Hybrid power hydraulic control system, clutch and vehicle

Abstract

The invention discloses a hybrid power hydraulic control system, a clutch and a vehicle. The system comprises a power mechanism, a clutch mechanism and a motor mechanism. The power mechanism comprises a duplex electronic pump, a high-pressure end pump and a low-pressure end pump, and a two-position three-way cooling reversing valve is arranged on the high-pressure end pump; the high-pressure end pump is communicated with an oil inlet of the clutch mechanism through a high-pressure oil way, the low-pressure end pump is communicated with the clutch mechanism through a three-position three-way clutch proportional valve arranged on a low-pressure oil way, the motor mechanism is connected with the three-position three-way clutch proportional valve, the high-pressure end pump drives a clutch, and the low-pressure end pump drives a cooling lubricating oil way. The double-electronic pump integrated by the electronic pump and the double mechanical pumps is used for realizing end cooperative driving of the clutch, stable pressure control of the clutch at a low temperature is realized by utilizing the high-pressure end pump at a large reduction ratio, and large-flow cooling lubricating liquid is supplied by utilizing the low-pressure end pump at a small reduction ratio; and meanwhile, the double pain points of insufficient low-temperature power of an electronic pump and uncontrollable flow of a mechanical pump at present are solved.

Description

Technical Field

[0001] This invention relates to the field of hydraulics for new energy vehicles, specifically to a hybrid hydraulic control system, clutch, and vehicle. Background Technology

[0002] The hydraulic system of a hybrid transmission needs to achieve two main functions. First, it needs to control the power transmission and mode switching of the hybrid system; second, it needs to cool and lubricate the internal components of the hybrid system to ensure that the system can operate stably and normally for a long time.

[0003] Currently, hybrid transmission hydraulic systems typically employ a dual-pump system combining a mechanical oil pump and an electronic oil pump. The mechanical oil pump is engine-driven, providing base oil pressure, while the electronic oil pump starts and stops as needed to compensate for insufficient oil supply during low engine speeds or pure electric mode. Simultaneously, the hydraulic system uses a combination of solenoid valves to switch between pure electric, hybrid, and engine direct drive modes.

[0004] However, the hydraulic system of the hybrid transmission still has some problems under specific environments and operating conditions. In low-temperature environments, when using an electronic pump to supply oil, the insufficient power of the oil pump motor and the high viscosity of the oil will lead to a slow response of the cold start system and poor low-temperature cold start performance, which will affect the normal operation of the hydraulic system. Since it is connected to the gear with a fixed speed ratio, the problem of poor low-temperature cold start performance can be solved, but it brings another problem: the cooling flow is proportional to the gear speed, which cannot achieve on-demand cooling, resulting in the system not achieving optimal cooling. Summary of the Invention

[0005] Based on this, the purpose of the present invention is to provide a hybrid hydraulic control system, clutch and vehicle, which aims to solve the problem that the current hybrid transmission hydraulic system has poor low-temperature cold start performance under certain environments and operating conditions, which affects the normal operation of the hydraulic system.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a hybrid hydraulic control system, comprising a power mechanism, a clutch mechanism connected to the power mechanism, and a motor mechanism disposed between the power mechanism and the clutch mechanism. The power mechanism includes a dual electronic pump, a high-pressure end pump and a low-pressure end pump mounted on the dual electronic pump, and a two-position three-way cooling reversing valve mounted on the high-pressure end pump. The high-pressure pump is connected to the oil inlet of the clutch mechanism via a high-pressure oil circuit, the low-pressure pump is connected to the clutch mechanism via a three-position three-way clutch proportional valve located on the low-pressure oil circuit, the motor mechanism is connected to the three-position three-way clutch proportional valve, the high-pressure pump drives the clutch, and the low-pressure pump drives the cooling and lubrication oil circuit.

[0007] According to one aspect of the above technical solution, the clutch mechanism includes a first clutch and a second clutch respectively disposed on two of the connecting ends of the three-position three-way clutch proportional valve, and a first throttle valve and a second throttle valve are respectively disposed between the first clutch and the second clutch and the three-position three-way clutch proportional valve.

[0008] According to one aspect of the above technical solution, both the high-pressure oil circuit and the low-pressure oil circuit are connected to the transmission oil pan through a filter; The high-pressure oil circuit includes a first high-pressure circuit connecting the first clutch and the filter, and a second high-pressure circuit connecting the second clutch and the filter. The first high-pressure circuit is provided with a first control check valve, a second control check valve, and a first pressure sensor. The connection between the high-pressure pump and the first high-pressure circuit is located between the first control check valve and the second control check valve.

