Hydraulic control system and control method of hybrid transmission

Abstract

The invention provides a hydraulic control system and control method of a hybrid transmission, and relates to the technical field of hybrid transmissions, comprising: an oil supply subsystem comprising a first electric pump and a second electric pump; the clutch control subsystem is connected with the first electric pump; the cooling and lubricating subsystem is used for clutch cooling control, motor cooling control and shaft tooth string cooling control; the oil supplementing subsystem is connected with the second electric pump, the clutch control subsystem and the cooling and lubricating subsystem and used for controlling the second electric pump to supply oil to the cooling and lubricating subsystem in the first working state; and in the second working state, the first electric pump and the second electric pump are controlled to supply oil to the clutch control subsystem at the same time, so that the clutch combination time is shortened. Under special working conditions, especially when quick response is needed in a low-temperature environment, a system can quickly adjust the working state of the clutch, the combination time of the clutch is shortened, and the response speed of the system is increased.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid transmissions, and in particular to a hydraulic control system and a control method of a hybrid transmission. Background Art

[0002] In hybrid vehicles, the performance of the transmission has an important impact on the power performance and fuel economy of the vehicle. Hybrid transmissions usually include key components such as clutches, motors, and generators, which require an effective cooling system during operation to maintain their performance and life. The hybrid transmission cooling control system in the prior art lacks a mechanism to dynamically adjust the cooling flow according to the actual working requirements of the clutch, resulting in the cooling system being unable to quickly adjust the working state of the clutch under certain working conditions, especially in low temperature environments, resulting in a longer clutch engagement time and reduced system response speed. Summary of the invention

[0003] The purpose of the present application is to provide a hydraulic control system and control method for a hybrid transmission in response to the deficiencies in the above-mentioned prior art, so that under special working conditions, especially when rapid response is required in low temperature environments, the system can quickly adjust the working state of the clutch, shorten the clutch engagement time, and improve the response speed of the system.

[0004] To achieve the above purpose, the technical solution adopted in the embodiment of the present application is as follows:

[0005] In a first aspect, an embodiment of the present application provides a hydraulic control system of a hybrid transmission, comprising: an oil supply subsystem, the oil supply subsystem comprising a first electric pump and a second electric pump, the first electric pump and the second electric pump being used to output oil; a clutch control subsystem, the clutch control subsystem being connected to an output end of the first electric pump and being used to perform clutch engagement control; a cooling and lubrication subsystem, being used to perform clutch cooling control, motor cooling control, and shaft-gear train cooling control;

[0006] An oil replenishment subsystem, wherein the oil replenishment subsystem is connected to the output end of the second electric pump, the clutch control subsystem and the cooling and lubrication subsystem, and is used to control the second electric pump to supply oil to the cooling and lubrication subsystem in a first working state; and to control the first electric pump and the second electric pump to supply oil to the clutch control subsystem at the same time in a second working state to shorten the clutch engagement time.

[0007] The above embodiment uses an integrated hydraulic control system to control the second electric pump to supply oil to the clutch control subsystem under special working conditions through the oil replenishment subsystem, thereby shortening the clutch engagement time and improving the response speed of the system.

[0008] In one embodiment, the oil supply subsystem also includes: a motor, which is connected to the first electric pump and the second electric pump and is used to provide power for the first electric pump and the second electric pump; an oil tank, which is connected to the first electric pump and the second electric pump and is used to store hydraulic oil; and an oil temperature sensor, which is installed in the oil tank and is used to detect the oil temperature.

[0009] The above embodiment simplifies the power transmission path and improves the system integration and energy conversion efficiency by using one motor to power two electric pumps. The oil temperature sensor monitors the oil temperature in real time and provides temperature feedback to the system, making the cooling control more precise.

[0010] In one embodiment, the clutch control subsystem includes: a clutch pressure chamber, used to control the operation of the clutch; a clutch control solenoid valve, the clutch control solenoid valve is connected to the clutch pressure chamber and the output end of the first electric pump through a clutch drive oil circuit, and the clutch control solenoid valve is used to control whether the oil output by the first electric pump is transmitted to the clutch pressure chamber; an unloading solenoid valve, connected to the output end of the first electric pump and the oil tank, and used to control whether the oil output by the first electric pump is returned to the oil tank.

[0011] The above embodiment uses the clutch control solenoid valve to accurately control whether the oil flows to the clutch pressure chamber, thereby achieving precise control of the clutch engagement and disengagement. The unloading solenoid valve allows the system to return the oil to the tank when the clutch is not working, thereby reducing unnecessary energy consumption, improving system efficiency, and reducing drag torque.

[0012] In one embodiment, the clutch control solenoid valve has a first working position and a second working position. In the first working position, the first oil port and the second oil port of the clutch control solenoid valve are connected. In the second working position, the second oil port and the third oil port of the clutch control solenoid valve are connected, and the third oil port is used to connect to the oil tank; the first oil port of the clutch control solenoid valve is connected to the outlet of the first electric pump; and the second oil port is connected to the clutch pressure chamber.

[0013] The above embodiment uses a dual working position design of the clutch-controlled solenoid valve so that the system can quickly switch working states as needed, thereby improving the adaptability and response speed of the system.

