Hydraulic systems and vehicles

Abstract

The utility model discloses a hydraulic system and a vehicle, and relates to the technical field of vehicles, wherein the hydraulic system includes a mechanical pump, an electronic pump, a main pressure oil circuit and a cooling lubricating oil circuit; the mechanical pump is connected to the engine by transmission, and the two ends of the mechanical pump are connected to the hydraulic oil tank and the main pressure oil circuit to provide hydraulic oil for the clutch; the two ends of the electronic pump are connected to the hydraulic oil tank and the cooling lubricating oil circuit, and are used for cooling and lubricating various components connected to the cooling lubricating oil circuit; the cooling lubricating oil circuit includes an oil temperature regulating unit, and the oil temperature regulating unit is electrically connected to a controller, and the controller is used to obtain the temperature of the oil at various components connected to the cooling lubricating oil circuit, and control the oil temperature regulating unit according to the temperature, so as to adjust the ratio of the cooling oil volume to the total oil volume, so as to increase or decrease the temperature of the cooling oil. The technical solution provided by the utility model reduces the oil consumption of the hydraulic system and improves the efficiency of the hydraulic system.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a hydraulic system and a vehicle. Background Art

[0002] The hydraulic system is a mechanical system that uses liquid (usually oil) to transmit pressure and energy in a closed pipeline. It is mainly composed of hydraulic pumps, actuators, control valves, pipelines and connectors, hydraulic oil, auxiliary components, etc. The hydraulic system of a vehicle mainly plays the role of power transmission, force amplification, operation control, energy storage, temperature control, lubrication, etc.

[0003] At present, two mechanical pumps are generally used in the hydraulic system of hybrid vehicles. One of the mechanical pumps is connected to the engine to supply oil to the clutch; the other mechanical pump is installed on the wheel side for cooling and lubrication. However, because the mechanical pump is usually directly driven by the motor, engine or other mechanical power source, the amount of cooling oil in the system will change with the change of vehicle speed, that is, the amount of cooling oil is small at low speed and large at high speed. When the vehicle speed is high, excessive cooling oil will cause serious fuel waste. Utility Model Content

[0004] The main purpose of the utility model is to provide a hydraulic system and a vehicle, aiming to reduce the oil consumption of the hydraulic system and improve the efficiency of the hydraulic system.

[0005] To achieve the above-mentioned purpose, the hydraulic system proposed by the utility model includes an engine, a generator, a drive motor, a clutch, a mechanical pump, an electronic pump, a main pressure oil circuit, a cooling and lubricating oil circuit, a hydraulic oil tank and a controller;

[0006] The mechanical pump is transmission-connected to the engine, the inlet end of the mechanical pump is connected to the hydraulic oil tank, and the outlet end of the mechanical pump is connected to the main pressure oil circuit to provide hydraulic oil to the clutch;

[0007] The inlet end of the electronic pump is connected to the hydraulic oil tank, and the outlet end of the electronic pump is connected to the cooling and lubricating oil circuit, and is used for cooling and lubricating various components connected to the cooling and lubricating oil circuit;

[0008] The cooling and lubricating oil circuit includes an oil temperature regulating unit, which is electrically connected to the controller. The controller is used to obtain the temperature of the oil at each component connected to the cooling and lubricating oil circuit, and control the oil temperature regulating unit according to the temperature, thereby adjusting the ratio of the cooling oil volume to the total oil volume to increase or decrease the temperature of the cooling oil.

[0009] In one embodiment, the oil temperature regulating unit includes a cooler and a bypass valve, and the controller is electrically connected to the bypass valve to control the on and off of the bypass valve; one end of the cooler and the bypass valve connected in parallel is connected to the outlet end of the electronic pump, and the other end is used to be connected to the parts to be cooled and lubricated.

[0010] In one embodiment, the hydraulic system further includes a cooling and lubricating auxiliary circuit, an inlet end of the cooling and lubricating auxiliary circuit is connected to an outlet end of the mechanical pump, and an outlet end of the cooling and lubricating auxiliary circuit is connected to the cooling and lubricating oil circuit.

[0011] In one embodiment, the cooling and lubrication auxiliary circuit includes a pilot valve and a pressure regulating valve, the inlet end of the pilot valve is connected to the outlet end of the mechanical pump, and the outlet end of the pilot valve is connected to the first side of the pressure regulating valve; the second side of the pressure regulating valve is connected to the main pressure oil circuit, the inlet end of the pressure regulating valve is connected to the outlet end of the mechanical pump, and the outlet end of the pressure regulating valve is connected to the inlet end of the oil temperature regulating unit, and the controller is electrically connected to the pilot valve to control the on and off of the pilot valve.

