Transmission lubricating oil pump control system and vehicle

Abstract

The invention provides a transmission lubricating oil pump control system and a vehicle. The transmission lubricating oil pump control system comprises an engine, and a rotor shaft of the engine is provided with a driving gear; the planetary gear train is adjacent to the engine and comprises a planet carrier, a plurality of planet gears, a gear ring and a sun gear, the driving gear is meshed with the gear ring, the planet carrier is connected with the planet gears, the sun gear is located among the planet gears, the planet gears are located in the gear ring, one end of the planet carrier is movably connected with the transmission shell, and the other end of the planet carrier is movably connected with the transmission shell. The sun gear is connected with a rotor shaft of the lubricating oil pump; the control assembly is arranged adjacent to the engine and the planetary gear train, the first connecting end of the control assembly is fixedly connected with the transmission shell, the second connecting end of the control assembly is connected with the gear ring, and the third connecting end of the control assembly is connected with part of the planet carrier.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of transmission lubrication, in particular to a transmission lubricating oil pump control system and a vehicle. BACKGROUND

[0002] As a core transmission assembly, the transmission needs to realize power conversion through multiple friction pairs composed of bearings, gears, shafts and other components. A large amount of heat is generated during work, and oil lubrication is needed to reduce friction and wear and to enhance heat dissipation to improve the service life of the assembly. Forced lubrication has become the mainstream because it can provide oil at fixed points and can match filters and radiators for filtering and cooling. However, the mechanical oil pump required by forced lubrication is limited by cost and oil demand. When applied in heavy-duty transmissions, there are limitations such as the need to select a large displacement pump at the economic speed range of a large torque engine, the inability to balance the lubrication needs of low-speed heavy load and high-speed light load, and the inability to achieve large speed ratio due to limited radial space, resulting in the need for a larger oil pump displacement.

[0003] At present, there is no effective solution to the above problems. SUMMARY

[0004] The main purpose of the present application is to provide a transmission lubricating oil pump control system and a vehicle to solve the technical problem that the mechanical oil pump in the prior art cannot balance the insufficient lubrication supply at low speed and heavy load and the excessive lubrication supply at high speed and light load, resulting in energy waste.

[0005] In order to achieve the above purpose, according to one aspect of the present application, a transmission lubricating oil pump control system is provided, comprising: an engine, a driving gear is arranged on the rotor shaft of the engine; a planetary gear train, the planetary gear train is arranged adjacent to the engine, the planetary gear train comprises: a carrier, a plurality of planet gears, a ring gear and a sun gear, the driving gear is arranged in meshing with the ring gear, the carrier is connected with the plurality of planet gears, the sun gear is located between the plurality of planet gears, the plurality of planet gears are located in the ring gear, one end of the carrier is movably connected with a transmission housing, the sun gear is connected with a rotor shaft of a lubricating oil pump; a control assembly, the control assembly is arranged adjacent to the engine and the planetary gear train respectively, a first connecting end of the control assembly is fixedly connected with the transmission housing, a second connecting end of the control assembly is connected with the ring gear, and a third connecting end of the control assembly is connected with part of the carriers; wherein the control assembly has a first combined position and a second combined position, when the control assembly is located at the first combined position, the carrier is connected with the ring gear, and when the control assembly is located at the second combined position, the carrier is connected with the transmission housing, so as to adjust the speed difference between the ring gear and the sun gear.

[0006] Further, the planetary gear train is located between the engine and the lubricating oil pump, and the rotor shaft of the engine is parallel to the rotor shaft of the lubricating oil pump.

[0007] Further, the control assembly includes: a clutch assembly, one end of which is connected to the ring gear and the other end of which is connected to the planetary carrier, the clutch assembly having a first engaged position and a first disengaged position, wherein when the clutch assembly is in the first disengaged position, the planetary carrier is separated from the ring gear; a braking assembly, one end of which is connected to the transmission housing and the other end of which is connected to the planetary carrier, the braking assembly having a second engaged position and a second disengaged position, wherein the planetary carrier is separated from the transmission housing; and a shift assembly, located between the braking assembly and the clutch assembly, one end of which is detachably connected to a portion of the braking assembly and the other end of which is detachably connected to a portion of the clutch assembly; wherein the shift assembly is controlled such that when the clutch assembly is in the first engaged position, the braking assembly is in the second disengaged position, and when the clutch assembly is in the first disengaged position, the braking assembly is in the second engaged position.

[0008] Furthermore, at least one of the clutch assembly and the braking assembly includes: steel plates, comprising multiple steel plates spaced apart along the planetary carrier axial direction, one end of each steel plate being movably connected to one of the ring gear and the transmission housing, and one end of one of the steel plates being detachably connected to one end of the shift assembly; retaining rings, comprising multiple retaining rings, with adjacent steel plates connected by retaining rings; friction plates, comprising multiple friction plates spaced apart along the planetary carrier axial direction, with at least one friction plate between adjacent steel plates; wherein, when one end of the control shift assembly abuts against one end of one of the steel plates, the multiple steel plates abut against corresponding portions of the friction plates, thereby connecting the planetary carrier to one of the ring gear and the transmission housing.

