Lubricating and cooling control system of hybrid transmission

Abstract

According to the lubricating and cooling control system of the hybrid transmission, an oil supply part comprises an oil pool and a suction filter, and the oil liquid input end of the suction filter is immersed in oil liquid of the oil pool; the liquid inlet end of the first cooling loop is communicated with the oil liquid output end of the suction filter; the liquid inlet end of the second cooling loop is communicated with the oil liquid output end of the suction filter; the liquid inlet end of the third cooling loop is communicated with the oil liquid output end of the suction filter; the liquid inlet end of the clutch control loop is communicated with the oil liquid output end of the suction filter; and the liquid inlet end of the heating loop is communicated with the oil liquid output end of the suction filter. Through mutual matching work of all the systems, normal operation of the hybrid transmission under the working modes and working conditions of pure electric drive, series drive, parallel drive, engine direct drive, parking power generation, energy recovery and the like is met; and meanwhile, multiple functions of cooling lubrication and control mode switching are achieved, and the comfort and the dynamic property of the whole vehicle are improved.

Description

Technical Field

[0001] The present invention relates to the field of internal thermal management and control of a hybrid transmission, and in particular to a lubrication and cooling control system of a hybrid transmission. Background Art

[0002] Whether it is a traditional manual transmission or an automatic transmission, the only parts that need cooling, lubrication and control are gears, bearings and shifting elements (friction plate group, synchronizer, steel chain), etc.; currently, due to the popularity of new energy vehicles, the structure of hybrid transmissions is becoming more and more diversified and highly integrated; hybrid transmissions are required to have not only basic deceleration and torque increase functions, but also power drive, energy distribution, energy recovery and other functions. Therefore, the components that require lubrication, cooling and control of hybrid transmissions are becoming more and more complex, and traditional cooling control solutions are basically unable to meet the requirements; a new type of cooling and lubrication control solution is urgently needed to meet the normal operation of hybrid transmissions, while coordinating the operation of various subsystems in the most efficient area possible, thereby improving the economy and endurance of the vehicle. Summary of the invention

[0003] An object of the present invention is to provide a lubrication and cooling control system for a hybrid transmission, so as to solve the problem that a traditional cooling control system cannot meet the lubrication and cooling control requirements of an existing hybrid transmission.

[0004] The present invention provides a lubrication and cooling control system for a hybrid transmission, comprising:

[0005] An oil supply unit, the oil supply unit comprising an oil pool and a suction filter, the oil input end of the suction filter being immersed in the oil in the oil pool;

[0006] a first cooling circuit, wherein a liquid inlet end of the first cooling circuit is connected to an oil liquid outlet end of the suction filter, and the first cooling circuit is used for cooling and lubricating a stator, a rotor, a gear bearing and a clutch of the generator;

[0007] a second cooling circuit, wherein a liquid inlet end of the second cooling circuit is connected to an oil liquid outlet end of the suction filter, and the second cooling circuit is used for cooling and lubricating a stator, a rotor, a gear bearing and a clutch of the drive motor;

[0008] a third cooling circuit, wherein a liquid inlet end of the third cooling circuit is connected to an oil liquid outlet end of the suction filter, and the third cooling circuit is used to cool the generator and the drive motor at the same time;

[0009] A clutch control circuit, wherein a fluid inlet end of the clutch control circuit is connected to an oil fluid outlet end of the suction filter, and the clutch control circuit is used to control engagement and disengagement of the clutch;

[0010] A heating circuit, the liquid inlet end of the heating circuit is connected to the oil output end of the suction filter, and the heating circuit is used to heat the gear oil and the driving element.

[0011] A lubrication and cooling control system for a hybrid transmission as described above, wherein preferably, the first cooling circuit includes a first mechanical pump, a first solenoid valve, a flow switching valve and a generator, the first mechanical pump is transmission-connected to the engine, the liquid inlet end of the first mechanical pump is connected to the oil output end of the suction filter, the liquid outlet end of the first mechanical pump is connected to the liquid inlet end of the first solenoid valve, the liquid outlet end of the first solenoid valve is connected to the liquid inlet end of the flow switching valve, the liquid outlet end of the flow switching valve is connected to the generator, and the oil drain end of the first solenoid valve is connected to the oil pool.