[0012] In one embodiment, the cooling lubricating oil circuit further includes a first cooling oil circuit connected to the drive motor, a second cooling oil circuit connected to the generator, and a third cooling oil circuit connected to the clutch, the first cooling oil circuit, the second cooling oil circuit and the third cooling oil circuit are connected in parallel and are respectively connected to the outlet end of the oil temperature regulating unit;

[0013] A cooling control valve is also installed on the second cooling oil circuit, and the outlet end of the pilot valve is connected to the cooling control valve to control the on-off of the cooling control valve.

[0014] In one embodiment, the cooling lubricating oil circuit includes a rotor cooling oil circuit and a stator cooling oil circuit, the rotor cooling oil circuit is connected to both the rotor of the drive motor and the rotor of the generator, and the stator cooling oil circuit is connected to both the stator of the drive motor and the stator of the generator;

[0015] A rotor control valve is provided between the rotor cooling oil circuit and the outlet end of the oil temperature regulating unit, and the controller is electrically connected to the rotor control valve to control the on-off of the rotor control valve, thereby controlling the on-off of the rotor cooling oil circuit.

[0016] In one embodiment, a clutch control valve is further provided on the main pressure oil circuit, one end of the clutch control valve is connected to the outlet end of the mechanical pump, and the other end is connected to the clutch, and a first pressure sensor is provided between the clutch control valve and the clutch.

[0017] In one embodiment, a second pressure sensor is provided between the clutch control valve and the outlet end of the mechanical pump.

[0018] In one embodiment, a relief valve is further provided on the main pressure oil circuit, the inlet end of the relief valve is connected to the outlet end of the mechanical pump, and the outlet end of the relief valve is connected to the hydraulic oil tank.

[0019] The utility model also provides a vehicle, comprising the hydraulic system.

[0020] The technical solution of the utility model is to set a mechanical pump and an electronic pump in the hydraulic system, wherein the mechanical pump is connected to the engine by transmission, and the mechanical pump supplies the oil in the hydraulic oil tank to the clutch through the main pressure oil circuit for the clutch to work; the electronic pump supplies the oil in the hydraulic oil tank to the drive motor, generator, clutch and other components through the cooling and lubricating oil circuit to provide cooling and lubrication for each component. At the same time, an oil temperature regulating unit is also set in the cooling and lubricating oil circuit, and the temperature of the cooling oil is increased or decreased by controlling the oil temperature regulating unit. In this way, on the one hand, compared with the prior art, the setting of the dual mechanical pump is adopted, and the setting of the mechanical pump plus the electronic pump is adopted in the hydraulic system of the utility model, and the electronic pump can provide the corresponding cooling oil amount according to the demand, thereby avoiding the increase of the cooling oil amount provided by the mechanical pump with the increase of the vehicle speed, causing unnecessary waste, thereby reducing the oil consumption of the hydraulic system and improving the efficiency of the hydraulic system. On the other hand, compared with the setting of the dual mechanical pump, the pressure relief oil circuit in the cooling oil circuit is cancelled, which is conducive to the lightweight and low cost of the hydraulic system. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0022] Figure 1 A structural schematic diagram of an embodiment of a hydraulic system provided by the utility model;

[0023] Figure 2 This is a structural schematic diagram of another embodiment of the hydraulic system provided by the utility model.

[0024] Description of Figure Numbers:

[0025] 110, mechanical pump; 120, electronic pump; 130, hydraulic oil tank; 140, oil temperature regulating unit; 141, cooler; 142, bypass valve; 151, pilot valve; 152, pressure regulating valve; 160, cooling control valve; 171, clutch control valve; 172, first pressure sensor; 173, second pressure sensor; 180, overflow valve; 190, rotor control valve;

[0026] 210, main pressure oil circuit; 220, cooling and lubricating oil circuit; 230, cooling and lubricating auxiliary circuit; 241, first cooling oil circuit; 242, second cooling oil circuit; 243, third cooling oil circuit; 251, rotor cooling oil circuit; 252, stator cooling oil circuit.

[0027] The realization of the purpose, functional features and advantages of the utility model will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0029] It should be noted that if the embodiments of the present invention involve directional indications (such as up, down, left, right, front, back...), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0030] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the utility model, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or solutions that satisfy both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in this field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the utility model.

[0031] The hydraulic system is a mechanical system that uses liquid (usually oil) to transmit pressure and energy in a closed pipeline. It is mainly composed of hydraulic pumps, actuators, control valves, pipelines and connectors, hydraulic oil, auxiliary components, etc. The hydraulic system of a vehicle mainly plays the role of power transmission, force amplification, operation control, energy storage, temperature control, lubrication, etc.