[0009] According to one aspect of the above technical solution, the second high-pressure circuit is provided with a second pressure sensor, a third control check valve, and a fourth control check valve, and the connection between the high-pressure pump and the second high-pressure circuit is located between the third control check valve and the fourth control check valve.

[0010] According to one aspect of the above technical solution, an oil-water heat exchanger is provided between the low-pressure oil circuit and the three-position three-way clutch proportional valve, and the low-pressure oil circuit includes a first low-pressure circuit and a second low-pressure circuit connecting the oil-water heat exchanger and the filter. The first low-pressure line is provided with a first cooling check valve and a second cooling check valve, and the connection between the low-pressure end pump and the first low-pressure line is located between the first cooling check valve and the second cooling check valve.

[0011] According to one aspect of the above technical solution, a third cooling check valve and a fourth cooling check valve are provided on the second low-pressure line, and the connection between the low-pressure end pump and the second low-pressure line is located between the third cooling check valve and the fourth cooling check valve.

[0012] The present invention also proposes a clutch, which is applied to a first clutch and a second clutch in a hybrid hydraulic control system as described above, characterized in that the clutch includes a clutch pressure chamber, a clutch balance chamber connected to the clutch pressure chamber via a piston ring, and a clutch outer ring and a clutch inner ring connected to the piston ring. The clutch pressure chamber is provided with an inner pressure chamber ring and an outer pressure chamber ring. The clutch balance chamber is provided with an inner balance chamber ring and an outer balance chamber ring. The inner pressure chamber ring is directly opposite the inner balance chamber ring, and the outer pressure chamber ring is directly opposite the outer balance chamber ring. The piston rings are respectively located in the clutch pressure chamber and the clutch balance chamber.

[0013] According to one aspect of the above technical solution, a pressure balancing spring is also provided between the piston ring and the inner wall of the clutch balance chamber.

[0014] According to one aspect of the above technical solution, the outer ring of the clutch is provided with a power input end and a plurality of clutch friction plates, and the inner ring of the clutch is provided with a power output end and a plurality of clutch pressure steel plates, wherein the plurality of clutch friction plates and the plurality of clutch pressure steel plates are arranged alternately.

[0015] The present invention also proposes a vehicle comprising the hybrid hydraulic control system described above.

[0016] In summary, the hybrid hydraulic control system proposed in this invention achieves coordinated clutch drive at both pressure ends by using a dual-electro-electronic pump that integrates an electronic pump and dual mechanical pumps. The high-pressure pump achieves stable clutch pressure control at low temperatures with a large reduction ratio, while the low-pressure pump supplies a large flow of cooling lubricating fluid with a small reduction ratio. This solves the dual problems of insufficient power of electronic pumps at low temperatures and uncontrollable flow of mechanical pumps. Furthermore, by setting several check valves in the high-pressure and low-pressure oil circuits, independent drive and switching of the dual clutches are achieved, replacing the traditional multi-pump control scheme, simplifying the clutch control link, and improving response speed.

[0017] Meanwhile, a two-position three-way cooling directional valve is configured in the high-pressure oil circuit to achieve adaptive energy adjustment. When the clutch is not working, the high-pressure oil circuit is short-circuited to transfer control energy to the cooling and lubrication system, realizing the secondary utilization of high-pressure energy, improving energy utilization rate, and reducing unnecessary losses. A three-position three-way clutch proportional valve is configured in the low-pressure oil circuit to switch the clutch cooling flow mode according to the working conditions. The throttle valve realizes the precise flow ratio of components such as motors and gears to achieve optimal cooling efficiency.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the hybrid hydraulic control system in Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of the clutch structure in Embodiment 2 of the present invention; Figure 3 This is a schematic diagram of the clutch cooling operation in Embodiment 2 of the present invention; Figure 4 This is a schematic diagram of the operation of the first clutch in Embodiment 2 of the present invention; Figure 5 This is a schematic diagram of the operation of the second clutch in Embodiment 2 of the present invention. Figure 6 This is a schematic diagram of the clutch not working in Embodiment 2 of the present invention.

