Hydraulic efficient cooling control system of liquid cooling temperature control hybrid power gearbox

Abstract

The invention discloses a hydraulic efficient cooling control system of a liquid cooling temperature control hybrid power gearbox, which belongs to the technical field of gearbox control and comprises an oil supply subsystem, a main oil pressure adjusting subsystem, a gear shifting control subsystem and a lubrication cooling subsystem. The output end of the oil supply subsystem is connected with the main oil pressure adjusting subsystem and the lubricating and cooling subsystem through oil ways, and the main oil pressure adjusting subsystem is connected with the gear shifting control subsystem through an oil way. According to the hydraulic efficient cooling control system of the liquid cooling temperature control hybrid power gearbox, no pressure impact exists in the working process of the high-pressure pump, flow distribution supplied to a lubricating and cooling oil way by the low-pressure pump is controlled through the throttling holes, no pressure impact exists in the flow adjusting process of the electronic pump, the service life of the duplex electronic pump is prolonged, and the service life of the duplex electronic pump is prolonged. And the oil of the high-pressure part can be filtered by the high-pressure filter and then supplied to a subsequent subsystem, so that the cleanliness is improved, and the clamping stagnation probability of the electromagnetic valve and the mechanical valve core is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of transmission control, and in particular to a hydraulically efficient cooling control system for a liquid-cooled temperature-controlled hybrid power transmission. Background Art

[0002] The hybrid transmission hydraulic control system is a hydraulic control device used in hybrid vehicle transmissions to achieve functions such as power transmission, shift control, lubrication and cooling. It ensures efficient and stable operation of the transmission by precisely regulating the pressure, flow and direction of the hydraulic oil.

[0003] Prior art 1 (application number CN202223457426.9, Chinese patent application date 2022-12-23) uses a dual electronic pump for oil supply in a hybrid transmission hydraulic control system. A switch valve is set and cooperates with an accumulator to switch between high and low pressure oil circuits. When the accumulator oil filling reaches the system setting, the switch valve is used to switch the electronic pump from the high-pressure oil circuit to the low-pressure lubrication oil circuit, reducing the working time of the electronic pump in the high-pressure area, thereby increasing the life of the electronic pump and reducing the power of the entire hydraulic system. Prior art 2 (application number CN201910577879.9, Chinese patent application date 2019-06-28) is used in the hydraulic control system of a dual-clutch transmission. By setting up multiple parallel transmission shift sub-oil circuits, more gears can be set, and the gear switching does not affect each other. While increasing the number of gears, it also improves the fuel economy of the vehicle and can also realize a fault mode, thereby ensuring the safety of the vehicle's gear shifting.

[0004] However, after long-term use of the gearbox, wear of the hydraulic pump or aging of the seals may lead to unstable oil pressure, which in turn causes gear shifting or abnormal noise. In addition, the coupling design of the electronic control system and the hydraulic system also increases the difficulty of troubleshooting. Aging sensors or loose lines may cause abnormal shifting logic, thereby increasing the failure rate of the gearbox and having poor practicality. Therefore, a liquid-cooled temperature-controlled hybrid gearbox hydraulic high-efficiency cooling control system is proposed to solve the above problems. Summary of the Invention

[0005] The purpose of the present invention is to provide a liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system to solve the problem raised in the above background technology that after long-term use of the transmission in the current market, the wear of the hydraulic pump or the aging of the seals may cause unstable oil pressure, which in turn causes gear shifting or abnormal noise. In addition, the coupling design of the electronic control system and the hydraulic system also increases the difficulty of troubleshooting. The aging of the sensor or loose circuit may cause abnormal gear shifting logic, thereby increasing the failure rate of the transmission and poor practicality.

[0006] To achieve the above objectives, the present invention provides the following technical solutions: a liquid-cooled, temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system, comprising an oil supply subsystem, a main oil pressure regulating subsystem, a shift control subsystem, and a lubrication and cooling subsystem, wherein the output end of the oil supply subsystem is connected to the main oil pressure regulating subsystem and the lubrication and cooling subsystem respectively through oil circuits, wherein the main oil pressure regulating subsystem is connected to the shift control subsystem through an oil circuit; The oil supply subsystem includes an oil tank, which provides an oil source for the entire system. A temperature sensor for monitoring the temperature is provided at the bottom of the oil tank. A suction filter for filtering impurities in the oil is also provided above the oil tank. The suction filter is connected to pump 1 and pump 2 through oil circuits, respectively. Pump 1 is a high-pressure pump and pump 2 is a low-pressure pump. The suction filter is also connected to a main valve core through an oil circuit, and pump 1 and pump 2 are connected through a drive shaft.

