oil port of the pressure reducing valve (56) is communicated with the low-pressure oil circuit (4), and the control oil port of the pressure reducing valve (56) is communicated with its own first oil port. When the oil pressure of the hydraulic oil pumped by the first driving pump (1) is less than the spring force setting value of the pressure reducing valve (56), the first oil port and the second oil port of the pressure reducing valve (56) are not communicated, and the pressure reducing valve (56) restricts the oil pressure ready to flow into the second control valve (52) to be not less than the setting value. When the oil pressure of the hydraulic oil pumped by the first driving pump (1) is greater than the spring force setting value of the pressure reducing valve (56), the pressure reducing valve (56) is opened, the oil pressure of the second oil port of the pressure reducing valve (56) decreases, and the pressure reducing valve (56) restricts the magnitude of the oil pressure of the hydraulic oil entering the low-pressure oil circuit (4); The third control valve (55) is connected between the first driving pump (1), the second control valve (52) and the pressure reducing valve (56). A first oil port of the third control valve (55) is communicated with an oil outlet of the first driving pump (1). A second oil port of the third control valve (55) is respectively communicated with a first oil port of the second control valve (52) and a first oil port of the pressure reducing valve (56). A control oil port of the third control valve (55) is communicated with a first oil port of the first regulating valve (53). At the same moment, one of the third control valve (55) and the first control valve (51) is open, and the other of the third control valve (55) and the first control valve (51) is closed.

2. The hydraulic system according to claim 1, wherein, The hydraulic system further includes a first check valve (6). An oil inlet of the first check valve (6) is communicated with an oil inlet of the first driving pump (1). An oil outlet of the first check valve (6) is communicated with an oil outlet of the first driving pump (1).

3. The hydraulic system according to claim 1, characterized in that, The hydraulic system further includes a filter (7). An oil inlet of the filter (7) is communicated with an oil outlet of the fuel tank. An oil outlet of the filter (7) is respectively communicated with an oil inlet of the first driving pump (1) and an oil inlet of the second driving pump (2).

4. The hydraulic system according to claim 1, wherein The hydraulic system further includes a second check valve (8). The second check valve (8) is connected between the second driving pump (2) and the low-pressure oil circuit (4). An oil inlet of the second check valve (8) is communicated with an oil outlet of the second driving pump (2). An oil outlet of the second check valve (8) is communicated with the low-pressure oil circuit (4).

5. An automobile, characterized in that, The vehicle includes a motor, an engine, a gearbox and the hydraulic system according to any one of claims 1 to 4. Both the motor and the engine are connected to the gearbox. The hydraulic system is connected to a housing of the gearbox.

Images