[0014] In one embodiment, the unloading solenoid valve has a first working position and a second working position. When the unloading solenoid valve is in the first working position, the first oil port and the second oil port of the unloading solenoid valve are not connected; when the unloading solenoid valve is in the second working position, the first oil port and the second oil port of the unloading solenoid valve are connected; the first oil port of the unloading solenoid valve is connected to the clutch drive oil circuit through the unloading oil circuit, and the second oil port of the unloading solenoid valve is connected to the oil tank. The unloading solenoid valve is used to be in the first working position when the clutch is working, so that the oil output by the first electric pump is transmitted to the clutch pressure chamber; when the clutch is not working, it is in the second working position, and the oil generated by the first electric pump flows back to the oil tank.

[0015] The above embodiment realizes the oil supply when the clutch is working and the oil return when it is not working through the double working position design of the unloading solenoid valve, thereby reducing energy consumption and the drag torque of the clutch and improving the efficiency of the system.

[0016] In one embodiment, the clutch control subsystem further includes: a pressure sensor, which is located on the clutch drive oil circuit between the clutch control solenoid valve and the first electric pump and is used to monitor the pressure of the clutch drive oil circuit.

[0017] The above embodiment introduces a pressure sensor so that the system can monitor the pressure of the clutch drive oil circuit in real time, providing data support for precise control.

[0018] In one embodiment, the cooling and lubrication subsystem includes: a clutch cooling oil channel, which is used to receive oil for clutch cooling; a clutch cooling switch valve, which is connected to the oil replenishment subsystem and the clutch cooling oil channel and is used to control whether the oil flows to the clutch cooling oil channel; a motor oil channel, which is connected to the oil replenishment subsystem and is used to receive oil for motor cooling; and a shaft gear train oil channel, which is connected to the oil replenishment subsystem and is used to receive oil for shaft gear train cooling.

[0019] The above-mentioned embodiment improves the reliability of the system by accurately controlling the cooling of the clutch, motor and shaft gear string through independent oil channels and switching valves via the cooling and lubrication subsystem. Accurate cooling control helps to keep the temperature of the clutch, motor and shaft gear string within the optimal operating range, reduces the risk of failure due to overheating, and improves the reliability of the entire system.

[0020] In one embodiment, the cooling and lubrication subsystem also includes: a motor cooling throttle valve, which is connected to the oil replenishment subsystem and the motor oil channel and is used to control the oil flow rate input into the motor oil channel; a shaft gear cooling throttle valve, which is connected to the oil replenishment subsystem and the shaft gear series oil channel and is used to control the oil flow rate input into the shaft gear series oil channel.

[0021] In the above embodiment, through the clutch cooling switch valve, the motor cooling throttle valve and the shaft gear cooling throttle valve, the system can accurately control the oil flow to the clutch, the motor and the shaft gear string to meet their respective cooling needs.

[0022] In one embodiment, the clutch cooling switch valve is a mechanical switch valve, and the shift control end of the clutch cooling switch valve is connected to the clutch control subsystem. The clutch cooling switch valve is used to open when the driving oil circuit pressure of the clutch control subsystem reaches a preset value, so that the oil flows to the clutch cooling oil channel; and to close when the driving oil circuit pressure of the clutch control subsystem does not reach the preset value, so that the oil cannot flow to the clutch cooling oil channel.

[0023] The above-mentioned embodiment can accurately control the oil supply of the clutch cooling oil channel through the design of the mechanical switch valve, ensuring that the cooling process is carried out according to the actual needs of the system. When the clutch does not need to be cooled, the clutch cooling switch valve is closed to reduce the flow of cooling oil, thereby reducing the drag torque of the clutch.

[0024] In one embodiment, the oil replenishment subsystem includes: a reversing valve, which is connected to the cooling and lubrication subsystem, the output end of the second electric pump and the clutch control subsystem, and is used to control the oil output by the second electric pump to flow to the cooling and lubrication subsystem or the clutch control subsystem; a replenishing solenoid valve, which is connected to the shift control oil channel of the reversing valve and the second electric pump, and the replenishing solenoid valve is used to control the reversing of the reversing valve by opening and closing.

[0025] The above embodiment can accurately control the reversing of the reversing valve by opening and closing the supplementary solenoid valve, thereby realizing accurate control of the oil flow direction, ensuring that the system can be properly cooled and lubricated under different working conditions. The rapid response capability of the reversing valve and the supplementary solenoid valve enables the system to quickly adapt to changes in working conditions, thereby improving the response speed of the entire system.

[0026] In one embodiment, the reversing valve has a first working position and a second working position. When the reversing valve is in the first working position, the first oil port of the reversing valve is connected to the third oil port, and when the reversing valve is in the second working position, the first oil port of the reversing valve is connected to the second oil port; the first oil port of the reversing valve is connected to the second electric pump, the second oil port of the reversing valve is connected to the clutch control subsystem, and the third oil port of the reversing valve is connected to the cooling and lubrication subsystem.

[0027] The above embodiment uses a dual-working position design of the reversing valve so that the system can quickly adjust the oil flow direction according to the working state, thereby improving the flexibility and control accuracy of the system.

[0028] In one embodiment, the supplementary solenoid valve has a first working position and a second working position. When the supplementary solenoid valve is in the first working position, the first oil port and the second oil port of the supplementary solenoid valve are not connected. When the supplementary solenoid valve is in the second working position, the first oil port and the second oil port of the supplementary solenoid valve are connected. The first oil port of the supplementary solenoid valve is connected to the second electric pump, and the second oil port of the supplementary solenoid valve is connected to the shift control oil channel of the reversing valve.