[0007] Preferably, the main oil pressure regulating subsystem includes a main valve core, wherein a second throttle hole is opened at the pilot end of the main valve core, a VBS solenoid valve is connected to the spring end of the main valve core, and the VBS solenoid valve is connected to the main accumulator through an oil circuit.

[0008] Preferably, the VBS solenoid valve connecting oil circuit is further provided with a first throttle hole, and the front end of the first throttle hole corresponds to a first filter screen, the front end of the first filter screen corresponds to a high-pressure filter, and the lower part of the high-pressure filter is connected to pump 1 through the oil circuit.

[0009] Preferably, the high-pressure filter is sealedly connected to a first safety valve via an oil circuit, wherein the first safety valve is respectively connected to two second filters provided at the main oil pressure regulating subsystem via oil circuits.

[0010] Preferably, the shift control subsystem includes two second filters, wherein the two second filters are symmetrically arranged on both sides of the shift control subsystem for filtering the oil entering the shift control subsystem.

[0011] Preferably, a VFS1 / NL solenoid valve is connected above the second filter on the left side through an oil circuit seal, a first pressure sensor is connected above the VFS1 / NL solenoid valve through an oil circuit seal, and a first clutch accumulator is connected above the first pressure sensor through an oil circuit seal.

[0012] Preferably, a VFS2 / NL solenoid valve is connected above the second filter on the right side through an oil circuit seal, and a second pressure sensor is connected above the VFS2 / NL solenoid valve through an oil circuit seal, and a second clutch accumulator is connected above the second pressure sensor through an oil circuit seal.

[0013] Preferably, the second pressure sensor corresponds to the first clutch accumulator.

[0014] Preferably, the lubrication and cooling subsystem is mainly composed of a second safety valve, and the upper part of the second safety valve is connected to the main valve core through an oil circuit seal. The second safety valve is also connected to an oil cooler for cooling through an oil circuit seal. The oil circuit between the second safety valve and the main valve core is also connected to a LUB throttle hole arranged on the lubrication and cooling subsystem.

[0015] Preferably, the oil cooler is sealed with a first EM motor throttle hole, a second EM motor throttle hole, a C1 clutch throttle hole and a C2 clutch throttle hole through oil circuits, wherein the LUB throttle hole, the first EM motor throttle hole, the second EM motor throttle hole, the C1 clutch throttle hole and the C2 clutch throttle hole are all corresponding cooling and lubrication throttle holes.

[0016] Compared with the prior art, the present invention has the following beneficial effects: The high-pressure pump has no pressure shock during operation, and the flow distribution of the lubrication and cooling oil circuit supplied by the low-pressure pump is controlled by a throttle hole. There is also no pressure shock during the flow adjustment of the electronic pump, which increases the service life of the twin electronic pump. At the same time, the oil in the high-pressure part can be filtered by the high-pressure filter and then supplied to the subsequent subsystems, which improves the cleanliness and reduces the probability of solenoid valves and mechanical valve cores getting stuck. Different from the traditional mechanical pump oil supply solution, this solution has high integration, reduces the number of parts in the whole box, and improves the flexibility of the layout. At the same time, different from the solution of using a twin pump in conjunction with an accumulator, the twin pump has no pressure shock, and the maximum operating pressure of the high-pressure pump is basically the same as that of the normal pressure system, which reduces high-pressure loss and improves the efficiency of the entire oil supply system.