[0009] Furthermore, the shift assembly includes: a shift valve housing, a portion of which is connected to the transmission housing, the shift valve housing having a mounting cavity; a valve core assembly, a portion of which is located within the mounting cavity and movably connected to the shift valve housing, one end of which has a first connection position abutting against a portion of the braking assembly, and the other end of which has a second connection position abutting against a portion of the clutch assembly, the valve core assembly being in the first connection position such that the clutch assembly is in a first engaged position and the braking assembly is in a second disengaged position.

[0010] Furthermore, the shift valve housing includes: a shift housing, which is disposed adjacent to the clutch assembly, a portion of the shift housing being connected to the transmission housing, and a portion of the valve core assembly being movably connected to the shift housing; and a shift end cover, which is disposed adjacent to the brake assembly, located between the shift housing and the brake assembly, and detachably connected to the shift housing, with a portion of the valve core assembly being movably connected to the shift end cover; wherein, the shift housing and the shift end cover are not provided as mounting cavities.

[0011] Further, the valve core assembly includes: a valve stem, a portion of which is located within the mounting cavity, one end of which is detachably connected to a portion of the braking assembly, and the other end of which is detachably connected to a portion of the clutch assembly; a first limiting ring, connected to the side of the valve stem, adjacent to the clutch assembly, and spaced apart from the shift valve housing; a second limiting ring, connected to the side of the valve stem, spaced apart from the first limiting ring, adjacent to the braking assembly, and spaced apart from the shift valve housing; a first sealing ring, arranged circumferentially along the first limiting ring, connected to the first limiting ring, and movably connected to the shift valve housing; and a second sealing ring, arranged circumferentially along the second limiting ring, spaced apart from the first sealing ring, connected to the second limiting ring, and movably connected to the shift valve housing.

[0012] Furthermore, the shift valve housing includes a large-diameter section and a small-diameter section. A stop step is provided at the connection between the large-diameter section and the small-diameter section. The first limiting ring and the first sealing ring are movably located in the small-diameter section, and the second limiting ring and the second sealing ring are movably located in the large-diameter section. A variable-diameter cavity is formed between the first limiting ring, the second limiting ring, and the shift valve housing. The shift valve housing is provided with an air intake pipe, which is connected to the variable-diameter cavity. The air pressure in the variable-diameter cavity is controlled by the air intake pipe so that the valve core assembly is located in the first connection position or the second connection position.

[0013] Furthermore, the shift assembly also includes: an elastic component located within the mounting cavity, one end of which is connected to a portion of the valve core assembly, and the other end of which is connected to a portion of the shift valve housing. The elastic component has an initial state and a compressed state. When the elastic component is in the initial state, the shift valve housing is in a first connection position, and when the elastic component is in the compressed state, the shift valve housing is in a second connection position.

[0014] According to another aspect of the present invention, a vehicle is provided, including a transmission lubricating oil pump control system, wherein the transmission lubricating oil pump control system is the transmission lubricating oil pump control system described above.

[0015] By applying the technical solution of this invention, the driving gear of the engine rotor shaft meshes with the ring gear of the planetary gear system. The planetary carrier connects multiple planetary gears, and the sun gear is located between the planetary gears and connected to the lubricating oil pump rotor shaft. The control components are respectively connected to the transmission housing, the ring gear, and part of the planetary carrier. Switching the first engagement position connects the planetary carrier to the ring gear, and the second engagement position connects the planetary carrier to the transmission housing. The speed difference between the ring gear and the sun gear can be flexibly adjusted to adapt to low-speed heavy load and high-speed light load conditions. It does not require increasing the oil pump displacement, saves radial space, reduces cost and power consumption, ensures sufficient lubrication, and reduces power loss. It solves the technical problem in the prior art that mechanical oil pumps cannot simultaneously meet the problem of insufficient lubrication supply under low-speed heavy load and excessive lubrication supply under high-speed light load, resulting in energy waste. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of the structure of the first embodiment of the transmission lubricating oil pump control system of the present invention;

[0018] Figure 2 A schematic diagram of the second embodiment of the transmission lubricating oil pump control system of the present invention.

