Hydraulic control system for hybrid transmission, hybrid transmission and vehicle

Abstract

This invention discloses a hydraulic control system for a hybrid power transmission, a hybrid power transmission, and a vehicle. The hydraulic control system includes: a cooling lubrication circuit for cooling and lubricating a lubrication structure to be cooled; a clutch circuit adapted to supply oil to the clutch to engage or disengage the clutch; and a pressure regulating module connected between the cooling lubrication circuit and the clutch circuit to regulate the oil pressure within the cooling lubrication circuit and / or the clutch circuit. This solution enables on-demand oil supply, effectively reducing energy consumption and losses in the hybrid power transmission of hybrid vehicles, optimizing the energy consumption indicators of hybrid vehicles, and improving the performance of hybrid vehicles.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a hydraulic control system for a hybrid transmission, a hybrid transmission, and a vehicle. Background Technology

[0002] The power source of hybrid vehicles includes a hybrid electric motor and an engine. In different operating modes, the main operating components will switch, resulting in different cooling and lubrication flow requirements for each component of the hybrid transmission in different operating modes. However, the hydraulic control system in related technologies cannot provide cooling and lubrication flow to each component on demand, which cannot achieve efficient use and results in a large flow loss, indirectly leading to an increase in thermal efficiency. Summary of the Invention

[0003] This invention aims to at least partially solve one of the technical problems in the related art. Therefore, one object of this invention is to provide a hydraulic control system for a hybrid transmission with on-demand oil supply, a hybrid transmission, and a vehicle.

[0004] The hydraulic control system of the hybrid transmission according to an embodiment of the present invention includes:

[0005] A cooling and lubrication oil circuit, wherein the cooling and lubrication oil circuit is used to cool and lubricate the lubrication structure to be cooled;

[0006] A clutch oil passage, the clutch oil passage being adapted to supply oil to the clutch to engage or disengage the clutch;

[0007] A pressure regulating module is connected between the cooling lubrication oil circuit and the clutch oil circuit to regulate the oil pressure in the cooling lubrication oil circuit and / or the clutch oil circuit.

[0008] In the above scheme, the pressure regulating module includes: a shuttle valve and a main pressure regulating valve. The shuttle valve has a first inlet, a second inlet, and a control port. The first inlet is connected to the clutch oil circuit, and the second inlet is connected to the cooling and lubrication oil circuit. The main pressure regulating valve has a regulating valve inlet and a regulating valve outlet. The regulating valve inlet and the regulating valve outlet are respectively connected to the clutch oil circuit and the cooling and lubrication oil circuit. The control port is connected to the pressure regulating port of the main pressure regulating valve.

[0009] The cooling and lubrication circuit includes a first reversing valve, which has a reversing adjustment port and a first reversing valve outlet. The reversing adjustment port is connected to the control port, and the first reversing valve outlet is adapted to supply oil to the lubrication structure.

[0010] In the above scheme, the pressure regulating module further includes a pilot solenoid valve, and the control port is connected to the pressure regulating port and the reversing regulating port through the pilot solenoid valve.

[0011] In the above scheme, the pilot solenoid valve has a pilot solenoid valve inlet and a pilot solenoid valve outlet. The pilot solenoid valve inlet is connected to the control port, and the pilot solenoid valve outlet is connected to the pressure regulating port and the reversing regulating port.

[0012] In the above scheme, the clutch oil circuit includes: a first oil pump and a second reversing valve. The second reversing valve has a first reversing valve inlet and a second reversing valve outlet. The second reversing valve inlet is connected to the outlet of the first oil pump, and the second reversing valve outlet is connected to the clutch, the first inlet, and the inlet of the regulating valve.

[0013] In the above scheme, the clutch oil circuit further includes a clutch direct drive solenoid valve, which is connected between the second directional valve and the clutch, and is used to control the clutch to be engaged or disengaged.

[0014] In the above scheme, the inlet of the regulating valve is also connected to the inlet of the clutch direct drive solenoid valve.

[0015] In the above scheme, the clutch oil circuit further includes: a pressure sensor, which is used to detect the engagement pressure of the clutch; and / or

[0016] An accumulator is used to absorb the pressure shock of the oil flowing into the clutch.

[0017] In the above scheme, the cooling and lubrication circuit includes: a second oil pump, a third reversing valve, and at least one lubrication branch. The third reversing valve has a second reversing valve inlet and a third reversing valve outlet. The second reversing valve inlet is connected to the outlet of the second oil pump. The third reversing valve outlet is connected to the outlet of the regulating valve and the lubrication branch. The lubrication branch is adapted to supply oil to the lubrication structure. At least one of the lubrication branches is provided with the first reversing valve.

[0018] In the above scheme, the cooling and lubrication oil circuit further includes: a filter press, which is connected between the outlet of the third reversing valve and all the lubrication branches, and the filter press connects the outlet of the third reversing valve and the corresponding lubrication branches.

[0019] In the above scheme, the cooling and lubrication oil circuit further includes an oil cooler, which is connected between the filter press and the outlet of the third reversing valve to connect the filter press and the outlet of the third reversing valve.

[0020] In the above scheme, there are multiple lubrication branches, and at least one of the multiple lubrication branches is equipped with a flow regulating valve.

[0021] The hybrid transmission according to embodiments of the present invention includes the hydraulic control system of any of the above-described hybrid transmissions.

[0022] The vehicle according to an embodiment of the present invention includes the above-described hybrid transmission.

[0023] According to embodiments of the present invention, the hydraulic control system of the hybrid transmission, the hybrid transmission, and the vehicle can adjust the oil pressure in the cooling lubrication circuit and / or the clutch oil circuit by means of a pressure regulating module connected between the cooling lubrication circuit and the clutch oil circuit. This enables on-demand supply of oil to the clutch oil circuit and / or the cooling lubrication circuit, effectively reducing the energy consumption and loss of the hybrid transmission in the hybrid vehicle, optimizing the energy consumption index of the hybrid vehicle, and improving the performance of the hybrid vehicle.