[0012] A lubrication and cooling control system for a hybrid transmission as described above, wherein preferably, the second cooling circuit includes a second mechanical pump, a first one-way valve, a second one-way valve, a second solenoid valve, an oil cooler, a low-pressure filter and a drive motor, the second mechanical pump is drivingly connected to a differential, the liquid inlet end of the second mechanical pump is connected to the oil output end of the suction filter, the liquid outlet end of the second mechanical pump is connected to the liquid inlet end of the first one-way valve, the liquid outlet end of the first one-way valve is connected to the liquid inlet end of the second one-way valve, the liquid outlet end of the second one-way valve is connected to the liquid inlet end of the second solenoid valve and the liquid inlet end of the oil cooler respectively, the liquid outlet end of the oil cooler is connected to the liquid inlet end of the low-pressure filter, the liquid outlet end of the low-pressure filter is connected to the drive motor, and the oil drain end of the second solenoid valve is connected to the oil pool.

[0013] As described above, in the lubrication and cooling control system of a hybrid transmission, preferably, the third cooling circuit includes a first mechanical pump, a system pressure regulating valve, a third one-way valve, a first solenoid valve, a second solenoid valve, an oil cooler, a low-pressure filter, a bypass valve, a drive motor and a generator, wherein:

[0014] The liquid inlet end of the first mechanical pump is communicated with the oil output end of the suction filter, the liquid outlet end of the first mechanical pump is communicated with the liquid inlet end of the system pressure regulating valve and the liquid inlet end of the first solenoid valve respectively, the oil drain end of the first solenoid valve is communicated with the oil pool, the liquid outlet end of the system pressure regulating valve is communicated with the liquid inlet end of the third one-way valve, the oil drain end of the system pressure regulating valve is communicated with the oil pool, the liquid outlet of the third one-way valve is communicated with the liquid inlet end of the second solenoid valve, the liquid inlet end of the bypass valve and the liquid inlet end of the oil cooler respectively, the oil drain end of the second solenoid valve is communicated with the oil pool, the liquid outlet end of the bypass valve is communicated with the generator, the oil drain end of the bypass valve is communicated with the oil pool, the liquid outlet end of the oil cooler is communicated with the liquid inlet end of the low-pressure filter, and the liquid outlet end of the low-pressure filter is communicated with the drive motor.

[0015] A lubrication and cooling control system for a hybrid transmission as described above, wherein preferably, the clutch control circuit includes a first mechanical pump, a first solenoid valve, an accumulator, an electromagnetic proportional valve and a clutch, the first mechanical pump is transmission-connected to the engine, the liquid inlet end of the first mechanical pump is connected to the oil output end of the suction filter, the liquid outlet end of the first mechanical pump is respectively connected to the liquid inlet end of the accumulator and the liquid inlet end of the first solenoid valve, the liquid outlet end of the accumulator is connected to the liquid inlet end of the electromagnetic proportional valve, the liquid outlet end of the electromagnetic proportional valve is connected to the clutch, and the oil drain end of the first solenoid valve is connected to the oil pool.

[0016] In the lubrication and cooling control system of a hybrid transmission as described above, preferably, a line pressure sensor is provided between the first mechanical pump and the accumulator, and a clutch pressure sensor is provided between the electromagnetic proportional valve and the clutch.

[0017] In the lubrication and cooling control system of a hybrid transmission as described above, preferably, the clutch control circuit further includes a safety valve, and the fluid outlet of the first mechanical pump is connected to the fluid inlet of the safety valve.

[0018] A lubrication and cooling control system for a hybrid transmission as described above, wherein preferably, the temperature rising circuit comprises a second mechanical pump, a first one-way valve, a second one-way valve, an overflow valve and a second solenoid valve, the second mechanical pump is transmission-connected to the differential, the liquid inlet end of the second mechanical pump is communicated with the oil output end of the suction filter, the liquid outlet end of the second mechanical pump is communicated with the liquid inlet end of the first one-way valve, the liquid outlet end of the first one-way valve is communicated with the liquid inlet end of the second one-way valve, the liquid outlet end of the second one-way valve is communicated with the liquid inlet end of the overflow valve and the liquid inlet end of the second solenoid valve respectively, the oil drain end of the overflow valve is communicated with the oil pool, and the oil drain end of the second solenoid valve is communicated with the oil pool.

[0019] In the lubrication and cooling control system of a hybrid transmission as described above, preferably, the first solenoid valve is a normally low pilot solenoid valve.