[0017] The main oil pressure is controlled by a three-position, four-way main valve core. When the system pressure is low, the main valve core works in the left position, which can quickly build up the system pressure. As the system pressure builds up, the mechanical pump continuously supplies oil to the system, and the clutch subsystem does not require a lot of pressure. The main valve core works in the middle position, and most of the oil is supplied to the lubrication and cooling subsystem, which reduces the power consumption of the electronic pump and improves the system efficiency. When the electronic pump speed is high, while meeting the cooling and lubrication needs of the clutch control subsystem and the lubrication and cooling subsystem, the main valve core works in the right position. By adjusting the system pressure, the system load is reduced, which can effectively improve the system efficiency. A part of the oil is discharged through the main valve core to the oil inlet of the duplex pump and the oil outlet of the suction filter. In this way, the oil does not need to be filtered again, which reduces the loss caused by the need for the oil to be filtered through the suction filter and also improves the system efficiency.

[0018] Furthermore, the hydraulic pressure control of the main valve core spring end is controlled by the normally high solenoid valve VBS1. The VBS1 solenoid valve mainly controls the pressure by controlling the size of the throttle hole inside the solenoid valve. It has strong pollution resistance and will not cause the solenoid valve to get stuck, thereby improving the stability of the entire system. It is equipped with an accumulator and a throttle hole to absorb pressure shocks and fluctuations, making the control pressure more stable and smooth.

[0019] Small filters are installed at the inlet and outlet ports of the clutch control spool, improving the cleanliness of the hydraulic oil entering and exiting the clutch chamber and preventing sticking of the spool valve due to impurities entering the gap between the spool and the valve bore. An accumulator is installed in the oil passageway into the clutch chamber of this subsystem to effectively absorb fluctuations in the oil passageway. This prevents hydraulic shock caused by oil passage fluctuations during clutch engagement. A feedback oil passage is provided at the spring end of the clutch control spool, creating a dynamic balance between the spring force, feedback pressure, and pilot hydraulic pressure. This allows for smooth linear control of clutch pressure, improving control smoothness. A pressure sensor is installed in the control circuit, and the measured pressure value is closer to the actual clutch pressure. This provides reliable closed-loop control for the TCU's control of the solenoid valve current, ultimately providing accurate feedback to the clutch pressure. Gear positions are determined by clutch engagement and disengagement, featuring simple control logic and structural layout. Several transmission operating modes can be achieved through clutch engagement and disengagement: pure electric mode, parking generator mode, engine direct drive mode, hybrid mode, and extended-range mode. Furthermore, each clutch engagement forms a gear position, simplifying shifting.

[0020] Under low temperature conditions, the viscosity of the oil increases, the back pressure increases, the pressure of the lubrication and cooling system increases, and the load of the pump increases. Since the lubrication and cooling system is equipped with an oil cooler, it can withstand limited pressure. A safety overflow valve is provided in the lubrication and cooling system, which can be opened to relieve pressure under a certain pressure, to ensure that the lubrication and cooling system operates within a safe and reasonable pressure range, thereby protecting the components in the system. Under low temperatures, the load of the pump can be reduced, ensuring that the dual electronic pump can operate normally, and reducing the power of the dual electronic pump. For parts that need cooling and lubrication, especially parts that are mainly for cooling, an oil cooler is provided in the cooling and lubricating oil circuit. After passing through the oil cooler, the lubrication and cooling oil is lubricated and cooled to the gearbox components, especially the forced cooling of the dual motors and clutches, which improves the lubrication and cooling effect and ensures that the motors and clutches always operate within a reasonable temperature range. Each lubrication point is set with a throttle hole to control the flow according to the test data, which can not only meet the needs of each lubrication point, but also reduce costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 Schematic diagram of the system flow of the present invention.

[0022] In the figure: 1. Fuel tank; 2. Temperature sensor; 3. Suction filter; 4. Pump 1; 5. Pump 2; 6. High-pressure filter; 7. First filter; 8. First throttle hole; 9. Main accumulator; 10. First safety valve; 11. Second throttle hole; 12. Main valve core; 13. Second filter; 14. VFS2 / NL solenoid valve; 15. Second pressure sensor; 16. Second clutch accumulator; 17. VFS1 / NL solenoid valve; 18. First pressure sensor; 19. First clutch accumulator; 20. Second safety valve; 21. Oil cooler; 22. LUB throttle hole; 23. First EM motor throttle hole; 24. Second EM motor throttle hole; 25. C1 clutch throttle hole; 26. C2 clutch throttle hole; 27. VBS solenoid valve. DETAILED DESCRIPTION