[0024] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0025] Figure 1 This is a schematic diagram illustrating the working principle of the hydraulic control system of a hybrid transmission in one embodiment.

[0026] Figure 2 This is a schematic diagram of the pressure regulation module of the hydraulic control system of a hybrid transmission in one embodiment;

[0027] Figure 3 This is a schematic diagram of the clutch oil circuit of the hydraulic control system of a hybrid transmission in one embodiment;

[0028] Figure 4 This is a schematic diagram of the cooling and lubrication oil circuit of the hydraulic control system of a hybrid transmission in one embodiment.

[0029] Explanation of reference numerals in the attached figures:

[0030] Hydraulic cylinder 1, filter screen 2, check valve 3, second accumulator 4, cooling and lubricating oil circuit 11, clutch oil circuit 12, pressure regulating module 13, first directional valve 111, second oil pump 112, third directional valve 113, lubrication branch 114, oil cooler 115, filter press 116, directional adjustment port 1111, first directional valve outlet 1112, second directional valve inlet 1131, third directional valve outlet 1132, first lubrication branch 1141, second lubrication branch 1142, third lubrication branch 1143, fourth lubrication branch 1144, fifth lubrication branch 1145, first fixed throttle orifice 41, second fixed throttle orifice 42, two-position two-way hydraulic directional valve 43, third fixed throttle orifice 44, fourth fixed throttle orifice 45, fifth fixed throttle orifice 46, first oil pump 121, second directional valve 122, clutch direct drive solenoid valve 123, pressure sensor 124, First accumulator; 125, First clutch C1, Second clutch C2, First directional valve inlet 1221, Second directional valve outlet 1222, Clutch direct drive solenoid valve inlet 1231, Clutch direct drive solenoid valve outlet 1232, Main pressure regulating valve 131, Shuttle valve 132, Pilot solenoid valve 133, Regulating valve inlet 1311, Regulating valve outlet 1312, Pressure regulating port 1313, First inlet 1321, Second inlet 1322, Control port 1323, Pilot solenoid valve inlet 1331, Pilot solenoid valve outlet 1332, First branch 21 of shuttle valve, Second branch 22 of shuttle valve, Third branch 23 of shuttle valve, Fourth branch 24 of shuttle valve, First branch 25 of main pressure regulating valve, First branch 31 of second directional valve, Second branch 32 of second directional valve, First branch 33 of third directional valve, Second branch 34 of third directional valve. Detailed Implementation

[0031] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0032] The implementation details of the technical solutions in the embodiments of this application are described in detail below.

[0033] like Figure 1 The diagram shown is a schematic of a hydraulic control system for a hybrid transmission. Figure 1 The hydraulic control system of the hybrid transmission shown can achieve on-demand oil supply by adjusting the system pressure. The following section discusses... Figure 1 The working principle of the hydraulic control system of the hybrid transmission will be explained in detail.

[0034] In one embodiment, the hydraulic control system of the hybrid transmission includes a cooling lubrication circuit 11, a clutch circuit 12, and a pressure regulating module 13.

[0035] The cooling lubrication circuit 11 is used to cool and lubricate the lubrication structure to be cooled. The cooling oil can be delivered to different lubrication structures to be cooled through the cooling lubrication circuit 11, thereby cooling and lubricating the lubrication structure to be cooled.

[0036] The clutch oil circuit 12 can supply oil to the clutch to engage or disengage the clutch, thereby achieving vehicle control.

[0037] The pressure regulating module 13 is connected between the cooling lubrication oil passage 11 and the clutch oil passage 12, and can regulate the oil pressure in the cooling lubrication oil passage 11 and / or the clutch oil passage 12. In practical applications, the oil delivery in the cooling lubrication oil passage 11 and the clutch oil passage 12 is achieved based on different oil pressures. The magnitude of the oil pressure can control whether oil can be delivered to the cooling lubrication oil passage 11 and / or the clutch oil passage 12, and can also control the amount of oil in the cooling lubrication oil passage 11 and / or the clutch oil passage 12. Therefore, by combining the actual operating conditions and needs of the cooling lubrication oil passage 11 and / or the clutch oil passage 12, and by regulating the oil pressure in the cooling lubrication oil passage 11 and / or the clutch oil passage 12 based on the pressure regulating module 13, the oil can be distributed to the cooling lubrication oil passage 11 and the clutch oil passage 12 as needed, reducing the energy consumption and loss of the hybrid transmission.

[0038] like Figure 2 As shown, Figure 2 A partial schematic diagram of the pressure regulation module is shown below. Figure 1 and Figure 2 The pressure regulation module 13 is described in detail.

[0039] In one embodiment, the pressure regulating module 13 includes a main pressure regulating valve 131 and a shuttle valve 132. The main pressure regulating valve 131 has a regulating valve inlet 1311, a regulating valve outlet 1312, and a pressure regulating port 1313. The shuttle valve 132 has a first inlet 1321, a second inlet 1322, and a control port 1323. The first inlet 1321 is connected to the clutch oil circuit 12, the second inlet 1322 is connected to the lubricating oil circuit 11, and the control port 1323 is connected to the pressure regulating port 1313 of the main pressure regulating valve 131.

[0040] The oil can flow to the main pressure regulating valve 131. Specifically, after the oil flows in from the regulating inlet of the main pressure regulating valve 131, part of the oil flows into the first branch 25 of the main pressure regulating valve 131, and then into the left-side sealed cavity of the main pressure regulating valve 131 through the first branch 25. The other part of the oil flows out of the main pressure regulating valve 131 through the regulating valve outlet 1312. The oil flowing out of the regulating valve outlet 1312 of the main pressure regulating valve 131 flows to the cooling lubrication oil circuit 11, and enters the cooling lubrication oil circuit 11 to supply oil to the lubrication mechanism to be cooled, so as to achieve the purpose of cooling lubrication. In addition, the oil flowing out of the regulating valve outlet 1312 of the main pressure regulating valve 131 can also flow into the second inlet 1322 of the shuttle valve 132.