[0020] In the lubrication and cooling control system of a hybrid transmission as described above, preferably, the second solenoid valve is a normally high pilot solenoid valve.

[0021] Compared with the prior art, the present invention meets the requirements of normal operation of the hybrid transmission in different working modes and working conditions, such as pure electric drive, series drive, parallel drive, engine direct drive, parking power generation, and energy recovery, by matching the various systems with each other; at the same time, it takes into account the realization of multiple functions of cooling lubrication and control mode switching, and implements closed-loop control through real-time monitoring of sensors, and then dynamically adjusts to improve the comfort and power of the entire vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a system structure diagram of the present invention;

[0023] Figure 2 This is a schematic diagram of the whole vehicle in the stationary parking power generation mode of the present invention;

[0024] Figure 3 It is a schematic diagram of the vehicle in pure electric driving mode of the present invention;

[0025] Figure 4 It is a schematic diagram of the whole vehicle engine direct drive mode of the present invention;

[0026] Figure 5 It is a schematic diagram of the whole vehicle series driving mode of the present invention;

[0027] Figure 6 It is a principle diagram of the high-power driving and power generation mode of the present invention;

[0028] Figure 7 It is a schematic diagram of the whole vehicle parallel driving mode of the present invention;

[0029] Figure 8 It is a schematic diagram of the low temperature driving mode of the present invention.

[0030] Description of reference numerals:

[0031] 1-engine, 2-oil pool, 3-suction filter, 4-first mechanical pump, 5-first solenoid valve, 6-flow switching valve, 7-generator, 8-second mechanical pump, 9-differential, 10-first one-way valve, 11-second one-way valve, 12-second solenoid valve, 13-oil cooler, 14-low-pressure filter, 15-drive motor, 16-system pressure regulating valve, 17-third one-way valve, 18-bypass valve, 19-accumulator, 20-electromagnetic proportional valve, 21-clutch, 22-line pressure sensor, 23-clutch pressure sensor, 24-safety valve, 25-overflow valve. DETAILED DESCRIPTION

[0032] The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, but should not be construed as limiting the present invention.

[0033] Reference Figure 1 As shown, the present invention provides a lubrication cooling control system for a hybrid transmission, comprising an oil supply unit, a first cooling circuit, a second cooling circuit, a third cooling circuit, a clutch control circuit and a temperature increase circuit, wherein:

[0034] The oil supply unit includes an oil pool 2 and a suction filter 3. The oil input end of the suction filter 3 is immersed in the oil in the oil pool 2. The suction filter 3 can filter the oil entering each circuit and separate the impurities in the oil, thereby achieving a better lubrication and cooling effect. In the embodiment provided in the present application, the oil in the oil supply unit can be transported to the corresponding components for lubrication and cooling as required.

[0035] Reference Figure 2 as well as Figure 5As shown, the liquid inlet end of the first cooling circuit is connected to the oil output end of the suction filter 3, and the first cooling circuit is used to cool and lubricate the stator, rotor, gear bearing and clutch of the generator 7. In the embodiment provided in the present application, the first cooling circuit includes a first mechanical pump 4, a first solenoid valve 5, a flow switching valve 6 and a generator 7, and the first solenoid valve 5 is a normally low pilot solenoid valve, which is used to control the flow and pressure of the oil circuit. The first mechanical pump 4 is transmission-connected to the engine 1, the liquid inlet end of the first mechanical pump 4 is connected to the oil output end of the suction filter 3, the liquid outlet end of the first mechanical pump 4 is connected to the liquid inlet end of the first solenoid valve 5, the liquid outlet end of the first solenoid valve 5 is connected to the liquid inlet end of the flow switching valve 6, the liquid outlet end of the flow switching valve 6 is connected to the generator 7, and the oil drain end of the first solenoid valve 5 is connected to the oil pool 2. The engine 1 is started to drive the first mechanical pump 4 to rotate, and the oil in the oil pool 2 is sucked out and passes through the first solenoid valve 5 and the flow switching valve 6 in sequence to reach the generator 7, thereby realizing lubrication and cooling of the bearings, stator and rotor of the generator 7. Part of the oil flowing through the first solenoid valve 5 will flow back to the oil pool 2 from the oil drain end of the first solenoid valve 5, thereby ensuring the stability of the oil flow and oil pressure in the first cooling circuit and avoiding waste.

