Hydraulic control system of hybrid power vehicle and vehicle

Abstract

The utility model discloses a hydraulic control system of a hybrid power vehicle and an automobile. The hydraulic control system of the hybrid power vehicle comprises an oil pumping assembly, a first main oil supply line and a second main oil supply line. The oil pumping assembly comprises a first oil pump and a second oil pump. An inlet of the first oil pump and an inlet of the second oil pump communicate with an oil storage tank of the vehicle. The first main oil supply path is communicated with the second main oil supply path, one end of the first main oil supply path is communicated with a first oil pump, and the other end of the first main oil supply path is communicated with a first clutch, a second clutch and a third clutch of the vehicle; one end of the second main oil supply path is communicated with the second oil pump, and the other end of the second main oil supply path is only communicated with the first clutch; when the engine of the vehicle works, the oil supply of the first clutch, the second clutch and the third clutch is ensured when the first oil pump works, so that the clutches can respond in time; when only the motor of the vehicle works, the first clutch keeps pressure, and the NVH performance of the vehicle is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of hydraulic systems, in particular to a hydraulic control system of a hybrid vehicle and a vehicle having the same. Background Art

[0002] With the development of new energy technologies and consumers' increasing requirements for vehicle quietness and comfort, hybrid vehicles have emerged. Therefore, the hydraulic control system of hybrid vehicles is widely used in the field of hybrid vehicles. The hydraulic control system of existing hybrid vehicles is mainly used to realize the action control of actuators such as clutches and the cooling and lubrication of motors or other components during the operation of the vehicle. However, due to the relatively poor working conditions of actuators and components, when the hydraulic control system controls the action of actuators such as clutches, the clutches and other actuators will produce impact and vibration, and will also cause impact and vibration of the hydraulic control system control oil circuit. It is difficult for the hydraulic control system of existing hybrid vehicles to reduce NVH (noise, vibration, and harshness) during the operation of actuators such as clutches.

[0003] For example, Chinese invention patent CN116292537A discloses a hydraulic control system, transmission and automobile of a hybrid vehicle. Although it reduces the power consumption of the hydraulic system while ensuring the cooling and lubrication functions of the system, thereby ensuring the efficiency and power economy of the entire vehicle, it does not solve the impact and vibration generated when the clutch and other actuators are engaged, which will also cause impact and vibration in the hydraulic control system control oil circuit. Therefore, the NVH problem of the hydraulic control system of the entire hybrid vehicle is still not improved.

[0004] Therefore, there is a problem in the prior art that the NVH in the hydraulic control system of the hybrid vehicle cannot meet the needs of the users. Utility Model Content

[0005] The utility model aims to solve the problem in the prior art that the NVH in the hydraulic control system of a hybrid vehicle cannot meet the needs of users.

[0006] To solve the above technical problems, an implementation of the utility model discloses a hydraulic control system of a hybrid vehicle, including an oil pump assembly, a first main oil supply circuit, and a second main oil supply circuit; wherein the oil pump assembly includes a first oil pump and a second oil pump, and the inlet of the first oil pump and the inlet of the second oil pump are both connected to the vehicle's oil storage tank; the first main oil supply circuit is connected to the second main oil supply circuit, one end of the first main oil supply circuit is connected to the first oil pump, and the other end of the first main oil supply circuit is connected to the first clutch, the second clutch and the third clutch of the vehicle; one end of the second main oil supply circuit is connected to the second oil pump, and the other end of the second main oil supply circuit is only connected to the first clutch; when the vehicle's engine is working, the first oil pump pumps the oil in the vehicle's oil storage tank to the first clutch, the second clutch and the third clutch through the first main oil supply circuit; when only the motor of the vehicle is working, the second oil pump pumps the oil in the vehicle's oil storage tank to only the first clutch through the second main oil supply circuit.