[0041] The specific working principle of the shuttle valve 132 is as follows: Oil flows into the first inlet 1321 of the shuttle valve 132. The oil flowing into the first inlet 1321 can enter the left-side sealed cavity of the shuttle valve 132 through the first branch 21. The more oil enters the left-side sealed cavity, the greater the oil pressure on the left side of the shuttle valve 132. When the oil pressure in the left-side sealed cavity of the shuttle valve 132 increases to a certain level, the control port 1323 of the shuttle valve 132 connects to the first inlet 1321. At this time, the oil flowing into the first inlet 1321 can flow out through the control port 1323 through the second branch 22 of the shuttle valve 132. Similarly, oil flows into the second inlet 1322 of the shuttle valve 132. The oil flowing into the second inlet 1322 can enter the left-side sealed cavity through the first branch 21 of the shuttle valve 132. The four branches 24 enter the right-side sealed cavity of the shuttle valve 132. The more oil flows in through the second inlet 1322, the greater the oil pressure on the right side of the shuttle valve 132. When the oil pressure in the right-side sealed cavity of the shuttle valve 132 increases to a certain level, the control port 1323 of the shuttle valve 132 connects with the second inlet 1322. At this time, the oil flowing in from the second inlet 1322 of the shuttle valve 132 can flow out from the control port 1323 through the third branch 23 of the shuttle valve 132. In practical applications, the oil pressure generated through the first inlet 1321 and the second inlet 1322 is regulated by the main pressure regulating valve 131.

[0042] The cooling and lubrication oil circuit 11 includes a first directional valve 111, which has a directional adjustment port 1111 and a first directional valve outlet 1112. The control port 1323 of the shuttle valve 132 is connected to the directional adjustment port 1111. Specifically, oil flowing out of the control port 1323 of the shuttle valve 132 flows into the directional adjustment port 1111 of the first directional valve 111. The oil flowing into the directional adjustment port 1111 enters the sealed portion of the first directional valve 111. Inside the cavity, the oil in the sealed cavity can generate oil pressure. When the oil pressure reaches a certain level, the first reversing valve 111 is in the open state, so that the oil in the cooling lubrication oil circuit 11 can be supplied to the lubrication structure from the first reversing valve outlet 1112 of the open first reversing valve 111. It should be noted that the oil in the cooling lubrication oil circuit 11 flows out through the regulating valve outlet 1312 of the main pressure regulating valve 131 and then flows into the cooling lubrication oil circuit 11.

[0043] In this embodiment, the first directional valve 111 can control whether the oil in the cooling lubrication oil circuit 11 can supply oil to the lubrication mechanism. The conduction state of the first directional valve 111 is controlled by the shuttle valve 132. Therefore, the shuttle valve 132 can effectively control the amount of oil distributed. When the lubrication structure is not working, that is, when the lubrication structure does not need lubrication and cooling, the shuttle valve 132 controls the first directional valve 111 to be in the closed state to avoid continuously supplying oil to the non-working lubrication structure. When the lubrication structure is working, that is, when the lubrication structure needs lubrication and cooling, the shuttle valve 132 controls the first directional valve 111 to be in the open state to continuously supply oil to the working lubrication structure, thereby maximizing the utilization of oil and avoiding excessive energy consumption.

[0044] In one embodiment, the pressure regulating module 13 further includes a pilot solenoid valve 133. The control port 1323 of the shuttle valve 132 is connected to the pressure regulating port 1313 and the reversing regulating port 1111 of the main pressure regulating valve 131 through the pilot solenoid valve 133. Specifically, the oil flowing out of the control port 1323 of the shuttle valve 132 can flow from the pilot solenoid valve 133 into the reversing regulating port 1111 of the first reversing valve 111, and the oil flowing out of the control port 1323 of the shuttle valve 132 can also flow into the pressure regulating port 1313 of the main pressure regulating valve 131 through the pilot solenoid valve 133, thereby enabling the main pressure regulating valve 131 to regulate the oil pressure. In practical applications, the flow of oil can be controlled by controlling the energization state of the pilot solenoid valve 133. Specifically, when the pilot solenoid valve 133 is energized, oil can flow out of the pilot solenoid valve 133 and then enter the pressure regulating port 1313 of the main pressure regulating valve 131 and the reversing regulating port 1111 of the first reversing valve 111. Thus, the energization state of the pilot solenoid valve 133 will also affect the oil pressure at the reversing regulating port 1111 of the first reversing valve 111, thereby controlling the conduction state of the first reversing valve 111.

[0045] In practical applications, a second accumulator 4 is also provided between the pilot solenoid valve 133 and the first directional valve 111. The second accumulator 4 can be used to absorb the pressure shock generated during the process of oil flowing from the pilot solenoid valve 133 to the first directional valve 111.

[0046] In one embodiment, the pilot solenoid valve 133 has a pilot solenoid valve inlet 1331 and a pilot solenoid valve outlet 1332. The pilot solenoid valve inlet 1331 is connected to the control port 1323, and the pilot solenoid valve outlet 1332 is connected to the pressure regulating port 1313 and the reversing regulating port 1111. In practical applications, the pilot solenoid valve 133 regulates the oil pressure by adjusting the magnitude of the current. Specifically, the pilot solenoid valve 133 can generate a corresponding displacement in the left and right directions according to the magnitude of the current. The magnitude of the displacement generated by the pilot solenoid valve 133 adjusts the magnitude of the oil pressure, thereby regulating the oil flowing into the pressure regulating port 1313 through the pilot solenoid valve outlet 1332.