[0036] Reference Figure 3 , Figure 4 , Figure 5 as well as Figure 7 As shown, the liquid inlet end of the second cooling circuit is connected to the oil output end of the suction filter 3, and the second cooling circuit is used to cool and lubricate the stator, rotor, gear bearing and clutch of the drive motor 15. In the embodiment provided in the present application, the second cooling circuit includes a second mechanical pump 8, a first one-way valve 10, a second one-way valve 11, a second solenoid valve 12, an oil cooler 13, a low-pressure filter 14 and a drive motor 15, and the second solenoid valve 12 is a normally high pilot solenoid valve, which is used to control the flow and pressure of the oil circuit. The second mechanical pump 8 is transmission-connected with the differential 9, the liquid inlet end of the second mechanical pump 8 is connected with the oil output end of the suction filter 3, the liquid outlet end of the second mechanical pump 8 is connected with the liquid inlet end of the first one-way valve 10, the liquid outlet end of the first one-way valve 10 is connected with the liquid inlet end of the second one-way valve 11, the liquid outlet end of the second one-way valve 11 is respectively connected with the liquid inlet end of the second solenoid valve 12 and the liquid inlet end of the oil cooler 13, the liquid outlet end of the oil cooler 13 is connected with the liquid inlet end of the low-pressure filter 14, the liquid outlet end of the low-pressure filter 14 is connected with the drive motor 15, and the oil drain end of the second solenoid valve 12 is connected with the oil pool 2.

[0037] When the second cooling circuit is working, the differential 9 drives the second mechanical pump 8 to rotate, and the second mechanical pump 8 rotates to pump out the oil in the oil pool 2, and passes through the first one-way valve 10, the second one-way valve 11, the oil cooler 13, and the low-pressure filter 14 in sequence to the drive motor 15, thereby realizing lubrication and cooling of the stator, rotor, clutch 21 and bearings of the drive motor 15. Part of the oil flowing out of the second one-way valve 11 will enter the second solenoid valve 12 and flow back to the oil pool 2 from the oil drain end of the second solenoid valve 12, thereby ensuring the stability of the oil flow and oil pressure in the second cooling circuit, and realizing precise lubrication and cooling of each component of the drive motor 15.

[0038] Reference Figure 6 As shown, the liquid inlet end of the third cooling circuit is connected to the oil output end of the suction filter 3, and the third cooling circuit is used to cool the generator 7 and the drive motor 15 at the same time. In the embodiment provided by the present application, the third cooling circuit includes a first mechanical pump 4, a system pressure regulating valve 16, a third one-way valve 17, a first solenoid valve 5, a second solenoid valve 12, an oil cooler 13, a low-pressure filter 14, a bypass valve 18, a drive motor 15 and a generator 7, wherein:

[0039] The first solenoid valve 5 is a normally low pilot solenoid valve, the second solenoid valve 12 is a normally high pilot solenoid valve, the liquid inlet end of the first mechanical pump 4 is connected to the oil output end of the suction filter 3, the liquid outlet end of the first mechanical pump 4 is connected to the liquid inlet end of the system pressure regulating valve 16 and the liquid inlet end of the first solenoid valve 5 respectively, the oil drain end of the first solenoid valve 5 is connected to the oil pool 2, the liquid outlet end of the system pressure regulating valve 16 is connected to the liquid inlet end of the third one-way valve 17, and the oil drain end of the system pressure regulating valve 16 is connected to the liquid outlet end of the third one-way valve 17. The third one-way valve 17 is connected to the oil pool 2, the liquid outlet of the third one-way valve 17 is respectively connected to the liquid inlet end of the second solenoid valve 12, the liquid inlet end of the bypass valve 18 and the liquid inlet end of the oil cooler 13, the oil drain end of the second solenoid valve 12 is connected to the oil pool 2, the liquid outlet end of the bypass valve 18 is connected to the generator 7, the oil drain end of the bypass valve 18 is connected to the oil pool 2, the liquid outlet end of the oil cooler 13 is connected to the liquid inlet end of the low-pressure filter 14, and the liquid outlet end of the low-pressure filter 14 is connected to the drive motor 15.