[0020] Component symbol explanation in the attached diagram: 1. Transmission oil pan; 2. Filter; 3. First cooling check valve; 4. First control check valve; 5. Second cooling check valve; 6. Second control check valve; 7. First pressure sensor; 8. First clutch inlet; 9. First throttle valve; 11. Dual electronic pump; 12. Third control check valve; 13. Third cooling check valve; 14. High-pressure pump; 15. Low-pressure pump; 16. Fourth cooling check valve; 17. Fourth control check valve; 18. Oil-water heat exchanger; 19. Inlet pipe; 20. Outlet pipe; 21. First motor stator cooling and lubrication throttle valve; 22. First motor rotor cooling and lubrication throttle valve; 23. Second motor stator cooling and lubrication throttle valve; 24. Second motor rotor cooling and lubrication throttle valve; 25. Third throttle valve; 26. Transmission oil temperature sensor; 27. Second throttle valve; 28. Second pressure sensor; 29. ​​Second clutch inlet; 80. Two-position three-way cooling directional valve; 90. Three-position three-way clutch proportional valve; 100. First clutch; 101. 102 High-pressure oil inlet, 103 Pressure chamber inner ring seal, 104 Piston ring, 105 Clutch pressure chamber, 106 Pressure chamber outer ring, 107 Pressure chamber pressure relief and holding valve, 108 Pressure chamber outer ring seal, 109 Balance chamber outer ring seal, 110 Clutch push rod, 111 Power input end, 120 Clutch outer ring, 121 Clutch friction plate, 121 Clutch pressure steel plate, 123 Power output end, 124 Clutch inner ring, 125 Balance chamber outer ring, 126 Pressure balance spring, 127 Clutch balance chamber, 128 Balance chamber inner ring, 129 Clutch cooling and lubrication inlet, 130 Balance chamber inner ring seal, 200 Second clutch. Detailed Implementation

[0021] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of the invention are illustrated in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.

[0022] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0023] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0024] Example 1 Please see Figure 1 The diagram shown is a schematic representation of a hybrid hydraulic control system according to Embodiment 1 of the present invention. The hybrid hydraulic control system includes a power mechanism, a clutch mechanism connected to the power mechanism, and a motor mechanism disposed between the power mechanism and the clutch mechanism, wherein: The power mechanism includes a dual electronic pump 11, a high-pressure pump 14 and a low-pressure pump 15 mounted on the dual electronic pump 11, and a two-position three-way cooling directional valve 30 mounted on the high-pressure pump 14. In this embodiment, the dual electronic pump 11 is an integrated structure of a single electronic pump and two mechanical pumps. The high-pressure pump 14 is connected to the oil inlet of the clutch mechanism through a high-pressure oil circuit, and the low-pressure pump 15 is connected to the clutch mechanism through a three-position three-way clutch proportional valve 90 mounted on the low-pressure oil circuit. The motor mechanism is connected to the three-position three-way clutch proportional valve 90. The high-pressure pump 14 drives the clutch, and the low-pressure pump 15 drives the cooling and lubrication oil circuit.

[0025] Furthermore, the clutch mechanism includes a first clutch 100 and a second clutch 200 respectively located on two of the connecting ends of the three-position three-way clutch proportional valve 90. A first throttle valve 9 and a second throttle valve 27 are respectively provided between the first clutch 100 and the second clutch 200 and the three-position three-way clutch proportional valve 90. The first clutch 100 and the second clutch 200 operate in an alternating mode, and the coupling and decoupling of power are achieved by engaging and disengaging the clutches. A first throttle valve 9 and a second throttle valve 27 are respectively provided between the first clutch 100 and the second clutch 200 and the three-position three-way clutch proportional valve 90.

[0026] The motor mechanism includes a first motor stator cooling and lubrication throttle valve 21, a first motor rotor cooling and lubrication throttle valve 22, a second motor stator cooling and lubrication throttle valve 23, a second motor rotor cooling and lubrication throttle valve 24, a third throttle valve 25, and a transmission oil temperature sensor 26, which is connected to a three-position three-way clutch proportional valve 90. The transmission oil temperature sensor 26 monitors the oil temperature after passing through the oil-water heat exchanger 18. The system estimates the required cooling flow rate of the system through the motor thermal model and the oil temperature information. Thanks to the transmission oil temperature sensor 26 being located closest to the motor, the system model is more accurate, which helps to further reduce the system cooling and lubrication flow rate, thereby reducing the system's low-voltage power consumption and improving system efficiency.