[0019] The above figures include the following reference numerals:

[0020] 1. Drive gear; 2. Ring gear; 3. Planetary gears; 4. Sun gear; 5. Planetary carrier; 6. Clutch assembly; 601. Steel plate; 602. Friction plate; 603. Snap ring; 7. Shift assembly; 701. Shift housing; 702. Valve stem; 703. First sealing ring; 704. Second sealing ring; 705. Elastic component; 706. Shift end cover; 8. Braking assembly; 9. Transmission housing. Detailed Implementation

[0021] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0022] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0023] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0024] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0025] As the core assembly of power transmission, the transmission contains multiple friction pairs composed of key components such as bearings, gears, and shafts. These friction pairs need to continuously mesh and rotate during power conversion, inevitably generating intense friction and a large amount of heat. Without effective lubrication and heat dissipation measures, friction and wear will intensify dramatically, directly shortening the service life of the transmission assembly and even causing serious malfunctions such as component seizure and failure. Therefore, oil lubrication is a crucial guarantee for the stable operation of the transmission, both by isolating the friction surfaces with an oil film to reduce wear and by dissipating operating heat through the circulation of the oil.

[0026] Among various lubrication methods, forced lubrication has become the mainstream choice due to its significant advantages: it actively delivers oil through a power-driven oil pump, enabling precise point-to-point oil supply and ensuring that core friction pairs (such as high-speed meshing gears and bearing mating surfaces) receive sufficient oil; at the same time, the forced lubrication system can flexibly match filters and radiators, the former filtering impurities in the oil to prevent accelerated wear, and the latter lowering the oil temperature to maintain lubrication performance, further improving the reliability and durability of the transmission. Therefore, it is widely used in medium and heavy-duty transmissions and other scenarios with high lubrication requirements.

[0027] Despite the significant advantages of forced lubrication systems, the currently mainstream mechanical oil pumps, in practical applications of heavy-duty transmissions, exhibit several unavoidable limitations due to factors such as cost control, oil quantity requirements, and installation space constraints. These limitations manifest in the following three aspects: Heavy-duty transmissions are typically paired with high-torque engines, and to optimize fuel economy, the economic speed range of these engines often tends to be lower. At this point, the mechanical oil pump needs to provide sufficient lubricating oil at lower speeds, but due to its structural characteristics, this can only be achieved by increasing the pump displacement. However, a large-displacement oil pump not only directly increases manufacturing costs but also leads to increased power consumption, which to some extent offsets the energy-saving benefits of lower engine economic speeds, creating a contradiction of "sacrificing fuel economy to meet lubrication requirements."

[0028] The operating conditions of heavy-duty transmissions are significantly complex, requiring frequent switching between low-speed heavy load and high-speed light load. Under low-speed heavy load conditions, the contact pressure of the friction pairs is high and the relative motion speed is low, requiring high-flow, high-pressure oil for lubrication and cooling to avoid local overheating and wear. Under high-speed light load conditions, the contact pressure of the friction pairs decreases, and the centrifugal force generated by high-speed rotation can assist in oil distribution. At this time, excessive oil supply will increase the churning resistance, leading to increased power loss, and may also cause problems such as oil foaming and abnormal temperature rise.

[0029] Because the displacement and pressure characteristics of mechanical oil pumps are relatively fixed, their oil supply parameters are difficult to dynamically adjust according to changes in working conditions. As a result, the same lubrication system cannot simultaneously meet the needs of two extreme working conditions, either supplying insufficient oil at low speed and heavy load or supplying excessive oil at high speed and light load.

[0030] To improve the oil pump's supply efficiency, it's typically necessary to increase the pump's speed (i.e., the pump speed must be higher than the engine or transmission input shaft speed) through a speed-increasing mechanism. For heavy-duty transmissions, achieving a larger speed ratio can meet the oil supply requirements under low-speed conditions without increasing the pump displacement. However, the internal structure of heavy-duty transmissions is extremely compact, especially with severely limited radial space, making the arrangement of a high-ratio speed-increasing mechanism extremely difficult. An excessively large speed ratio requires an increase in the size or number of speed-increasing gears, not only occupying more radial space but also potentially affecting the overall assembly precision and operational stability of the transmission.

[0031] When it is impossible to achieve a high speed ratio increase, the only option is to increase the oil pump displacement to compensate for insufficient oil supply under low-speed conditions, which will further exacerbate problems such as increased costs and power consumption.

[0032] This application provides a transmission lubricating oil pump control system, such as... Figure 1As shown, the system includes: an engine with a drive gear 1 mounted on its rotor shaft; a planetary gear system adjacent to the engine, comprising a planet carrier 5, multiple planet gears 3, a ring gear 2, and a sun gear 4; the drive gear 1 meshes with the ring gear 2; the planet carrier 5 is connected to the multiple planet gears 3; the sun gear 4 is located between the multiple planet gears 3; the multiple planet gears 3 are located within the ring gear 2; one end of the planet carrier 5 is movably connected to the transmission housing 9; and the sun gear 4 is connected to the rotor shaft of the lubricating oil pump; a control assembly adjacent to both the engine and the planetary gear system; a first connection end of the control assembly is fixedly connected to the transmission housing 9; a second connection end of the control assembly is connected to the ring gear 2; and a third connection end of the control assembly is connected to a portion of the planet carrier 5. The control assembly has a first engagement position and a second engagement position. When the control assembly is in the first engagement position, the planet carrier 5 is connected to the ring gear 2; and when the control assembly is in the second engagement position, the planet carrier 5 is connected to the transmission housing 9 to adjust the speed difference between the ring gear 2 and the sun gear 4.