[0040] The engine 1 starts to drive the first mechanical pump 4 to rotate to extract the oil in the oil pool 2 and transmit it to the system pressure regulating valve 16 and the first solenoid valve 5 respectively. The system pressure regulating valve 16 is used to adjust the oil pressure. After the oil output by the system pressure regulating valve 16 passes through the third one-way valve 17, a part of the oil passes through the oil cooler 13 and the low-pressure filter 14 in turn to reach the drive motor 15, so as to achieve lubrication and cooling of the stator, rotor, clutch 21 and bearings of the drive motor 15. When the oil flow rate through the system pressure regulating valve 16 is large, part of the oil will flow back to the oil pool 2 from the oil drain end of the system pressure regulating valve 16, thereby adjusting the pressure of the oil circuit; another part of the oil flows into the generator 7 through the bypass valve 18, thereby achieving lubrication and cooling of the stator, rotor and bearings of the generator 7. When the oil flow rate through the bypass valve 18 is large, part of the oil will flow back to the oil pool 2 from the oil drain end of the bypass valve 18, thereby further adjusting the oil pressure. When the amount of oil pumped out by the first mechanical pump 4 is too large, part of the oil flows back to the oil pool 2 through the oil drain end of the first solenoid valve 5, thereby ensuring the stable flow of the oil. A small amount of oil flowing out of the third one-way valve 17 will flow back to the oil pool 2 through the second solenoid valve 12. The first solenoid valve 5 and the second solenoid valve 12 simultaneously control the oil flow rate in the third cooling circuit and the oil pressure of the entire circuit, so that the entire circuit has a better lubrication and cooling effect while also ensuring the stability of the entire circuit.

[0041] Reference Figure 4 as well as Figure 7 As shown, the liquid inlet end of the clutch control circuit is connected to the oil output end of the suction filter 3, and the clutch control circuit is used to control the engagement and disconnection of the clutch 21, so as to realize the engine direct drive and parallel drive of the whole vehicle. In the embodiment provided by the present application, the clutch control circuit includes a first mechanical pump 4, a first solenoid valve 5, an accumulator 19, an electromagnetic proportional valve 20 and a clutch 21, the first mechanical pump 4 is transmission-connected to the engine 1, the liquid inlet end of the first mechanical pump 4 is connected to the oil output end of the suction filter 3, the liquid outlet end of the first mechanical pump 4 is respectively connected to the liquid inlet end of the accumulator 19 and the liquid inlet end of the first electromagnetic valve 5, the liquid outlet end of the accumulator 19 is connected to the liquid inlet end of the electromagnetic proportional valve 20, the liquid outlet end of the electromagnetic proportional valve 20 is connected to the clutch 21, and the oil drain end of the first electromagnetic valve 5 is connected to the oil pool 2.

[0042] The engine 1 drives the first mechanical pump 4 to rotate, and the first mechanical pump 4 extracts the oil in the oil pool 2 and sequentially delivers it to the accumulator 19 and the electromagnetic proportional valve 20 to reach the clutch 21, thereby realizing the control of the clutch 21. The accumulator 19 is used to store energy and can still provide pressure to the circuit when the first mechanical pump 4 stops working. Part of the oil flowing out of the first mechanical pump 4 enters the first electromagnetic valve 5 and flows back to the oil pool 2 from the oil drain end of the first electromagnetic valve 5, thereby ensuring the stability of the oil flow and oil pressure of the entire circuit.

[0043] In order to collect the real-time pressure of the oil circuit, a line pressure sensor 22 is provided between the first mechanical pump 4 and the accumulator 19, and closed-loop control is achieved through real-time collection of the line pressure sensor 22. A clutch pressure sensor 23 is provided between the electromagnetic proportional valve 20 and the clutch 21, and the clutch pressure sensor 23 is used to collect the oil channel pressure of the clutch 21 and then adjust the working state of the electromagnetic proportional valve 20 through closed-loop feedback control.

[0044] In order to ensure the safety of the entire circuit, a safety valve 24 is set in the clutch control circuit. The liquid outlet end of the first mechanical pump 4 is connected to the liquid inlet end of the safety valve 24. When the pressure of the entire circuit is high, the gas or oil in the circuit can be discharged through the safety valve 24, thereby ensuring the safety of the clutch 21 control circuit.