[0029] The above embodiment realizes the oil supply control of the system under different working states by supplementing the dual working position design of the solenoid valve, thereby improving the energy-saving performance and response speed of the system.

[0030] According to a second aspect of the present application, a hydraulic control method for a hybrid transmission is provided, the method comprising the following steps: when a first working state instruction is received, the first electric pump supplies oil to the clutch control subsystem, the oil replenishment subsystem controls the second electric pump to supply oil to the cooling and lubrication subsystem, and the cooling and lubrication subsystem controls the cooling of the clutch, the cooling of the motor, and the cooling of the shaft gear train;

[0031] When receiving the second working state instruction, the first electric pump supplies oil to the clutch control subsystem, and the oil replenishment subsystem controls the second electric pump to supply oil to the clutch control subsystem to shorten the clutch engagement time.

[0032] The hydraulic control method proposed in the above embodiment flexibly distributes oil according to different working state instructions to meet the needs of clutch control and cooling lubrication. By intelligently controlling the supply of oil, oil is supplied to the clutch control subsystem only when needed, reducing energy waste. The system can automatically adjust the oil supply strategy according to changes in the working state, enhancing the adaptability and reliability of the system.

[0033] In one embodiment, the method also includes: when receiving the third working state instruction, the clutch control subsystem returns the oil output by the first electric pump to the oil tank of the oil supply subsystem, and the oil replenishment subsystem controls the second electric pump to supply oil to the cooling and lubrication subsystem; the cooling and lubrication subsystem controls the cooling of the motor and the shaft gear string, and does not cool the clutch.

[0034] In the above embodiment, under certain working conditions, the system can stop cooling the clutch but continue cooling the motor and the shaft gear train, thereby achieving on-demand cooling and improving the energy-saving performance and efficiency of the system.

[0035] The above-mentioned embodiment provides a hydraulic control system and control method for a hybrid transmission. Through an integrated hydraulic control system, the oil replenishment subsystem controls the electric pump to supply oil to the clutch control subsystem under special working conditions, so that under special working conditions, especially when a rapid response is required in a low temperature environment, the system can quickly adjust the working state of the clutch, shorten the clutch engagement time, and improve the response speed of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solution of the embodiments of the present application, the drawings required for use in the embodiments of the present application are briefly introduced below.

[0037] Figure 1 A schematic diagram of the structure of a hydraulic control system of a hybrid transmission provided in one embodiment of the present application;

[0038] Figure 2 A schematic diagram of the structure of a clutch control solenoid valve provided in an embodiment of the present application;

[0039] Figure 3 A schematic diagram of the structure of a unloading solenoid valve provided in one embodiment of the present application;

[0040] Figure 4 A schematic diagram of the structure of a reversing valve provided in one embodiment of the present application;

[0041] Figure 5 A schematic diagram of the structure of a supplementary solenoid valve provided in one embodiment of the present application;

[0042] Figure 6 A flow chart of a first working state of a hydraulic control method of a hybrid transmission provided in an embodiment of the present application;

[0043] Figure 7 A schematic diagram of the principle of a second working state of a hydraulic control system of a hybrid transmission provided by an embodiment of the present application;

[0044] Figure 8 A flow chart of a second working state of a hydraulic control method of a hybrid transmission provided in an embodiment of the present application;

[0045] Fig. 9 A schematic diagram of the third working state of the hydraulic control system of the hybrid transmission provided by an embodiment of the present application;

[0046] Fig.10 A flow chart of the third working state of the hydraulic control method of a hybrid transmission provided in one embodiment of the present application. Description of the drawings:

[0048] 100, oil supply subsystem; 200, clutch control subsystem; 300, cooling and lubrication subsystem; 400, oil replenishment subsystem;

[0049] 101, unloading oil circuit; 102, clutch driving oil circuit; 103, cooling and lubricating oil circuit; 104, replenishing oil circuit;

[0050] 1. Electric pump; 111. First electric pump; 112. Second electric pump; 2. Unloading solenoid valve; 21. First oil port; 22. Second oil port; 3. Pressure sensor; 4. Clutch control solenoid valve; 41. First oil port; 42. Second oil port; 43. Third oil port; 5. Clutch pressure chamber; 6. Clutch cooling oil channel; 7. Clutch cooling switch valve; 8. Motor oil channel; 9. Motor cooling throttle valve; 10. Shaft gear series oil channel; 11. Shaft gear cooling throttle valve; 12. Reversing valve; 121. First oil port; 122. Second oil port; 123. Third oil port; 124. Shift control terminal; 13. Supplementary solenoid valve; 131. First oil port; 132. Second oil port; 14. Oil temperature sensor; 15. Oil tank. DETAILED DESCRIPTION

[0051] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0052] Similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0053] Figure 1 This is a schematic structural diagram of a hydraulic control system of a hybrid transmission provided in an embodiment of the present application, the system comprising: an oil supply subsystem 100, a clutch control subsystem 200, a cooling and lubrication subsystem 300, and an oil replenishment subsystem 400.