[0007] By adopting the above technical solution, when the vehicle's engine is working, the first oil pump pumps the oil in the vehicle's oil tank to the first clutch, the second clutch and the third clutch through the first main oil supply line, thereby ensuring the oil supply to the first clutch, the second clutch and the third clutch when the first oil pump is working, so that the clutch can respond in time; when only the motor of the vehicle is working, the second oil pump pumps the oil in the vehicle's oil tank to only the first clutch through the second main oil supply line, so that the first clutch maintains pressure, thereby improving the NVH performance of the vehicle when working in pure electric mode.

[0008] The embodiment of the utility model also discloses a hydraulic control system of a hybrid vehicle, wherein a first main oil supply circuit includes a pressure maintaining module, and a temperature and pressure sensor, a shock absorber, a first one-way valve, a first clutch control valve, a second clutch control valve, and a third clutch control valve are arranged on the first main oil supply circuit; wherein the temperature and pressure sensor is arranged between the first oil pump and the first clutch, and the shock absorber is arranged between the temperature and pressure sensor and the second clutch, and the first one-way valve, the first clutch control valve, and the first clutch are sequentially connected through the first main oil supply circuit along the oil flow direction of the first main oil supply circuit; the second clutch control valve and the second clutch are sequentially connected through the first main oil supply circuit along the oil flow direction of the first main oil supply circuit; the third clutch control valve and the third clutch are sequentially connected through the first main oil supply circuit along the oil flow direction of the first main oil supply circuit; the first clutch control valve, the second clutch control valve, and the third clutch control valve are all connected to the pressure maintaining module; the first clutch control valve, the second clutch control valve, and the third clutch control valve all include clutch control solenoid valves, and the pressure maintaining module includes a back pressure valve.

[0009] By adopting the above technical scheme, the pressure maintaining module ensures that the oil in the first clutch, the second clutch and the third clutch is always kept full, so that the first clutch, the second clutch and the third clutch can respond instantly, reducing the frustration and lag of the first clutch, the second clutch and the third clutch; the setting of the temperature and pressure sensor facilitates real-time monitoring of the pressure and temperature of the first main oil supply line; the setting of the shock absorber facilitates absorbing the impact of unstable oil pressure in the first main oil supply line, thereby improving the oil pressure stability of the first main oil supply line and avoiding oil impact and vibration in the first main oil supply line, thereby improving the NVH performance of the vehicle.

[0010] An embodiment of the utility model also discloses a hydraulic control system of a hybrid vehicle, the hydraulic control system of the hybrid vehicle also includes an oil pressure regulating module arranged between the first oil pump and the temperature and pressure sensor; the oil pressure regulating module includes a main oil circuit solenoid valve and a main oil circuit pressure regulating valve, in the oil circuit flow direction of the first main oil supply circuit, the main oil circuit solenoid valve is located downstream of the main oil circuit pressure regulating valve; wherein, the inlet of the main oil circuit pressure regulating valve is connected to the first oil pump, the first outlet of the main oil circuit pressure regulating valve is connected to the inlet of the first oil pump, the inlet of the main oil circuit solenoid valve is connected to the first main oil supply circuit, and the main oil circuit pressure regulating valve is electrically connected to the main oil circuit solenoid valve.

[0011] By adopting the above technical scheme, an oil pressure regulating module is arranged between the first oil pump and the temperature and pressure sensor, so that the oil pressure regulating module can adjust the oil output by the first oil pump so that the output oil can be returned according to different oil pressures, thereby ensuring the oil pressure input to the first main oil supply circuit and its stability.

[0012] An embodiment of the utility model also discloses a hydraulic control system of a hybrid vehicle, the hydraulic control system of the hybrid vehicle also includes a cooling and lubricating oil circuit connected to the second outlet of the main oil circuit pressure regulating valve and the second main oil supply circuit, and the cooling and lubricating oil circuit includes an oil cooler, a filter press and a cooling and lubricating sub-oil circuit; wherein, in the oil circuit flow direction of the cooling and lubricating oil circuit, the oil cooler, the filter press and the cooling and lubricating sub-oil circuit are connected in sequence.