[0047] In practical applications, the oil flowing into the regulating valve inlet 1311 of the main pressure regulating valve 131 can flow into the left sealed cavity of the main pressure regulating valve 131 via the first branch 25. The oil in the left sealed cavity generates oil pressure from left to right. At the same time, the main pressure regulating valve 131 can also move in the left and right directions. During the movement, the main pressure regulating valve 131 will squeeze the spring configured in the main pressure regulating valve 131, so the spring force generated by the spring acts on the main pressure regulating valve 131. In addition, the oil flowing out of the pressure regulating port 1313 of the main pressure regulating valve 131 will also enter the right sealed cavity of the main pressure regulating valve 131. The oil in the right sealed cavity generates oil pressure from right to left. Based on this, the force balance of the main pressure regulating valve 131 can be established, that is, the oil pressure on the left side = the oil pressure on the right side + the spring force. The main pressure regulating valve 131 regulates the system pressure based on the force balance equation.

[0048] In practical applications, a certain oil pressure is required for the clutch oil circuit 12 to engage the clutch. The main pressure regulating module is mainly used to regulate the oil pressure of the clutch oil circuit 12, so that when clutch engagement is required, it can provide the appropriate oil pressure to the clutch oil circuit 12 to enable clutch engagement. In addition to the clutch oil circuit 12 needing to operate at a suitable oil pressure, the cooling and lubrication oil circuit 11 also needs to operate at a suitable oil pressure. However, in practical applications, the oil pressure required by the cooling and lubrication oil circuit 11 or the clutch oil circuit 12 may be too high, exceeding the adjustment range of the main pressure regulating valve 131. In this case, the main pressure regulating valve 131 and the pilot solenoid valve 133 need to jointly regulate the oil pressure of the entire system, so that the system oil pressure can meet the oil pressure requirements of the clutch oil circuit 12 and the cooling and lubrication oil circuit 11.

[0049] like Figure 3 As shown, Figure 3 A partial schematic diagram of the clutch oil circuit is shown below. Figure 1 and Figure 3 The clutch oil circuit 12 is described in detail.

[0050] In one embodiment, the clutch oil circuit 12 includes a first oil pump 121 and a second reversing valve 122. The first oil pump 121 is a mechanical oil pump, and the second reversing valve 122 has a first reversing valve inlet 1221 and a second reversing valve outlet 1222. The second reversing valve inlet 1221 is connected to the outlet of the first oil pump 121, and the second reversing valve outlet 1222 is connected to the clutch, the first inlet 1321 of the shuttle valve 132, and the regulating valve inlet 1311 of the main pressure regulating valve 131. Specifically, the first oil pump 121 can output oil, which enters the first directional valve inlet 1221 of the second directional valve 122. The oil flowing in from the first directional valve inlet 1221 of the second directional valve 122 will enter the sealed cavity of the second directional valve 122 through the first branch 31 of the second directional valve 122. The oil in the sealed cavity will generate oil pressure. When the oil pressure in the sealed cavity reaches a certain level, the first directional valve inlet 1221 and the second directional valve outlet 1222 will be connected. The oil flowing in from the first directional valve inlet 1221 can flow out from the second directional valve outlet 1222 through the second branch 32 of the second directional valve 122. This allows the oil output by the first oil pump 121 to flow through the second directional valve 122, thereby allowing the oil to reach the clutch, the regulating valve inlet 1311 of the main pressure regulating valve 131, and the first inlet 1321 of the shuttle valve 132. In practical applications, a spring-loaded port of a one-way valve 3 is connected in parallel at the first oil pump 121. The spring-loaded port of the one-way valve 3 can prevent the oil pumped out by the first oil pump 121 from returning to the inlet of the first oil pump 121. When the first oil pump 121 reverses, the one-way valve 3 can open to draw oil, preventing the first oil pump 121 from dry running.

[0051] In one embodiment, the clutch oil passage 12 further includes a clutch direct-drive solenoid valve 123, which is connected between the second directional valve 122 and the clutch. The clutch direct-drive solenoid valve 123 can control the engagement or disengagement of the clutch. In practical applications, such as... Figure 1The clutch circuit shown contains two clutches: a first clutch C1 and a second clutch C2. The engagement and disengagement of the first clutch C1 will be explained below. The main pressure regulating valve 131, by adjusting the system pressure, allows the oil flowing from the outlet 1222 of the second directional valve to reach the inlet of the clutch direct-drive solenoid valve 123. When the clutch direct-drive solenoid valve 123 is energized, the oil pressure supplied to the clutch engages the first clutch C1. If gear shifting is required, the clutch direct-drive solenoid valve 123 is de-energized, allowing the oil in the clutch oil circuit 12 to return to the storage space within the clutch direct-drive solenoid valve 123. With the reduced oil pressure, the first clutch C1 slowly disengages. In practical applications, the pressure regulation of the clutch direct-drive solenoid valve 123 is achieved by adjusting the current flowing through it. In practical applications, a filter screen 2 is also provided between the second directional valve 122 and the clutch direct drive solenoid valve 123 to filter the oil entering the clutch direct drive solenoid valve 123.

[0052] In one embodiment, the regulating valve inlet 1311 is also connected to the clutch direct drive solenoid valve inlet 1231 of the clutch direct drive solenoid valve 123. Thus, by regulating the system pressure through the main pressure regulating valve 131, the oil can be controlled to enter the clutch direct drive solenoid valve inlet 1231 of the clutch direct drive solenoid valve 123, and the clutch engagement and disengagement can be achieved by using the oil pressure.

[0053] In one embodiment, the clutch oil circuit 12 further includes a pressure sensor 124 and a first accumulator 125. The pressure sensor 124 can monitor the clutch engagement pressure at any time, and thus the oil pressure of the clutch oil circuit 12 can be adjusted by feedback based on the clutch engagement pressure. The first accumulator 125 can be used to absorb the pressure shock generated by the oil from the clutch direct drive solenoid valve 123 to the clutch.

[0054] like Figure 4 As shown, Figure 4 A partial schematic diagram of the clutch oil circuit is shown below. Figure 1 and Figure 4 The cooling and lubrication circuit 11 is described in detail.