[0033] By applying the technical solution of this invention, the driving gear 1 of the engine rotor shaft meshes with the ring gear 2 of the planetary gear system. The planet carrier 5 connects multiple planet gears 3, and the sun gear 4 is located between the planet gears 3 and connected to the lubricating oil pump rotor shaft. The control component is connected to the transmission housing 9, the ring gear 2, and part of the planet carrier 5. Switching the first engagement position connects the planet carrier 5 to the ring gear 2, and the second engagement position connects the planet carrier 5 to the transmission housing 9. The speed difference between the ring gear 2 and the sun gear 4 can be flexibly adjusted to adapt to low-speed heavy-load and high-speed light-load conditions. There is no need to increase the oil pump displacement, saving radial space, reducing cost and power consumption, ensuring sufficient lubrication and reducing power loss. This solves the technical problem in the prior art that mechanical oil pumps cannot simultaneously meet the problem of insufficient lubrication supply under low-speed heavy-load and excessive lubrication supply under high-speed light-load, resulting in energy waste.

[0034] Furthermore, the planetary gear system is located between the engine and the lubricating oil pump, with the engine's rotor shaft parallel to the lubricating oil pump's rotor shaft. This shortens the axial distance of power transmission, simplifies the overall layout, ensures smooth power transmission, and reduces system assembly difficulty and space occupancy.

[0035] Specifically, the control components include: a clutch assembly 6, one end of which is connected to the ring gear 2, and the other end of which is connected to the planetary carrier 5. The clutch assembly 6 has a first engaged position and a first disengaged position. When the clutch assembly 6 is in the first disengaged position, the planetary carrier 5 is disengaged from the ring gear 2; a brake assembly 8, one end of which is connected to the transmission housing 9, and the other end of which is connected to the planetary carrier 5. The brake assembly 8 has a second engaged position and a second disengaged position, and the planetary carrier 5 is disengaged from the transmission housing 9; and a shift assembly 7, located between the brake assembly 8 and the clutch assembly 6. One end of the shift assembly 7 is detachably connected to a portion of the brake assembly 8, and the other end of the shift assembly 7 is detachably connected to a portion of the clutch assembly 6. The shift assembly 7 is controlled such that when the clutch assembly 6 is in the first engaged position, the brake assembly 8 is in the second disengaged position, and when the clutch assembly 6 is in the first disengaged position, the brake assembly 8 is in the second engaged position.

[0036] In this embodiment, the control components of the transmission lubricating oil pump control system include a clutch assembly 6, a brake assembly 8, and a shift assembly 7. One end of the clutch assembly 6 is connected to the ring gear 2, and the other end is connected to the planetary carrier 5. One end of the brake assembly 8 is connected to the transmission housing 9, and the other end is connected to the planetary carrier 5. The shift assembly 7 is located between the brake assembly 8 and the clutch assembly 6, and both ends are detachably connected to both of them. By controlling the shift assembly 7, the brake assembly 8 can be in a second disengaged position when the clutch assembly 6 is in a first engaged position, and in a second engaged position when the clutch assembly 6 is in the first disengaged position. This allows for flexible adjustment of the speed difference between the ring gear 2 and the sun gear 4, adapting to low-speed heavy-load and high-speed light-load conditions. It eliminates the need to increase the oil pump displacement, saves radial space, reduces cost and power consumption, ensures sufficient lubrication, and reduces power loss.

[0037] like Figure 2As shown, the clutch assembly 6 and the brake assembly 8 have the same structure. Taking the clutch assembly 6 as an example, it is described in detail as follows: It includes: multiple steel plates 601, which are spaced apart along the axial direction of the planetary carrier 5. One end of each steel plate 601 is movably connected to one of the gear ring 2 and the transmission housing 9. One end of one of the steel plates 601 is detachably connected to one end of the shift assembly 7; and multiple retaining rings 603, which are connected to adjacent steel plates 601. 01 is connected by a snap ring 603; friction plates 602, including multiple friction plates 602, are spaced apart along the axial direction of the planetary carrier 5, and at least one friction plate 602 is provided between two adjacent steel plates 601; wherein, when one end of the control shift assembly 7 abuts against one end of one of the steel plates 601, the multiple steel plates 601 abut against the corresponding portions of the friction plates 602, so that the planetary carrier 5 is connected to one of the gear ring 2 and the transmission housing 9. In this embodiment, there are three steel plates 601 and two friction plates 602.

