A vehicle and hydraulic system

Abstract

The application relates to a vehicle and a hydraulic system, and relates to the field of vehicles.The vehicle comprises a clutch assembly, an engine assembly, a motor assembly, an oil tank, an electronic oil pump and a control assembly, the control assembly controls the oil pumping amount of the electronic oil pump according to the oil requirements of the clutch assembly, the engine assembly and the motor assembly.The electronic oil pump, the clutch assembly, the engine assembly and the motor assembly are integrated in a hydraulic system, so that the structural design of the hydraulic system is simpler, and the manufacturing cost of the vehicle is lower;the electronic oil pump and the control assembly are arranged, the control assembly controls the oil pumping amount of the electronic oil pump according to the oil requirements of the clutch assembly, the engine assembly and the motor assembly, the on-demand oil supply is realized, the energy waste is avoided, and the system energy conversion efficiency is improved.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a vehicle and a hydraulic system. Background Technology

[0002] With social development and continuous technological progress, people have placed higher demands on the driving comfort of motorcycles.

[0003] Existing conventional manual transmission motorcycles use a mechanical method, requiring manual operation of the clutch lever to engage and disengage the clutch. This results in a high clutch disengagement force, causing rider fatigue and discomfort. Equipping motorcycles with an electronically controlled hydraulic clutch can alleviate this problem.

[0004] However, current gasoline-powered manual transmission motorcycles use a dual-clutch transmission control device, which employs an engine-driven two mechanical pumps to independently control the pressure of the two clutches and cool and lubricate the engine.

[0005] As for existing hybrid motorcycles, there are no mass-produced products, and this trend has not extended to the automotive sector. Furthermore, automotive hybrid transmissions on the market typically employ a separate operation method for clutch pressure control and motor / transmission component cooling and lubrication control, generally using two mechanical pumps or a mechanical pump plus an electric pump.

[0006] The inventors discovered that currently, both pure gasoline motorcycles and hybrid car transmissions have mechanical pumps driven by the engine. To meet the requirements of all operating conditions, mechanical pumps usually have a large displacement. Since their speed depends on the engine speed and cannot be actively adjusted, there is energy waste in most operating conditions, which leads to a decrease in the overall efficiency of the drive unit. Moreover, the use of two independent fuel supply systems makes the structural design more complex and the cost higher. Summary of the Invention

[0007] The purpose of this application is to provide a vehicle and hydraulic system that enables on-demand oil supply and improves energy conversion efficiency.

[0008] The embodiments of the present invention can be implemented as follows:

[0009] This invention proposes a hydraulic system including a clutch assembly, an engine assembly, a motor assembly, an oil tank, an electronic oil pump, and a control assembly. The electronic oil pump is used for pumping oil. The input end of the electronic oil pump is connected to the oil tank, and the output end of the electronic oil pump is connected to the clutch assembly, the engine assembly, and the motor assembly respectively. The control assembly is communicatively connected to the clutch assembly, the engine assembly, and the motor assembly. The control assembly controls the oil pumping volume of the electronic oil pump based on the oil demand of the clutch assembly, the engine assembly, and the motor assembly.

[0010] Furthermore, the control component includes a controller and a proportional pressure valve, a first proportional flow valve, and a second proportional flow valve that are communicatively connected to the controller; the proportional pressure valve is disposed on the oil line connecting the electronic oil pump and the clutch assembly; the first proportional flow valve is disposed on the oil line connecting the electronic oil pump and the engine assembly; and the second proportional flow valve is disposed on the oil line connecting the electronic oil pump and the motor assembly.

[0011] Furthermore, the clutch assembly includes a clutch and a driven cylinder, the driven cylinder being used to control the disengagement or engagement of the clutch; the proportional pressure valve includes a first oil inlet, a first oil outlet, and a return oil outlet, the first oil inlet being connected to the output end of the electronic oil pump, the first oil outlet being connected to the hydraulic chamber of the driven cylinder, and the return oil outlet being connected to the oil tank.

[0012] Furthermore, the engine assembly includes lubrication channels for the engine;

[0013] The first proportional flow valve includes a second oil inlet and a second oil outlet. The second oil inlet is connected to the output end of the electronic oil pump, and the second oil outlet is connected to the input end of the lubricating oil passage.

[0014] The output end of the lubricating oil passage is connected to the oil tank;

[0015] The control component further includes a second oil pressure sensor for monitoring the oil pressure at the input end of the lubrication passage, the second oil pressure sensor being communicatively connected to the controller.

[0016] The second oil pressure sensor is located on the oil line connecting the electronic oil pump and the input end of the lubricating oil passage.

[0017] Furthermore, the motor assembly includes cooling oil channels for the motor.