[0045] Reference Figure 8 As shown, the liquid inlet end of the heating circuit is connected to the oil output end of the suction filter 3, and the heating circuit is used to heat the gear oil and the driving element. In the embodiment provided in the present application, the heating circuit includes a second mechanical pump 8, a first one-way valve 10, a second one-way valve 11, a relief valve 25 and a second solenoid valve 12. The second mechanical pump 8 is transmission-connected to the differential 9. The liquid inlet end of the second mechanical pump 8 is connected to the oil output end of the suction filter 3, the liquid outlet end of the second mechanical pump 8 is connected to the liquid inlet end of the first one-way valve 10, the liquid outlet end of the first one-way valve 10 is connected to the liquid inlet end of the second one-way valve 11, the liquid outlet end of the second one-way valve 11 is respectively connected to the liquid inlet end of the relief valve 25 and the liquid inlet end of the second solenoid valve 12, the oil drain end of the relief valve 25 is connected to the oil pool 2, and the oil drain end of the second solenoid valve 12 is connected to the oil pool 2.

[0046] When the ambient temperature is low, the driving elements, gears and oil need to be heated up. The first mechanical pump 4 rotates to extract the oil in the oil pool 2, and the oil enters the second solenoid valve 12 and the overflow valve 25 through the first one-way valve 10 and the second one-way valve 11 respectively, and then flows back to the oil pool 2 from the oil drain end of the second solenoid valve 12 and the oil drain end of the overflow valve 25 respectively. Under the stirring and squeezing action of the gears, the oil is heated up. After passing through the entire circuit, the oil in the oil pool 2 is heated up, and then the gear oil and the driving elements are heated up accordingly.

[0047] The lubrication and cooling control system of the hybrid transmission provided in the above embodiment includes the following working modes:

[0048] 1. Vehicle stationary power generation mode:

[0049] Reference Figure 2As shown (indicated by bold lines in the figure), the engine 1 drives the first mechanical pump 4 to rotate and controls the opening of the first solenoid valve 5. Only the generator 7 of the hybrid transmission works, and the first cooling circuit works. The first solenoid valve 5 controls the oil flow and oil pressure of the first cooling circuit, thereby realizing lubrication and cooling of the stator, rotor and bearings of the generator 7.

[0050] 2. Vehicle pure electric drive mode:

[0051] Reference Figure 3 As shown (indicated by the bold lines in the figure), the main reduction gear is bolted to the differential 9, and the main reduction gear drives the second mechanical pump 8 to rotate, controls the closing of the second solenoid valve 12, and the hybrid transmission only drives the motor 15 to work, and the second cooling circuit works. The second solenoid valve 12 controls the oil flow and oil pressure of the second cooling circuit, thereby realizing lubrication and cooling of the stator, rotor, clutch 21 and bearings of the drive motor 15.

[0052] 3. Vehicle engine 1 direct drive mode:

[0053] Reference Figure 4 As shown (indicated by bold lines in the figure), the engine 1 drives the first mechanical pump 4 to rotate and controls the closing of the first solenoid valve 5. The differential 9 is bolted with a main reduction gear, which drives the second mechanical pump 8 to rotate and controls the closing of the second solenoid valve 12. The drive motor 15 and the clutch 21 of the hybrid transmission work at the same time, and the second cooling circuit and the clutch control circuit work at the same time. The second solenoid valve 12 controls the oil flow and oil pressure of the second cooling circuit, thereby realizing lubrication and cooling of the stator, rotor, clutch 21 and bearings of the drive motor 15. At the same time, the first solenoid valve 5 controls the oil flow and oil pressure of the clutch control circuit to realize control of the clutch 21.

[0054] 4. Vehicle series mode drive:

[0055] Reference Figure 5 As shown (shown by the bold lines in the figure), the engine 1 drives the first mechanical pump 4 to rotate and controls the opening of the first solenoid valve 5. The differential 9 is bolted with a main reduction gear, which drives the second mechanical pump 8 to rotate and controls the closing of the second solenoid valve 12. The drive motor 15 and the generator 7 of the hybrid transmission work at the same time, and the first cooling circuit and the second cooling circuit work at the same time. The first solenoid valve 5 controls the oil flow and pressure of the first cooling circuit, thereby realizing lubrication and cooling of the stator, rotor and bearings of the generator 7. The second solenoid valve 12 controls the oil flow and pressure of the second cooling circuit, thereby realizing lubrication and cooling of the stator, rotor, clutch 21 and bearings of the drive motor 15.