[0038] In this embodiment, the clutch assembly 6 and the brake assembly 8 have the same structure, strong versatility, and are easy to assemble and maintain. Both include multiple steel plates 601 spaced apart along the axial direction of the planetary carrier 5, multiple friction plates 602, and multiple retaining rings 603. One end of each steel plate 601 is movably connected to the gear ring 2 or the transmission housing 9, and the other end of the steel plate 601 is detachably connected to the shift assembly 7. Adjacent steel plates 601 are connected by retaining rings 603, and at least one friction plate 602 is provided between adjacent steel plates 601. When the shift assembly 7 abuts against one end of the steel plate 601, the multiple steel plates 601 abut against the corresponding friction plates 602 respectively, realizing a stable connection between the planetary carrier 5 and the gear ring 2 or the transmission housing 9. The connection is reliable and the control is precise. The speed difference between the gear ring 2 and the sun gear 4 can be flexibly adjusted, which is suitable for low-speed heavy-load and high-speed light-load conditions. There is no need to increase the oil pump displacement, saving radial space, reducing cost and power consumption, ensuring sufficient lubrication, and reducing power loss.

[0039] In one exemplary embodiment, the shift assembly 7 includes: a shift valve housing, a portion of which is connected to the transmission housing 9, the shift valve housing having a mounting cavity; and a valve core assembly, a portion of which is located within the mounting cavity and movably connected to the shift valve housing, one end of which has a first connection position abutting against a portion of the braking assembly 8, and the other end of which has a second connection position abutting against a portion of the clutch assembly 6, the valve core assembly being in the first connection position such that the clutch assembly 6 is in a first engaged position and the braking assembly 8 is in a second disengaged position.

[0040] In this embodiment, the shift assembly 7 includes a shift valve housing and a valve core assembly. Part of the shift valve housing is connected to the transmission housing 9 and has a mounting cavity. Part of the valve core assembly is located in the mounting cavity and is movably connected to the shift valve housing. One end of the valve core assembly has a first connection position that abuts against part of the braking assembly 8, and the other end has a second connection position that abuts against part of the clutch assembly 6. When the valve core assembly is in the first connection position, the clutch assembly 6 can be in the first engagement position and the braking assembly 8 can be in the second disengagement position. The control logic is simple and the response is fast. It can accurately adjust the speed difference between the gear ring 2 and the sun gear 4, adapt to low-speed heavy load and high-speed light load conditions, without increasing the oil pump displacement, saving radial space, reducing cost and power consumption, ensuring sufficient lubrication and reducing power loss.

[0041] In this embodiment, the shift valve housing includes: a shift housing 701, which is disposed adjacent to the clutch assembly 6, a portion of the shift housing 701 is connected to the transmission housing 9, and a portion of the valve core assembly is movably connected to the shift housing 701; and a shift end cover 706, which is disposed adjacent to the brake assembly 8, located between the shift housing 701 and the brake assembly 8, and is detachably connected to the shift housing 701, with a portion of the valve core assembly movably connected to the shift end cover 706; wherein, the shift housing 701 and the shift end cover 706 are not provided as mounting cavities.

[0042] In this embodiment, the shift valve housing in the shift assembly 7 includes a shift housing 701 and a shift end cover 706. The shift housing 701 is adjacent to the clutch assembly 6 and partially connected to the transmission housing 9. Part of the valve core assembly is movably connected to the shift housing 701. The shift end cover 706 is adjacent to the brake assembly 8 and located between the shift housing 701 and the brake assembly 8. The shift end cover 706 is detachably connected to the shift housing 701, and part of the valve core assembly is movably connected to the shift end cover 706. The design without mounting cavities simplifies the structure, and the detachable connection facilitates assembly and maintenance. The adjacent layout adapts to the connection requirements of the clutch assembly 6 and the brake assembly 8. The double-end movable connection of the valve core assembly ensures control accuracy and can stably adjust the speed difference between the gear ring 2 and the sun gear 4. It is suitable for low-speed heavy-load and high-speed light-load conditions, without increasing the oil pump displacement, saving radial space, reducing cost and power consumption, ensuring sufficient lubrication and reducing power loss.

[0043] Further, the valve core assembly includes: a valve stem 702, a portion of which is located within the mounting cavity; one end of the valve stem 702 is detachable from a portion of the brake assembly 8, and the other end of which is detachable from a portion of the clutch assembly 6; a first limiting ring, connected to the side of the valve stem 702 and adjacent to the clutch assembly 6, and spaced apart from the shift valve housing; and a second limiting ring, connected to the side of the valve stem 702 and spaced apart from the first limiting ring, and spaced apart from the brake assembly 8. Components 8 are arranged adjacent to each other, with the second limiting ring and the shift valve housing arranged at a distance; a first sealing ring 703 is arranged along the circumference of the first limiting ring, connected to the first limiting ring, and movably connected to the shift valve housing; a second sealing ring 704 is arranged along the circumference of the second limiting ring, arranged at a distance from the first sealing ring 703, connected to the second limiting ring, and movably connected to the shift valve housing.

