Speed reducer lubricating oil double-cavity isolation system for automobile and pressure control method of speed reducer lubricating oil double-cavity isolation system

Abstract

The invention provides a speed reducer lubricating oil double-cavity isolation system for an automobile and a pressure control method of the speed reducer lubricating oil double-cavity isolation system, and belongs to the technical field of automobile transmission system lubrication.The system is characterized in that a torque manager cavity and a speed reducer cavity are both used for containing lubricating oil in respective cavities; the double-layer oil seal is arranged at the position, between the torque manager cavity and the speed reducer cavity, of the speed reducer input shaft and used for isolating the two cavities. The lip of the first oil seal of the double-layer oil seal faces the inner side of the torque manager cavity, and the lip of the second oil seal of the double-layer oil seal faces the inner side of the speed reducer cavity; the pressure sensor is arranged at a gap of the double-layer oil seal and is used for detecting gap pressure; the normally closed electromagnetic vent valve is connected to a gap of the double-layer oil seal through a vent pipeline; the control unit ECU is configured to control opening of the normally-closed electromagnetic vent valve according to signals of the pressure sensor so as to adjust the gap pressure of the double-layer oil seal. Lubricating oil is effectively isolated, pressure is intelligently adjusted, the sealing performance is improved, and stable operation of a lubricating system is guaranteed.

Description

Technical Field

[0001] This application belongs to the field of automotive transmission system lubrication technology, specifically relating to a dual-chamber isolation system for automotive reducer lubricating oil and its pressure control method. Background Technology

[0002] In hybrid or four-wheel drive vehicles, the main reducer is the key component in the transmission system for reducing speed and amplifying torque. Among them, the main reducer assembly equipped with an intelligent torque manager (which can dynamically distribute the output torque of the front and rear axles by collecting information such as vehicle wheel speed and throttle) is widely used in urban light off-road vehicles due to its advantages such as fast response speed and high control precision.

[0003] The torque manager is connected to the main reducer via bolts, and power is transmitted internally via splines. Since both the torque manager and the reducer require gear oil for lubrication and cooling, but the lubricating media used are different (i.e., different types and properties of lubricating oil), the torque manager typically uses automatic transmission fluid (ATF), while the reducer typically uses gear oil. Therefore, they require independent lubrication systems, which are separated into two independent chambers by a double-layer oil seal structure installed at the input shaft.

[0004] Currently, dual-chamber isolation relying on a double-layer oil seal structure mainly has the following problems: First, there is the risk of oil seal leakage. Under pressure fluctuations, lubricating oil on one side may enter the oil seal gap, leading to oil mixing and contamination, affecting lubrication effect and service life; Second, poor oil return can cause negative pressure. Improper design of the oil return path can easily create transient negative pressure near the oil seal during high-speed rotation, leading to the intake of external dust and moisture; Third, temperature and pressure fluctuations exacerbate sealing instability. The difference in the working temperature of the two chambers leads to inconsistent thermal expansion and contraction, further aggravating the pressure fluctuation of the oil seal gap.

[0005] In summary, most solutions employ simple one-way vents to achieve pressure balance, but these are prone to dust accumulation and blockage over long-term use. Furthermore, they lack preventative design considerations addressing the underlying mechanisms of negative pressure generation, failing to achieve intelligent and reliable negative pressure control and fault protection. Therefore, there is an urgent need for a comprehensive system integrating structural optimization, fluid dynamics design, and intelligent control to solve these problems. Summary of the Invention

[0006] In a first aspect, embodiments of this application provide a dual-chamber isolation system for automotive reducer lubricating oil, including a torque manager chamber, a reducer chamber, a double-layer oil seal, a pressure sensor, a normally closed solenoid vent valve, and a controller unit (ECU). Torque manager cavity, used to contain the first lubricating oil; The reducer cavity is used to contain a second lubricating oil, and the first lubricating oil and the second lubricating oil are different media. A double-layer oil seal is installed at the input shaft of the reducer between the torque manager cavity and the reducer cavity to isolate the two cavities; the lip of the first layer of the double-layer oil seal faces the inside of the torque manager cavity, and the lip of the second layer of the double-layer oil seal faces the inside of the reducer cavity. The pressure sensor is placed in the gap of the double oil seal to detect the gap pressure; The normally closed electromagnetic vent valve is connected to the gap of the double-layer oil seal through a vent pipe; The control unit (ECU) is electrically connected to the pressure sensor and the normally closed solenoid vent valve. The control unit (ECU) is configured to control the opening of a normally closed solenoid vent valve based on a pressure sensor signal to regulate the gap pressure of the double-layer oil seal.

[0007] Furthermore, each layer of the double-layer oil seal is provided with an oil return line, which is a spiral groove, and the direction of the oil return line is matched with the rotation direction of the input shaft of the reducer. The return line of the first oil seal faces the inside of the torque manager cavity, which is used to guide the first lubricating oil into the torque manager cavity; The return line of the second oil seal faces the inside of the reducer cavity and is used to guide the second lubricating oil into the reducer cavity.

[0008] Furthermore, the torque manager cavity and the reducer cavity are each provided with independent oil return paths, each of which includes an oil inlet, an oil outlet, and an oil return channel starting from the top of the cavity; The oil inlet is located on the upper part of the corresponding cavity and is used to inject lubricating oil; The oil outlet is connected to the oil return channel to guide the lubricating oil back to the oil pan, and the oil return direction is opposite to the double-layer oil seal. The oil inlet and outlet are equipped with anti-backflow baffle structures, which are inclined plates to prevent lubricating oil from flowing back and impacting the double-layer oil seal.

[0009] Furthermore, the normally closed electromagnetic vent valve is connected to the gap of the double-layer oil seal through an external vent pipe, and the vent pipe is provided with an air inlet; the air inlet is provided with a labyrinth dust cap and a filter medium, and the filtration accuracy of the filter medium meets the accuracy threshold.

[0010] Furthermore, the reducer input shaft passes through the torque manager cavity and the reducer cavity; The torque manager housing has a spline inside, which is connected to one end of the reducer input shaft to transmit power; The reducer housing contains a gear set, which is connected to the other end of the reducer input shaft via gear meshing, in order to reduce the speed and amplify the torque. A speed sensor is installed on the input shaft of the reducer, a first temperature sensor is installed in the torque manager cavity, and a second temperature sensor is installed in the reducer cavity. The control unit ECU is connected to the speed sensor, the first temperature sensor and the second temperature sensor to collect the speed of the reducer input shaft, the temperature of the lubricating oil in the torque manager cavity and the temperature of the lubricating oil in the reducer cavity, respectively. The control unit (ECU) is also connected to a vehicle speed sensor to collect vehicle speed data.