[0055] In one embodiment, the cooling and lubrication circuit 11 includes a second oil pump 112 (which may be an electronic oil pump), a third directional valve 113, and at least one lubrication branch 114. The third directional valve 113 has a second directional valve inlet 1131 and a third directional valve outlet. The second directional valve inlet 1131 is connected to the outlet of the second oil pump 112. The oil output by the second oil pump 112 can enter the third directional valve 113 through the second directional valve inlet 1131. The oil flowing into the third directional valve 113 through the second directional valve inlet 1131 can enter the sealed cavity of the third directional valve 113 through the first branch 33 of the third directional valve 113. The oil in the sealed cavity can generate oil pressure. When the oil pressure reaches a certain level, the second directional valve inlet 1131 and the third directional valve outlet 1132 of the third directional valve 113 are connected, so that the oil flowing into the third directional valve 113 through the second branch 34 of the third directional valve 113 can flow out from the third directional valve outlet 1132.

[0056] The outlet 1132 of the third directional valve is connected to the regulating valve outlet 1312 of the main pressure regulating valve 131 and the lubrication branch 114. Therefore, the oil flowing out of the outlet 1132 of the third directional valve 113 and the oil flowing out of the regulating valve outlet 1312 of the main pressure regulating valve 131 can enter the lubrication branch 114. In practical applications, part of the oil from the outlet 1132 of the third directional valve 113 also flows into the second inlet 1322 of the shuttle valve 132. Thus, the oil flowing into the second inlet 1322 of the shuttle valve 132 controls the opening or closing of the first directional valve 111, thereby controlling whether the oil flowing into the lubrication branch 114 can reach the lubrication structure.

[0057] In one embodiment, there are multiple lubrication branches 114, and at least one of the multiple lubrication branches 114 is provided with a flow regulating valve, which can control the amount of oil flowing into each lubrication branch 114.

[0058] exist Figure 1 and Figure 4 In the cooling and lubrication oil circuit 11, there are a total of 5 lubrication branch circuits 114. The following is a detailed description of each lubrication branch circuit 114 and the flow regulating valve installed in the lubrication branch circuit 114.

[0059] The first lubrication branch 1141 is the lubrication branch 114 of the generator. A first directional valve 111 is installed in the first lubrication branch 1141. By controlling the first directional valve 111, the flow of oil into the first lubrication branch 1141 can be controlled. The control principle of the first directional valve 111 can be referred to the above description. The first directional valve 111 can reduce the oil supply when the generator is not working, thereby controlling the oil quantity required by the generator. The first lubrication branch 1141 of the generator is further divided into a first sub-branch and a second sub-branch. Oil passing through the first directional valve 111 can enter the first sub-branch. In the first sub-branch, the oil first passes through the first fixed throttle orifice 41 and then enters the structure to be lubricated. In practical applications, the first sub-branch is used for the lubrication and cooling of the engine drive gears. The first fixed throttle orifice 41 in the first sub-branch ensures the oil requirement of the engine drive gears, thereby ensuring the lubrication and cooling effect of the engine drive gears. Oil flowing through the first directional valve 111 can also enter the second sub-branch. The second sub-branch also has a second fixed throttling orifice 42. Oil flows through this orifice to the structure to be lubricated. In practical applications, the second sub-branch is used for cooling and lubricating the generator's stator, rotor, and shaft gears. The second fixed throttling orifice in the second sub-branch controls the oil flow rate, thus ensuring the oil demand and lubrication / cooling effect of the second sub-branch.

[0060] The second lubrication branch 1142 is equipped with a two-position two-way proportional flow valve 43. After the oil enters the second lubrication branch 1142, it first passes through the two-position two-way proportional flow valve 43 and then flows into the structure to be lubricated. In practical applications, the second lubrication branch 1142 is used to cool and lubricate the stator of the drive motor. In practical applications, the stator of the drive motor is the main power source for driving the vehicle. The oil demand of the drive motor stator varies according to driving conditions. Therefore, the two-position two-way proportional flow valve 43 is provided in the second lubrication branch 1142 to supply oil to the drive motor stator on demand. The opening of the two-position two-way proportional flow valve 43 can be indirectly controlled by the magnitude of the electromagnet current, thereby controlling the amount of oil flowing through the two-position two-way proportional flow valve 43.

[0061] The third lubrication branch 1143 is equipped with a third fixed throttling orifice 44. After the oil enters the third lubrication branch 1143, it first passes through the third fixed throttling orifice 44 and then flows into the structure to be lubricated. In practical applications, the third lubrication branch 1143 is used to cool and lubricate the bearings, gears, clutch C1, etc. of the intermediate shaft. In practical applications, the intermediate shaft is always in a working state. Therefore, the oil volume can be controlled by using the third fixed throttling orifice 44 in the third lubrication branch 1143. The oil volume passing through the third fixed throttling orifice 43 is maintained by keeping a stable pressure difference across the orifice 44.

[0062] The fourth lubrication branch 1144 is equipped with a fourth fixed throttling orifice 45. After the oil enters the fourth lubrication branch 1144, it first passes through the fourth fixed throttling orifice 45 and then flows into the structure to be lubricated. The fourth lubrication branch 1144 is used to cool and lubricate the rotor and shaft gears of the drive motor. In practical applications, the rotor of the drive motor is always in motion (including active and passive rotation) because it meshes with the differential through gears. Therefore, the fourth fixed throttling orifice 45 is used to control the amount of oil flowing into the rotor and shaft gears of the drive motor. The amount of oil passing through the fourth fixed throttling orifice 45 is maintained by keeping a stable pressure difference across it.

[0063] The fifth lubrication branch 1145 is equipped with a fifth fixed throttling orifice 46. After the oil enters the fifth lubrication branch 1145, it first passes through the fifth fixed throttling orifice 46 and then flows into the structure to be lubricated. The fifth lubrication branch 1145 is used for cooling and lubricating the engine shaft gears and clutch. In practical applications, considering that the engine shaft gears and clutch always require cooling and lubrication, whether driven passively or actively, the fifth fixed throttling orifice 46 is also used in the fifth lubrication branch 1145 to control the oil volume.