[0054] The oil supply subsystem 100 includes a first electric pump 111 and a second electric pump 112, which are used to output oil. In one embodiment, the first electric pump 111 may be a small-displacement high-pressure pump, and the second electric pump 112 may be a large-displacement low-pressure pump.

[0055] The clutch control subsystem 200 is connected to the output end of the first electric pump 111, and is used to control the engagement of the clutch. The cooling and lubrication subsystem 300 is used to perform clutch cooling control, motor cooling control, and cooling control of the shaft gear train. The oil replenishment subsystem 400 is connected to the output end of the second electric pump 112, the clutch control subsystem 200, and the cooling and lubrication subsystem 300, and is used to control the second electric pump 112 to supply oil to the cooling and lubrication subsystem 300 in the first working state; in the second working state, the first electric pump 111 and the second electric pump 112 are controlled to supply oil to the clutch control subsystem 200 at the same time to shorten the clutch engagement time.

[0056] Specifically, the "first working state" and the "second working state" are different operating modes for the hybrid transmission hydraulic control method, and these states correspond to specific requirements of the vehicle under different driving conditions.

[0057] The first working state usually refers to the vehicle accelerating at full throttle or directly driving in a non-low temperature environment. In this state, the clutch needs normal cooling and lubrication to prevent overheating due to long-term operation. At the same time, the drive motor and the shaft gear train also need to be cooled to maintain their performance and life. At this time, the first electric pump 111 supplies oil to the clutch control subsystem 200, and the oil replenishment subsystem 400 controls the second electric pump 112 to supply oil to the cooling and lubrication subsystem 300 to cool the clutch, drive motor and shaft gear train.

[0058] The second working state usually refers to the state where the vehicle is started at low temperature or accelerated at full throttle, and the vehicle needs a quick response. In this state, the clutch needs a faster response and more efficient cooling to achieve quick engagement and power transmission. At this time, the first electric pump 111 supplies oil to the clutch control subsystem 200, and the oil replenishment subsystem 400 controls the second electric pump 112 to supply oil to the clutch control subsystem 200 at the same time to shorten the clutch engagement time.

[0059] In one embodiment, the oil supply subsystem 100 also includes: a motor 1, an oil temperature sensor 14 and an oil tank 15. The motor 1 is connected to the first electric pump 111 and the second electric pump 112, and is used to provide power for the first electric pump 111 and the second electric pump 112. Only one motor is used to power the two electric pumps, which reduces the number of motors, reduces costs, simplifies the power transmission path, and improves the system integration and energy conversion efficiency.

[0060] The oil tank 15 is connected to the first electric pump 111 and the second electric pump 112 and is used to store hydraulic oil; the oil temperature sensor 14 is installed in the oil tank 15 and is used to detect the oil temperature.

[0061] In one embodiment, the clutch control subsystem 200 includes: a clutch pressure chamber 5, a clutch control solenoid valve 4 and a unloading solenoid valve 2. The clutch pressure chamber 5 is used to control the operation of the clutch. The clutch control solenoid valve 4 connects the clutch pressure chamber 5 and the output end of the first electric pump 111 through the clutch drive oil circuit 102, and the clutch control solenoid valve 4 is used to control whether the oil output by the first electric pump 111 is transmitted to the clutch pressure chamber 5. The unloading solenoid valve 2 connects the output end of the first electric pump 111 and the oil tank, and is used to control whether the oil output by the first electric pump 111 is returned and transmitted to the oil tank 15. In one embodiment, the unloading solenoid valve 2 can be a normally open solenoid valve, and its valve is in an open state (i.e. connected) when there is no power; when the solenoid valve coil is energized, the valve is closed (i.e. not connected); when the power is off, the valve reopens.

[0062] In one embodiment, if Figure 1 and Figure 2 As shown, the clutch control solenoid valve 4 has a first working position ( Figure 2 The left position in the middle) and the second working position ( Figure 2 In the right position), in the first working position, the first oil port 41 and the second oil port 42 of the clutch control solenoid valve 4 are connected, and in the second working position, the second oil port 42 and the third oil port 43 of the clutch control solenoid valve 4 are connected, and the third oil port 43 is used to connect to the oil tank 15; the first oil port 41 of the clutch control solenoid valve 4 is connected to the outlet of the first electric pump 111; the second oil port 42 is connected to the clutch pressure chamber 5.

[0063] In one embodiment, if Figure 1 and Figure 3 As shown, the unloading solenoid valve 2 has a first working position ( Figure 3 The left position in the middle) and the second working position ( Figure 3 When the unloading solenoid valve 2 is in the first working position, the first oil port 21 and the second oil port 22 of the unloading solenoid valve 2 are not connected; when the unloading solenoid valve 2 is in the second working position, the first oil port 21 and the second oil port 22 of the unloading solenoid valve 2 are connected. In one embodiment, the unloading solenoid valve 2 is in the first working position when it is powered on, and is in the second working position after it is powered off.

[0064] The first oil port 21 of the unloading solenoid valve 2 is connected to the clutch driving oil circuit 102 through the unloading oil circuit 101, and the second oil port 22 of the unloading solenoid valve 2 is connected to the oil tank 15. The unloading solenoid valve 2 is used to be in the first working position when the clutch is working, so that the oil output by the first electric pump 111 is transmitted to the clutch pressure chamber 5; when the clutch is not working, it is in the second working position, and the oil generated by the first electric pump 111 flows back to the oil tank 15.