[0018] The second proportional flow valve includes a third oil inlet and a third oil outlet. The third oil inlet is connected to the output end of the electronic oil pump, the third oil outlet is connected to the input end of the cooling oil passage, and the output end of the cooling oil passage is connected to the oil tank.

[0019] The motor assembly also includes an oil cooler for cooling the oil temperature, the input end of which is connected to the third oil outlet, and the output end of which is connected to the input end of the cooling oil passage.

[0020] The control component further includes a first oil temperature sensor for monitoring the oil temperature at the output end of the cooling oil passage. The first oil temperature sensor is communicatively connected to the controller and is located on the oil line connecting the output end of the cooling oil passage to the oil tank.

[0021] Furthermore, a second oil temperature sensor is provided at the output end of the electronic oil pump for monitoring the oil temperature at the output end of the electronic oil pump, and the second oil temperature sensor is communicatively connected to the controller;

[0022] A coarse filter is provided between the electronic oil pump and the oil tank, and a fine filter is provided between the electronic oil pump and the second oil temperature sensor. Both the coarse filter and the fine filter are used to filter impurities and sludge in the oil.

[0023] The output end of the electronic oil pump is connected to an overflow valve, the input end of the overflow valve is connected to the output end of the electronic oil pump, and the output end of the overflow valve is connected to the oil tank.

[0024] Furthermore, the hydraulic system includes a main oil circuit, at least one control branch circuit, at least one lubrication branch circuit, and at least one cooling branch circuit.

[0025] The oil circuit connecting the oil tank and the fine filter is the main oil circuit;

[0026] The oil circuit connecting the fine filter and the hydraulic chamber of the driven cylinder is the control branch.

[0027] The oil passage connecting the fine filter and the lubrication oil passage of the engine is the lubrication branch;

[0028] The oil passage connecting the fine filter and the cooling oil passage of the motor is the cooling branch.

[0029] The controller controls the pumping volume of the electronic oil pump by controlling the motor unit of the electronic oil pump; the controller controls the pumping volume of the electronic oil pump to meet the oil volume requirements of the control branch, the lubrication branch and the cooling branch.

[0030] Furthermore, the first oil pressure sensor monitors the oil pressure in the hydraulic chamber and feeds it back to the controller in real time. The controller controls the oil pressure in the control branch by controlling the proportional pressure valve, thereby controlling the disengagement or engagement of the clutch.

[0031] Furthermore, the second oil pressure sensor monitors the oil pressure at the input end of the lubrication channel and feeds it back to the controller in real time. The controller calculates the required amount of oil in the lubrication branch based on the oil pressure at the input end of the lubrication channel, and controls the amount of oil entering the lubrication branch by controlling the first proportional flow valve.

[0032] Furthermore, the first oil temperature sensor monitors the output oil temperature of the cooling oil passage and feeds it back to the controller in real time. The controller calculates the required amount of oil for the cooling branch based on the output oil temperature of the cooling oil passage, and controls the amount of oil entering the cooling branch by controlling the second proportional flow valve.

[0033] The present invention also proposes a vehicle comprising the hydraulic system described in any of the preceding claims.

[0034] The beneficial effects of the embodiments of the present invention include, for example:

[0035] The vehicle and hydraulic system proposed in this invention integrates an electronic oil pump with the clutch assembly, engine assembly, and motor assembly into a single hydraulic system, simplifying the hydraulic system's structural design and reducing vehicle manufacturing costs. Furthermore, by incorporating an electronic oil pump and a control assembly, the control assembly regulates the pumping volume of the electronic oil pump based on the required oil levels of the clutch assembly, engine assembly, and motor assembly, achieving on-demand oil supply, avoiding energy waste, and improving the system's energy conversion efficiency.

[0036] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0037] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a schematic diagram showing the connections of various components in the vehicle in the embodiments of this application.

[0039] Figure 2 for Figure 1 A partial schematic diagram of a medium-proportional pressure valve.

[0040] Figure 3 This is a schematic diagram of the hydraulic system in an embodiment of this application.

[0041] Icons: 100-Hydraulic system; 11-Clutch assembly; 111-Clutch; 112-Driven cylinder; 12-Engine assembly; 121-Engine; 13-Motor assembly; 131-Motor; 132-Oil cooler; 14-Oil tank; 15-Electronic oil pump; 16-Control assembly; 161-Proportional pressure valve; 1611-First oil inlet; 1612-First oil outlet; 1613-Return port; 162-First oil pressure sensor; 163-First proportional flow valve; 164-Second oil pressure sensor; 165-Second proportional flow valve; 166-First oil temperature sensor; 167-Second oil temperature sensor; 17-Coarse filter; 18-Fine filter; 19-Relief valve;

[0042] 210 - Main oil circuit; 220 - Control branch circuit; 230 - Lubrication branch circuit; 240 - Cooling branch circuit. Detailed Implementation