[0011] Secondly, embodiments of this application also provide a pressure control method based on the dual-chamber isolation system for automotive reducer lubricating oil described in the first aspect, comprising the following steps: S1. After the vehicle is powered on, the control unit ECU acquires the vehicle operating status parameters, including the speed of the reducer input shaft, the temperature of the lubricating oil in the torque manager cavity, the temperature of the lubricating oil in the reducer cavity, and the vehicle speed, and calculates the dynamic negative pressure threshold of the double-layer oil seal based on the collected data. S2. The control unit (ECU) collects the pressure value at the gap of the double-layer oil seal in real time and compares the real-time collected pressure value with the dynamic negative pressure threshold to determine whether the real-time collected pressure value is less than or equal to the dynamic negative pressure threshold; if it is satisfied, then proceed to step S3. S3. Control the normally closed solenoid vent valve to open, so as to introduce clean air into the gap between the double-layer oil seals until the pressure value collected in real time returns to the safe pressure range.

[0012] Furthermore, the specific steps of step S1 are as follows: S11. Obtain the basic threshold The temperature of the lubricating oil in the torque manager cavity is obtained from the first temperature sensor. The temperature of the lubricating oil inside the reducer cavity is obtained from the second temperature sensor. The speed of the reducer input shaft is obtained from the speed sensor. And obtaining vehicle speed from vehicle speed sensors ; S12. Temperature of lubricating oil in the torque manager cavity and the temperature of the lubricating oil inside the reducer cavity The higher value is selected as the lubricating oil temperature for calculation. : ; S13. Based on the calculated lubricating oil temperature Speed ​​of the reducer input shaft and vehicle speed The dynamic negative pressure threshold is calculated using the following formula. :

[0013] in, For calculation based on lubricating oil temperature Speed ​​of the reducer input shaft and vehicle speed The comprehensive compensation function is used to dynamically adjust the threshold for triggering negative pressure regulation according to the working conditions; The specific steps of step S2 are as follows: S21. Real-time acquisition of the pressure value at the gap between the double-layer oil seals detected by the pressure sensor. ; S22. Real-time pressure value The calculated dynamic negative pressure threshold Compare and determine whether ; If so, the pressure adjustment command is triggered, and step S3 is initiated; If not, return to step S21.

[0014] Furthermore, the specific steps of step S3 are as follows: S31. The ECU responds to the triggered pressure regulation command and calculates the pressure deviation. : ; S32. The control unit (ECU) adjusts based on pressure deviation. The PID control algorithm is used to calculate the opening pulse width of the electromagnetic vent valve. :

[0015] in, , , For PID control parameters, This represents the rate of change of pressure. S33. The ECU controls the normally closed solenoid vent valve according to the opening pulse width. The execution pulse is activated to introduce clean air into the gap between the double-layer oil seal; S34. The start pulse is executed each time. Subsequently, the control unit (ECU) continuously monitors the real-time pressure value. The recovery status; If the real-time pressure value Once the pressure returns to a safe range, this adjustment is complete. If the real-time pressure value The recovery rate falls below the rate threshold or drops again to the dynamic negative pressure threshold. Then, return to step S32, based on the updated pressure deviation. The new activation pulse is calculated and executed. At the same time, the control unit (ECU) increases the time interval between two adjacent iterations by a preset amount, and ensures that the number of triggers per unit time does not exceed the maximum allowable value. The control unit (ECU) sets and monitors the maximum allowed number of triggers per unit time. S35. During pressure regulation, the control unit (ECU) performs fault mode identification in parallel: If the number of times the solenoid valve is triggered exceeds the first set value within a unit of time, it is identified as a high-frequency triggering fault mode. If the solenoid valve opens, the real-time pressure value is... If the rate of increase over a set time is lower than a set rate threshold, it is identified as a pressure non-response fault mode. If the real-time pressure value If the signal continues to exceed the preset physical reasonable range, it is identified as a sensor reasonableness failure mode; If the real-time pressure value If the pressure is below the preset hard safety threshold, it is identified as an over-limit negative pressure fault mode; S36. The ECU executes the corresponding graded driving control strategy based on the level of the identified fault mode; S37. After identifying a fault mode, the ECU stores the corresponding fault code and a snapshot of the operating conditions at the time of the fault, and records the real-time pressure value. Once the pressure returns to the safe range, the control system enters closed-loop monitoring mode.

[0016] Furthermore, in step S36, when a high-frequency triggering fault mode is identified and the triggering frequency is lower than the first threshold, the Level 1 control strategy is executed: the yellow warning light is illuminated, and the power source is controlled to limit torque output; When a high-frequency triggering fault mode is identified and the triggering frequency is higher than the first threshold, or when a pressure non-response fault mode is identified, the Level 2 control strategy is executed: the red warning light is illuminated and accompanied by a prompt sound, the system output torque is limited to below the rated value, and the drive mode is forcibly switched for four-wheel drive vehicles. When a sensor malfunction or over-limit negative pressure malfunction is detected, the Level 3 control strategy is executed: the red warning light flashes and the power source is requested to reduce power or shut down.

[0017] Furthermore, before the real-time pressure value comparison and judgment in step S2, a pre-execution control step is also included: The control unit (ECU) acquires vehicle operating status parameters in real time, including the speed of the reducer input shaft. Torque manager cavity lubricating oil temperature Temperature of lubricating oil inside the reducer cavity and vehicle speed ; When the vehicle's operating status parameters meet the predefined negative pressure risk triggering conditions, the control unit (ECU) determines that there is a risk of the double-layer oil seal gap entering a high negative pressure state. The negative pressure risk triggering condition is one or a combination of the following conditions: The lubricating oil temperature is higher than the temperature threshold, the reducer input shaft speed is higher than the speed threshold, the vehicle speed is higher than the vehicle speed threshold, or a rapid accelerator pedal signal is received; If it is determined that there is a risk of entering a high negative pressure state, and the current real-time pressure value Dynamic negative pressure threshold not triggered The duration for controlling the normally closed solenoid vent valve to perform one operation is... Pre-opening; Among them, the pre-opening time Smaller than the opening pulse width during formal pressure regulation It is used to pre-balance the pressure in the gap between the double-layer oil seal with atmospheric pressure.