[0027] Furthermore, both the high-pressure and low-pressure oil circuits are connected to the transmission oil pan 1 via a filter 2. The high-pressure oil circuit includes a first high-pressure circuit connecting the first clutch 100 and the filter 2, and a second high-pressure circuit connecting the second clutch 200 and the filter 2. The first high-pressure circuit is equipped with a first control check valve 4, a second control check valve 6, and a first pressure sensor 7. The connection point between the high-pressure pump 14 and the first high-pressure circuit is located between the first control check valve 4 and the second control check valve 6. The second high-pressure circuit is equipped with a second pressure sensor 28, a third control check valve 12, and a fourth control check valve 17. The connection point between the high-pressure pump 14 and the second high-pressure circuit is located between the third control check valve 12 and the fourth control check valve 17.

[0028] An oil-water heat exchanger 18 is installed between the low-pressure oil circuit and the three-position three-way clutch proportional valve 90. The low-pressure oil circuit includes a first low-pressure circuit and a second low-pressure circuit connecting the oil-water heat exchanger 18 and the filter 2. A first cooling check valve 3 and a second cooling check valve 5 are installed on the first low-pressure circuit. The connection between the low-pressure pump 15 and the first low-pressure circuit is located between the first cooling check valve 3 and the second cooling check valve 5. A third cooling check valve 13 and a fourth cooling check valve 16 are installed on the second low-pressure circuit. The connection between the low-pressure pump 15 and the second low-pressure circuit is located between the third cooling check valve 13 and the fourth cooling check valve 16.

[0029] According to one aspect of the above technical solution, the first clutch oil inlet 8 and the second clutch oil inlet 2929 are located at the lowest point of the transmission oil pan 1 to ensure stable oil intake of the transmission under conditions of uphill / downhill and left / right tilting. A filter 2 is installed at the oil inlet to prevent impurities from entering the oil circuit and clogging the electronic oil pump.

[0030] Because both the high-pressure and low-pressure oil circuits are equipped with check valves, the oil circuit is open when the input pressure is greater than the output pressure. The power in both the high-pressure and low-pressure oil circuits is provided by a dual electronic pump 11. To address the increased hydraulic system resistance caused by increased lubricating oil viscosity at low temperatures, the dual electronic pump 11 connects and drives two mechanical pumps. The high-pressure pump 14 drives the first clutch 100 and the second clutch 200 via the first and second high-pressure circuits, respectively. The low-pressure pump 15 drives the low-pressure oil circuit, i.e., the cooling and lubrication oil circuit. The high-pressure pump 14 has a large reduction ratio, resulting in a smaller flow rate and higher system pressure at the same speed, thus ensuring stable and controllable clutch operation at low temperatures. The low-pressure pump 15 has a small reduction ratio, resulting in a larger flow rate and lower system pressure at the same speed, used for cooling and lubricating the motor, clutch, gears, bearings, and other components.

[0031] Furthermore, the dual electric pump 11 can rotate in both directions. When the dual electric pump 11 rotates in the first direction, it drives the first clutch 100; when it rotates in the second direction, it drives the second clutch 200. The first and second directions are opposite. Since a first pressure sensor 7 and a second pressure sensor 28 are respectively installed at the oil inlets of the first clutch 100 and the second clutch 200, they are used to monitor the relationship between the pressure and the transmitted torque of the first clutch 100 and the second clutch 200. By increasing or decreasing the speed of the dual electric pump 11, the pressure on the first and second high-pressure circuits is changed, thereby controlling the transmitted torque of the clutches. The dynamic data from the first pressure sensor 7 and the second pressure sensor 28 are transmitted to the hybrid power control unit. The hybrid transmission dynamically controls the clutch state by controlling the speed of the dual electric pump 11. Thanks to the dynamic controllability of the clutch pressure, in functional safety-related operating conditions, the clutch can be quickly depressurized, ensuring that the hybrid transmission quickly reaches a safe state and improving overall vehicle safety.

[0032] Specifically, a two-position three-way cooling directional valve 30 is installed in the high-pressure oil circuit. This valve has two operating states: State 1 connects the high-pressure oil circuit, disconnecting it from the low-pressure oil circuit; State 2 connects both the high-pressure and low-pressure oil circuits, short-circuiting the high-pressure circuit and disengaging the dual clutch. The lubricating oil from the clutch control circuit is then transferred to the low-pressure oil circuit to lubricate the auxiliary motor, gears, and bearings. When the clutch is not engaged, the energy required for clutch control is transferred to other components requiring cooling and lubrication, reducing system power consumption and improving system efficiency.