[0056] 5. When the vehicle is driven in series mode, the generator 7 generates high power and the vehicle is driven at high power:

[0057] Reference Figure 6 As shown (indicated by bold lines in the figure), the first solenoid valve 5 and the second solenoid valve 12 are adjusted so that the bypass valve 18 and the system pressure regulating valve 16 are opened, and the third cooling circuit works. The first solenoid valve 5 and the second solenoid valve 12 notify the control of the oil flow and pressure of the third cooling circuit, giving the generator 7 and the drive motor 15 more flow to fully cool them down, so that the generator 7 and the drive motor 15 can work in an efficient temperature range.

[0058] 6. Vehicle parallel mode drive:

[0059] Reference Figure 7 As shown (indicated by the bold lines in the figure), the engine 1 drives the first mechanical pump 4 to rotate, controls the closing of the first solenoid valve 5, the main reduction gear is bolted to the differential 9, and the main reduction gear drives the second mechanical pump 8 to rotate, controls the closing of the second solenoid valve 12, and the drive motor 15 and the engine 1 of the hybrid transmission work, and the engine 1 is dragged to work. The second cooling circuit and the clutch control circuit work, and the second solenoid valve 12 controls the oil flow and pressure of the second cooling circuit, thereby realizing lubrication and cooling of the stator, rotor, clutch 21 and bearing of the drive motor 15, and the first solenoid valve 5 controls the oil flow and pressure of the clutch control circuit to realize the control of the clutch 21.

[0060] 7. The vehicle is driven when the ambient temperature is low:

[0061] Reference Figure 8 As shown (indicated by bold lines in the figure), the oil and the driving element need to heat up quickly, control the opening of the second solenoid valve 12, and the heating circuit works. The second solenoid valve 12 controls the oil flow and pressure of the heating circuit. The oil heats up under the stirring and squeezing of the gears, causing the driving element to heat up as well.

[0062] The above describes in detail the structure, features and effects of the present invention based on the embodiments shown in the drawings. The above is only a preferred embodiment of the present invention, but the present invention is not limited to the scope of implementation shown in the drawings. Any changes made according to the concept of the present invention, or modifications to equivalent embodiments with equivalent changes, which still do not exceed the spirit covered by the description and drawings, should be within the protection scope of the present invention.

Claims

1. A lubrication and cooling control system for a hybrid transmission, characterized in that: include: An oil supply unit, the oil supply unit comprising an oil pool and a suction filter, the oil input end of the suction filter being immersed in the oil in the oil pool; a first cooling circuit, wherein a liquid inlet end of the first cooling circuit is connected to an oil liquid outlet end of the suction filter, and the first cooling circuit is used for cooling and lubricating a stator, a rotor, a gear bearing and a clutch of the generator; a second cooling circuit, wherein a liquid inlet end of the second cooling circuit is connected to an oil liquid outlet end of the suction filter, and the second cooling circuit is used for cooling and lubricating a stator, a rotor, a gear bearing and a clutch of the drive motor; a third cooling circuit, wherein a liquid inlet end of the third cooling circuit is connected to an oil liquid outlet end of the suction filter, and the third cooling circuit is used to cool the generator and the drive motor at the same time; A clutch control circuit, wherein a fluid inlet end of the clutch control circuit is connected to an oil fluid outlet end of the suction filter, and the clutch control circuit is used to control engagement and disengagement of the clutch; A heating circuit, the liquid inlet end of the heating circuit is connected to the oil output end of the suction filter, and the heating circuit is used to heat the gear oil and the driving element.

2. The lubrication and cooling control system of the hybrid transmission according to claim 1, characterized in that: The first cooling circuit includes a first mechanical pump, a first solenoid valve, a flow switching valve and a generator. The first mechanical pump is transmission-connected to the engine. The liquid inlet end of the first mechanical pump is communicated with the oil output end of the suction filter. The liquid outlet end of the first mechanical pump is communicated with the liquid inlet end of the first solenoid valve. The liquid outlet end of the first solenoid valve is communicated with the liquid inlet end of the flow switching valve. The liquid outlet end of the flow switching valve is communicated with the generator. The oil drain end of the first solenoid valve is communicated with the oil pool.