[0018] As can be seen from the above technical solutions, this application has the following advantages: The dual-chamber isolation system for automotive reducer lubricating oil and its pressure control method provided in this application prevent lubricating oil leakage and mixing contamination through a double-layer oil seal design and intelligent pressure control, thereby extending the service life of the lubricating oil and transmission system. The return oil path design and anti-backflow structure ensure smooth lubricating oil return, avoiding negative pressure problems caused by poor return oil flow and improving the stability of the lubrication system. Dynamic negative pressure threshold calculation and intelligent pressure regulation strategies can adapt to changes in vehicle operating conditions in real time, maintaining stable oil seal gap pressure and reducing the risk of seal failure due to pressure fluctuations. Fault mode identification and hierarchical control strategies can take corresponding measures under different fault conditions, ensuring vehicle driving safety and reducing the risk of mechanical damage caused by lubrication system failures. Centralized control through the ECU enables precise monitoring and regulation of lubricating oil pressure, improving response speed and enhancing overall vehicle performance and user experience. Attached Figure Description

[0019] To more clearly illustrate the technical solution of this application, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is an overall schematic diagram of the dual-chamber isolation system for automotive reducer lubricating oil according to the present invention.

[0021] Figure 2This is a schematic diagram of the structure of the double-layer oil seal of the present invention.

[0022] Figure 3 This is a schematic diagram showing the installation position of the pressure sensor and normally closed electromagnetic vent valve of the present invention.

[0023] Figure 4 This is a schematic diagram of the oil inlet / outlet and oil baffle structure of the torque manager cavity of the present invention.

[0024] Figure 5 This is a schematic diagram of the external ventilation pipeline of the normally closed electromagnetic vent valve of the present invention.

[0025] Figure 6 This is a schematic diagram of the pressure control of the dual-chamber isolation system for lubricating oil in an automotive reducer according to the present invention.

[0026] Figure 7 This is a schematic flowchart of the pressure control method for the dual-chamber isolation system for automotive reducer lubricating oil according to the present invention.

[0027] Among them, 1-torque manager cavity; 2-reducer cavity; 3-double oil seal; 3.1-first oil seal; 3.2-second oil seal; 4-pressure sensor; 5-normally closed electromagnetic vent valve; 6-controller unit (ECU); 7-reducer input shaft; 8-return oil line; 9-anti-backflow baffle structure; 10-speed sensor; 11-first temperature sensor; 12-second temperature sensor; 13-vehicle speed sensor; 14-first return oil channel; 15-second return oil channel; 16-first oil inlet; 17-first oil outlet; 18-vent pipe; 19-air inlet opening. Detailed Implementation

[0028] The various embodiments of this disclosure will be described more fully in the following detailed description of the dual-chamber isolation system for automotive gearbox lubricating oil. This disclosure may have various embodiments, and adjustments and changes may be made therein. However, it should be understood that there is no intention to limit the various embodiments of this disclosure to the specific embodiments disclosed herein, but rather this disclosure should be understood to cover all adjustments, equivalents, and / or alternatives falling within the spirit and scope of the various embodiments of this disclosure.

[0029] This embodiment provides a dual-chamber isolation system for lubricating oil in automotive reducers. The dual-chamber isolation prevents lubricating oil leakage and contamination, while intelligent pressure control optimizes lubrication and extends system service life.

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] Please see Figure 1 The diagram shown is a schematic of a dual-chamber isolation system for automotive reducer lubricating oil in a specific embodiment. The system includes a torque manager chamber 1, a reducer chamber 2, a double-layer oil seal 3, a pressure sensor 4, a normally closed solenoid vent valve 5, and a controller unit ECU 6. Torque manager cavity 1, used to contain the first lubricating oil; The reducer cavity 2 is used to contain a second lubricating oil, and the first lubricating oil and the second lubricating oil are different media. A double-layer oil seal 3 is installed at the reducer input shaft 7 between the torque manager cavity 1 and the reducer cavity 2 to isolate the two cavities; for example Figure 2 As shown, the lip of the first oil seal 3.1 of the double-layer oil seal 3 faces the inside of the torque manager cavity 1, and the lip of the second oil seal 3.2 of the double-layer oil seal 3 faces the inside of the reducer cavity 2; Pressure sensor 4 is installed at the gap of double oil seal 3 to detect gap pressure; The normally closed electromagnetic vent valve 5 is connected to the gap of the double-layer oil seal 3 through a vent pipe; like Figure 6 As shown, the control unit ECU 6 is electrically connected to the pressure sensor 4 and the normally closed solenoid vent valve 5. The control unit ECU 6 is configured to control the opening of the normally closed solenoid vent valve 5 based on the pressure sensor signal 4, so as to adjust the gap pressure of the double oil seal 3.

[0032] This embodiment effectively isolates lubricating oil through double-layer oil seals and intelligent control, preventing leakage and contamination. Dynamic pressure regulation optimizes lubrication, reduces the risk of negative pressure, and improves the stability and service life of the lubrication system.