[0032] At present, two mechanical pumps are generally used in the hydraulic system of hybrid vehicles. One of the mechanical pumps is connected to the engine to supply oil to the clutch; the other mechanical pump is installed on the wheel side for cooling and lubrication. However, because the mechanical pump is usually directly driven by the motor, engine or other mechanical power source, the amount of cooling oil in the system will change with the change of vehicle speed, that is, the amount of cooling oil is small at low speed and large at high speed.

[0033] When the vehicle speed increases, the amount of cooling oil will also increase, which will lead to excessive cooling oil, making the entire hydraulic system bulky and wasting production materials. At the same time, the dual mechanical pump flow is large, the energy consumption and the loss of the pipeline are also large, and the oil loss is relatively high.

[0034] The utility model provides a hydraulic system.

[0035] See also Figure 1 and Figure 2 In one embodiment of the utility model, the hydraulic system includes an engine, a generator, a drive motor, a clutch, a mechanical pump 110, an electronic pump 120, a main pressure oil circuit 210, a cooling and lubricating oil circuit 220, a hydraulic oil tank 130 and a controller; the mechanical pump 110 is transmission-connected to the engine, the inlet end of the mechanical pump 110 is connected to the hydraulic oil tank 130, and the outlet end of the mechanical pump 110 is connected to the main pressure oil circuit 210 to provide hydraulic oil for the clutch.

[0036] Specifically, the inlet end of the mechanical pump 110 is connected to the hydraulic oil tank 130, and the outlet end of the mechanical pump 110 is connected to the main pressure oil circuit 210, that is, the mechanical pump 110 can pump the oil in the hydraulic oil tank 130 to the main pressure oil circuit 210, and the end of the main pressure oil circuit 210 away from the mechanical pump 110 is connected to the clutch, so that the main pressure oil circuit 210 provides hydraulic oil for the clutch to drive the clutch to work. In the transmission system, the engine is connected to the output shaft through the clutch, and the output shaft is used to connect with the wheel to transmit power to the wheel to drive the vehicle to move. It can be understood that when the engine participates in the driving work, the clutch needs to be engaged; when the engine does not participate in the driving work, the clutch needs to be disconnected. The mechanical pump 110 is connected to the engine in a transmission manner. In this way, when the engine is working, it will drive the mechanical pump 110 to work, thereby pumping the oil in the hydraulic oil tank 130 to the main pressure oil circuit 210, so that the clutch is engaged, so that the power of the engine can be transmitted to the wheel through the clutch to drive the vehicle. When the engine is not working, the mechanical pump 110 is also not working. At this time, the oil in the hydraulic oil tank 130 cannot be pumped to the main pressure oil circuit 210, and no hydraulic oil is supplied to the clutch. At this time, the clutch is disconnected.

[0037] The inlet end of the electronic pump 120 is connected to the hydraulic oil tank 130 , and the outlet end of the electronic pump 120 is connected to the cooling and lubricating oil circuit 220 , which is used for cooling and lubricating various components connected to the cooling and lubricating oil circuit 220 .

[0038] Specifically, the inlet end of the electronic pump 120 is connected to the hydraulic oil tank 130, and the outlet end of the electronic pump 120 is connected to the cooling and lubricating oil circuit 220, that is, the electronic pump 120 can pump the oil in the hydraulic oil tank 130 to the cooling and lubricating oil circuit 220. Various components are connected to the end of the cooling and lubricating oil circuit 220 away from the electronic pump 120, wherein the various components include but are not limited to a drive motor, a generator, a clutch, bearings, gears, etc. The cooling and lubricating oil circuit 220 is used to cool and lubricate at least part of the various components.

[0039] In the hydraulic system of the utility model, a dual pump redundancy design of a mechanical pump 110 and an electronic pump 120 is adopted. When any oil pump has a problem, the other oil pump can still limp to a repair shop for repair, thereby improving the safety of vehicle use.

[0040] It is understandable that the amount of oil supplied by the electronic pump 120 can be quantitatively supplied according to the surrounding environment temperature, motor temperature and other conditions. Compared with the mechanical pump 110, on the one hand, it avoids the increase of the amount of coolant oil with the increase of vehicle speed, thereby avoiding the excessive amount of cooling oil provided at high vehicle speed, thereby reducing energy loss, reducing the oil consumption of the hydraulic system, and improving the efficiency of the hydraulic system. On the other hand, the quantitative supply of oil by the electronic pump 120 also reduces the demand for the filtration and oil circuit system of the hydraulic system, reduces the volume and weight of components such as the valve block, oil suction filter, fine filter, and cooler 141, thereby reducing the volume and weight of the hydraulic system, which is conducive to reducing the cost of the hydraulic system. On the other hand, in the hydraulic system of the dual mechanical pump 110, because the mechanical pump 110 will provide too much oil, a pressure relief oil circuit needs to be set in its cooling oil circuit; and the electronic pump 120 used in the utility model will not supply too much cooling oil, so the pressure relief oil circuit can be cancelled, which is conducive to the lightweight and low cost of the hydraulic system.