[0013] By adopting the above technical solution, the cooling lubricating oil circuit is connected to the second outlet of the main oil circuit pressure regulating valve and the second main oil supply circuit, so that the first main oil supply circuit and the second main oil supply circuit can both provide oil to the cooling lubricating oil circuit. The oil cooler is used to cool the oil in the cooling lubricating oil circuit, ensuring that the oil input into the cooling lubricating oil circuit meets the cooling requirements; the filter press filters the impurities in the oil circuit, so that the oil input into the cooling lubricating oil circuit is cleaner, avoiding pipeline blockage and component damage caused by impurities.

[0014] An embodiment of the utility model also discloses a hydraulic control system of a hybrid vehicle, wherein a cooling and lubricating sub-oil circuit comprises a first cooling and lubricating sub-oil circuit, a second cooling and lubricating sub-oil circuit, and a cooling and lubricating component; in the oil circuit flow direction of the cooling and lubricating sub-oil circuit, the first cooling and lubricating sub-oil circuit is located upstream of the second cooling and lubricating sub-oil circuit; wherein the cooling and lubricating component comprises a motor, and the motor comprises a first motor and a second motor; the first cooling and lubricating sub-oil circuit comprises a first flow valve and a first throttle valve connected in parallel, and the second cooling and lubricating sub-oil circuit comprises a second flow valve and a second throttle valve connected in parallel, the inlets of the first flow valve and the first throttle valve and the inlets of the second flow valve and the second throttle valve are all connected to the outlet of the filter press, the outlets of the first flow valve and the first throttle valve are all connected to the first motor, and the outlets of the second flow valve and the second throttle valve are all connected to the second motor.

[0015] By adopting the above technical solution, by setting the first cooling and lubricating sub-oil circuit and the second cooling and lubricating sub-oil circuit, the first cooling and lubricating sub-oil circuit and the second cooling and lubricating sub-oil circuit can realize cooling and lubrication of cooling and lubricating components such as the first motor and the second motor.

[0016] An embodiment of the utility model also discloses a hydraulic control system of a hybrid vehicle, wherein a second one-way valve, a third one-way valve and a safety valve are further provided on the second main oil supply circuit; wherein the inlet of the second one-way valve is connected to the outlet of the second oil pump, and the outlet of the second one-way valve is connected to both the second main oil supply circuit and the inlet of the oil cooler; the third one-way valve is provided between the second one-way valve and the first clutch control valve along the second main oil supply circuit, and the second one-way valve, the third one-way valve and the first clutch control valve are connected in sequence along the oil flow direction of the second main oil supply circuit; the safety valve is provided between the second one-way valve and the third one-way valve along the second main oil supply circuit, and the second one-way valve, the safety valve, the third one-way valve and the first clutch control valve are connected in sequence along the oil flow direction of the second main oil supply circuit.

[0017] By adopting the above technical scheme, the setting of the second one-way valve and the third one-way valve prevents the oil from flowing back in the second main oil supply circuit, thereby avoiding the impact and vibration caused by the oil backflow, thereby improving the NVH performance of the vehicle; the setting of the safety valve plays a role in pressure relief, thereby avoiding excessive pressure in the second oil pump, and protecting the second oil pump from overloading.

[0018] An embodiment of the utility model also discloses a hydraulic control system of a hybrid vehicle, the hydraulic control system of the hybrid vehicle also includes a hydraulic shock-absorbing oil circuit, the hydraulic shock-absorbing oil circuit includes a hydraulic shock-absorbing control module arranged between the third one-way valve and the first clutch control valve, and a hydraulic shock-absorbing execution module arranged between the second one-way valve and the hydraulic shock-absorbing control module, the hydraulic shock-absorbing execution module is electrically connected to the hydraulic shock-absorbing control module, and the hydraulic shock-absorbing execution module and the hydraulic shock-absorbing control module are both connected to the second main oil supply circuit; wherein, the first inlet of the hydraulic shock-absorbing execution module is connected to the outlet of the second one-way valve, the second inlet of the hydraulic shock-absorbing execution module is connected to the outlet of the third one-way valve, and the outlet of the hydraulic shock-absorbing execution module is connected to the inlet of the oil cooler.