[0033] In the low-pressure oil circuit, components requiring cooling and lubrication, such as the clutch, motor, gears, and bearings, have their flow rates proportionally distributed. A throttling valve is installed at each flow distribution node. By controlling the size of the throttling valve, the cooling and lubrication flow rates for the clutch, motor, gears, and bearings are distributed according to the designed proportions. An oil-water heat exchanger 18 is also installed between the low-pressure oil circuit and the three-position three-way clutch proportional valve 90. External low-temperature cooling water is introduced to cool the high-temperature lubricating oil inside the transmission. The oil-water heat exchanger 18 is externally connected to an inlet pipe 19 and an outlet pipe 20, and internally connected in series in the low-pressure main oil circuit.

[0034] Based on the connection relationship of the three-position three-way clutch proportional valve 90 described above, the three-position three-way clutch proportional valve 90 has three operating states: Operating state one, the first clutch 100 is engaged and the second clutch 200 is disengaged, in which case the first clutch 100 receives high-flow cooling and lubrication; Operating state two, the second clutch 200 is engaged and the first clutch 100 is disengaged, in which case the second clutch 200 receives high-flow cooling and lubrication; Operating state three, neither the first clutch 100 nor the second clutch 200 is engaged, in which case both the first clutch 100 and the second clutch 200 receive only basic cooling and lubrication. Thanks to the on-demand control of the clutch cooling flow, low-voltage power consumption is effectively reduced, and system efficiency is improved.

[0035] In summary, the hybrid hydraulic control system proposed in this invention achieves coordinated clutch drive at both pressure ends by using a dual-electro-electronic pump integrating an electronic pump and dual mechanical pumps. The high-pressure pump utilizes a large reduction ratio to achieve stable clutch pressure control at low temperatures, while the low-pressure pump uses a small reduction ratio to supply a large flow rate of cooling lubricating fluid. This simultaneously solves the dual problems of insufficient low-temperature power of electronic pumps and uncontrollable flow of mechanical pumps. By installing several one-way valves on the high-pressure and low-pressure oil circuits, independent drive and switching of the dual clutches are achieved, replacing the traditional multi-pump control scheme, simplifying the clutch control link while improving response speed. A two-position three-way cooling directional valve is configured in the high-pressure oil circuit to achieve adaptive energy adjustment. When the clutch is not working, the high-pressure oil circuit is short-circuited, transferring control energy to the cooling lubrication system, realizing secondary utilization of high-pressure energy, improving energy utilization efficiency, and reducing unnecessary losses. A three-position three-way clutch proportional valve is configured in the low-pressure oil circuit to switch the clutch cooling flow mode according to operating conditions. A throttle valve achieves precise flow ratio for components such as the motor and gears, achieving optimal cooling efficiency.

[0036] Example 2 Please see Figure 2-6 , Figure 2This is a schematic diagram of the clutch structure provided in Embodiment 2 of the present invention. It is applied to the first clutch 100 and the second clutch 200 in Embodiment 1 above. The clutch includes a clutch pressure chamber 105, a clutch balance chamber 127 connected to the clutch pressure chamber 105 through a piston ring 104, and a clutch outer ring 120 and a clutch inner ring 124 connected to the piston ring 104. The clutch pressure chamber 105 is provided with an inner ring 103 and an outer ring. The high-pressure oil inlet 101 passes through the inner ring 103 and enters the clutch pressure chamber 105. The outer ring of the pressure chamber 105 is provided with a pressure chamber pressure relief and pressure holding valve 107.

[0037] The clutch balance chamber 127 is provided with an inner balance chamber ring 128 and an outer balance chamber ring 125. The pressure chamber inner ring 103 is directly opposite the balance chamber inner ring 128, and the pressure chamber outer ring 106 is directly opposite the balance chamber outer ring 125. The piston ring 104 is located at both ends in the clutch pressure chamber 105 and the clutch balance chamber 127, respectively. A pressure balance spring 126 is also provided between the piston ring 104 and the inner wall of the clutch balance chamber 127. The clutch cooling and lubrication oil inlet 129 passes through the inner ring of the clutch balance chamber 127 and enters the clutch balance chamber 127.