[0043] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. The components of the embodiments of this application described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0044] In the description of this application, it should be noted that the terms "inner" and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0045] In the description of this application, it should also be noted that, unless otherwise expressly specified and limited, the terms "setup" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0046] Please refer to Figure 1-3An embodiment of the present invention provides a hydraulic system 100, including a clutch assembly 11, an engine assembly 12, a motor assembly 13, an oil tank 14, an electronic oil pump 15, and a control assembly 16. The electronic oil pump 15 is used for pumping oil. The input end of the electronic oil pump 15 is connected to the oil tank 14, and the output end of the electronic oil pump 15 is connected to the clutch assembly 11, the engine assembly 12, and the motor assembly 13, respectively. The control assembly 16 is communicatively connected to the clutch assembly 11, the engine assembly 12, and the motor assembly 13. The control assembly 16 controls the oil pumping volume of the electronic oil pump 15 based on the oil demand of the clutch assembly 11, the engine assembly 12, and the motor assembly 13.

[0047] The control component 16 includes a controller and a proportional pressure valve 161, a first proportional flow valve 163, and a second proportional flow valve 165 that are communicatively connected to the controller. The proportional pressure valve 161 is located on the oil line connecting the electronic oil pump 15 and the clutch assembly 11. The first proportional flow valve 163 is located on the oil line connecting the electronic oil pump 15 and the engine assembly 12. The second proportional flow valve 165 is located on the oil line connecting the electronic oil pump 15 and the motor assembly 13.

[0048] The proportional pressure valve 161 is a hydraulic valve that continuously and proportionally controls the oil pressure according to the input command signal (current). The command signal is amplified by a proportional amplifier and outputs current proportionally to the proportional electromagnet of the proportional pressure valve 161. The proportional electromagnet outputs force and moves the valve core proportionally to change the connection state between the three ports, thereby realizing the control of the working oil circuit pressure parameters.

[0049] A proportional flow valve is a hydraulic valve that continuously and proportionally controls the flow rate of engine oil according to an input command signal (current). The command signal is amplified by a proportional amplifier and outputs a proportional current to the proportional electromagnet of the proportional flow valve. The proportional electromagnet outputs force and moves the valve core proportionally to adjust the flow area of ​​the valve orifice, thereby controlling the flow parameters of the working oil circuit.

[0050] In clutch assembly 11, the controller controls the current of the proportional pressure valve 161, thereby controlling the oil pressure flowing into clutch assembly 11 to control the disengagement or engagement of clutch 111. In engine assembly 12, the controller controls the current of the first proportional flow valve 163, thereby controlling the oil flow into engine assembly 12 to meet the oil quantity requirements for lubricating engine assembly 12. In motor assembly 13, the controller controls the current of the second proportional flow valve 165, thereby controlling the oil flow into motor assembly 13 to meet the oil quantity requirements for cooling motor assembly 13.

[0051] In the clutch assembly 11, the clutch assembly 11 includes a clutch 111 and a driven cylinder 112, the driven cylinder 112 being used to control the disengagement or engagement of the clutch 111.

[0052] Please refer to Figure 1-2 In this embodiment, the control component 16 includes a controller, a proportional pressure valve 161, and a first oil pressure sensor 162 for monitoring the oil pressure in the hydraulic chamber. The proportional pressure valve 161 is communicatively connected to the controller and is located on the oil line connecting the electronic oil pump 15 and the clutch assembly 11. The proportional pressure valve 161 includes a first oil inlet 1611, a first oil outlet 1612, and a return oil outlet 1613. The first oil inlet 1611 is connected to the output end of the electronic oil pump 15, the first oil outlet 1612 is connected to the hydraulic chamber of the driven cylinder 112, and the return oil outlet 1613 is connected to the oil tank 14. The first oil pressure sensor 162 is communicatively connected to the controller and is located inside the hydraulic chamber.

[0053] The first oil pressure sensor 162 monitors the oil pressure inside the hydraulic chamber and feeds it back to the controller in real time. Specifically, the controller controls the current of the proportional pressure valve 161 to control the oil pressure entering the hydraulic chamber. This oil pressure is converted into the thrust of the driven cylinder 112, thereby controlling the disengagement or engagement of the clutch 111. The first oil pressure sensor 162 monitors the oil pressure inside the hydraulic chamber and feeds it back to the controller in real time. The controller compares the oil pressure fed back by the first oil pressure sensor 162 with the original input oil pressure. When a deviation occurs, the current of the proportional pressure valve 161 is adjusted accordingly to eliminate the deviation, thus achieving closed-loop control.