[0065] In one embodiment, the clutch control subsystem 200 further includes: a pressure sensor 3 , which is located on the clutch drive oil circuit 102 between the clutch control solenoid valve 4 and the first electric pump 111 and is used to monitor the pressure of the clutch drive oil circuit 102 .

[0066] In one embodiment, the cooling and lubrication subsystem 300 includes: a clutch cooling oil channel 6, which is used to receive oil for clutch cooling; a clutch cooling switch valve 7, which is connected to the oil replenishing subsystem 400 and the clutch cooling oil channel 6, and is used to control whether the oil flows to the clutch cooling oil channel 6; a motor oil channel 8, which is connected to the oil replenishing subsystem 400 and is used to receive oil for motor cooling; and a shaft gear string oil channel 10, which is connected to the oil replenishing subsystem 400 and is used to receive oil for shaft gear string cooling.

[0067] In one embodiment, the cooling and lubrication subsystem 300 also includes: a motor cooling throttle valve 9, which is connected to the oil replenishment subsystem 400 and the motor oil channel 8 and is used to control the oil flow rate input into the motor oil channel 8; a shaft gear cooling throttle valve 11, which is connected to the oil replenishment subsystem 400 and the shaft gear series oil channel 10 and is used to control the oil flow rate input into the shaft gear series oil channel 10.

[0068] In one embodiment, the clutch cooling switch valve 7 may be a mechanical switch valve, and the shift control end of the clutch cooling switch valve 7 is connected to the clutch control subsystem 200. The clutch cooling switch valve 7 is used to open when the driving oil circuit pressure of the clutch control subsystem 200 reaches a preset value, so that the oil flows to the clutch cooling oil channel 6; and to close when the driving oil circuit pressure of the clutch control subsystem 200 does not reach the preset value, so that the oil cannot flow to the clutch cooling oil channel 6.

[0069] Specifically, the clutch cooling switch valve 7 can be a mechanical switch valve with low cost, and the clutch cooling switch valve 7 is connected to the clutch drive oil circuit 102. When the clutch is working, the clutch cooling switch valve 7 is opened by the pressure of the clutch drive oil circuit 102; when the clutch is not working, the clutch cooling switch valve 7 is closed by the return spring to reduce the clutch drag torque.

[0070] In one embodiment, the oil replenishment subsystem 400 includes: a reversing valve 12 and a replenishment solenoid valve 13. The reversing valve 12 is connected to the cooling and lubricating subsystem 300, the output end of the second electric pump 112, and the clutch control subsystem 200, and is used to control the oil output by the second electric pump 112 to flow to the cooling and lubricating subsystem 300 or the clutch control subsystem 200.

[0071] The supplementary solenoid valve 13 is connected to the switching control oil passage 124 of the reversing valve 12 and the second electric pump 112 . The supplementary solenoid valve 13 is used to control the reversing of the reversing valve 12 by opening and closing.

[0072] In one embodiment, if Figure 1 and Figure 4 As shown, the reversing valve 12 has a first working position ( Figure 4 The left position in the middle) and the second working position ( Figure 4 When the reversing valve 12 is in the first working position, the first oil port 121 of the reversing valve 12 is connected to the third oil port 123, and when the reversing valve 12 is in the second working position, the first oil port 121 of the reversing valve 12 is connected to the second oil port 122.

[0073] The first oil port 121 of the reversing valve 12 is connected to the second electric pump 112 , the second oil port 122 of the reversing valve 12 is connected to the clutch control subsystem 200 , and the third oil port 123 of the reversing valve 12 is connected to the cooling and lubrication subsystem 300 .

[0074] In one embodiment, if Figure 1 and Figure 5 As shown, the supplementary solenoid valve 13 has a first working position ( Figure 5 The left position in the middle) and the second working position ( Figure 5 When the supplementary solenoid valve 13 is in the first working position, the first oil port 131 of the supplementary solenoid valve 13 is not connected with the second oil port 132; when the supplementary solenoid valve 13 is in the second working position, the first oil port 131 of the supplementary solenoid valve 13 is connected with the second oil port 132.

[0075] The first oil port 131 of the supplementary solenoid valve 13 is connected to the second electric pump 112, and the second oil port 132 of the supplementary solenoid valve 13 is connected to the shift control oil passage 124 of the reversing valve 12. Such a connection mode enables the supplementary solenoid valve 13 to adjust the working position of the supplementary solenoid valve 13 when receiving a control signal, thereby controlling the oil output by the second electric pump 112 to flow to the cooling and lubrication subsystem 300 or the clutch control subsystem 200, and realizing rapid adjustment of the oil flow direction to adapt to changes in the working state of the system.

[0076] According to another aspect of the present invention, a hydraulic control method of a hybrid transmission can at least achieve the following working states according to the vehicle working conditions:

[0077] When the first working state instruction is received, the first electric pump 111 supplies oil to the clutch control subsystem 200, the oil replenishment subsystem 400 controls the second electric pump 112 to supply oil to the cooling and lubrication subsystem 300, and the cooling and lubrication subsystem 300 controls the cooling of the clutch, the motor and the shaft gear string.