[0033] Furthermore, as a refinement and extension of the specific implementation methods described above, and to fully illustrate the specific implementation process in this embodiment, another dual-chamber isolation system for automotive reducer lubricating oil is provided, such as... Figure 1 As shown, this system is applicable to hybrid four-wheel drive urban light off-road vehicles equipped with an intelligent torque manager. The system includes a torque manager chamber 1, a reducer chamber 2, a double-layer oil seal 3, a pressure sensor 4, a normally closed solenoid vent valve 5, and a controller unit ECU 6. Torque manager cavity 1, used to contain the first lubricating oil; The reducer cavity 2 is used to contain a second lubricating oil, and the first lubricating oil and the second lubricating oil are different media. like Figure 2 As shown, the double-layer oil seal 3 is installed at the reducer input shaft 7 between the torque manager cavity 1 and the reducer cavity 2 to isolate the two cavities; the lip of the first layer oil seal 3.1 of the double-layer oil seal 3 faces the inside of the torque manager cavity 1, and the lip of the second layer oil seal 3.2 of the double-layer oil seal 3 faces the inside of the reducer cavity 2. Pressure sensor 4 is positioned at the gap of the double oil seal 3 to detect the gap pressure; the installation positions of pressure sensor 4 and solenoid vent valve 5 are as follows: Figure 3 As shown; The normally closed electromagnetic vent valve 5 is connected to the gap of the double-layer oil seal 3 through a vent pipe; like Figure 6 As shown, the control unit ECU 6 is electrically connected to the pressure sensor 4 and the normally closed solenoid vent valve 5. The control unit ECU 6 is configured to control the opening of the normally closed solenoid vent valve 5 based on the pressure sensor signal 4 to adjust the gap pressure of the double oil seal 3. like Figure 2 As shown, each layer of the double-layer oil seal 3 is provided with an oil return line 8, which is a spiral groove, and the direction of the oil return line 8 is matched with the rotation direction of the input shaft 7 of the reducer. The return oil line 8 of the first oil seal 3.1 faces the inside of the torque manager cavity 1 and is used to guide the first lubricating oil to the torque manager cavity 1; The return oil line 8 of the second oil seal 3.2 faces the inside of the reducer cavity 2 and is used to guide the second lubricating oil to the reducer cavity 2; The torque manager cavity 1 and the reducer cavity 2 are each provided with independent oil return paths. Each oil return path includes an oil inlet, an oil outlet, and an oil return channel starting from the top of the cavity. The first oil return channel 14 of the torque manager cavity 1 and the second oil return channel 15 of the reducer cavity 2; The oil inlet is located on the upper part of the corresponding cavity and is used to inject lubricating oil; The oil outlet is connected to the oil return channel to guide the lubricating oil back to the oil pan, and the oil return direction is away from the double-layer oil seal 3; The oil inlet and oil outlet are provided with anti-backflow baffle structure 9, which is an inclined plate shape, to prevent lubricating oil from flowing back and impacting the double-layer oil seal. For example, the first oil inlet 16 and the first oil outlet 17 of the torque manager cavity 1 are as follows: Figure 4 As shown, like Figure 5As shown, the normally closed electromagnetic vent valve 5 is connected to the gap of the double-layer oil seal 3 through an external vent pipe 18. The vent pipe 18 is provided with an air inlet 19. The air inlet 19 is provided with a labyrinth dust cap and a filter medium. The filtration accuracy of the filter medium meets the accuracy threshold (e.g., 20μm-40μm). The reducer input shaft 7 passes through the torque manager cavity 1 and the reducer cavity 2; The torque manager cavity 1 is equipped with a spline, which is connected to one end of the reducer input shaft 7 to transmit power; The reducer cavity 2 is equipped with a gear set, which is connected to the other end of the reducer input shaft 7 by gear meshing, in order to reduce the speed and amplify the torque. A speed sensor 10 is provided on the input shaft 7 of the reducer, a first temperature sensor 11 is provided in the torque manager cavity 1, and a second temperature sensor 12 is provided in the reducer cavity. like Figure 6 As shown, the control unit ECU 6 is connected to the speed sensor 10, the first temperature sensor 11 and the second temperature sensor 12 to collect the speed of the reducer input shaft 7, the lubricating oil temperature in the torque manager cavity 1 and the lubricating oil temperature in the reducer cavity 2, respectively. The control unit ECU 6 is also connected to the vehicle speed sensor 13 to collect vehicle speed; For example, the torque manager cavity 1 is made of die-cast aluminum alloy with a volume of 1.2L. The interior is connected to one end of the reducer input shaft 7 via a spline and is used to hold the first lubricating oil (ATF DEXRON VI automatic transmission oil). The side wall of the cavity is reserved with a temperature sensor mounting hole and an oil return channel interface, and the top is provided with an oil filling port and an exhaust port. The reducer chamber 2 is made of cast iron and has a volume of 2.5L. It contains a differential and a gear set, which are connected to the other end of the reducer input shaft 7 through gear meshing. This is used to reduce the speed and amplify the torque. It contains a second lubricating oil (GL-5 75W / 90 gear oil). The upper part of the chamber is designed with a dedicated oil return channel interface, and the bottom is equipped with an oil drain plug. The input shaft 7 of the reducer is forged from 42CrMo alloy steel with a shaft diameter of 35mm. The surface is carburized and quenched to achieve a hardness of HRC 58-62. It runs through the torque manager cavity 1 and the reducer cavity 2. Both ends are rotatably connected to the cavity through deep groove ball bearings. Wear-resistant bushings are provided on the shaft body at the installation position of the double oil seal 3. The double-layer oil seal 3 is installed in the middle section of the input shaft 7 of the reducer, located in the sealing seat hole between the two cavities. The specific parameters are as follows: The first oil seal 3.1 (torque manager side) is made of fluororubber with a lip diameter of 35mm. The lip faces the inside of the torque manager cavity 1. The return oil line 8 is a right-hand spiral groove with a lead of 10mm and a groove depth of 0.8mm. The direction of the return oil line matches the clockwise rotation direction of the input shaft to ensure that ATF oil is guided into the torque manager cavity 1 during rotation. The second oil seal 3.2 (reducer side) is made of nitrile rubber with a lip diameter of 35mm. The lip faces the inside of the reducer cavity 2. The oil return line 8 is a left-hand spiral groove with a lead of 10mm and a groove depth of 0.8mm. It is matched with the rotation direction of the input shaft to guide the gear oil to the inside of the reducer cavity 2. Installation requirements: The interference fit of the double-layer oil seal 3 is 0.05-0.08mm, the distance between the two oil seals is 15mm, forming a closed oil seal gap cavity with a volume of 5mL, and the roughness Ra of the inner wall of the sealing seat hole is ≤0.8μm; Torque Manager Inlet and Outlet Oil Path: The oil inlet 16 is located on the upper left side of the torque manager cavity 1, with a diameter of 12mm. It is equipped with an anti-backflow baffle structure 9. The baffle is an arc plate inclined at 45° with a thickness of 2mm and a distance of 5mm from the edge of the oil inlet to prevent oil backflow from impacting the oil seal. The oil return channel 14 is an internal cast iron pipe with an inner diameter of 15mm. It extends from the upper right side of the cavity to the oil pan. The oil return direction is at a 120° angle to the double oil seal 3 and is far away from the oil seal gap. The inner wall of the pipe is smooth (Ra≤1.6μm). The bottom is connected to a sweeping gear pump (displacement 5mL / r) to accelerate the oil return by means of the gear rotation pumping action. Reducer oil inlet and outlet paths: The oil inlet is located at the upper front end of the reducer cavity 2, with a diameter of 15mm, and is also equipped with an anti-backflow baffle structure 9. The oil return channel 15 is an independent cast iron pipe with an inner diameter of 18mm. It extends from the upper rear end of the cavity to the oil pan. The oil return direction is opposite to the double oil seal 3. The horizontal distance between the oil seal gap and the oil return channel is 80mm to ensure that no suction effect is generated during the oil return process. The pressure sensor 4 is model MPX5700DP, with a measurement range of -10kPa to 10kPa and an accuracy of ±0.1kPa. It is installed at the housing opening corresponding to the gap of the double-layer oil seal 3 and is fixed by an M10×1 thread. The sensor probe directly contacts the inside of the gap cavity, and the cable is led out through a waterproof connector and connected to the control unit ECU 6. The normally closed electromagnetic vent valve 5 is model SV10-2P, rated voltage 12V, response time ≤20ms. It is connected to the oil seal gap cavity through the vent pipe 18. The vent pipe 18 is made of PU material, with an inner diameter of 8mm and a length of 300mm. The pipe is equipped with fixing buckles, which are fixed to the frame at 50mm intervals. Dustproof filtration structure: 19 labyrinth-style dust caps are installed at the air inlet openings of the vent valve, filled with PTFE hydrophobic filter media, with a filtration accuracy of 30μm. The surface of the dust cap is provided with drainage holes to prevent water vapor accumulation. The filter media is replaceable and designed for a service life of 10,000km. The speed sensor 10 is a Hall effect type, installed at the end of the input shaft 7 of the reducer, with a measurement range of 0-6000 rpm and an accuracy of ±1 rpm, and is used to collect shaft speed signals; The first temperature sensor 11 is a PT100 model, installed at the bottom of the torque manager cavity 1, with a measurement range of -40℃ to 150℃ and an accuracy of ±0.5℃; The second temperature sensor 12 is a PT100 model, installed at the bottom of the reducer cavity 2, with a measurement range of -40℃ to 150℃ and an accuracy of ±0.5℃; The vehicle speed sensor 13 is integrated into the ABS system, with a data acquisition range of 0-200km / h and an accuracy of ±0.5km / h; The control unit ECU 6 uses the Infineon AURIX TC375 chip, with an operating voltage of 9-16V and an operating frequency of 300MHz. It has 16 analog inputs and 8 digital outputs, and integrates a CAN bus communication module. It is connected to various sensors and normally closed solenoid vent valve 5 through shielded cables and is installed in a waterproof box under the dashboard in the cockpit.