[0054] When the controller receives an execution signal and determines that the hydraulic chamber of the driven cylinder 112 needs pressurization, the controller increases the current of the proportional pressure valve 161. Oil flows into the hydraulic chamber of the driven cylinder 112 through the first outlet 1612 of the proportional pressure valve 161, thereby increasing the pressure in the hydraulic chamber of the driven cylinder 112. When the controller determines that the hydraulic chamber of the driven cylinder 112 needs depressurization, the controller decreases the current of the proportional pressure valve 161. Oil in the hydraulic chamber of the driven cylinder 112 flows back to the oil tank 14 through the return port 1613 of the proportional pressure valve 161, completing the depressurization. The first oil pressure sensor 162 monitors the oil pressure in the hydraulic chamber and feeds it back to the controller in real time. The controller compares the feedback oil pressure with the original input oil pressure. If a deviation occurs, it makes corresponding adjustments to eliminate the deviation, thus achieving closed-loop control.

[0055] In this embodiment, the operator further controls the disengagement or engagement of the clutch 111 and provides an electrical signal to the controller. The controller then controls the proportional pressure valve 161 via the provided electrical signal; that is, the operator controls the disengagement or engagement of the clutch 111 by pressing the clutch 111. Alternatively, the engine assembly 12 can provide an electrical signal to the controller, which then automatically controls the proportional pressure valve 161 without requiring manual intervention. This improves the vehicle's shifting characteristics, thereby achieving an electro-hydraulic clutch and enhancing the vehicle's high automation and operability.

[0056] Engine assembly 12 includes the lubrication passage of engine 121.

[0057] In this embodiment, the control component 16 further includes a controller, a first proportional flow valve 163, and a second oil pressure sensor 164 for monitoring the oil pressure at the input end of the lubricating oil passage. The first proportional flow valve 163 includes a second oil inlet and a second oil outlet. The second oil inlet is connected to the output end of the electronic oil pump 15, and the second oil outlet is connected to the input end of the lubricating oil passage. The output end of the lubricating oil passage is connected to the oil tank 14. The second oil pressure sensor 164 is communicatively connected to the controller and is disposed on the oil line connecting the electronic oil pump 15 and the input end of the lubricating oil passage.

[0058] The controller, based on the operating conditions of engine 121, controls the current of the first proportional flow valve 163, thereby controlling the oil output flow from the second outlet of the first proportional flow valve 163. The second oil pressure sensor 164 monitors the oil pressure at the input end of the lubrication passage and feeds it back to the controller in real time. The controller calculates the feedback oil flow rate into the lubrication passage of engine 121, compares the feedback flow rate with the original input flow rate, and makes corresponding adjustments to eliminate any deviation, thus achieving closed-loop control. This ensures the required amount of oil for lubrication of the lubrication passage.

[0059] In the motor assembly 13, the motor assembly 13 includes a cooling oil passage for the motor 131 and an oil cooler 132 for cooling the oil temperature.

[0060] In this embodiment, the control component 16 further includes a controller, a second proportional flow valve 165, and a first oil temperature sensor 166 for monitoring the oil temperature at the output end of the cooling oil passage. The second proportional flow valve 165 includes a third oil inlet and a third oil outlet. The third oil inlet is connected to the output end of the electronic oil pump 15, and the third oil outlet is connected to the input end of the cooling oil passage. The output end of the cooling oil passage is connected to the oil tank 14. The first oil temperature sensor 166 is communicatively connected to the controller and is located on the oil line connecting the output end of the cooling oil passage and the oil tank 14. The input end of the oil cooler 132 is connected to the third oil outlet, and the output end of the oil cooler 132 is connected to the input end of the cooling oil passage.

[0061] The controller controls the current of the second proportional flow valve 165 based on the operating conditions of the motor 131, thereby controlling the output flow from the third oil outlet of the second proportional flow valve 165. The first oil temperature sensor 166 monitors the oil temperature at the output end of the cooling oil passage and feeds it back to the controller in real time. The controller uses this information to determine whether the amount of oil flowing into the cooling branch 240 is appropriate and makes corresponding adjustments to meet the oil quantity required for cooling the cooling oil passage of the motor 131.

[0062] It is worth mentioning that in other embodiments, the oil cooler 132 and the first oil temperature sensor 166 can be set as needed. If the cooling requirement of the motor 131 is not large and it is not necessary to pre-cool the oil entering the cooling oil passage of the motor 131, they can be cancelled. In this case, the controller can roughly adjust the amount of oil flowing into the cooling branch 240 according to the oil temperature detected by the first oil temperature sensor 166.

[0063] In this embodiment, a second oil temperature sensor 167 is provided at the output end of the electronic oil pump 15 to monitor the oil temperature at the output end of the electronic oil pump 15. The second oil temperature sensor 167 is communicatively connected to the controller. A coarse filter 17 is provided between the electronic oil pump 15 and the oil tank 14, and a fine filter 18 is provided between the electronic oil pump 15 and the second oil temperature sensor 167. Both the coarse filter 17 and the fine filter 18 are used to filter impurities and sludge in the oil. An overflow valve 19 is connected to the output end of the electronic oil pump 15. The input end of the overflow valve 19 is connected to the output end of the electronic oil pump 15, and the output end of the overflow valve 19 is connected to the oil tank 14.