[0064] That is to say Figure 4 The flow regulating valve provided in the lubrication branch 114 includes a first fixed throttling orifice 41, a second fixed throttling orifice 42, a two-position two-way hydraulic control directional valve 43, a third fixed throttling orifice 44, a fourth fixed throttling orifice 45, and a fifth fixed throttling orifice 46.

[0065] In practical applications, different lubrication branches 114 are equipped with components for controlling the amount of oil, which can distribute the oil entering the cooling lubrication oil circuit 11 to each lubrication branch 114 as needed, so as to meet the cooling and lubrication needs of the structure to be lubricated in each lubrication branch 114.

[0066] It should be noted that, in addition to the second oil pump 112 supplying oil to the cooling and lubrication circuit 11, the first oil pump 121 can also supply oil to the cooling and lubrication circuit 11. Specifically, the oil output from the first oil pump 121, after passing through the second reversing valve 122, flows to the regulating valve inlet 1311 of the main pressure regulating valve 131. The oil then flows out from the regulating valve outlet 1312 of the main pressure regulating valve 131, and a portion of the outflowing oil enters the cooling and lubrication circuit 11. In practical applications, when it is necessary to supply oil to the lubrication structure, the lubrication structure can be cooled and lubricated by the oil output from the first oil pump 121, or by the oil output from the second oil pump 112. Alternatively, both the first and second oil pumps 121 and 112 can operate simultaneously to supply oil to the lubrication structure for cooling and lubrication. In practical applications, the first oil pump 121 provides the oil required for cooling and lubrication circuit 11, and the second oil pump 112 assists in providing the oil required for cooling and lubrication circuit 11.

[0067] When only the first oil pump 121 is working, the oil pressure on the left side of the shuttle valve 132 will be higher than the oil pressure on the right side. Therefore, the shuttle valve 132 will always work on the left side, thereby connecting the first inlet 1321 with the control port 1323, while the second inlet 1322 and the control port 1323 are not connected. That is, the oil flowing in from the first inlet 1321 can flow out from the control port 1323, while the oil flowing in from the second inlet 1322 cannot flow out from the control port 1323.

[0068] When only the second oil pump 112 is working, the oil pressure on the right side of the shuttle valve 132 will be higher than the oil pressure on the left side. Therefore, the shuttle valve 132 will always work on the right side, thereby connecting the second inlet 1322 with the control port 1323, while the first inlet 1321 is not connected to the control port 1323. That is, the oil flowing in from the second inlet 1322 can flow out from the control port 1323, while the oil flowing in from the first inlet 1321 cannot flow out from the control port 1323.

[0069] When the first oil pump 121 and the second oil pump 112 are working simultaneously, the oil pressure generated by the first oil pump 121 is greater than that generated by the second oil pump 112. Therefore, the oil pressure on the left side of the shuttle valve 132 will be higher than that on the right side. As a result, the shuttle valve 132 will always work on the left side, that is, the first inlet 1321 and the control port 1323 are connected, while the second inlet 1322 and the control port 1323 of the shuttle valve 132 are not connected. Some of the oil flowing out from the first oil pump 121 can flow into the first inlet 1321 and can flow out from the control port 1323. The oil flowing out from the second oil pump 112 cannot flow through the shuttle valve 132, but flows into the cooling and lubrication oil circuit 11.

[0070] In one embodiment, the cooling lubrication circuit 11 further includes a filter press 116, which is connected between the outlet 1132 of the third directional valve and all lubrication branches 114. The filter press 116 can connect the outlet 1132 of the third directional valve and the corresponding lubrication branch 114, so that the oil before entering the lubrication branch 114 will be filtered by the filter press 116 to avoid damage to the unlubricated structure.

[0071] In one embodiment, the cooling lubricating oil circuit further includes an oil cooler 115, which is connected between the filter press 116 and the outlet 1132 of the third reversing valve, thereby connecting the filter press 116 and the outlet 1132 of the third reversing valve. In practical applications, the operation of the hybrid transmission generates heat, causing the oil temperature to rise. To achieve better cooling, the oil entering each lubrication branch 114 needs to pass through the oil cooler 115 first. The oil cooler 115 can cool the oil entering each lubrication branch 114, thereby using the cooled oil to cool and lubricate the structure to be lubricated.

[0072] The following is combined with Figure 1 , Figure 2 , Figure 3 and Figure 4 The flow direction of the oil is explained in detail.

[0073] First, the oil cylinder 1 stores oil. The oil in the oil cylinder 1 can be delivered to the first directional valve inlet 1221 of the second directional valve 122 and the spring side port of the check valve 3 through the first oil pump 121. The check valve 3 can prevent the oil pumped out by the first oil pump 121 from returning to the inlet of the first oil pump 121. When the first oil pump 121 reverses, the check valve 3 can be in the open state to draw oil and prevent the first oil pump 121 from dry running. When the oil pressure entering the second directional valve 122 reaches a certain level, the first directional valve inlet 1221 and the second directional valve outlet 1222 of the second directional valve 122 are in a conductive state. This allows oil to flow from the first directional valve inlet 1221 to the second directional valve outlet 1222. The oil flowing from the second directional valve outlet 1222 can reach the clutch direct drive solenoid valve inlet 1231 of the clutch direct drive solenoid valve 123 in the clutch oil circuit 12, the regulating valve inlet 1311 of the main pressure regulating valve 131, and the first inlet 1321 of the shuttle valve 132. The main pressure regulating valve 131 and the pilot solenoid valve 133 work together to regulate the system pressure, thereby controlling the flow of oil into the clutch direct drive solenoid valve inlet 1231. When the clutch direct drive solenoid valve 123 is energized, it can regulate the pressure of the clutch oil circuit 12, allowing oil to flow out from the clutch direct drive solenoid valve outlet 1232 and engaging the clutch. When the clutch direct drive solenoid valve 123 is de-energized, the oil pressure will gradually decrease, thereby disengaging the clutch.

[0074] The oil flowing into the regulating valve inlet 1311 of the main pressure regulating valve 131 can also flow out through the regulating valve outlet 1312 of the main pressure regulating valve 131, and the outflowing oil can enter the second inlet 1322 of the shuttle valve 132.