[0041] The cooling lubricating oil circuit 220 includes an oil temperature regulating unit 140, which is electrically connected to a controller. The controller is used to obtain the temperature of the oil at each component connected to the cooling lubricating oil circuit 220, and control the oil temperature regulating unit 140 according to the temperature, thereby adjusting the ratio of the cooling oil volume to the total oil volume to increase or decrease the temperature of the cooling oil.

[0042] Specifically, an oil temperature regulating unit 140 is also provided in the cooling lubricating oil circuit 220, and the oil temperature regulating unit 140 is used to regulate the temperature of the cooling oil. The controller is electrically connected to the oil temperature regulating unit 140, and can obtain the temperature of the oil at each component connected to the cooling lubricating oil circuit 220. In one embodiment, each component connected to the cooling lubricating oil circuit 220 is provided with a temperature detection device, and the temperature detection device is electrically connected to the controller to transmit the detected temperature value to the controller. After the controller obtains the temperature value, it controls the oil temperature regulating unit 140. It can be understood that when cooling and lubricating the components such as the drive motor, generator, clutch, bearing, gear, etc., the oil needs to be kept within a certain cooling temperature range. The controller controls the oil temperature regulating unit 140 to control the cooling oil temperature within the cooling temperature range.

[0043] More specifically, when the temperature value obtained by the controller is greater than the first preset temperature value, the controller increases the ratio of the cooling oil volume to the total oil volume by controlling the oil temperature regulating unit 140, thereby reducing the temperature of the cooling oil to cool and lubricate the various components. When the temperature value obtained by the controller is less than the second preset temperature value, the controller reduces the ratio of the cooling oil volume to the total oil volume by controlling the oil temperature regulating unit 140, thereby increasing the temperature of the cooling oil. In particular, when the vehicle is in a low temperature environment such as winter, the electronic pump 120 is used to supply oil, and the oil temperature regulating unit 140 can adjust the cooling oil volume in the hydraulic system to ensure that the gearbox can heat up quickly.

[0044] It is worth noting that the electrical connection between the controller and the oil temperature regulating unit 140, and the controller and other devices mentioned in the utility model, and the control logic therebetween are all prior art and will not be described in detail here. The first preset temperature, the second preset temperature and the cooling temperature range can be set according to different requirements and are not limited here.

[0045] The technical solution of the utility model is to set a mechanical pump 110 and an electronic pump 120 in the hydraulic system, wherein the mechanical pump 110 is connected to the engine by transmission, and the mechanical pump 110 supplies the oil in the hydraulic oil tank 130 to the clutch through the main pressure oil circuit 210 for the clutch to work; the electronic pump 120 supplies the oil in the hydraulic oil tank 130 to the drive motor, generator, clutch and other components through the cooling and lubricating oil circuit 220 to provide cooling and lubrication for each component. At the same time, an oil temperature regulating unit 140 is also set in the cooling and lubricating oil circuit 220, and the temperature of the cooling oil is increased or decreased by controlling the oil temperature regulating unit 140. In this way, on the one hand, compared with the prior art, the setting of the dual mechanical pump 110 is adopted, and the hydraulic system of the utility model adopts the setting of the mechanical pump 110 plus the electronic pump 120, and the electronic pump 120 can provide the corresponding amount of cooling oil according to the demand, thereby avoiding the increase of the amount of cooling oil provided by the mechanical pump 110 with the increase of the vehicle speed, causing unnecessary waste, thereby reducing the oil consumption of the hydraulic system and improving the efficiency of the hydraulic system. On the other hand, compared with the arrangement of the dual mechanical pumps 110 , the pressure relief oil circuit in the cooling oil circuit is eliminated, which is beneficial to the lightweight and low cost of the hydraulic system.

[0046] In an embodiment of the utility model, the oil temperature regulating unit 140 includes a cooler 141 and a bypass valve 142, and the controller is electrically connected to the bypass valve 142 to control the on and off of the bypass valve 142; one end of the cooler 141 and the bypass valve 142 connected in parallel is connected to the outlet end of the electronic pump 120, and the other end is used to be connected to the components with cooling and lubrication.