[0019] By adopting the above technical solution, a hydraulic shock absorption control module is set between the third one-way valve and the first clutch control valve, and a hydraulic shock absorption execution module is set between the second one-way valve and the hydraulic shock absorption control module, so that the hydraulic shock absorption control module can reduce the impact when the first clutch is engaged by controlling the shock absorption execution module; the outlet of the hydraulic shock absorption execution module is connected with the inlet of the oil cooler, so that the oil flowing through the hydraulic shock absorption execution module flows out to the oil cooler, and then flows into the cooling and lubricating oil circuit while completing the shock absorption of the first clutch, thereby realizing cooling and lubrication of cooling and lubricating components such as the first motor and the second motor.

[0020] The embodiment of the utility model also discloses a hydraulic control system of a hybrid vehicle, wherein the hydraulic shock absorption execution module includes a torque converter, a torque converter pressure regulating valve, and a torque converter reversing valve, and the hydraulic shock absorption control module includes a torque converter control solenoid valve; wherein the torque converter control solenoid valve is connected to the second main oil supply circuit; the torque converter pressure regulating valve is arranged between the third one-way valve and the torque converter control solenoid valve, and the inlet of the torque converter pressure regulating valve is connected to the second main oil supply circuit, and the first outlet of the torque converter pressure regulating valve is connected to the first inlet of the torque converter reversing valve; the second inlet of the torque converter reversing valve is connected to the second outlet of the main oil circuit pressure regulating valve and the outlet of the second one-way valve, the first outlet of the torque converter reversing valve is connected to the inlet of the torque converter, and the second outlet of the torque converter reversing valve is connected to the inlet of the oil cooler; the third inlet of the torque converter reversing valve is connected to the outlet of the torque converter.

[0021] By adopting the above technical solution, the torque converter control solenoid valve controls the torque converter pressure regulating valve and the torque converter reversing valve, and then switches the oil circuit input to the torque converter, so that the torque converter switches between locking and variable torque states, thereby achieving engine starting and oil circuit shock absorption.

[0022] An embodiment of the utility model also discloses a hydraulic control system of a hybrid vehicle, the hydraulic control system of the hybrid vehicle also includes a suction filter, the inlet of the suction filter is connected to the vehicle's oil storage tank, and the outlet of the suction filter is connected to the inlet of the first oil pump and the inlet of the second oil pump.

[0023] An embodiment of the utility model discloses a vehicle, comprising a hydraulic control system of a hybrid vehicle as described in any of the above embodiments.

[0024] The beneficial effects of the utility model are as follows: an embodiment of the utility model discloses a hydraulic control system of a hybrid vehicle, including an oil pump assembly, a first main oil supply circuit, and a second main oil supply circuit; wherein the oil pump assembly includes a first oil pump and a second oil pump, the inlet of the first oil pump and the inlet of the second oil pump are both connected to the vehicle's oil storage tank; the first main oil supply circuit is connected to the second main oil supply circuit, one end of the first main oil supply circuit is connected to the first oil pump, and the other end of the first main oil supply circuit is connected to the first clutch, the second clutch and the third clutch of the vehicle; one end of the second main oil supply circuit is connected to the second oil pump, and the other end of the second main oil supply circuit is only connected to the first clutch; when the vehicle's engine is working, the first oil pump pumps the oil in the vehicle's oil storage tank through the first main oil supply circuit The oil is pumped to the first clutch, the second clutch and the third clutch, ensuring the oil supply of the first clutch, the second clutch and the third clutch when the first oil pump is working, so that the clutch can respond in time. At the same time, because the first clutch, the second clutch and the third clutch maintain the engagement pressure at any time, the engagement hysteresis of the first clutch, the second clutch and the third clutch is reduced, and the impact and vibration of the oil pressure change in the first main oil supply line are reduced, thereby making the vehicle have better NVH performance; when only the motor of the vehicle is working, the second oil pump pumps the oil in the vehicle's oil tank through the second main oil supply line only to the first clutch, so that the first clutch maintains pressure, thereby improving the NVH performance of the vehicle when working in pure electric mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic diagram of a hydraulic control system for a hybrid vehicle provided by an embodiment of the utility model;