[0064] The second oil temperature sensor 167 is used to monitor the oil temperature output by the electronic oil pump 15. The relief valve 19 is used to maintain a constant pressure of the oil output by the electronic oil pump 15. The coarse filter 17 and the fine filter 18 filter out impurities and sludge from the engine oil, protecting the engine 121 and hydraulic components.

[0065] Please refer to Figure 3 In this embodiment, the hydraulic system 100 includes a main oil circuit 210, at least one control branch circuit 220, at least one lubrication branch circuit 230, and at least one cooling branch circuit 240; the oil circuit connecting the oil tank 14 and the fine filter 18 is the main oil circuit 210; the oil circuit connecting the fine filter 18 and the hydraulic chamber of the driven cylinder 112 is the control branch circuit 220; the oil circuit connecting the fine filter 18 and the lubrication oil passage of the engine 121 is the lubrication branch circuit 230; and the oil circuit connecting the fine filter 18 and the cooling oil passage of the motor 131 is the cooling branch circuit 240.

[0066] The hydraulic system 100 proposed in this embodiment is highly flexible. The control branch 220, lubrication branch 230, and cooling branch 240 are all independently controlled, and the three branches can be freely combined. That is, the control branch 220 is not limited to one, but can have two or more, suitable for power types with multiple clutches 111; the cooling branch 240 is also not limited to one, but can have two or more, suitable for power types with multiple motors 131, where the motors 131 can be generators or drive motors.

[0067] In this embodiment, the first oil pressure sensor 162 monitors the oil pressure in the hydraulic chamber and feeds it back to the controller in real time. The controller controls the oil pressure of the control branch 220 by controlling the proportional pressure valve 161, thereby controlling the disengagement or engagement of the clutch 111.

[0068] Furthermore, the operator controls the disengagement or engagement of the clutch 111 and provides an electrical signal to the controller, which controls the proportional pressure valve 161 through the provided electrical signal. Alternatively, the engine assembly 12 provides an electrical signal to the controller, which automatically controls the proportional pressure valve 161 through the provided electrical signal.

[0069] In this embodiment, the second oil pressure sensor 164 monitors the oil pressure at the input end of the lubrication channel and feeds it back to the controller in real time. The controller calculates the required amount of oil in the lubrication branch 230 based on the oil pressure at the input end of the lubrication channel. The controller controls the amount of oil entering the lubrication branch 230 by controlling the first proportional flow valve 163.

[0070] In this embodiment, the first oil temperature sensor 166 monitors the oil temperature at the output end of the cooling oil passage and feeds it back to the controller in real time. The controller calculates the required amount of oil in the cooling branch 240 based on the oil temperature at the output end of the cooling oil passage, and controls the amount of oil entering the cooling branch 240 by controlling the second proportional flow valve 165.

[0071] In this embodiment, the controller controls the pumping volume of the electronic oil pump 15 by controlling the motor 131 group of the electronic oil pump 15; the controller controls the pumping volume of the electronic oil pump 15 to meet the oil volume requirements of the control branch 220, the lubrication branch 230 and the cooling branch 240.

[0072] Please refer to Figure 1-3 In this embodiment, the connection relationship and working principle of the hydraulic system 100 are as follows:

[0073] In the main oil circuit 210: the oil tank 14 is connected to the input end of the electronic oil pump 15 via the coarse filter 17, and the output end of the electronic oil pump 15 is connected to the input end of the fine filter 18. A second oil temperature sensor 167 is installed at the output end of the fine filter 18. The output end of the electronic oil pump 15 is also connected to the input end of the relief valve 19, and the output end of the relief valve 19 is connected to the oil tank 14.

[0074] In control branch 220: First, the output end of the fine filter 18 is connected to the first oil inlet 1611 of the proportional pressure valve 161, the first oil outlet 1612 of the proportional pressure valve 161 is connected to the hydraulic chamber of the driven cylinder 112, and the return oil outlet 1613 of the proportional pressure valve 161 is connected to the oil tank 14. A first oil pressure sensor 162 is installed on the oil line connecting the proportional pressure valve 161 and the hydraulic chamber.

[0075] In lubrication branch 230: Secondly, the output end of the fine filter 18 is connected to the second oil inlet of the first proportional flow valve 163, the second oil outlet of the first proportional flow valve 163 is connected to the lubrication oil passage input end of the engine 121, and the lubrication oil passage output end of the engine 121 is connected to the oil tank 14. A second oil pressure sensor 164 is installed on the oil line connecting the first proportional flow valve 163 and the lubrication oil passage input end.