[0047] Specifically, the oil temperature regulating unit 140 includes a cooler 141 and a bypass valve 142 connected in parallel, the inlet end of the cooler 141 and the bypass valve 142 connected in parallel is connected to the outlet end of the electronic pump 120, and the outlet end of the cooler 141 and the bypass valve 142 connected in parallel is connected to the generator, drive connection, clutch, gear, bearing and other components. The controller is electrically connected to the bypass valve 142 to control the on and off of the bypass valve 142.

[0048] When the temperature value obtained by the controller is greater than the first preset temperature value, the temperature of the oil in the cooling and lubricating oil circuit 220 is too high, and the controller controls the bypass valve 142 to close, so that all the oil pumped out from the electronic pump 120 is cooled by the cooler 141 before flowing to the components to be cooled and lubricated. When the temperature value obtained by the controller is less than the second preset temperature value, the temperature of the oil in the cooling and lubricating oil circuit 220 is too low, and the controller controls the bypass valve 142 to open, so that part of the oil flows to the components to be cooled and lubricated through the cooler 141, and part of the oil flows directly to the components to be cooled and lubricated through the bypass valve 142.

[0049] It can be understood that the temperature value obtained by the controller refers to the oil temperature value of the lubricated parts to be cooled, including but not limited to generators, drive motors, clutches, gears, bearings, etc. Among them, different working conditions determine whether the above-mentioned lubricated parts to be cooled are involved in the work. Because the parts involved in the work need cooling and lubrication, the controller obtains the oil temperature of the parts involved in the work.

[0050] In particular, when in low temperature conditions such as winter, the bypass valve 142 is opened to prevent most of the oil from flowing through the cooler 141, thereby giving priority to ensuring the internal heat circulation of the gearbox motor and allowing the gearbox to heat up quickly for normal operation.

[0051] In one embodiment, the bypass valve 142 is a proportional valve, and the controller can control the opening ratio of the bypass valve 142 according to the obtained temperature value of the lubricated component to be cooled, so as to accurately control the flow rate flowing through the cooler 141.

[0052] In one embodiment, a filter is further provided at the inlet end of the cooler 141, that is, the cooler 141 and the filter are connected in series and then connected in parallel with the bypass valve 142. The provision of the filter prevents impurities in the oil from entering the cooler 141, thereby ensuring the normal operation of the cooler 141 and facilitating the extension of the service life of the cooler 141.

[0053] In one embodiment, the cooler 141 adopts an oil-water cooler 141. Compared with the air cooler 141, the oil-water cooler 141 has smaller resistance, thereby avoiding excessive oil pressure in the cooling lubricating oil circuit 220, and the pressure relief valve on the cooling lubricating oil circuit 220 can be eliminated, which is beneficial to the lightweight and low cost of the hydraulic system.

[0054] In an embodiment of the utility model, the hydraulic system further includes a cooling and lubricating auxiliary circuit 230 , the inlet end of the cooling and lubricating auxiliary circuit 230 is connected to the outlet end of the mechanical pump 110 , and the outlet end of the cooling and lubricating auxiliary circuit 230 is connected to the cooling and lubricating oil circuit 220 .

[0055] Specifically, the hydraulic system also includes a cooling and lubricating auxiliary circuit 230, and the mechanical pump 110 is connected to the cooling and lubricating oil circuit 220 through the cooling and lubricating auxiliary circuit 230. Under some working conditions, such as full load and continuous low-speed climbing, the amount of cooling oil provided by the electronic pump 120 cannot meet the demand. At this time, the engine is started, and the mechanical pump 110 also provides oil to enter the cooling and lubricating oil circuit 220 to meet the needs of the vehicle and ensure the normal operation of the vehicle.

[0056] In an embodiment of the utility model, the cooling and lubrication auxiliary circuit 230 includes a pilot valve 151 and a pressure regulating valve 152, the inlet end of the pilot valve 151 is connected to the outlet end of the mechanical pump 110, and the outlet end of the pilot valve 151 is connected to the first side of the pressure regulating valve 152; the second side of the pressure regulating valve 152 is connected to the main pressure oil circuit 210, the inlet end of the pressure regulating valve 152 is connected to the outlet end of the mechanical pump 110, and the outlet end of the pressure regulating valve 152 is connected to the inlet end of the oil temperature regulating unit 140, and the controller is electrically connected to the pilot valve 151 to control the on and off of the pilot valve 151.