[0023] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0024] The present invention provides the following technical solution, a liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system: In order to solve the problems of unstable oil pressure caused by wear of hydraulic pump or aging of seals in existing gearboxes after long-term use, thereby causing gear shifting or abnormal noise, and the coupling design of electronic control system and hydraulic system also increases the difficulty of troubleshooting, sensor aging or loose circuit may cause abnormal gear shifting logic, thereby increasing the failure rate of gearbox and poor practicality, the embodiment discloses: an oil supply subsystem, a main oil pressure regulating subsystem, a gear shift control subsystem and a lubrication and cooling subsystem, the output end of the oil supply subsystem is respectively connected to the main oil pressure regulating subsystem through an oil circuit It is connected to the lubrication and cooling subsystem, wherein the main oil pressure regulation subsystem is connected to the shift control subsystem through an oil circuit. The oil supply subsystem includes an oil tank 1, wherein the oil tank 1 provides an oil source for the entire system. A temperature sensor 2 for monitoring the temperature is provided at the bottom of the oil tank 1. A suction filter 3 for filtering impurities in the oil is also provided above the oil tank 1, and the suction filter 3 is respectively connected to pump 1 4 and pump 2 5 through oil circuits. Pump 1 4 is a high-pressure pump and pump 2 5 is a low-pressure pump. The suction filter 3 is also connected to the main valve core 12 through an oil circuit, wherein pump 1 4 and pump 2 5 are connected through a drive shaft.

[0025] The main oil pressure regulating subsystem includes a main valve core 12, wherein a second throttle hole 11 is provided at the pilot end of the main valve core 12, and a VBS solenoid valve 27 is connected to the spring end of the main valve core 12, and the VBS solenoid valve 27 is connected to the main accumulator 9 through an oil circuit. The oil circuit connecting the VBS solenoid valve 27 also has a first throttle hole 8, and the front end of the first throttle hole 8 corresponds to a first filter screen 7, and the front end of the first filter screen 7 corresponds to a high-pressure filter 6. The bottom of the high-pressure filter 6 is connected to a pump 4 through an oil circuit, and the high-pressure filter 6 is sealed and connected to a first safety valve 10 through an oil circuit, wherein the first safety valve 10 is respectively connected to two second filters 13 arranged at the main oil pressure regulating subsystem through oil circuits.

[0026] The shift control subsystem includes two second filters 13, which are symmetrically arranged on both sides of the shift control subsystem for filtering the oil entering the shift control subsystem. The upper part of the left second filter 13 is connected to the VFS1 / NL solenoid valve 17 through an oil circuit seal, and the upper part of the VFS1 / NL solenoid valve 17 is connected to the first pressure sensor 18 through an oil circuit seal, and the upper part of the first pressure sensor 18 is connected to the first clutch accumulator 19 through an oil circuit seal. The upper part of the right second filter 13 is connected to the VFS2 / NL solenoid valve 14 through an oil circuit seal, and the upper part of the VFS2 / NL solenoid valve 14 is connected to the second pressure sensor 15 through an oil circuit seal, and the upper part of the second pressure sensor 15 is connected to the second clutch accumulator 16 through an oil circuit seal. The second pressure sensor 15 corresponds to the first clutch accumulator 19.

[0027] The lubrication and cooling subsystem mainly consists of a second safety valve 20, which is sealed with the main valve core 12 through an oil circuit. The second safety valve 20 is also sealed with an oil cooler 21 for cooling through an oil circuit. The oil circuit between the second safety valve 20 and the main valve core 12 is also connected to the LUB throttle hole 22 provided on the lubrication and cooling subsystem. The oil cooler 21 is sealed with the first EM motor throttle hole 23, the second EM motor throttle hole 24, the C1 clutch throttle hole 25 and the C2 clutch throttle hole 26 through oil circuits. Among them, the LUB throttle hole 22, the first EM motor throttle hole 23, the second EM motor throttle hole 24, the C1 clutch throttle hole 25 and the C2 clutch throttle hole 26 are all corresponding cooling and lubrication throttle holes.