[0038] The piston ring 104 is connected to the inner ring 124 of the clutch via the clutch push rod 110. The inner ring 124 of the clutch is provided with a power output end 123 and a number of clutch pressure steel plates 122. The outer ring 120 of the clutch is provided with a power input end 111 and a number of clutch friction plates 121. The number of clutch friction plates 121 and the number of clutch pressure steel plates 122 are arranged alternately.

[0039] Specifically, the outer ring 125 and inner ring 128 of the balance chamber are provided with oil passages that communicate with the transmission cavity. When the clutch is working, the pressure in the clutch balance chamber 127 remains constant. When oil enters the high-pressure oil circuit, the pressure in the clutch pressure chamber 105 increases, pushing the piston ring 104 to move. The piston ring 104 drives the clutch push rod 110 to move, and the clutch push rod 110 pushes the clutch pressure steel plate 122, which engages with the clutch friction plate 121. The piston ring 104 is provided with a pressure chamber inner ring seal 102, a pressure chamber outer ring seal 108, a balance chamber inner ring seal 130, and a balance chamber outer ring seal 109. The clutch friction plate 121 is connected to the clutch outer ring 120 via a sliding keyway, and the clutch pressure steel plate 122 is connected to the clutch inner ring 124 via a sliding keyway. After the clutch friction plate 121 and the clutch pressure steel plate 122 are engaged, the system power is transmitted from the clutch outer ring 120 to the clutch inner ring 124.

[0040] Furthermore, the dual electronic pump 11 injects high-pressure lubricating oil into the clutch pressure chamber 105, pushing the clutch to close. The clutch pressure is fed back by a pressure sensor, indirectly obtaining the clutch's torque transmission capability. When the clutch pressure is insufficient, the speed of the dual electronic pump 11 is controlled to increase the pressure in the clutch pressure chamber 105. When the system requires rapid clutch disengagement, the opposite rotation direction of the dual electronic pump 11 is controlled to quickly release pressure from the clutch, and the clutch balance chamber 127 quickly disengages the clutch under the elastic force of the pressure balance spring 126. Simultaneously, a pressure chamber relief and pressure-holding valve 107 is installed on the clutch pressure chamber 105 to assist the system in quickly releasing pressure, disengaging the clutch, and rapidly bringing the power system to a safe state.

[0041] Please see Figure 3 The outer ring 120 of the clutch is connected to the power input end 111, and the inner ring 124 of the clutch is connected to the power output end 123. When the clutch is working, under the action of centrifugal force, lubricating oil is delivered to the clutch friction plate 121 and the clutch pressure plate 122 via the balance chamber inner ring 128 → balance chamber outer ring 125 → clutch inner ring 124 → clutch outer ring 120 → cooling clutch friction plate 121. The structure utilizes the centrifugal force of rotation to deliver lubricating oil to the clutch friction plate 121, clutch pressure elements, and other heat dissipation components.

[0042] Please see Figure 4 , Figure 4 This is a schematic diagram of the operation of the first clutch 100. When the dual electronic pump 11 rotates in the first direction, the dual electronic pump 11 drives the first clutch 100 to close through the first high-pressure circuit, opens the second clutch 200, and lubricates the first clutch 100, motor, gears, bearings and other components through the low-pressure oil circuit.

[0043] Specifically, when the dual electronic pump 11 rotates in the first direction, the process of the dual electronic pump 11 driving the first clutch 100 to close through the first high-pressure circuit is as follows: transmission oil pan 1 → filter 2 → third control check valve 12 is open, fourth control check valve 17 is closed → high-pressure end pump 14 → two-position three-way cooling reversing valve 30 is in working state - opening the high-pressure oil circuit → second control check valve 6 is open → first control check valve 4 is closed → driving the first clutch 100 to close, thereby achieving precise control of the first clutch 1001.

[0044] The process of lubricating the second clutch 200, motor, gears, bearings, and other components is as follows: transmission oil pan 1 → filter 2 → third cooling check valve 13 is open, fourth cooling check valve 16 is closed → low-pressure pump 15 → second cooling check valve 5 is open, first cooling check valve 3 is closed → oil-water heat exchanger 18 → three-position three-way clutch proportional valve 90 is in working state one, first clutch 100 is open, second clutch 200 is not open → lubricate and cool the first clutch 100, motor, gears, bearings, and other components. The oil circuit achieves on-demand cooling flow distribution, reducing the system's low-pressure power consumption.