[0057] Specifically, the cooling and lubrication auxiliary circuit 230 includes a pilot valve 151 and a pressure regulating valve 152. One end of the pilot valve 151 is connected to the mechanical pump 110, and the other end is connected to the first side of the pressure regulating valve 152. The second side of the pressure regulating valve 152 is connected to the main pressure oil circuit 210, and the inlet end and the outlet end of the pressure regulating valve 152 are respectively connected to the mechanical pump 110 and the oil temperature regulating unit 140. The first side of the pressure regulating valve 152 refers to the right side shown in the figure of the utility model, and the second side of the pressure regulating valve 152 refers to the left side shown in the figure of the utility model.

[0058] When the controller controls the pilot valve 151 to be energized, the pilot valve 151 opens, and the oil pumped out by the mechanical pump 110 enters the first side of the pressure regulating valve 152 through the pilot valve 151, so that the valve core of the pressure regulating valve 152 moves, and the pressure regulating valve 152 is in the first connected state, and the oil flows through the outlet of the pressure regulating valve 152 to the inlet end of the oil temperature regulating unit 140.

[0059] When the control valve controls the pilot valve 151 to lose power, the pilot valve 151 is closed, and the oil pumped out by the mechanical pump 110 enters the pressure regulating valve 152 through the inlet of the pressure regulating valve 152. At this time, the pressure regulating valve 152 is in the second connected state, and the oil flows through the outlet of the pressure regulating valve 152 to the inlet end of the oil temperature regulating unit 140.

[0060] The amount of oil discharged when the pressure regulating valve 152 is in the first connected state is different from the amount of oil discharged when it is in the second connected state, which can be set according to the needs. Through the cooperation of the pilot valve 151 and the pressure regulating valve 152, the amount of oil provided by the cooling and lubricating auxiliary circuit 230 can be adjusted to meet the needs of the hydraulic system.

[0061] In an embodiment of the utility model, the cooling lubricating oil circuit 220 also includes a first cooling oil circuit 241 connected to the drive motor, a second cooling oil circuit 242 connected to the generator, and a third cooling oil circuit 243 connected to the clutch. The first cooling oil circuit 241, the second cooling oil circuit 242 and the third cooling oil circuit 243 are connected in parallel and are respectively connected to the outlet end of the oil temperature regulating unit 140; a cooling control valve 160 is also installed on the second cooling oil circuit 242, and the outlet end of the pilot valve 151 is connected to the cooling control valve 160 to control the on and off of the cooling control valve 160.

[0062] Specifically, in one embodiment, the lubricated parts to be cooled include a generator, a drive motor, and a clutch. Three branches are provided at the outlet of the oil temperature regulating unit 140, namely, a first cooling oil circuit 241 connected to the drive motor, a second cooling oil circuit 242 connected to the generator, and a third cooling oil circuit 243 connected to the clutch. The three branches are connected in parallel, so that the oil flowing out of the outlet of the oil temperature regulating unit 140 flows through the drive motor, the generator, and the clutch respectively.

[0063] A cooling control valve 160 is also provided on the second cooling oil circuit 242 of the generator, and one side of the cooling control valve 160 is connected to the outlet of the pilot valve 151, so that the pilot valve 151 controls the on-off of the cooling control valve 160. The inlet end of the cooling control valve 160 is connected to the outlet end of the oil temperature regulating unit 140, and the outlet end of the cooling control valve 160 is connected to the generator.

[0064] It is understandable that in the transmission system, the engine and the generator are directly connected. Direct connection means that there is no control element, such as a coupling, a clutch, etc., between the engine and the generator, and a reduction transmission structure may be provided between the engine and the generator. Generally, when the engine is working, the generator will also work, and at this time the generator needs cooling and lubrication.

[0065] The engine drives the oil pumped out by the mechanical pump 110 to flow to the pilot valve 151, and then flows from the pilot valve 151 to the cooling control valve 160, so that the valve core of the cooling control valve 160 moves to open the cooling control valve 160, so that the oil flowing out of the oil temperature regulating unit 140 can flow to the generator through the cooling control valve 160 to provide cooling lubrication for the generator.

[0066] Please refer to Figure 2In an embodiment of the utility model, the cooling lubricating oil circuit 220 includes a rotor cooling oil circuit 251 and a stator cooling oil circuit 252. The rotor cooling oil circuit 251 is connected to the rotor of the drive motor and the rotor of the generator, and the stator cooling oil circuit 252 is connected to the stator of the drive motor and the stator of the generator; a rotor control valve 190 is provided between the rotor cooling oil circuit 251 and the outlet end of the oil temperature regulating unit 140, and the controller is electrically connected to the rotor control valve 190 to control the on-off of the rotor control valve 190, thereby controlling the on-off of the rotor cooling oil circuit 251.