[0034] like Figure 7 As shown, the following is an embodiment of the pressure control method for a dual-chamber isolation system for automotive reducer lubricating oil provided in this disclosure. This system belongs to the same inventive concept as the dual-chamber isolation system for automotive reducer lubricating oil in the above embodiments. For details not described in detail in the embodiments of the pressure control method for the dual-chamber isolation system for automotive reducer lubricating oil, please refer to the embodiments of the dual-chamber isolation system for automotive reducer lubricating oil described above.

[0035] The method includes the following steps: S1. After the vehicle is powered on, the control unit ECU acquires the vehicle operating status parameters, including the speed of the reducer input shaft, the temperature of the lubricating oil in the torque manager cavity, the temperature of the lubricating oil in the reducer cavity, and the vehicle speed, and calculates the dynamic negative pressure threshold of the double-layer oil seal based on the collected data. It should be noted that by acquiring vehicle operating status parameters, the ECU can comprehensively understand the vehicle's current operating conditions, providing accurate data for subsequent dynamic negative pressure threshold calculation. Calculating the dynamic negative pressure threshold based on real-time data enables the system to dynamically adjust the negative pressure threshold according to different operating conditions, avoiding negative pressure problems caused by changes in operating conditions and improving the system's adaptability and reliability. Through the calculation of the dynamic negative pressure threshold, potential negative pressure risks can be predicted in advance, providing a basis for subsequent pressure adjustment. This achieves preventative control from the root cause of negative pressure, avoiding potential damage to the system caused by negative pressure. S2. The control unit (ECU) collects the pressure value at the gap of the double-layer oil seal in real time and compares the real-time collected pressure value with the dynamic negative pressure threshold to determine whether the real-time collected pressure value is less than or equal to the dynamic negative pressure threshold; if it is satisfied, then proceed to step S3. It should be noted that by collecting the pressure value at the oil seal gap in real time, the control unit (ECU) can continuously monitor the system's operating status, promptly detect abnormal pressure conditions, and ensure that the system is always within a safe pressure range. By comparing the real-time pressure value with the dynamic negative pressure threshold, the ECU can accurately determine whether the current pressure is within a safe range, avoiding unnecessary adjustments due to pressure misjudgment and improving the system's control accuracy. If the real-time pressure value is found to be lower than the dynamic negative pressure threshold, the system can quickly trigger a pressure adjustment command to take timely measures to prevent the negative pressure from further aggravating and ensure the stable operation of the system. S3. Control the normally closed solenoid vent valve to open, so as to introduce clean air into the gap of the double oil seal until the pressure value collected in real time returns to the safe pressure range. It should be noted that by controlling the opening of the electromagnetic vent valve, clean air can be quickly introduced into the oil seal gap, rapidly increasing the gap pressure, effectively alleviating negative pressure problems, and reducing damage to the oil seal and lubrication system caused by negative pressure. The opening of the electromagnetic vent valve is precisely controlled by the control unit ECU, which can dynamically adjust the ventilation volume according to the actual pressure deviation and rate of change, ensuring that the pressure is restored to a safe range and avoiding over-ventilation or under-ventilation. By restoring the pressure to a safe range, problems such as lubricating oil leakage and oil seal damage caused by negative pressure are avoided, ensuring the safe operation of the entire transmission system and extending the system's service life. The introduced air is filtered and dustproofed to ensure cleanliness, preventing external dust and moisture from entering the system, thus improving the system's environmental adaptability and reliability.

[0036] This embodiment effectively isolates two types of lubricating oil through double-layer oil seals and intelligent pressure control, preventing leakage and contamination. Dynamic negative pressure threshold calculation and real-time pressure adjustment optimize lubrication, reduce negative pressure risks, improve system stability and service life, and ensure the safe operation of the vehicle's transmission system. Furthermore, as a refinement and extension of the specific implementation of the above embodiments, in order to fully illustrate the specific implementation process of this embodiment, another pressure control method for a dual-chamber isolation system for automotive reducer lubricating oil is provided. This method includes the following steps: S1. After the vehicle is powered on, the control unit (ECU) acquires the vehicle's operating status parameters, including the reducer input shaft speed, the lubricating oil temperature in the torque manager cavity, the lubricating oil temperature in the reducer cavity, and the vehicle speed. Based on the collected data, the ECU calculates the dynamic negative pressure threshold of the double-layer oil seal. The specific steps of step S1 are as follows: S11. Obtain the basic threshold The temperature of the lubricating oil in the torque manager cavity is obtained from the first temperature sensor. The temperature of the lubricating oil inside the reducer cavity is obtained from the second temperature sensor. The speed of the reducer input shaft is obtained from the speed sensor. And obtaining vehicle speed from vehicle speed sensors ; S12. Temperature of lubricating oil in the torque manager cavity and the temperature of the lubricating oil inside the reducer cavity The higher value is selected as the lubricating oil temperature for calculation. : ; S13. Based on the calculated lubricating oil temperature Speed ​​of the reducer input shaft and vehicle speed The dynamic negative pressure threshold is calculated using the following formula. :

[0037] in, For calculation based on lubricating oil temperature Speed ​​of the reducer input shaft and vehicle speed The comprehensive compensation function is used to dynamically adjust the threshold for triggering negative pressure regulation according to the working conditions; For example, after the vehicle is powered on, ECU 6 completes a self-test and initializes the PID control parameters. =2.5、 =0.1、 =0.5), set the basic threshold. =-0.3kPa, maximum allowable trigger times per unit time is 30 times / minute, hard safety threshold is -5.0kPa, safe pressure range is +0.1kPa~0kPa.