[0045] Please see Figure 5 , Figure 5 This is a schematic diagram of the operation of the second clutch 200. When the dual electronic pump 11 rotates in the second direction, it drives the second clutch 200 to close through the high-pressure oil circuit, and lubricates and cools the second clutch 200, motor, gears, bearings and other components through the low-pressure oil circuit.

[0046] Specifically, the dual electronic pump 11 rotates in the second direction. When the high-pressure oil circuit reverses, the process of driving the second clutch 200 to close via the high-pressure oil circuit is as follows: transmission oil pan 1 → filter 2 → second control check valve 6 closes, first control check valve 4 opens → high-pressure pump 14 → two-position three-way cooling reversing valve 30 is in working state - opening the high-pressure oil circuit → third control check valve 12 closes, fourth control check valve 17 opens → driving the second clutch 200 to close, and the oil circuit achieves precise control of clutch 1.

[0047] The dual electric pump 11 operates by rotating in the second direction. For the high-pressure end oil circuit, an oil circuit reversal occurs. The process of lubricating and cooling the second clutch 200, motor, gears, bearings, and other components through the low-pressure oil circuit is as follows: transmission oil pan 1 → filter 2 → second cooling check valve 5 closed, first cooling check valve 3 open → low-pressure end pump 15 → third cooling check valve 13 closed, fourth cooling check valve 16 open → oil-water heat exchanger 18 → three-position three-way clutch proportional valve 90 is in working state two, second clutch 200 is open, first clutch 100 is not open → lubrication and cooling of the second clutch 200, motor, gears, bearings, and other components. Through the oil circuit design, after the dual electric pump 11 rotates in the second direction, the terminal cooling components in the low-pressure lubrication circuit remain unchanged, ensuring the cooling and lubrication of components such as the clutch, motor, gears, and bearings. Simultaneously, the oil circuit achieves on-demand cooling flow distribution, reducing the system's low-pressure power consumption.

[0048] Please see Figure 6 , Figure 6 This diagram illustrates the system operation when the clutch is not engaged. The dual electronic pump 11 rotates in the second direction, the high-pressure oil circuit stops working, and the low-pressure oil circuit lubricates and cools the motor, gears, bearings, and other components.

[0049] Specifically, the first path is: transmission oil pan 1 → filter 2 → second cooling check valve 5 closed, first cooling check valve 3 open → low pressure pump 15 → third cooling check valve 13 closed, fourth cooling check valve 16 open. Path two is as follows: transmission oil pan 1 → filter 2 → second control check valve 6 closed, first control check valve 4 open → high-pressure pump 14 → two-position three-way cooling directional valve 30 in working state, opening the low-pressure oil circuit → third cooling check valve 13 closed, fourth cooling check valve 16 open. Path one and path two are coupled at the fourth cooling check valve 16. After coupling, the high-pressure oil circuit and the low-pressure oil circuit jointly cool and lubricate the low-pressure system, transferring the clutch pressure control energy to cooling and lubrication, improving energy utilization efficiency and reducing unnecessary system losses.

[0050] Furthermore, the fourth cooling check valve 16 is open, the oil-water heat exchanger 18 is activated, and the three-position three-way clutch proportional valve 90 is in working condition. The first clutch 100 and the second clutch 200 are not engaged (maintaining basic cooling and lubrication) to lubricate and cool the motor, gears, bearings, and other components. At this time, the first clutch 100 and the second clutch 200 only receive basic cooling and lubrication, effectively reducing cooling and lubrication flow loss at the clutches, thereby reducing energy consumption and improving system efficiency. Thanks to the on-demand control of clutch cooling flow, low-pressure power consumption is effectively reduced, and system efficiency is improved.

[0051] In summary, by using a dual-pump system, the high-pressure pump drives the clutch, while the low-pressure pump supplies cooling and lubrication, and both can rotate bidirectionally to control the two clutches independently. A check valve ensures unidirectional oil circuit flow, a pressure sensor monitors clutch pressure in real time, and dynamic pressure control is achieved through pump speed adjustments. A pressure relief and holding valve assists in safe pressure release. The two-position three-way cooling directional valve in the high-pressure oil circuit can short-circuit the high-pressure oil circuit when the clutch is not in operation, diverting energy to cooling and lubrication. The low-pressure oil circuit distributes flow through a throttle valve, is cooled by an oil-water heat exchanger, and an oil temperature sensor assists in precise flow control. A three-position three-way clutch proportional valve distributes clutch cooling flow as needed, comprehensively improving system efficiency, safety, and cold-start performance. This simplifies the design complexity of the clutch control and cooling / lubrication system, increases system integration, and reduces system costs.