[0067] Specifically, in one embodiment, the cooling lubricating oil circuit 220 includes a rotor cooling oil circuit 251 and a stator cooling oil circuit 252 connected in parallel, and the inlet end of the rotor cooling oil circuit 251 and the inlet end of the stator cold zone oil circuit are respectively connected to the outlet end of the oil temperature regulating unit 140. The outlet end of the rotor cooling oil circuit 251 is connected to the rotor of the drive motor and the rotor of the generator to cool and lubricate the rotors of the two motors; the outlet end of the stator cooling oil circuit 252 is connected to the stator of the drive motor and the stator of the generator to cool and lubricate the stators of the two motors. Among them, a rotor control valve 190 is arranged between the inlet end of the rotor cooling oil circuit 251 and the outlet end of the oil temperature regulating unit 140, and the rotor control valve 190 is electrically connected to the controller so that the controller can control the on and off of the rotor control valve 190 to control the on and off of the rotor cooling oil circuit 251.

[0068] When the controller obtains that the oil temperature at the drive motor and the generator is lower than the third preset temperature value, at this time, the cooling demand of the two motors is not large, and the controller controls the rotor control valve 190 to be disconnected, and the stators of the two motors are cooled only through the stator cooling oil circuit 252, and the two motors are then cooled through the stator coil. When the controller obtains that the oil temperature at the drive motor and the generator is higher than the third preset temperature value, such as high-speed overload and other working conditions, at this time, the cooling demand of the two motors is large, and the controller controls the rotor control valve 190 to be opened, and the rotors of the two motors are cooled through the rotor cooling oil circuit 251, and the stators of the two motors are cooled through the stator cooling oil circuit 252 to meet the cooling demand of the two motors.

[0069] In an embodiment of the utility model, a clutch control valve 171 is also provided on the main pressure oil circuit 210, one end of the clutch control valve 171 is connected to the outlet end of the mechanical pump 110, and the other end is connected to the clutch, and a first pressure sensor 172 is provided between the clutch control valve 171 and the clutch.

[0070] Specifically, a clutch control valve 171 is also provided on the main pressure oil circuit 210, one end of the clutch control valve 171 is connected to the outlet end of the mechanical pump 110, and the other end is connected to the clutch. The oil pumped out by the mechanical pump 110 flows into the clutch through the clutch control valve 171 to drive the clutch. A first pressure sensor 172 is provided between the clutch control valve 171 and the clutch. The first pressure sensor 172 is used to detect the pressure value at the inlet end of the clutch. The clutch control valve 171 can control the pressure of the oil flowing into the clutch according to the pressure value detected by the first pressure sensor 172, so as to avoid the impact and damage to the clutch caused by excessive oil pressure.

[0071] In the embodiment of the utility model, a second pressure sensor 173 is provided between the clutch control valve 171 and the outlet end of the mechanical pump 110. Specifically, a second pressure sensor 173 is also provided in the main pressure oil circuit 210, and the second pressure sensor 173 is provided between the clutch control valve 171 and the mechanical pump 110. The second pressure sensor 173 is used to detect the oil pressure at the outlet end of the mechanical pump 110, so as to monitor the pressure of the main pressure oil circuit 210 in real time.

[0072] In the embodiment of the utility model, the main pressure oil circuit 210 is further provided with a relief valve 180, the inlet end of the relief valve 180 is connected to the outlet end of the mechanical pump 110, and the outlet end of the relief valve 180 is connected to the hydraulic oil tank 130. Specifically, the main pressure oil circuit 210 is further provided with a relief valve 180, the inlet end of the relief valve 180 is connected to the outlet end of the mechanical pump 110, and the outlet end of the relief valve 180 is connected to the hydraulic oil tank 130. The relief valve 180 is electrically connected to the controller so that the controller controls the on and off of the relief valve 180. In this way, when the oil pressure detected by the second pressure sensor 173 is too high, the controller controls the relief valve 180 to open, so that part of the oil in the main pressure oil circuit 210 flows back to the hydraulic oil tank 130, so as to ensure that the pressure in the main pressure oil circuit 210 is within a normal range.

[0073] Thus, the clutch control valve 171 and the relief valve 180 are arranged in the main pressure oil circuit 210 to adjust the pressure in the main pressure oil circuit 210. The electronic pump 120 is mainly used to cool and lubricate the motor and other components through the cooling and lubricating oil circuit 220. Such an arrangement avoids the electronic pump 120 from being connected to the main pressure regulating system in the main pressure oil circuit 210, thereby reducing the pressure loss of the electronic pump 120 if it passes through the main pressure regulating system.