[0038] ECU 6 collects vehicle operating status parameters in real time via the CAN bus and sensor interface: The lubricating oil temperature T1 of the torque manager cavity 1 is obtained from the first temperature sensor 11, and the lubricating oil temperature T2 of the reducer cavity 2 is obtained from the second temperature sensor 12. The maximum value of the two is selected as the lubricating oil temperature for calculation. ( ); The speed of the reducer input shaft is obtained from the speed sensor 10. Vehicle speed is obtained from vehicle speed sensor 13. ; Calculate the dynamic negative pressure threshold The formula is as follows: Among them, the comprehensive compensation function f( , , The specific expression for ) is: =0.002×( -80)+0.0005× / 1000+0.001× / 10 Example: When =100℃ =3000rpm When the speed is 80 km / h, f = 0.002 × 20 + 0.0005 × 3 + 0.001 × 8 = 0.04 + 0.0015 + 0.008 = 0.0495 kPa. =-0.3+0.0495=-0.2505kPa; S2. The control unit (ECU) collects the pressure value at the gap of the double-layer oil seal in real time and compares the real-time collected pressure value with the dynamic negative pressure threshold to determine whether the real-time collected pressure value is less than or equal to the dynamic negative pressure threshold; if so, proceed to step S3; the specific steps of step S2 are as follows: S21. Real-time acquisition of the pressure value at the gap between the double-layer oil seals detected by the pressure sensor. ; S22. Real-time pressure value The calculated dynamic negative pressure threshold Compare and determine whether ; If so, the pressure adjustment command is triggered, and step S3 is initiated; If not, return to step S21; S3. Control the normally closed solenoid vent valve to open, allowing clean air to enter the gap between the double-layer oil seals until the real-time pressure value returns to the safe pressure range; the specific steps of step S3 are as follows: S31. The ECU responds to the triggered pressure regulation command and calculates the pressure deviation. : ; S32. The control unit (ECU) adjusts based on pressure deviation. The PID control algorithm is used to calculate the opening pulse width of the electromagnetic vent valve. :

[0039] in, , , For PID control parameters, For pressure change rate, enable pulse width modulation. The initial value range is 50ms-200ms; S33. The ECU controls the normally closed solenoid vent valve according to the opening pulse width. The execution pulse is activated to introduce clean air into the gap between the double-layer oil seal; S34. The start pulse is executed each time. Subsequently, the control unit (ECU) continuously monitors the real-time pressure value. The recovery status; If the real-time pressure value Once the pressure returns to a safe range, this adjustment is complete. If the real-time pressure value The recovery rate falls below the rate threshold or drops again to the dynamic negative pressure threshold. Then, return to step S32, based on the updated pressure deviation. The new activation pulse is calculated and executed. At the same time, the control unit (ECU) increases the time interval between two adjacent iterations by a preset amount, and ensures that the number of triggers per unit time does not exceed the maximum allowable value. The control unit (ECU) sets and monitors the maximum allowed number of triggers per unit time. S35. During pressure regulation, the control unit (ECU) performs fault mode identification in parallel: If the number of times the solenoid valve is triggered exceeds the first set value within a unit of time, it is identified as a high-frequency triggering fault mode. If the solenoid valve opens, the real-time pressure value is... If the rate of increase over a set time is lower than a set rate threshold, it is identified as a pressure non-response fault mode. If the real-time pressure value If the signal continues to exceed the preset physical reasonable range, it is identified as a sensor reasonableness failure mode; If the real-time pressure value If the pressure is below the preset hard safety threshold, it is identified as an over-limit negative pressure fault mode; S36. The ECU executes the corresponding graded driving control strategy based on the level of the identified fault mode; In step S36, when a high-frequency triggering fault mode is identified and the triggering frequency is lower than the first threshold, the Level 1 control strategy is executed: the yellow warning light is illuminated, and the power source is controlled to limit torque output; When a high-frequency triggering fault mode is identified and the triggering frequency is higher than the first threshold, or when a pressure non-response fault mode is identified, the Level 2 control strategy is executed: the red warning light is illuminated and accompanied by a prompt sound, the system output torque is limited to below the rated value, and the drive mode is forcibly switched for four-wheel drive vehicles. When a sensor malfunction mode or an over-limit negative pressure malfunction mode is identified, the Level 3 control strategy is executed: the red warning light flashes and the power source is requested to reduce power or shut down. S37. After identifying a fault mode, the ECU stores the corresponding fault code and a snapshot of the operating conditions at the time of the fault, and records the real-time pressure value. Once the pressure returns to the safe range, the control system enters closed-loop monitoring mode. For example, pressure sensor 4 collects the oil seal gap pressure in real time. The sampling frequency is 100Hz, and the control unit ECU 6 will... and Perform real-time comparisons: like Return to continuous monitoring status; like This immediately triggers a pressure regulation command.

[0040] Pressure regulation execution: Calculate pressure deviation ; The opening pulse width of the solenoid vent valve is calculated using a PID algorithm. :

[0041] Example: When =-0.05kPa =-0.1kPa s、 When = -0.02 kPa / ms, =2.5×(-0.05)+0.1×(-0.1)+0.5×(-0.02)=-0.125-0.01-0.01=-0.145s (take the absolute value of 145ms, which is within the initial range of 50-200ms). Control unit ECU 6 controls the solenoid vent valve according to When the execution pulse is activated, filtered clean air is introduced into the oil seal gap; Continuous monitoring after ventilation Recovery status, if Once the pressure returns to a safe range (e.g., above -0.2505 + 0.1 = -0.1505 kPa), the adjustment ends. If the recovery rate is < 0.001 kPa / ms or the pressure drops below the threshold again, return to step S32 to recalculate. At the same time, the interval between adjacent pulses is increased by 50ms to ensure that the number of triggers does not exceed 5 times within 1 second; Fault mode identification: F1 high-frequency triggering fault: The number of times the solenoid valve is triggered within 1 minute is greater than 30 times, which is determined to be a continuous leak or oil return blockage in the system; F2 Pressure Unresponsive Fault: After the solenoid valve opens, within 500ms... If the pressure rises by less than 0.01 kPa, it is determined that the vent valve is malfunctioning, the filter is clogged, or the pipeline is ruptured. F3 sensor malfunction: If the pressure is consistently >2 kPa or <-10 kPa, or if the deviation from the estimated pressure is >0.5 kPa, it is considered a sensor malfunction. F4 Over-limit Negative Pressure Fault: <-5.0 kPa, is judged as a serious negative pressure fault.