[0078] At this time, the opening status of each solenoid valve is as follows: Figure 1 As shown, Figure 6 It is the first working state diagram of the hydraulic control method of the hybrid transmission, combined with Figure 1 and 6 When the controller receives the clutch engagement command, the unloading solenoid valve 2 is energized and the solenoid valve is closed, that is, the unloading solenoid valve 2 is in the first working position, and the first oil port 21 and the second oil port 22 of the unloading solenoid valve 2 are not connected. The first electric pump 111 is started to supply oil to the clutch drive oil circuit 102, and the pressure in the clutch drive oil circuit 102 gradually increases, and the speed S of the electric pump 1 is adjusted. outpump To the preset value S speedhigh The pressure sensor 3 monitors the pressure of the clutch drive oil circuit 102. When the pressure P of the clutch drive oil circuit 102 is greater than the clutch engagement pressure P open When the clutch control solenoid valve 4 current I is set control Equal to the preset value I need , the clutch control solenoid valve 4 is opened, that is, the clutch control solenoid valve 4 is in the first working position, and the first oil port 41 and the second oil port 42 of the clutch control solenoid valve 4 are connected.

[0079] When the clutch drive oil circuit 102 pressure reaches the valve opening pressure P of the clutch cooling switch valve 7, open When the clutch cooling switch valve 7 is opened, the second electric pump 112 cools the clutch, the motor and the shaft gear, and controls the speed to adjust the cooling flow rate according to the temperature feedback of the oil temperature sensor 14 in the oil tank 15.

[0080] When the feedback temperature of the oil temperature sensor 14 exceeds the permissible temperature of the friction plate or a certain limit temperature continues for more than a specified time, the speed of the electric pump 1 is adjusted and the clutch control solenoid valve 4 is closed, that is, the clutch control solenoid valve 4 is in the second working position, and the clutch is disconnected.

[0081] When receiving the second working state instruction, the first electric pump 111 supplies oil to the clutch control subsystem 200, and the oil replenishment subsystem 400 controls the second electric pump 112 to supply oil to the clutch control subsystem 200 to shorten the clutch engagement time.

[0082] Specifically, Figure 7 and 8As shown, in the second working state, when the vehicle is started at low temperature or accelerated at full throttle, the clutch needs to respond faster and cool more efficiently. Since the oil viscosity is high at low temperature and the system filling speed is slow, the pressure building time cannot be shortened at this time, so more oil is needed to fill the oil quickly. At this time, the unloading solenoid valve 2 is closed, that is, the unloading solenoid valve 2 is in the first working position, and the first oil port 21 and the second oil port 22 of the unloading solenoid valve 2 are not connected. When the supplementary solenoid valve 13 is opened, that is, when the supplementary solenoid valve 13 is in the second working position, the first oil port 131 of the supplementary solenoid valve 13 is connected to the second oil port 132, thereby changing the position of the reversing valve 12, that is, the reversing valve 12 is changed to the second working position, the first oil port 121 of the reversing valve 12 is connected to the second oil port 122, and the supplementary oil circuit 104 is connected to the clutch drive oil circuit 102.

[0083] The oil pumped out by the first electric pump 111 and the second electric pump 112 together drives the clutch to engage, shortening the clutch engagement time and improving the system response speed; when the clutch is engaged, the replenishing solenoid valve 13 is powered off and closed, the reversing valve 12 is reversed, the cooling lubricating oil circuit 103 is opened, the second electric pump 112 continues to cool the system, and the first electric pump 111 maintains the clutch drive oil circuit pressure.

[0084] When the clutch is engaged, the replenishing solenoid valve 13 is powered off and closed, the reversing valve 12 is reversed, the second electric pump 112 is connected to the cooling and lubricating oil circuit 103 to cool the clutch, motor and shaft gear, and the first electric pump 111 maintains the pressure of the clutch drive oil circuit 102.

[0085] When receiving the third working state instruction, the clutch control subsystem 200 returns the oil output by the first electric pump 111 to the oil tank 15 of the oil supply subsystem 100, and the oil replenishment subsystem 400 controls the second electric pump 112 to supply oil to the cooling and lubrication subsystem 300; the cooling and lubrication subsystem 300 controls the cooling of the motor and the shaft gear string, but does not cool the clutch.

[0086] Specifically, Fig. 9 and 10 As shown, when the clutch is not working and the motor is working, the controller receives the clutch disconnection command, and then the unloading solenoid valve 2 is powered off, and the unloading solenoid valve is opened, that is, the unloading solenoid valve 2 is in the second working position, the first oil port 21 of the unloading solenoid valve 2 is connected to the second oil port 22, and the second oil port 22 of the unloading solenoid valve 2 is connected to the oil tank 15. The electric pump 1 is started, and the motor speed is adjusted according to the oil temperature and the motor cooling demand S outpump To the preset value S speedhighThe high-pressure oil pumped out by the first electric pump 111 flows back to the oil tank 15 through the unloading solenoid valve 2. At this time, the clutch cooling switch valve 7 is disconnected, and the coolant does not enter the clutch, which can reduce the drag torque. At this time, the second electric pump 112 controls the speed to adjust the cooling flow according to the oil temperature and motor cooling requirements.