[0044] In this embodiment, the valve core assembly includes a valve stem 702, a first limiting ring, a second limiting ring, a first sealing ring 703, and a second sealing ring 704. A portion of the valve stem 702 is located within the mounting cavity, and both ends are detachably connected to portions of the braking assembly 8 and clutch assembly 6, facilitating assembly and maintenance. The first and second limiting rings are respectively connected to the sides of the valve stem 702 and spaced apart from each other. They are adjacent to the clutch assembly 6 and the braking assembly 8, respectively, and maintain a distance from the shift valve housing, precisely limiting the travel of the valve stem 702 and ensuring control accuracy. The first sealing ring 703... A limiting ring is circumferentially arranged and connected to it. A second sealing ring 704 is arranged circumferentially along the second limiting ring and is spaced apart from the first sealing ring 703 and connected to the second limiting ring. Both are movably connected to the shift valve housing, ensuring reliable sealing and preventing leakage. The overall structure is compact and reasonable. Together with the shift assembly 7, it realizes precise switching between the clutch assembly 6 and the brake assembly 8. It can flexibly adjust the speed difference between the gear ring 2 and the sun gear 4, adapting to low-speed heavy-load and high-speed light-load conditions. It does not require increasing the oil pump displacement, saving radial space, reducing cost and power consumption, ensuring sufficient lubrication and reducing power loss.

[0045] Specifically, the shift valve housing includes a large-diameter section and a small-diameter section. A stop step is provided at the connection between the large-diameter section and the small-diameter section. The first limiting ring and the first sealing ring 703 are movably located in the small-diameter section, and the second limiting ring and the second sealing ring 704 are movably located in the large-diameter section. A variable-diameter cavity is formed between the first limiting ring, the second limiting ring and the shift valve housing. The shift valve housing is provided with an air intake pipe, which is connected to the variable-diameter cavity. The air pressure in the variable-diameter cavity is controlled by the air intake pipe so that the valve core assembly is located in the first connection position or the second connection position.

[0046] In this embodiment, the shift valve housing has a large-diameter section and a small-diameter section, with a stop step at the connection between the two. The first limiting ring and the first sealing ring 703 are movably located in the small-diameter section, while the second limiting ring and the second sealing ring 704 are movably located in the large-diameter section. The stop step and the two-section structure can provide precise guidance and stroke limit for the valve core assembly. A variable-diameter cavity is formed between the first limiting ring, the second limiting ring, and the shift valve housing. The air intake pipe of the shift valve housing is connected to the variable-diameter cavity. The valve core assembly is switched to the first connection position or the second connection position by air pressure control. The control method is simple, efficient, and responsive. The sealing structure and variable-diameter design take into account both reliability and adjustment flexibility. The overall structure is compact and does not occupy too much radial space. In conjunction with the valve core assembly and the control assembly, the clutch assembly 6 and the brake assembly 8 can be precisely switched. The speed difference between the gear ring 2 and the sun gear 4 can be flexibly adjusted, which is suitable for low-speed heavy-load and high-speed light-load conditions without increasing the oil pump displacement.

[0047] In this embodiment, the shift assembly 7 further includes an elastic component 705, which is located within the mounting cavity. One end of the elastic component is connected to a portion of the valve core assembly, and the other end is connected to a portion of the shift valve housing. The elastic component has an initial state and a compressed state. When the elastic component is in the initial state, the shift valve housing is in a first connection position; when the elastic component is in the compressed state, the shift valve housing is in a second connection position. In this embodiment, the elastic component 705 is a spring.

[0048] In this embodiment, the shift assembly 7 also includes an elastic component 705 located in the mounting cavity. One end of the elastic component 705 is connected to a portion of the valve core assembly, and the other end is connected to a portion of the shift valve housing. It has an initial state and a compressed state. In the initial state, the valve core assembly is located in the first connection position, and in the compressed state, the valve core assembly is located in the second connection position. The elastic component 705 can realize automatic reset and smooth switching of the valve core assembly. Combined with air pressure control, it improves operational reliability and response sensitivity. The large-diameter section, small-diameter section, and stop step structure of the shift valve housing provide precise guidance for the valve core assembly. The air pressure control logic of the variable diameter cavity and the intake pipeline is simple and efficient. The overall structure is compact and does not occupy additional radial space. Through the coordinated cooperation with the clutch assembly 6 and the brake assembly 8, it can accurately adjust the speed difference between the gear ring 2 and the sun gear 4, adapting to low-speed heavy-load and high-speed light-load operating conditions.