[0075] Oil flowing into the shuttle valve 132 through its first inlet 1321 enters the sealed cavity on the left side of the shuttle valve 132, generating oil pressure. When the oil pressure in the sealed cavity on the left side reaches a certain level, the first inlet 1321 and the control port 1323 of the shuttle valve 132 are connected, and the oil flowing into the first inlet 1321 can flow out from the control port 1323 of the shuttle valve 132. Oil flowing into the shuttle valve 132 through its second inlet 1322 enters the sealed cavity on the right side of the shuttle valve 132, generating oil pressure. When the oil pressure reaches a certain level, the second inlet 1322 and the control port 1323 are connected, and the oil flowing into the second inlet 1322 can flow out from the control port 1323.

[0076] The oil flowing out through the control port 1323 of the shuttle valve 132 can enter the pilot solenoid valve inlet 1331 of the pilot solenoid valve 133. The pilot solenoid valve 133 can regulate the pressure of the pilot solenoid valve 133 by controlling the energization state, and then the oil flows out from the pilot solenoid valve outlet 1332 of the pilot solenoid valve 133 according to this pressure. The flowing oil can enter the pressure regulating port 1313 of the main pressure regulating valve 131 and the reversing regulating port 1111 of the first reversing valve 111.

[0077] Oil flowing in through the regulating valve inlet 1311 of the main pressure regulating valve 131 can enter the sealed cavity on the left side of the main pressure regulating valve 131, generating oil pressure. The main pressure regulating valve 131 can also move left and right to generate spring force on the right side of the main pressure regulating valve 131. Oil flowing out through the pilot solenoid valve 133 can also flow into the pressure regulating port 1313 of the main pressure regulating valve 131. Oil flowing in from the pressure regulating port 1313 of the main pressure regulating valve 131 can enter the sealed cavity on the right side of the main pressure regulating valve 131, generating oil pressure. By adjusting the spring force on the right side and the oil pressure generated in the sealed cavity on the right side, the oil pressure of the system can be adjusted.

[0078] The oil in cylinder 1 is also pumped to the second directional valve inlet 1131 of the third directional valve 113 by the second oil pump 112. When the oil pressure of the oil entering the second directional valve inlet 1131 of the third directional valve 113 reaches a certain level, the second directional valve inlet 1131 and the third directional valve outlet 1132 of the third directional valve 113 are connected, so that the oil flowing into the second directional valve inlet 1131 can flow out from the third directional valve outlet 1132.

[0079] Part of the oil flowing out of the third reversing valve 113 can flow into the second inlet 1322 of the shuttle valve 132. When the oil pressure of the oil flowing into the second inlet 1322 of the shuttle valve 132 reaches a certain level, the second inlet 1322 and the control port 1323 of the shuttle valve 132 are in a conducting state, so that the oil flowing into the second inlet 1322 can flow out from the control port 1323.

[0080] Another portion of the oil flowing out from the third reversing valve 113 and another portion of the oil flowing out from the regulating valve outlet 1312 of the main pressure regulating valve 131 will enter the cooling lubrication oil circuit 11. These oils will first be cooled and filtered by the oil cooler 115 and the filter press 116, and then enter the five different lubrication branches 114 respectively.

[0081] A first reversing valve 111 is provided in the first lubrication branch 1141. When the oil pressure of the oil flowing into the reversing adjustment port 1111 of the first reversing valve 111 reaches a certain level, the first reversing valve 111 is in the conducting state. Then, the oil entering the first lubrication branch 1141 can flow to the first sub-branch and the second sub-branch through the first reversing valve 111. The oil in the first sub-branch cools and lubricates the generator drive gear, generator and shaft gear through the first fixed throttle orifice 41. The oil in the second sub-branch cools and lubricates the generator drive gear, stator, rotor and shaft gear through the second fixed throttle orifice 42.

[0082] A two-position two-way proportional flow valve is installed in the second lubrication branch 1142. The oil entering the second lubrication branch 1142 passes through the two-position two-way proportional flow valve to cool and lubricate the stator of the drive motor.

[0083] The third lubrication branch 1143 is provided with a third fixed throttle hole 44. The oil entering the third lubrication branch 1143 passes through the third fixed throttle hole 44 to cool and lubricate the bearings, gears, clutch C1, etc. of the intermediate shaft.

[0084] The fourth lubrication branch 1144 is provided with a fourth fixed throttling orifice 45. The oil entering the fourth lubrication branch 1144 passes through the fourth fixed throttling orifice 45 to cool and lubricate the rotor and shaft teeth of the drive motor.

[0085] The fifth lubrication branch 1145 is provided with a fifth fixed throttle hole 46. The oil entering the fifth lubrication branch 1145 cools and lubricates the engine shaft gears and clutch through the fifth fixed throttle hole 46.

[0086] It should be noted that the oil processed by the oil cooler 115 and the filter press 116 is recorded as the total oil volume of the cooling lubrication circuit 11. Based on the total oil volume, the total oil volume can be proportionally distributed to each lubrication branch 114 according to the first reversing valve 111, the first fixed throttle orifice 41, the second fixed throttle orifice 42, the two-position two-way flow proportional valve 43, the third fixed throttle orifice 44, the fourth fixed throttle orifice 45, and the fifth fixed throttle orifice 46, thereby realizing the distribution of oil and distributing oil to the mechanism to be lubricated as needed.

[0087] It should be noted that, in Figure 1 , Figure 2 , Figure 3 and Figure 4 The dashed lines in the diagram represent the control oil circuits of different components. For example, with... Figure 3 Taking the second directional valve 122 as an example, the control oil circuit of the second directional valve 122 is the first branch 31 of the second directional valve 122. After the oil flows into the control oil circuit, the oil pressure generated in the sealed cavity of the second directional valve 122 can control the conduction state between the first directional valve inlet 1221 and the second directional valve outlet 1222 of the second directional valve 122, so that the oil can flow out from the second directional valve outlet 1222 through the second branch 32 of the second directional valve 122.