[0076] In cooling branch 240: Finally, the output end of the fine filter 18 is connected to the third oil inlet of the second proportional flow valve 165. The second oil outlet of the second proportional flow valve 165 is connected in sequence to the cooling oil passage input end of the oil cooler 132 and the motor 131. The cooling oil passage output end of the motor 131 is connected to the oil tank 14. A first oil temperature sensor 166 is installed on the oil line connecting the cooling oil passage output end and the oil tank 14.

[0077] The connection relationships between the main oil circuit 210 and the control branch circuit 220, lubrication branch circuit 230 and cooling branch circuit 240 are as follows.

[0078] In the main oil circuit 210: the controller is communicatively connected to the electronic oil pump 15. The controller controls the pumping volume of the electronic oil pump 15 by controlling the motor assembly 13 of the electronic oil pump 15.

[0079] In control branch 220: the controller is communicatively connected to the proportional pressure valve 161 and the first oil pressure sensor 162. The first oil pressure sensor 162 monitors the oil pressure in the hydraulic chamber in real time and feeds it back to the controller; the controller compares the oil pressure fed back by the first oil pressure sensor 162 with the oil pressure input in the original control circuit; when a deviation occurs, the current of the proportional pressure valve 161 is adjusted accordingly to eliminate the deviation, thereby realizing closed-loop control. The controller controls the current of the proportional pressure valve 161, thereby controlling the amount of oil entering the hydraulic chamber, and thus pressurizing or depressurizing the hydraulic chamber of the driven cylinder 112, thereby realizing the disengagement or engagement of the clutch 111.

[0080] In lubrication branch 230: the controller is communicatively connected to the first proportional flow valve 163 and the second oil pressure sensor 164. The second oil pressure sensor 164 monitors the input oil pressure of the cooling oil passage in real time and feeds it back to the controller; the controller calculates the feedback oil flow rate into the lubrication oil passage of the engine 121. The controller compares the feedback flow rate with the original input flow rate of lubrication branch 230, and makes corresponding adjustments to eliminate the deviation when a discrepancy occurs, thus achieving closed-loop control. The controller calculates the required oil quantity of lubrication branch 230 based on the input oil pressure of the lubrication oil passage. The controller controls the current of the first proportional flow valve 163, thereby controlling the amount of oil entering the cooling oil passage.

[0081] In cooling branch 240: the controller is communicatively connected to the second proportional flow valve 165 and the first oil temperature sensor 166. The first oil temperature sensor 166 monitors the oil temperature at the input end of the cooling oil passage in real time and feeds it back to the controller. The controller calculates the required oil volume for cooling branch 240 based on the oil temperature at the input end of the cooling oil passage, thereby determining whether the oil volume flowing into cooling branch 240 is appropriate and making corresponding adjustments. The controller controls the current of the second proportional flow valve 165, thereby controlling the amount of oil entering the cooling oil passage.

[0082] The main oil circuit 210 above is connected to the control branch circuit 220, the lubrication branch circuit 230 and the cooling branch circuit 240 to form a closed loop in control.

[0083] The controller assembly calculates the oil quantity requirements of the control branch 220, lubrication branch 230, and cooling branch 240, and then controls the pumping quantity of the electronic oil pump 15 to meet the oil quantity requirements of each branch. This achieves on-demand oil supply, decoupling the pumping quantity of the entire hydraulic system 100 from the speed of the engine 121 or motor 131, avoiding energy loss caused by excessive pumping of oil by the electronic oil pump 15, which would otherwise lead to low system energy conversion efficiency.

[0084] The electronic oil pump 15 is integrated with the clutch assembly 11, the engine assembly 12 and the motor assembly 13 into a hydraulic system 100. The main oil circuit 210, control branch circuit 220, lubrication branch circuit 230 and cooling branch circuit 240 are integrated into a closed-loop oil circuit, which makes the structural design of the hydraulic system 100 simpler and the manufacturing cost of the vehicle lower.

[0085] In this embodiment, the hydraulic system 100 is highly flexible. The control branch 220, lubrication branch 230, and cooling branch 240 are all independently controlled, and the three branches can be freely combined.

[0086] The hydraulic system 100, which is freely combined with the main oil circuit 210, control branch circuit 220, lubrication branch circuit 230, and cooling branch circuit 240, can be used in the following vehicles:

[0087] For example, when there is only one lubrication branch 230 in the hydraulic system 100, the lubrication branch 230 is used to lubricate the engine assembly 12, i.e., the lubrication oil passage of the aforementioned engine 121. This configuration is used in conventional fuel-powered manual transmission vehicles. Based on this power unit, the pumping oil volume of the hydraulic system 100 and the rotational speed of the engine assembly 12 are decoupled, and the hydraulic system 100 can supply oil on demand according to the required amount of lubrication oil.