[0042] Graded limp control: Level 1 (Minor fault, such as F1 trigger frequency 20 times / minute): The instrument panel illuminates a yellow warning light, displaying "Transmission system protection in progress." The ECU limits engine / motor torque output to 80% of its rated value, reducing... and ; Level 2 (serious fault, such as F1 triggering frequency 40 times / minute or F2): The instrument panel illuminates a red warning light and emits a continuous beep, limits torque to 30% of the rated value, forces four-wheel drive vehicles to switch to front-wheel drive mode, and isolates the torque manager. Level 3 (catastrophic failure, such as F3 or F4): The red warning light on the instrument panel flashes, and the control unit (ECU) immediately requests the engine / motor to reduce power to idle or stop. The vehicle coasts to a safe area by inertia. After identifying a fault, the control unit ECU 6 automatically stores the fault codes (F1 corresponds to DTC P1234, F2 corresponds to DTC P1235, F3 corresponds to DTC P1236, and F4 corresponds to DTC P1237) and fault snapshot data (including the time when the fault occurred). , , , (Parameters, etc.); For intermittent faults, if the fault does not recur after 3 consecutive driving cycles, the ECU will change the warning light from red to yellow or turn it off, but historical fault codes will be retained for 6 months for later maintenance.

[0043] In some embodiments, unlike the embodiments described above, a pre-execution control step is included before the real-time pressure value comparison and judgment in step S2: The control unit (ECU) acquires vehicle operating status parameters in real time, including the speed of the reducer input shaft. Torque manager cavity lubricating oil temperature Temperature of lubricating oil inside the reducer cavity and vehicle speed ; When the vehicle's operating status parameters meet the predefined negative pressure risk triggering conditions, the control unit (ECU) determines that there is a risk of the double-layer oil seal gap entering a high negative pressure state. The negative pressure risk triggering condition is one or a combination of the following conditions: The lubricating oil temperature is higher than the temperature threshold, the reducer input shaft speed is higher than the speed threshold, the vehicle speed is higher than the vehicle speed threshold, or a rapid accelerator pedal signal is received; If it is determined that there is a risk of entering a high negative pressure state, and the current real-time pressure value Dynamic negative pressure threshold not triggered The duration for controlling the normally closed solenoid vent valve to perform one operation is... Pre-opening; Among them, the pre-opening time Smaller than the opening pulse width during formal pressure regulation This is used to pre-balance the pressure in the gap between the double-layer oil seal with atmospheric pressure. For example, the control unit ECU 6 monitors vehicle operating status parameters in real time, and executes pre-opening control when any of the following negative pressure risk triggering conditions are met: Lubricating oil temperature >120℃; speed of reducer input shaft >4000rpm; Vehicle speed >120km / h; Received a rapid accelerator pedal signal (throttle opening change rate > 5% / s); If the current real-time pressure value If the dynamic negative pressure threshold is not triggered, the control unit ECU 6 controls the normally closed solenoid vent valve 5 to perform a pre-opening operation. The pre-opening duration is... =30ms, allowing the oil seal gap pressure to be pre-balanced with atmospheric pressure, thus preventing the sudden occurrence of high negative pressure conditions.

[0044] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0045] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A dual-chamber isolation system for lubricating oil in an automotive reducer, characterized in that, It includes a torque manager chamber, a reducer chamber, a double-layer oil seal, a pressure sensor, a normally closed solenoid vent valve, and a controller unit (ECU). Torque manager cavity, used to contain the first lubricating oil; The reducer cavity is used to contain a second lubricating oil, and the first lubricating oil and the second lubricating oil are different media. A double-layer oil seal is installed at the input shaft of the reducer between the torque manager cavity and the reducer cavity to isolate the two cavities; the lip of the first layer of the double-layer oil seal faces the inside of the torque manager cavity, and the lip of the second layer of the double-layer oil seal faces the inside of the reducer cavity. The pressure sensor is placed in the gap of the double oil seal to detect the gap pressure; The normally closed electromagnetic vent valve is connected to the gap of the double-layer oil seal through a vent pipe; The control unit (ECU) is electrically connected to the pressure sensor and the normally closed solenoid vent valve. The control unit (ECU) is configured to control the opening of a normally closed solenoid vent valve based on a pressure sensor signal to regulate the gap pressure of the double-layer oil seal.

2. The dual-chamber isolation system for automotive reducer lubricating oil according to claim 1, characterized in that, Each layer of the double-layer oil seal is provided with an oil return line, which is a spiral groove, and the direction of the oil return line is matched with the rotation direction of the input shaft of the reducer. The return line of the first oil seal faces the inside of the torque manager cavity, which is used to guide the first lubricating oil into the torque manager cavity; The return line of the second oil seal faces the inside of the reducer cavity and is used to guide the second lubricating oil into the reducer cavity.

3. The dual-chamber isolation system for automotive reducer lubricating oil according to claim 1, characterized in that, The torque manager chamber and the reducer chamber are each provided with independent oil return paths. Each oil return path includes an oil inlet, an oil outlet, and an oil return channel starting from the top of the chamber. The oil inlet is located on the upper part of the corresponding cavity and is used to inject lubricating oil; The oil outlet is connected to the oil return channel to guide the lubricating oil back to the oil pan, and the oil return direction is opposite to the double-layer oil seal. The oil inlet and outlet are equipped with anti-backflow baffle structures, which are inclined plates to prevent lubricating oil from flowing back and impacting the double-layer oil seal.

4. The dual-chamber isolation system for automotive reducer lubricating oil according to claim 1, characterized in that, The normally closed electromagnetic vent valve is connected to the gap of the double-layer oil seal through an external vent pipe, which is provided with an air inlet. The air inlet is provided with a labyrinth dust cap and a filter medium, and the filtration accuracy of the filter medium meets the accuracy threshold.

5. The dual-chamber isolation system for automotive reducer lubricating oil according to claim 1, characterized in that, The reducer input shaft passes through the torque manager cavity and the reducer cavity; The torque manager housing has a spline inside, which is connected to one end of the reducer input shaft to transmit power; The reducer housing contains a gear set, which is connected to the other end of the reducer input shaft via gear meshing, in order to reduce the speed and amplify the torque. A speed sensor is installed on the input shaft of the reducer, a first temperature sensor is installed in the torque manager cavity, and a second temperature sensor is installed in the reducer cavity. The control unit ECU is connected to the speed sensor, the first temperature sensor and the second temperature sensor to collect the speed of the reducer input shaft, the temperature of the lubricating oil in the torque manager cavity and the temperature of the lubricating oil in the reducer cavity, respectively. The control unit (ECU) is also connected to a vehicle speed sensor to collect vehicle speed data.