[0088] In the above embodiments, by means of a pressure regulating module connected between the cooling lubrication circuit and the clutch circuit, the oil pressure in the cooling lubrication circuit and / or the clutch circuit can be adjusted, thereby enabling on-demand supply of oil to the clutch circuit and / or the cooling lubrication circuit, effectively reducing the energy consumption and loss of the hybrid transmission in hybrid electric vehicles, optimizing the energy consumption index of hybrid electric vehicles, and improving the performance of hybrid electric vehicles.

[0089] In one embodiment, a hybrid transmission is also provided, wherein the hybrid transmission includes the hydraulic control system of the hybrid transmission described above.

[0090] In one embodiment, a vehicle is also provided, wherein the vehicle includes the aforementioned hybrid transmission.

[0091] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing it in another suitable manner if necessary, and then storing it in a computer memory.

[0092] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0093] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0094] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0095] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A hydraulic control system for a hybrid power transmission, characterized in that, include: Cooling lubrication oil passage (11), the cooling lubrication oil passage (11) is used to cool and lubricate the lubrication structure to be cooled; Clutch oil passage (12), said clutch oil passage (12) is adapted to supply oil to the clutch to engage or disengage the clutch; Pressure regulating module (13) is connected between the cooling lubrication oil circuit (11) and the clutch oil circuit (12) to regulate the oil pressure in the cooling lubrication oil circuit (11) and / or the clutch oil circuit (12); The pressure regulating module (13) includes a shuttle valve (132) and a main pressure regulating valve (131). The shuttle valve (132) has a first inlet (1321), a second inlet (1322), and a control port (1323). The first inlet (1321) is connected to the clutch oil circuit (12), and the second inlet (1322) is connected to the cooling and lubrication oil circuit (11). The main pressure regulating valve (131) has a regulating valve inlet (1311) and a regulating valve outlet (1312). The regulating valve inlet (1311) and the regulating valve outlet (1312) are respectively connected to the clutch oil circuit (12) and the cooling and lubrication oil circuit (11). The control port (1323) is connected to the pressure regulating port (1313) of the main pressure regulating valve (131). The cooling and lubrication circuit (11) includes a first reversing valve (111), which has a reversing adjustment port (1111) and a first reversing valve outlet (1112). The reversing adjustment port (1111) is connected to the control port (1323), and the first reversing valve outlet (1112) is adapted to supply oil to the lubrication structure.

2. The hydraulic control system for the hybrid transmission according to claim 1, characterized in that, The pressure regulating module (13) further includes a pilot solenoid valve (133), and the control port (1323) is connected to the pressure regulating port (1313) and the reversing regulating port (1111) through the pilot solenoid valve (133).

3. The hydraulic control system for the hybrid transmission according to claim 2, characterized in that, The pilot solenoid valve (133) has a pilot solenoid valve inlet (1331) and a pilot solenoid valve outlet (1332). The pilot solenoid valve inlet (1331) is connected to the control port (1323), and the pilot solenoid valve outlet (1332) is connected to the pressure regulating port (1313) and the reversing regulating port (1111).

4. The hydraulic control system of the hybrid transmission according to any one of claims 1-3, characterized in that, The clutch oil circuit (12) includes: a first oil pump (121) and a second reversing valve (122). The second reversing valve (122) has a first reversing valve inlet (1221) and a second reversing valve outlet (1222). The first reversing valve inlet (1221) is connected to the outlet of the first oil pump (121), and the second reversing valve outlet (1222) is connected to the clutch, the first inlet (1321), and the regulating valve inlet (1311).

5. The hydraulic control system for the hybrid transmission according to claim 4, characterized in that, The clutch oil circuit (12) further includes a clutch direct drive solenoid valve (123), which is connected between the second directional valve (122) and the clutch. The clutch direct drive solenoid valve (123) is used to control the clutch to be engaged or disengaged.

6. The hydraulic control system for the hybrid transmission according to claim 5, characterized in that, The regulating valve inlet (1311) is also connected to the clutch direct drive solenoid valve inlet (1231) of the clutch direct drive solenoid valve (123).

7. The hydraulic control system for the hybrid transmission according to claim 4, characterized in that, The clutch oil circuit further includes: a pressure sensor (124) for detecting the engagement pressure of the clutch; and / or a first accumulator (125) for absorbing the oil pressure shock flowing into the clutch.

8. The hydraulic control system of the hybrid transmission according to any one of claims 1-3, characterized in that, The cooling and lubrication circuit (11) includes: a second oil pump (112), a third reversing valve (113), and at least one lubrication branch (114). The third reversing valve (113) has a second reversing valve inlet (1131) and a third reversing valve outlet (1132). The second reversing valve inlet (1131) is connected to the outlet of the second oil pump (112). The third reversing valve outlet (1132) is connected to the outlet of the regulating valve (1312) and the lubrication branch (114). The lubrication branch (114) is adapted to supply oil to the lubrication structure. At least one of the lubrication branches (114) is provided with the first reversing valve (111).

9. The hydraulic control system for the hybrid transmission according to claim 8, characterized in that, The cooling and lubrication circuit (11) further includes a filter press (116), which is connected between the outlet of the third reversing valve (1132) and all the lubrication branches (114), and the filter press (116) connects the outlet of the third reversing valve (1132) and the corresponding lubrication branch (114).

10. The hydraulic control system for the hybrid transmission according to claim 9, characterized in that, The cooling and lubrication circuit (11) further includes an oil cooler (115), which is connected between the filter press (116) and the outlet of the third reversing valve (1132) to connect the filter press (116) and the outlet of the third reversing valve (1132).

11. The hydraulic control system for the hybrid transmission according to claim 8, characterized in that, There are multiple lubrication branches (114), and at least one of the multiple lubrication branches (114) is equipped with a flow regulating valve.

12. A hybrid power transmission, characterized in that, The hydraulic control system of the hybrid transmission according to any one of claims 1-11.

13. A vehicle, characterized in that, Including the hybrid transmission according to claim 12.

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