[0052] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0053] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

Claims

1. A hybrid hydraulic control system, characterized by, The hybrid hydraulic control system comprises a power mechanism, a clutch mechanism communicated with the power mechanism, and a motor mechanism arranged between the power mechanism and the clutch mechanism; The power mechanism comprises a double electronic pump, a high-pressure end pump and a low-pressure end pump arranged on the double electronic pump, and a two-position three-way cooling reversing valve arranged on the high-pressure end pump; The high-pressure end pump is communicated with an oil inlet of the clutch mechanism through a high-pressure oil path, the low-pressure end pump is communicated with the clutch mechanism through a three-position three-way clutch proportional valve arranged on a low-pressure oil path, the motor mechanism is connected to the three-position three-way clutch proportional valve, the high-pressure end pump drives the clutch, and the low-pressure end pump drives a cooling lubricating oil path.

2. The hybrid hydraulic control system of claim 1, wherein, The clutch mechanism comprises a first clutch and a second clutch arranged on two connection ends of the three-position three-way clutch proportional valve respectively, and a first throttle valve and a second throttle valve are arranged between the first clutch and the second clutch and the three-position three-way clutch proportional valve respectively.

3. The hybrid hydraulic control system of claim 1, wherein, The high-pressure oil path and the low-pressure oil path are both communicated with a transmission oil pan through a filter; The high-pressure oil path comprises a first high-pressure path communicated with the first clutch and the filter, and a second high-pressure path communicated with the second clutch and the filter, the first high-pressure path is provided with a first control check valve, a second control check valve, and a first pressure sensor, and a connection position of the high-pressure end pump and the first high-pressure path is arranged between the first control check valve and the second control check valve.

4. The hybrid hydraulic control system of claim 3, wherein, The second high-pressure path is provided with a second pressure sensor, a third control check valve, and a fourth control check valve, and a connection position of the high-pressure end pump and the second high-pressure path is arranged between the third control check valve and the fourth control check valve.

5. The hybrid hydraulic control system of claim 4, wherein, An oil-water heat exchanger is arranged between the low-pressure oil path and the three-position three-way clutch proportional valve, the low-pressure oil path comprises a first low-pressure path and a second low-pressure path communicated with the oil-water heat exchanger and the filter; The first low-pressure path is provided with a first cooling check valve and a second cooling check valve, and a connection position of the low-pressure end pump and the first low-pressure path is arranged between the first cooling check valve and the second cooling check valve.

6. The hybrid hydraulic control system of claim 5, wherein, The second low-pressure path is provided with a third cooling check valve and a fourth cooling check valve, and a connection position of the low-pressure end pump and the second low-pressure path is arranged between the third cooling check valve and the fourth cooling check valve.

7. A clutch applied to the first clutch and the second clutch in the hybrid hydraulic control system according to any one of claims 1 to 6, characterized by The clutch comprises a clutch pressure chamber, a clutch balance chamber connected to the clutch pressure chamber through a piston ring, and a clutch outer ring and a clutch inner ring connected to the piston ring; The clutch pressure chamber is provided with a pressure chamber inner ring and a pressure chamber outer ring, the clutch balance chamber is provided with a balance chamber inner ring and a balance chamber outer ring, the pressure chamber inner ring is opposite to the balance chamber inner ring, the pressure chamber outer ring is opposite to the balance chamber outer ring, and the piston ring is arranged in the clutch pressure chamber and the clutch balance chamber at two ends respectively.

8. The hybrid hydraulic control system of claim 7, wherein, A pressure balance spring is further arranged between the piston ring and an inner wall of the clutch balance chamber.

9. The hybrid hydraulic control system of claim 8, wherein, The clutch outer ring is provided with a power input end and a plurality of clutch friction plates, and the clutch inner ring is provided with a power output end and a plurality of clutch pressure steel sheets, and the plurality of clutch friction plates and the plurality of clutch pressure steel sheets are staggered.

10. A vehicle characterized by comprising: The vehicle comprises the hybrid hydraulic control system according to any one of claims 1-6.

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