[0049] In an exemplary embodiment, the required fuel quantity Q and the corresponding first and second fuel supply quantities V1 and V2 at different engine input conditions (torque T and speed V) can be determined. The transmission control unit determines the relationship between the required fuel quantity Q and the first fuel supply quantity V1 based on the real-time collected engine torque T and speed V sensing signals. When the required fuel quantity Q ≤ the first fuel supply quantity V1, the intake manifold is in a non-inflated state. At this time, the valve core assembly is in the left limit position under the action of the elastic component 705, the clutch assembly 6 is in the engaged state, the brake assembly 8 is in the disengaged state, and the hydraulically controlled mechanical oil pump speed control drive device is in the first working state, with the oil pump outputting flow according to the first fuel supply quantity V1. When the required fuel quantity Q > V1, the intake manifold is in an inflated state. At this time, the valve core assembly moves to the right under the action of gas pressure, compressing the elastic component 705 and reaching the right limit position. The clutch assembly 6 is in the disengaged state, the brake assembly 8 is in the engaged state, and the hydraulically controlled mechanical oil pump speed control drive device is in the second working state, with the oil pump outputting flow according to the second fuel supply quantity V2.

[0050] According to another specific embodiment of this application, a vehicle is also provided, including a transmission lubricating oil pump control system, wherein the transmission lubricating oil pump control system is the transmission lubricating oil pump control system described above.

[0051] By applying the technical solution of this invention, the vehicle includes the aforementioned transmission lubricating oil pump control system. Utilizing the precise guidance of the large-diameter and small-diameter sections of the shift assembly 7 and the stop step, along with the coordinated control of the elastic component 705 and the air pressure of the intake pipe, the valve core assembly can be smoothly driven to switch to the first or second connection position. This achieves precise coordination between the clutch assembly 6 and the brake assembly 8, flexibly adjusting the speed difference between the gear ring 2 and the sun gear 4, adapting to low-speed heavy-load and high-speed light-load operating conditions. It eliminates the need to increase the oil pump displacement, saving radial space, reducing the cost and power consumption of the vehicle's transmission system, ensuring stable oil supply from the lubricating oil pump to reduce internal friction and wear in the transmission, and improving the vehicle's transmission reliability and overall fuel economy.

[0052] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0053] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0054] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0055] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A transmission lubricating oil pump control system, characterized in that, include: An engine, wherein a drive gear (1) is provided on the rotor shaft of the engine. A planetary gear system is arranged adjacent to the engine. The planetary gear system includes: a planet carrier (5), multiple planet gears (3), a ring gear (2), and a sun gear (4). The drive gear (1) meshes with the ring gear (2). The planet carrier (5) is connected to the multiple planet gears (3). The sun gear (4) is located between the multiple planet gears (3). The multiple planet gears (3) are located inside the ring gear (2). One end of the planet carrier (5) is movably connected to the transmission housing (9). The sun gear (4) is connected to the rotor shaft of the lubricating oil pump. The control assembly is disposed adjacent to the engine and the planetary gear system respectively. The first connection end of the control assembly is fixedly connected to the transmission housing (9), the second connection end of the control assembly is connected to the gear ring (2), and the third connection end of the control assembly is connected to a portion of the planet carrier (5). The control component has a first engagement position and a second engagement position. When the control component is in the first engagement position, the planet carrier (5) is connected to the ring gear (2). When the control component is in the second engagement position, the planet carrier (5) is connected to the transmission housing (9) to adjust the speed difference between the ring gear (2) and the sun gear (4).

2. The transmission lubricating oil pump control system according to claim 1, characterized in that, The planetary gear system is located between the engine and the lubricating oil pump, with the rotor shaft of the engine parallel to the rotor shaft of the lubricating oil pump.

3. The transmission lubricating oil pump control system according to claim 1 or 2, characterized in that, The control component includes: The clutch assembly (6) has one end connected to the gear ring (2) and the other end connected to the planet carrier (5). The clutch assembly (6) has a first engagement position and a first disengagement position. When the clutch assembly (6) is in the first disengagement position, the planet carrier (5) is separated from the gear ring (2). Braking assembly (8), one end of which is connected to the transmission housing (9), and the other end of which is connected to the planetary carrier (5), the braking assembly (8) having a second engagement position and a second disengagement position, the planetary carrier (5) being separated from the transmission housing (9); A shift assembly (7) is located between the brake assembly (8) and the clutch assembly (6). One end of the shift assembly (7) is detachably connected to a portion of the brake assembly (8), and the other end of the shift assembly (7) is detachably connected to a portion of the clutch assembly (6). Specifically, the shifting assembly (7) is controlled such that when the clutch assembly (6) is in the first engaged position, the braking assembly (8) is in the second disengaged position, and when the clutch assembly (6) is in the first disengaged position, the braking assembly (8) is in the second engaged position.