6. A pressure control method for a dual-chamber isolation system for lubricating oil in an automotive reducer according to any one of claims 1-5, characterized in that, Includes the following steps: S1. After the vehicle is powered on, the control unit ECU acquires the vehicle operating status parameters, including the speed of the reducer input shaft, the temperature of the lubricating oil in the torque manager cavity, the temperature of the lubricating oil in the reducer cavity, and the vehicle speed, and calculates the dynamic negative pressure threshold of the double-layer oil seal based on the collected data. S2. The control unit (ECU) collects the pressure value at the gap of the double-layer oil seal in real time and compares the real-time collected pressure value with the dynamic negative pressure threshold to determine whether the real-time collected pressure value is less than or equal to the dynamic negative pressure threshold; if it is satisfied, then proceed to step S3. S3. Control the normally closed solenoid vent valve to open, so as to introduce clean air into the gap between the double-layer oil seals until the pressure value collected in real time returns to the safe pressure range.

7. The pressure control method for the dual-chamber isolation system of lubricating oil in an automotive reducer according to claim 6, characterized in that, The specific steps of step S1 are as follows: S11. Obtain the basic threshold The temperature of the lubricating oil in the torque manager cavity is obtained from the first temperature sensor. The temperature of the lubricating oil inside the reducer cavity is obtained from the second temperature sensor. The speed of the reducer input shaft is obtained from the speed sensor. And obtaining vehicle speed from vehicle speed sensors ; S12. Temperature of lubricating oil in the torque manager cavity and the temperature of the lubricating oil inside the reducer cavity The higher value is selected as the lubricating oil temperature for calculation. : ； S13. Based on the calculated lubricating oil temperature Speed ​​of the reducer input shaft and vehicle speed The dynamic negative pressure threshold is calculated using the following formula. : in, For calculation based on lubricating oil temperature Speed ​​of the reducer input shaft and vehicle speed The comprehensive compensation function is used to dynamically adjust the threshold for triggering negative pressure regulation according to the working conditions; The specific steps of step S2 are as follows: S21. Real-time acquisition of the pressure value at the gap between the double-layer oil seals detected by the pressure sensor. ; S22. Real-time pressure value The calculated dynamic negative pressure threshold Compare and determine whether ; If so, the pressure adjustment command is triggered, and step S3 is initiated; If not, return to step S21.

8. The pressure control method for the dual-chamber isolation system of lubricating oil in an automotive reducer according to claim 7, characterized in that, The specific steps of step S3 are as follows: S31. The ECU responds to the triggered pressure regulation command and calculates the pressure deviation. : ； S32. The control unit (ECU) adjusts based on pressure deviation. The PID control algorithm is used to calculate the opening pulse width of the electromagnetic vent valve. : in, , , For PID control parameters, This represents the rate of change of pressure. S33. The ECU controls the normally closed solenoid vent valve according to the opening pulse width. The execution pulse is activated to introduce clean air into the gap between the double-layer oil seal; S34. The start pulse is executed each time. Subsequently, the control unit (ECU) continuously monitors the real-time pressure value. The recovery status; If the real-time pressure value Once the pressure returns to a safe range, this adjustment is complete. If the real-time pressure value The recovery rate falls below the rate threshold or drops again to the dynamic negative pressure threshold. Then, return to step S32, based on the updated pressure deviation. The new activation pulse is calculated and executed. At the same time, the control unit (ECU) increases the time interval between two adjacent iterations by a preset amount, and ensures that the number of triggers per unit time does not exceed the maximum allowable value. The control unit (ECU) sets and monitors the maximum allowed number of triggers per unit time. S35. During pressure regulation, the control unit (ECU) performs fault mode identification in parallel: If the number of times the solenoid valve is triggered exceeds the first set value within a unit of time, it is identified as a high-frequency triggering fault mode. If the solenoid valve opens, the real-time pressure value is... If the rate of increase over a set time is lower than a set rate threshold, it is identified as a pressure non-response fault mode. If the real-time pressure value If the signal continues to exceed the preset physical reasonable range, it is identified as a sensor reasonableness failure mode; If the real-time pressure value If the pressure is below the preset hard safety threshold, it is identified as an over-limit negative pressure fault mode; S36. The ECU executes the corresponding graded driving control strategy based on the level of the identified fault mode; S37. After identifying a fault mode, the ECU stores the corresponding fault code and a snapshot of the operating conditions at the time of the fault, and records the real-time pressure value. Once the pressure returns to the safe range, the control system enters closed-loop monitoring mode.

9. The pressure control method for the dual-chamber isolation system of lubricating oil in an automotive reducer according to claim 8, characterized in that, In step S36, when a high-frequency triggering fault mode is identified and the triggering frequency is lower than the first threshold, the Level 1 control strategy is executed: the yellow warning light is illuminated, and the power source is controlled to limit torque output. When a high-frequency triggering fault mode is identified and the triggering frequency is higher than the first threshold, or when a pressure non-response fault mode is identified, the Level 2 control strategy is executed: the red warning light is illuminated and accompanied by a prompt sound, the system output torque is limited to below the rated value, and the drive mode is forcibly switched for four-wheel drive vehicles. When a sensor malfunction or over-limit negative pressure malfunction is detected, the Level 3 control strategy is executed: the red warning light flashes and the power source is requested to reduce power or shut down.

10. The pressure control method for the dual-chamber isolation system of lubricating oil in an automotive reducer according to claim 8, characterized in that, Before the real-time pressure value comparison and judgment in step S2, a pre-execution control step is also included: The control unit (ECU) acquires vehicle operating status parameters in real time, including the speed of the reducer input shaft. Torque manager cavity lubricating oil temperature Temperature of lubricating oil inside the reducer cavity and vehicle speed ; When the vehicle's operating status parameters meet the predefined negative pressure risk triggering conditions, the control unit (ECU) determines that there is a risk of the double-layer oil seal gap entering a high negative pressure state. The negative pressure risk triggering condition is one or a combination of the following conditions: The lubricating oil temperature is higher than the temperature threshold, the reducer input shaft speed is higher than the speed threshold, the vehicle speed is higher than the vehicle speed threshold, or a rapid accelerator pedal signal is received; If it is determined that there is a risk of entering a high negative pressure state, and the current real-time pressure value Dynamic negative pressure threshold not triggered The duration for controlling the normally closed solenoid vent valve to perform one operation is... Pre-opening; Among them, the pre-opening time Smaller than the opening pulse width during formal pressure regulation It is used to pre-balance the pressure in the gap between the double-layer oil seal with atmospheric pressure.

Images