[0028] like Figure 1As shown, the main function of the oil tank 1 of the oil supply subsystem is to provide the oil source for the entire system. The main function of the suction filter 3 is to filter impurities in the oil and provide the entire system with oil with higher cleanliness, so as to prevent impurities from entering the double pump and causing pump wear or pump jam; prevent impurities from entering the clutch control subsystem and causing valve core jam; prevent impurities from entering the lubrication and cooling subsystem and causing component wear. In the hydraulic system, the viscosity of the oil is different at different temperatures, which has a great impact on the entire control system. Therefore, it is necessary to monitor the temperature of the entire system. The main function of the temperature sensor 2 is to monitor the temperature of the entire hydraulic system and provide a temperature reference coefficient for the control of the double electronic pump and the clutch proportional valve. When controlling the electronic pump, different electronic pump speeds are controlled according to different temperature ranges; when controlling the solenoid valve, different vibrations are controlled for the solenoid valve according to different temperature ranges. The frequency provides a temperature compensation coefficient. The twin electronic pump is mainly integrated by a motor, a motor controller and a twin pump, providing a pressure source and a flow source for the entire system. Among them, Pump 1 4 and Pump 2 5 are both external gear pumps. Different displacements are set according to system needs, and the active gears are driven by the same drive shaft to work. The twin pump motor drive is powered by an on-board power supply (or battery). The motor controller controls the motor speed to adjust the twin pump speed, thereby meeting the gearbox's requirements for hydraulic system flow and pressure under different working conditions. The main function of the safety valve is to drain oil in time when abnormal high pressure occurs in the system, so that the system works within a reasonable pressure range to protect the safety of the entire hydraulic system. The main function of the high-pressure filter 6 is to re-filter the oil supplied to the main oil pressure subsystem and the shift control subsystem, greatly reducing the probability of the solenoid valve and the main valve core 12 getting stuck.

[0029] The main oil pressure regulating subsystem mainly regulates the displacement of the main valve core 12 by regulating the size of the spring end pressure of the main valve core 12 through the solenoid valve VBS1. The size of the main oil pressure is regulated by regulating the displacement of the main valve core 12. When the pump 14 in the double pump works to supply oil, the main oil pressure regulating subsystem starts to work. When the pump 14 just starts to work, under the action of the main valve core 12 spring, the main valve core 12 works in the left position, which is conducive to the rapid filling of the oil circuit with oil. As the pump 14 in the double pump continues to work and supply oil, the pressure in the system gradually increases. The system pressure acts on the pilot end of the main valve core 12. The left end of the main valve core 12 is subjected to spring force and liquid pressure, and the right end is subjected to liquid pressure. Since the pilot end area of ​​the main valve core 12 is larger than the spring end area, the main oil pressure regulating subsystem starts to work. Area, the valve core under the action of hydraulic pressure, the main valve core 12 moves to the left, when the force on the left end of the main valve core 12 is equal to the force on the right end, the main valve core 12 stops moving, by adjusting the size of the current of the solenoid valve VBS1, adjusting the size of the throttle hole inside the solenoid valve VBS1, the pressure at the spring end of the main valve core 12 is controlled, and the main valve core 12 can be adjusted to work in the middle position through pressure control. First, it can meet the oil demand of the shift control subsystem, and second, it can meet the demand of the lubrication and cooling subsystem. When the clutch in the shift control subsystem is not working and the speed of the electronic pump is high, according to the system requirements, by adjusting the size of the current of the solenoid valve VBS1, the main valve core 12 can be operated in the right position, Excess oil leaks between the oil suction port of the duplex pump and the oil outlet of the suction filter 3, which reduces the power of the duplex pump during operation and improves the system efficiency. High-pressure filter 6: The filtration accuracy is higher than that of the suction filter 3. Its main function is to filter the oil entering the main oil pressure regulation subsystem again to prevent the solenoid valve VBS1 and the main valve core 12 from being stuck due to impurities in the oil entering the gap between the valve core and the valve sleeve. Solenoid valve VBS1: It mainly adjusts the size of the throttle hole inside the solenoid valve and the size of the spring end pressure to further adjust the main oil pressure. The main valve core 12: It is mainly affected by three forces, among which the right pilot end is the system pressure, which drives the valve core to move to the left; the spring end The spring force and the hydraulic pressure controlled by the VBS1 solenoid valve drive the valve core to move to the right. Under the action of these three forces, the main valve core 12 is in a dynamically balanced position. By adjusting the hydraulic pressure at the left spring end of the main valve core 12, that is, adjusting the current of the VBS1 solenoid valve, the left and right movement of the valve core can be adjusted. By adjusting the left and right movement of the main valve core 12, the oil circuit switching shown in the figure is completed, and the size of the system main oil pressure is adjusted. The first filter 7: Its main function is to filter the hydraulic oil entering the solenoid valve VBS1 again to prevent the solenoid valve from getting stuck. The throttle hole: Its main function is to reduce the flow through the hole, thereby delaying the rapid change of the system state, reducing shock, and making the pressure control smoother and more stable.