4. The transmission lubricating oil pump control system according to claim 3, characterized in that, At least one of the clutch assembly (6) and the braking assembly (8) includes: Steel plates (601), including multiple steel plates (601), the multiple steel plates (601) are spaced apart along the axial direction of the planetary carrier (5), one end of the multiple steel plates (601) is movably connected to one of the gear ring (2) and the transmission housing (9), and one end of the multiple steel plates (601) is detachably connected to one end of the shift assembly (7); A retaining ring (603), wherein multiple retaining rings (603) are provided, and two adjacent steel sheets (601) are connected by the retaining rings (603); Friction plates (602), the friction plates (602) include a plurality of friction plates (602) are spaced apart along the axial direction of the planet carrier (5), and at least one friction plate (602) is provided between two adjacent steel plates (601). When one end of the shift assembly (7) abuts against one end of one of the multiple steel plates (601), the multiple steel plates (601) abut against the corresponding friction plates (602) so that the planetary carrier (5) is connected to one of the gear ring (2) and the transmission housing (9).

5. The transmission lubricating oil pump control system according to claim 3, characterized in that, The shift assembly (7) includes: The shift valve housing, a portion of which is connected to the transmission housing (9), has a mounting cavity; The valve core assembly, a portion of which is located within the mounting cavity, is movably connected to the shift valve housing. One end of the valve core assembly has a first connection position that abuts against a portion of the braking assembly (8), and the other end of the valve core assembly has a second connection position that abuts against a portion of the clutch assembly (6). The valve core assembly is located in the first connection position so that the clutch assembly (6) is located in the first engagement position and the braking assembly (8) is located in the second disengagement position.

6. The transmission lubricating oil pump control system according to claim 5, characterized in that, The shift valve housing includes: A shift housing (701) is disposed adjacent to the clutch assembly (6), a portion of the shift housing (701) is connected to the transmission housing (9), and a portion of the valve core assembly is movably connected to the shift housing (701). A shift end cover (706) is disposed adjacent to the brake assembly (8). The shift end cover (706) is located between the shift housing (701) and the brake assembly (8). The shift end cover (706) is detachably connected to the shift housing (701). A portion of the valve core assembly is movably connected to the shift end cover (706). The shift housing (701) and the shift end cap (706) are not configured as the mounting cavity.

7. The transmission lubricating oil pump control system according to claim 5, characterized in that, The valve core assembly includes: Valve stem (702), a portion of the valve stem (702) is located within the mounting cavity, one end of the valve stem (702) is detachable from a portion of the brake assembly (8), and the other end of the valve stem (702) is detachable from a portion of the clutch assembly (6); The first limiting ring is connected to the side of the valve stem (702), the first limiting ring is disposed adjacent to the clutch assembly (6), and the first limiting ring is disposed at a distance from the shift valve housing; The second limiting ring is connected to the side of the valve stem (702), the second limiting ring is set at a distance from the first limiting ring, the second limiting ring is set adjacent to the brake assembly (8), and the second limiting ring is set at a distance from the shift valve housing; The first sealing ring (703) is arranged along the circumference of the first limiting ring, the first sealing ring (703) is connected to the first limiting ring, and the first sealing ring (703) is movably connected to the shift valve housing. The second sealing ring (704) is disposed along the circumference of the second limiting ring. The second sealing ring (704) is disposed at a distance from the first sealing ring (703). The second sealing ring (704) is connected to the second limiting ring and is movably connected to the shift valve housing.

8. The transmission lubricating oil pump control system according to claim 7, characterized in that, The shift valve housing includes a large-diameter section and a small-diameter section. A stop step is provided at the connection between the large-diameter section and the small-diameter section. The first limiting ring and the first sealing ring (703) are movably located in the small-diameter section. The second limiting ring and the second sealing ring (704) are movably located in the large-diameter section. A variable-diameter cavity is formed between the first limiting ring, the second limiting ring and the shift valve housing. The shift valve housing is provided with an air inlet pipe. The air inlet pipe is connected to the variable-diameter cavity. The air pressure of the variable-diameter cavity is controlled by the air inlet pipe so that the valve core assembly is located at the first connection position or the second connection position.

9. The transmission lubricating oil pump control system according to claim 5, characterized in that, The shift assembly (7) also includes: An elastic component (705) is located within the mounting cavity. One end of the elastic component is connected to a portion of the valve core assembly, and the other end of the elastic component is connected to a portion of the shift valve housing. The elastic component has an initial state and a compressed state. When the elastic component is in the initial state, the shift valve housing is located in the first connection position. When the elastic component is in the compressed state, the shift valve housing is located in the second connection position.

10. A vehicle, comprising a transmission lubricating oil pump control system, characterized in that, The transmission lubricating oil pump control system is the transmission lubricating oil pump control system according to any one of claims 1-9.

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