[0074] The utility model also proposes a vehicle, which includes a hydraulic system. The specific structure of the hydraulic system refers to the above-mentioned embodiments. Since the vehicle adopts all the technical solutions of all the above-mentioned embodiments, it has at least all the beneficial effects brought by the technical solutions of the above-mentioned embodiments, which will not be described one by one here.

[0075] The above description is only an exemplary embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the technical concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. A hydraulic system, characterized in that: It includes engine, generator, drive motor, clutch, mechanical pump, electronic pump, main pressure oil circuit, cooling and lubricating oil circuit, hydraulic oil tank and controller; The mechanical pump is transmission-connected to the engine, the inlet end of the mechanical pump is connected to the hydraulic oil tank, and the outlet end of the mechanical pump is connected to the main pressure oil circuit to provide hydraulic oil to the clutch; The inlet end of the electronic pump is connected to the hydraulic oil tank, and the outlet end of the electronic pump is connected to the cooling and lubricating oil circuit, and is used for cooling and lubricating various components connected to the cooling and lubricating oil circuit; The cooling and lubricating oil circuit includes an oil temperature regulating unit, which is electrically connected to the controller. The controller is used to obtain the temperature of the oil at each component connected to the cooling and lubricating oil circuit, and control the oil temperature regulating unit according to the temperature, thereby adjusting the ratio of the cooling oil volume to the total oil volume to increase or decrease the temperature of the cooling oil.

2. The hydraulic system according to claim 1, characterized in that: The oil temperature regulating unit includes a cooler and a bypass valve, and the controller is electrically connected to the bypass valve to control the on and off of the bypass valve; one end of the cooler and the bypass valve connected in parallel is connected to the outlet end of the electronic pump, and the other end is used to be connected to the parts to be cooled and lubricated.

3. The hydraulic system according to claim 1, characterized in that: The hydraulic system further comprises a cooling and lubricating auxiliary circuit, the inlet end of the cooling and lubricating auxiliary circuit is connected to the outlet end of the mechanical pump, and the outlet end of the cooling and lubricating auxiliary circuit is connected to the cooling and lubricating oil circuit.

4. The hydraulic system according to claim 3, characterized in that: The cooling and lubrication auxiliary circuit includes a pilot valve and a pressure regulating valve, the inlet end of the pilot valve is connected to the outlet end of the mechanical pump, and the outlet end of the pilot valve is connected to the first side of the pressure regulating valve; the second side of the pressure regulating valve is connected to the main pressure oil circuit, the inlet end of the pressure regulating valve is connected to the outlet end of the mechanical pump, and the outlet end of the pressure regulating valve is connected to the inlet end of the oil temperature regulating unit, and the controller is electrically connected to the pilot valve to control the on and off of the pilot valve.

5. The hydraulic system according to claim 4, characterized in that: The cooling lubricating oil circuit also includes a first cooling oil circuit connected to the drive motor, a second cooling oil circuit connected to the generator, and a third cooling oil circuit connected to the clutch, the first cooling oil circuit, the second cooling oil circuit and the third cooling oil circuit are connected in parallel and are respectively connected to the outlet end of the oil temperature regulating unit; A cooling control valve is also installed in the second cooling oil circuit, and the outlet end of the pilot valve is connected to the cooling control valve to control the on-off of the cooling control valve.

6. The hydraulic system according to claim 1, characterized in that: The cooling lubricating oil circuit includes a rotor cooling oil circuit and a stator cooling oil circuit, the rotor cooling oil circuit is connected to both the rotor of the drive motor and the rotor of the generator, and the stator cooling oil circuit is connected to both the stator of the drive motor and the stator of the generator; A rotor control valve is provided between the rotor cooling oil circuit and the outlet end of the oil temperature regulating unit, and the controller is electrically connected to the rotor control valve to control the on-off of the rotor control valve, thereby controlling the on-off of the rotor cooling oil circuit.

7. The hydraulic system according to claim 1, characterized in that: A clutch control valve is also provided in the main pressure oil circuit, one end of the clutch control valve is connected to the outlet end of the mechanical pump, and the other end is connected to the clutch, and a first pressure sensor is provided between the clutch control valve and the clutch.

8. The hydraulic system according to claim 7, characterized in that: A second pressure sensor is provided between the clutch control valve and the outlet end of the mechanical pump.

9. The hydraulic system according to claim 1, characterized in that: The main pressure oil circuit is also provided with an overflow valve, the inlet end of the overflow valve is connected to the outlet end of the mechanical pump, and the outlet end of the overflow valve is connected to the hydraulic oil tank.

10. A vehicle, characterized in that: Comprising a hydraulic system as claimed in any one of claims 1 to 9.

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