[0087] In summary, the hydraulic control system and control method of the hybrid transmission of the present invention have the following advantages:

[0088] In the field of automotive technology, especially in hybrid vehicles, the performance of the transmission has an important impact on the power performance and fuel economy of the entire vehicle. Hybrid transmissions usually require precise hydraulic control systems to achieve efficient working performance. However, the existing hydraulic control system control methods lack flexibility and cannot adapt to changing working conditions. They cannot quickly adjust the working state of the clutch in low temperature environments, resulting in a long clutch engagement time and slow system response speed. When not working, the clutch still receives a fixed cooling flow, resulting in a large drag torque and reduced transmission efficiency. The drive motor and generator are usually water-cooled and separated from the clutch cooling system, which increases the cost of the system and the complexity of the spatial layout.

[0089] The hydraulic control system and control method of the hybrid transmission provided by the embodiment of the present invention controls the second electric pump to supply oil to the clutch control subsystem under special working conditions through the oil replenishment subsystem, thereby shortening the clutch engagement time and improving the response speed of the system. The cooling flow is supplied according to the real-time demand of the clutch, reducing the clutch drag torque, and realizing the cooling lubrication and corresponding flow regulation of the drive motor, generator and shaft gear train. When the clutch is not working, the cooling flow is reduced and energy consumption is reduced by controlling the clutch cooling switch valve to be disconnected. The oil supply subsystem, clutch control subsystem, cooling lubrication subsystem and oil replenishment subsystem are integrated, which simplifies the design of the hydraulic system and reduces the number of components. A control method is proposed, which can dynamically adjust the working state of each subsystem according to the working condition requirements, thereby improving the intelligence and automation level of the system.

[0090] In the above embodiments, the various units and modules included are only divided according to functional logic, but are not limited to the above divisions, as long as the corresponding functions can be achieved; in addition, the specific names of the functional units are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention.

[0091] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A hydraulic control system for a hybrid transmission, characterized in that: include: An oil supply subsystem (100), the oil supply subsystem (100) comprising a first electric pump (111) and a second electric pump (112), the first electric pump (111) and the second electric pump (112) being used to output oil; A clutch control subsystem (200), the clutch control subsystem (200) being connected to an output end of the first electric pump (111) and used for clutch engagement control; A cooling and lubrication subsystem (300), used for clutch cooling control, motor cooling control and shaft gear train cooling control; An oil replenishment subsystem (400) is connected to the output end of the second electric pump (112), the clutch control subsystem (200) and the cooling and lubrication subsystem (300), and is used to control the second electric pump (112) to supply oil to the cooling and lubrication subsystem (300) in a first working state; and to control the first electric pump (111) and the second electric pump (112) to simultaneously supply oil to the clutch control subsystem (200) in a second working state, so as to shorten the clutch engagement time.

2. The hydraulic control system of the hybrid transmission according to claim 1, characterized in that: The oil supply subsystem (100) further comprises: a motor (1), the motor (1) being connected to the first electric pump (111) and the second electric pump (112) and being used to provide power for the first electric pump (111) and the second electric pump (112); an oil tank (15), the oil tank (15) being connected to the first electric pump (111) and the second electric pump (112) and being used for storing hydraulic oil; An oil temperature sensor (14) is installed in the oil tank (15) and is used to detect the temperature of the oil.

3. The hydraulic control system of the hybrid transmission according to claim 2, characterized in that: The clutch control subsystem (200) comprises: A clutch pressure chamber (5), used to control the operation of the clutch; a clutch control solenoid valve (4), the clutch control solenoid valve (4) being connected to the clutch pressure chamber (5) and the output end of the first electric pump (111) via a clutch drive oil circuit (102), the clutch control solenoid valve (4) being used to control whether the oil output by the first electric pump (111) is transmitted to the clutch pressure chamber (5); The unloading solenoid valve (2) is connected to the output end of the first electric pump (111) and the oil tank (15), and is used to control whether the oil output by the first electric pump (111) is returned to the oil tank (15).

4. The hydraulic control system of the hybrid transmission according to claim 3, characterized in that: The clutch control solenoid valve (4) has a first working position and a second working position. In the first working position, the first oil port (41) and the second oil port (42) of the clutch control solenoid valve (4) are connected. In the second working position, the second oil port (42) and the third oil port (43) of the clutch control solenoid valve (4) are connected. The third oil port is used to connect to the oil tank (15). The first oil port (41) of the clutch control solenoid valve (4) is connected to the outlet of the first electric pump (111); and the second oil port (42) is connected to the clutch pressure chamber (5).

5. The hydraulic control system of the hybrid transmission according to claim 3, characterized in that: The unloading solenoid valve (2) has a first working position and a second working position. When the unloading solenoid valve (2) is in the first working position, the first oil port (21) and the second oil port (22) of the unloading solenoid valve (2) are not connected; when the unloading solenoid valve (2) is in the second working position, the first oil port (21) and the second oil port (22) of the unloading solenoid valve (2) are connected. The first oil port (21) of the unloading solenoid valve (2) is connected to the clutch driving oil circuit (102) via the unloading oil circuit (101), and the second oil port (22) of the unloading solenoid valve (2) is connected to the oil tank (15). The unloading solenoid valve is used to be in a first working position when the clutch is working, so that the oil output by the first electric pump (111) is transmitted to the clutch pressure chamber (5); and to be in a second working position when the clutch is not working, so that the oil generated by the first electric pump (111) flows back to the oil tank (15).