[0088] For example, when the hydraulic system 100 has only one or more control branches 220, the control branches 220 are used to control the engagement or disengagement of one or more clutches 111 during gear shifting. This configuration is used in conventional gasoline-powered manual transmission vehicles. An electro-hydraulic clutch is implemented based on this power unit, which helps alleviate rider fatigue and improves operability.

[0089] For example, when the hydraulic system 100 has only one lubrication branch 230 and one or two control branches 220, the lubrication branch 230 is used for the engine assembly 12, and the control branch 220 is used to control the engagement and disengagement of the clutch 111. In this way, the pumping volume of the hydraulic system 100 and the speed of the engine assembly 12 are decoupled in a conventional fuel-powered manual transmission unit. Simultaneously, an electro-hydraulic clutch assembly 11 can be implemented. This configuration is used in pure fuel-powered vehicles with an electro-hydraulic single clutch 111 or a dual clutch 111.

[0090] For example, when the hydraulic system 100 has only one or more cooling branches 240, the cooling branches 240 are used to cool one or more motors 131 used for driving. This configuration is used in pure electric vehicles with single-drive motors or multiple drives. This decouples the pumping oil volume of the hydraulic system 100 from the rotational speed of the motor assembly 13, allowing the hydraulic system 100 to supply oil on demand according to the amount of oil required for cooling.

[0091] For example, when there is only one lubrication branch 230 and two or three cooling branches 240, the lubrication branch 230 is used to lubricate the engine assembly 12, and the cooling branch 240 is used to cool a generator, one or two drive motors, which is suitable for hybrid power units that do not use a clutch 111 to achieve power switching.

[0092] For example, when all three branches are present, the lubrication branch 230 is used to lubricate the engine 121 components, the control branch 220 is used to control the engagement and disengagement of one or more clutches 111 to achieve power switching between the internal combustion engine and the drive motor, and the cooling branch 240 is used to cool one generator and one or two drive motors. This is suitable for hybrid power units with multiple modes such as series and parallel connections and multiple motors.

[0093] Therefore, this hydraulic system 100 is also applicable to vehicles with similar power types, such as tricycles and all-terrain vehicles (including ATVs, UTVs, etc.).

[0094] The vehicle and hydraulic system 100 proposed in this embodiment replaces the existing mechanical pump driven by the engine 121 with an electronic oil pump 15. The control component 16 controls the pumping volume of the electronic oil pump 15 according to the required oil volume of the clutch assembly 11, engine assembly 12, and motor assembly 13, achieving on-demand oil supply and avoiding energy waste in most operating conditions. This decouples the pumping volume of the hydraulic system 100 from the rotational speed of the engine assembly 12 or motor assembly 13, improving the system's energy conversion efficiency. Furthermore, integrating the clutch assembly 11 with the engine assembly 12 and motor assembly 13 into a single hydraulic system 100 simplifies the hydraulic system 100 structure and reduces vehicle manufacturing costs.

[0095] The vehicle and hydraulic system 100 proposed in this embodiment, through the combination of clutch assembly 11 and control assembly 16, replaces the traditional mechanical clutch with an electro-hydraulic clutch. The operator can control the disengagement and engagement of clutch assembly 11 through control assembly 16, which reduces operator fatigue and improves vehicle comfort; it also improves the vehicle's shifting characteristics, making it more automated and easier to operate.

[0096] The vehicle and hydraulic system 100 proposed in this embodiment integrates the control component 16, clutch component 11, engine component 12, and motor component 13 into a single closed-loop hydraulic circuit and control loop, resulting in a simpler vehicle structure design and lower cost. Furthermore, the control component 16, clutch component 11, and engine component 12 are all independently controlled by the control component 16 and can be freely combined, improving the flexibility of the entire vehicle system and making it suitable for vehicles with various power types, including pure electric drive, hybrid, and pure gasoline drive.

[0097] It should be noted that, where there is no conflict, the features in the embodiments of this application can be combined with each other.

[0098] The above are merely preferred embodiments of this application and are not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A hydraulic system comprising a clutch assembly, an engine assembly, a motor assembly, and an oil tank, characterized in that, Also includes: An electronic oil pump is used to pump oil. The input end of the electronic oil pump is connected to the oil tank, and the output end of the electronic oil pump is connected to the clutch assembly, the engine assembly, and the motor assembly, respectively. A control component is communicatively connected to the clutch assembly, the engine assembly, and the motor assembly; the control component controls the pumping volume of the electronic oil pump based on the oil demand of the clutch assembly, the engine assembly, and the motor assembly. The clutch assembly includes a driven cylinder; the engine assembly includes an engine lubrication oil passage; the motor assembly includes a motor cooling oil passage; the hydraulic system includes a main oil circuit, at least one control branch circuit, at least one lubrication branch circuit, and at least one cooling branch circuit. The oil circuit connecting the oil tank and the fine filter is the main oil circuit; The oil circuit connecting the fine filter and the hydraulic chamber of the driven cylinder is the control branch. The oil passage connecting the fine filter and the lubrication oil passage of the engine is the lubrication branch; The oil passage connecting the fine filter and the cooling oil passage of the motor is the cooling branch. The controller controls the pumping volume of the electronic oil pump by controlling the motor unit of the electronic oil pump; the controller controls the pumping volume of the electronic oil pump to meet the oil volume requirements of the control branch, the lubrication branch and the cooling branch.