[0030] In the oil supply subsystem, pump 2 5 in the double pump is mainly used to supply oil to the gearbox lubrication and cooling subsystem; pump 1 4 in the double pump has two main functions in supplying oil: one is to supply part of the oil to the clutch control subsystem, and the other is to supply oil to the lubrication and cooling subsystem after being regulated by the main oil pressure regulation subsystem. The lubrication and cooling subsystem is mainly composed of a cooling and lubricating oil circuit to the LUB throttle hole 22, the C1 clutch throttle hole 25, the first EM motor throttle hole 23 and the second EM motor throttle hole 24. After the oil passes through the oil outlet of pump 2 5, it is divided into two paths. One path supplies oil to the LUB throttle hole 22 oil circuit, which is mainly used to force lubrication of bearings, gears and other parts that need lubrication inside the gearbox; one path of lubricating cooling oil reaches the oil cooler 21 after passing through the throttle hole. After cooling, the lubricating cooling oil is divided into 4 paths, one of which is used to cool the motor through the first EM motor throttle hole 23, one path of cooling oil is used to cool the motor EM2 through the second EM motor throttle hole 24, and one path is used to cool the clutch through the C1 clutch throttle hole 25. The transmission C2 is cooled and lubricated, with the cooling oil flowing through the C2 clutch orifice 26. The flow rate of lubricating and cooling oil into the transmission is primarily distributed by orifices installed in various transmission pipelines. The size of the orifices adjusts the flow rate distribution required by different lubrication and cooling points. The C1 clutch orifice 25, C2 clutch orifice 26, first EM motor orifice 23, and second EM motor orifice 24 are all orifices installed in the cooling oil circuits, providing cooling and lubrication to the corresponding cooling and lubrication points. The oil cooler 21 cools the cooling oil in the lubrication and cooling oil circuits that flows to the C1 clutch orifice 25, C2 clutch orifice 26, first EM motor orifice 23, and second EM motor orifice 24, ensuring that the temperature of the cooling oil sprayed onto various components meets the cooling requirements. The second safety valve 20 limits the maximum pressure of the lubrication and cooling subsystem. Due to the limited pressure capacity of the oil cooler 21, this valve protects the oil cooler 21 from operating normally. Excess oil is also drained into the oil tank 1.

[0031] The VFS / NL proportional solenoid valve is a normally low, two-position, three-way directional reversing valve with internal feedback. Taking the engagement of the C1 clutch orifice 25 as an example, after the hydraulic oil passes through the first filter 7, under the control of the current of the VFS1 / NL solenoid valve 17, the oil passes through this valve and supplies oil to the C1 clutch orifice 25. By adjusting the oil pressure, the spring force inside the clutch piston is overcome, achieving engagement of the C1 clutch orifice 25. An accumulator is provided at the rear end of the solenoid valve VFS1 / NL. During the engagement of the C1 clutch orifice 25, the accumulator absorbs pressure shocks and fluctuations of the oil, especially near the KP point during the clutch engagement process, ensuring smoother clutch control. At the same time, a pressure sensor is provided at the rear end, which can transmit the pressure signal to the TCU in real time. The TCU then adjusts the current of the solenoid valve VFS1 / NL in real time, forming a closed-loop control, which is more precise and completes a series of tasks.