6. The hydraulic control system of the hybrid transmission according to claim 3, characterized in that: The clutch control subsystem (200) further includes: A pressure sensor (3), the pressure sensor (3) is located on the clutch drive oil circuit (102) between the clutch control solenoid valve (4) and the first electric pump (111), and is used to monitor the pressure of the clutch drive oil circuit (102).

7. The hydraulic control system of the hybrid transmission according to claim 1, characterized in that: The cooling and lubrication subsystem (300) comprises: A clutch cooling oil passage (6) for receiving oil for clutch cooling; a clutch cooling switch valve (7), the clutch cooling switch valve (7) being connected to the oil replenishment subsystem (400) and the clutch cooling oil passage (6) and being used to control whether the oil flows to the clutch cooling oil passage (6); A motor oil passage (8), connected to the oil replenishment subsystem (400), for receiving oil for motor cooling; The shaft-gear train oil passage (10) is connected to the oil replenishment subsystem (400) and is used to receive oil for cooling the shaft-gear train.

8. The hydraulic control system of the hybrid transmission according to claim 7, characterized in that: The cooling and lubrication subsystem (300) further includes: a motor cooling throttle valve (9), wherein the motor cooling throttle valve (9) is connected to the oil replenishment subsystem (400) and the motor oil passage (8) and is used to control the oil flow rate input into the motor oil passage (8); The shaft gear cooling throttle valve (11) is connected to the oil replenishment subsystem (400) and the shaft gear series oil passage (10) and is used to control the oil flow rate input into the shaft gear series oil passage (10).

9. The hydraulic control system of the hybrid transmission according to claim 7, characterized in that: The clutch cooling switch valve (7) is a mechanical switch valve. The shift control end of the clutch cooling switch valve (7) is connected to the clutch control subsystem (200). The clutch cooling switch valve (7) is used to open when the driving oil circuit pressure of the clutch control subsystem (200) reaches a preset value, so that the oil flows to the clutch cooling oil channel (6); and to close when the driving oil circuit pressure of the clutch control subsystem (200) does not reach the preset value, so that the oil cannot flow to the clutch cooling oil channel (6).

10. The hydraulic control system of the hybrid transmission according to claim 1, characterized in that: The oil replenishment subsystem (400) comprises: a reversing valve (12), the reversing valve (12) being connected to the cooling and lubricating subsystem (300), the output end of the second electric pump (112), and the clutch control subsystem (200), and being used for controlling the oil output by the second electric pump (112) to flow to the cooling and lubricating subsystem (300) or the clutch control subsystem (200); A supplementary solenoid valve (13), wherein the supplementary solenoid valve (13) is connected to the switching control oil passage (124) of the reversing valve (12) and the second electric pump (112), and the supplementary solenoid valve (13) is used to control the reversing of the reversing valve (12) by opening and closing.

11. The hydraulic control system of the hybrid transmission according to claim 10, characterized in that: The reversing valve (12) has a first working position and a second working position. When the reversing valve (12) is in the first working position, the first oil port (121) of the reversing valve (12) is in communication with the third oil port (123). When the reversing valve (12) is in the second working position, the first oil port (121) of the reversing valve (12) is in communication with the second oil port (122). The first oil port (121) of the reversing valve (12) is connected to the second electric pump (112), the second oil port (122) of the reversing valve (12) is connected to the clutch control subsystem (200), and the third oil port (123) of the reversing valve (12) is connected to the cooling and lubrication subsystem (300).

12. The hydraulic control system of the hybrid transmission according to claim 10, characterized in that: The supplementary solenoid valve (13) has a first working position and a second working position. When the supplementary solenoid valve is in the first working position, the first oil port (131) of the supplementary solenoid valve (13) is not connected to the second oil port (132). When the supplementary solenoid valve (13) is in the second working position, the first oil port (131) of the supplementary solenoid valve (13) is connected to the second oil port (132). The first oil port (131) of the supplementary solenoid valve (13) is connected to the second electric pump (112), and the second oil port (132) of the supplementary solenoid valve (13) is connected to the shift control oil passage of the reversing valve (12).

13. A hydraulic control method for a hybrid transmission, characterized in that: The method for the hydraulic control system of the hybrid transmission according to any one of claims 1 to 12 comprises the following steps: When receiving a first working state instruction, the first electric pump (111) supplies oil to the clutch control subsystem (200), the oil replenishment subsystem (400) controls the second electric pump (112) to supply oil to the cooling and lubrication subsystem (300), and the cooling and lubrication subsystem (300) controls the cooling of the clutch, the cooling of the motor, and the cooling of the shaft gear train; When receiving the second working state instruction, the first electric pump (111) supplies oil to the clutch control subsystem (200), and the oil replenishment subsystem (400) controls the second electric pump (112) to supply oil to the clutch control subsystem (200), so as to shorten the clutch engagement time.

14. The method according to claim 13, characterized in that The method further comprises: Upon receiving the third working state instruction, the clutch control subsystem (200) returns the oil output by the first electric pump (111) to the oil tank of the oil supply subsystem (100), and the oil replenishment subsystem (400) controls the second electric pump (112) to supply oil to the cooling and lubrication subsystem (300); The cooling and lubrication subsystem (300) controls the cooling of the motor and the shaft gear train, but does not cool the clutch.

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