3. The lubrication and cooling control system of the hybrid transmission according to claim 1, characterized in that: The second cooling circuit includes a second mechanical pump, a first one-way valve, a second one-way valve, a second solenoid valve, an oil cooler, a low-pressure filter and a drive motor. The second mechanical pump is connected to a differential in transmission. The liquid inlet end of the second mechanical pump is connected to the oil output end of the suction filter. The liquid outlet end of the second mechanical pump is connected to the liquid inlet end of the first one-way valve. The liquid outlet end of the first one-way valve is connected to the liquid inlet end of the second one-way valve. The liquid outlet end of the second one-way valve is connected to the liquid inlet end of the second solenoid valve and the liquid inlet end of the oil cooler respectively. The liquid outlet end of the oil cooler is connected to the liquid inlet end of the low-pressure filter. The liquid outlet end of the low-pressure filter is connected to the drive motor. The oil drain end of the second solenoid valve is connected to the oil pool.

4. The lubrication and cooling control system of the hybrid transmission according to claim 1, characterized in that: The third cooling circuit includes a first mechanical pump, a system pressure regulating valve, a third one-way valve, a first solenoid valve, a second solenoid valve, an oil cooler, a low-pressure filter, a bypass valve, a drive motor and a generator, wherein: The liquid inlet end of the first mechanical pump is communicated with the oil output end of the suction filter, the liquid outlet end of the first mechanical pump is communicated with the liquid inlet end of the system pressure regulating valve and the liquid inlet end of the first solenoid valve respectively, the oil drain end of the first solenoid valve is communicated with the oil pool, the liquid outlet end of the system pressure regulating valve is communicated with the liquid inlet end of the third one-way valve, the oil drain end of the system pressure regulating valve is communicated with the oil pool, the liquid outlet of the third one-way valve is communicated with the liquid inlet end of the second solenoid valve, the liquid inlet end of the bypass valve and the liquid inlet end of the oil cooler respectively, the oil drain end of the second solenoid valve is communicated with the oil pool, the liquid outlet end of the bypass valve is communicated with the generator, the oil drain end of the bypass valve is communicated with the oil pool, the liquid outlet end of the oil cooler is communicated with the liquid inlet end of the low-pressure filter, and the liquid outlet end of the low-pressure filter is communicated with the drive motor.

5. The lubrication and cooling control system of the hybrid transmission according to claim 1, characterized in that: The clutch control circuit includes a first mechanical pump, a first solenoid valve, an accumulator, an electromagnetic proportional valve and a clutch. The first mechanical pump is transmission-connected to the engine. The liquid inlet end of the first mechanical pump is communicated with the oil output end of the suction filter. The liquid outlet end of the first mechanical pump is respectively communicated with the liquid inlet end of the accumulator and the liquid inlet end of the first solenoid valve. The liquid outlet end of the accumulator is communicated with the liquid inlet end of the electromagnetic proportional valve. The liquid outlet end of the electromagnetic proportional valve is connected to the clutch. The oil drain end of the first solenoid valve is communicated with the oil pool.

6. The lubrication and cooling control system of the hybrid transmission according to claim 5, characterized in that: A line pressure sensor is provided between the first mechanical pump and the accumulator, and a clutch pressure sensor is provided between the electromagnetic proportional valve and the clutch.

7. The lubrication and cooling control system of the hybrid transmission according to claim 5, characterized in that: The clutch control circuit further includes a safety valve, and a fluid outlet of the first mechanical pump is connected to a fluid inlet of the safety valve.

8. The lubrication and cooling control system of the hybrid transmission according to claim 1, characterized in that: The temperature rising circuit comprises a second mechanical pump, a first one-way valve, a second one-way valve, an overflow valve and a second solenoid valve. The second mechanical pump is transmission-connected to the differential. The liquid inlet end of the second mechanical pump is communicated with the oil output end of the suction filter. The liquid outlet end of the second mechanical pump is communicated with the liquid inlet end of the first one-way valve. The liquid outlet end of the first one-way valve is communicated with the liquid inlet end of the second one-way valve. The liquid outlet end of the second one-way valve is communicated with the liquid inlet end of the overflow valve and the liquid inlet end of the second solenoid valve respectively. The oil drain end of the overflow valve is communicated with the oil pool. The oil drain end of the second solenoid valve is communicated with the oil pool.

9. The lubrication and cooling control system of a hybrid transmission according to claim 2, 4 or 5, characterized in that: The first solenoid valve is a normally low pilot solenoid valve.

10. The lubrication and cooling control system of the hybrid transmission according to claim 3, 4 or 8, characterized in that: The second solenoid valve is a normally high pilot operated solenoid valve.

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