[0032] The above is the working process of the entire system, and the contents not described in detail in this specification belong to the existing technology known to professional and technical personnel in this field.

[0033] Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system, characterized by: It includes oil supply subsystem, main oil pressure regulation subsystem, gear shift control subsystem and lubrication and cooling subsystem; Its characteristics are: The output end of the oil supply subsystem is connected to the main oil pressure regulating subsystem and the lubrication and cooling subsystem through oil circuits, wherein the main oil pressure regulating subsystem is connected to the shift control subsystem through the oil circuit; The oil supply subsystem comprises an oil tank (1), wherein the oil tank (1) provides an oil source for the entire system, a temperature sensor (2) for monitoring the temperature is provided at the bottom of the oil tank (1), a suction filter (3) for filtering impurities in the oil is also provided above the oil tank (1), and the suction filter (3) is connected to a pump 1 (4) and a pump 2 (5) through oil circuits. The pump 1 (4) is a high-pressure pump, the pump 2 (5) is a low-pressure pump, and the suction filter (3) is also connected to the main valve core (12) through an oil circuit, wherein the pump 1 (4) and the pump 2 (5) are connected through a drive shaft.

2. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 1, characterized in that: The main oil pressure regulating subsystem comprises a main valve core (12), wherein a second throttle hole (11) is provided at a pilot end of the main valve core (12), a VBS solenoid valve (27) is connected to a spring end of the main valve core (12), and the VBS solenoid valve (27) is connected to a main accumulator (9) via an oil circuit.

3. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 2, characterized in that: The VBS solenoid valve (27) is connected to the oil circuit with a first throttle hole (8), and the front end of the first throttle hole (8) corresponds to a first filter (7), and the front end of the first filter (7) corresponds to a high-pressure filter (6), and the lower part of the high-pressure filter (6) is connected to a pump (4) through the oil circuit.

4. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 3, characterized in that: The high-pressure filter (6) is connected to a first safety valve (10) through an oil circuit seal, wherein the first safety valve (10) is connected to two second filter screens (13) provided at the main oil pressure regulating subsystem through oil circuits.

5. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 1, characterized in that: The shift control subsystem comprises two second filters (13), wherein the two second filters (13) are symmetrically arranged on both sides of the shift control subsystem and are used to filter the oil entering the shift control subsystem.

6. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 5, characterized in that: A VFS1 / NL solenoid valve (17) is connected above the second filter screen (13) on the left side via an oil circuit seal, a first pressure sensor (18) is connected above the VFS1 / NL solenoid valve (17) via an oil circuit seal, and a first clutch accumulator (19) is connected above the first pressure sensor (18) via an oil circuit seal.

7. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 5, characterized in that: The upper portion of the second filter screen (13) on the right side is connected to a VFS2 / NL solenoid valve (14) via an oil circuit seal, the upper portion of the VFS2 / NL solenoid valve (14) is connected to a second pressure sensor (15) via an oil circuit seal, and the upper portion of the second pressure sensor (15) is connected to a second clutch accumulator (16) via an oil circuit seal.

8. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 7, characterized in that: The second pressure sensor (15) corresponds to the first clutch accumulator (19).

9. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 1, characterized in that: The lubrication and cooling subsystem mainly comprises a second safety valve (20), the second safety valve (20) being connected to a main valve core (12) via an oil circuit seal, an oil cooler (21) for cooling and lowering temperature being further connected above the second safety valve (20) via an oil circuit seal, and an LUB throttle hole (22) provided on the lubrication and cooling subsystem being further connected to the oil circuit between the second safety valve (20) and the main valve core (12).

10. The liquid-cooled temperature-controlled hybrid transmission hydraulic high-efficiency cooling control system according to claim 9, characterized in that: The oil cooler (21) is sealed above the oil cooler (21) with a first EM motor throttle hole (23), a second EM motor throttle hole (24), a C1 clutch throttle hole (25), and a C2 clutch throttle hole (26) through an oil passage, wherein the LUB throttle hole (22), the first EM motor throttle hole (23), the second EM motor throttle hole (24), the C1 clutch throttle hole (25), and the C2 clutch throttle hole (26) are all corresponding cooling and lubrication throttle holes.

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