2. The hydraulic system according to claim 1, characterized in that, The control component includes a controller and a proportional pressure valve, a first proportional flow valve, and a second proportional flow valve that are communicatively connected to the controller. The proportional pressure valve is located on the oil line connecting the electronic oil pump and the clutch assembly. The first proportional flow valve is located on the oil line connecting the electronic oil pump and the engine assembly; The second proportional flow valve is located on the oil line connecting the electronic oil pump and the motor assembly.

3. The hydraulic system according to claim 2, characterized in that, The clutch assembly includes a clutch, and the driven cylinder is used to control the disengagement or engagement of the clutch; The proportional pressure valve includes a first oil inlet, a first oil outlet, and a return oil outlet. The first oil inlet is connected to the output end of the electronic oil pump, the first oil outlet is connected to the hydraulic chamber of the driven cylinder, and the return oil outlet is connected to the oil tank. The control component further includes a first oil pressure sensor for monitoring the oil pressure in the hydraulic chamber. The first oil pressure sensor is communicatively connected to the controller and is disposed in the hydraulic chamber.

4. The hydraulic system according to claim 2, characterized in that, The first proportional flow valve includes a second oil inlet and a second oil outlet. The second oil inlet is connected to the output end of the electronic oil pump, and the second oil outlet is connected to the input end of the lubricating oil passage. The output end of the lubricating oil passage is connected to the oil tank; The control component further includes a second oil pressure sensor for monitoring the oil pressure at the input end of the lubrication passage, the second oil pressure sensor being communicatively connected to the controller. The second oil pressure sensor is located on the oil line connecting the electronic oil pump and the input end of the lubricating oil passage.

5. The hydraulic system according to claim 2, characterized in that, The second proportional flow valve includes a third oil inlet and a third oil outlet. The third oil inlet is connected to the output end of the electronic oil pump, the third oil outlet is connected to the input end of the cooling oil passage, and the output end of the cooling oil passage is connected to the oil tank. The motor assembly also includes an oil cooler for cooling the oil temperature, the input end of which is connected to the third oil outlet, and the output end of which is connected to the input end of the cooling oil passage. The control component further includes a first oil temperature sensor for monitoring the oil temperature at the output end of the cooling oil passage. The first oil temperature sensor is communicatively connected to the controller and is located on the oil line connecting the output end of the cooling oil passage to the oil tank.

6. The hydraulic system according to any one of claims 2-5, characterized in that, The output end of the electronic oil pump is equipped with a second oil temperature sensor for monitoring the oil temperature at the output end of the electronic oil pump, and the second oil temperature sensor is communicatively connected to the controller. A coarse filter is provided between the electronic oil pump and the oil tank, and a fine filter is provided between the electronic oil pump and the second oil temperature sensor. Both the coarse filter and the fine filter are used to filter impurities and sludge in the oil. The output end of the electronic oil pump is connected to an overflow valve, the input end of the overflow valve is connected to the output end of the electronic oil pump, and the output end of the overflow valve is connected to the oil tank.

7. The hydraulic system according to claim 6, characterized in that, The first oil pressure sensor monitors the oil pressure in the hydraulic chamber and feeds it back to the controller in real time. The controller controls the oil pressure in the control branch by controlling the proportional pressure valve, thereby controlling the disengagement or engagement of the clutch.

8. The hydraulic system according to claim 6, characterized in that, The second oil pressure sensor monitors the oil pressure at the input end of the lubrication channel and feeds it back to the controller in real time. The controller calculates the required amount of oil in the lubrication branch based on the oil pressure at the input end of the lubrication channel. The controller controls the amount of oil entering the lubrication branch by controlling the first proportional flow valve.

9. The hydraulic system according to claim 6, characterized in that, The first oil temperature sensor monitors the output oil temperature of the cooling oil passage and feeds it back to the controller in real time. The controller calculates the required amount of oil for the cooling branch based on the output oil temperature of the cooling oil passage, and controls the amount of oil entering the cooling branch by controlling the second proportional flow valve.

10. A vehicle, characterized in that, The hydraulic system comprising any one of claims 1-9.

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