[0026] Figure 2 A schematic diagram of the oil flow direction of the first main oil supply circuit of the hydraulic control system of a hybrid vehicle provided by an embodiment of the utility model when the vehicle engine is working;

[0027] Figure 3 A schematic diagram of the oil flow direction of the second main oil supply circuit of the hydraulic control system of a hybrid vehicle provided by an embodiment of the utility model when only the motor of the vehicle is working;

[0028] Figure 4A schematic diagram of a transmission system of a hydraulic control system for a hybrid vehicle provided in an embodiment of the utility model.

[0029] Description of reference numerals:

[0030] 100. Hydraulic control system for hybrid vehicles;

[0031] 110. Pump oil assembly;

[0032] 111, a first oil pump; 112, a second oil pump;

[0033] 120, first main oil supply line;

[0034] 121. pressure holding module; 122. temperature and pressure sensor; 123. shock absorber; 124. first one-way valve; 125. first clutch control valve; 126. second clutch control valve; 127. third clutch control valve;

[0035] 130, second main oil supply line;

[0036] 131. Second one-way valve; 132. Third one-way valve; 133. Safety valve;

[0037] 140. Oil pressure regulating module;

[0038] 141. Solenoid valve of main oil circuit; 142. Pressure regulating valve of main oil circuit;

[0039] 150. Cooling and lubricating oil circuit;

[0040] 151, oil cooler; 152, filter press; 153, first flow valve; 154, first throttle valve; 155, second flow valve; 156, second throttle valve; 157, first motor; 158, second motor;

[0041] 160, hydraulic shock absorber oil circuit;

[0042] 161. Torque converter; 162. Torque converter pressure regulating valve; 163. Torque converter reversing valve; 164. Torque converter control solenoid valve;

[0043] 170. Suction filter;

[0044] 200, oil storage tank; 300, first clutch; 400, second clutch; 500, third clutch; 600, one-way clutch; 700, engine. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.

[0046] Example 1

[0047] like Figure 1 As shown, the implementation of this embodiment discloses a hydraulic control system 100 for a hybrid vehicle.

[0048] The hydraulic control system 100 of the hybrid vehicle cooperates with the power transmission system of the vehicle to improve the NVH generated during the power transmission process. The power transmission system includes an engine 700, a motor and a gearbox, and the engine 700 is transmission-connected to the gearbox, and the motor is transmission-connected to the gearbox.

[0049] In addition, the hydraulic control system provided in this embodiment includes an oil pump assembly 110, a first main oil supply circuit 120, and a second main oil supply circuit 130; wherein the oil pump assembly 110 includes a first oil pump 111 and a second oil pump 112, the first oil pump 111 is driven by the engine 700, and the second oil pump 112 is driven by the motor, and the inlet of the first oil pump 111 and the inlet of the second oil pump 112 are both connected to the vehicle's oil storage tank 200; the first main oil supply circuit 120 is connected to the second main oil supply circuit 130, one end of the first main oil supply circuit 120 is connected to the first oil pump 111, and the other end of the first main oil supply circuit 120 is connected to the first clutch 300, the second clutch 400 and the third clutch 500 of the vehicle; one end of the second main oil supply circuit 130 is connected to the second oil pump 11 2, and the other end of the second main oil supply path 130 is only connected to the first clutch 300; when the engine 700 of the vehicle is working, the first oil pump 111 pumps the oil in the oil storage tank 200 of the vehicle to the first clutch 300, the second clutch 400 and the third clutch 500 through the first main oil supply path 120, and the first clutch 300 and the third clutch 500 are both used to lock or unlock the engine 700 and the gearbox, thereby realizing the switching of different gears; the second clutch 400 is used to engage or disengage the engine 700 to realize the switching of the pure electric mode and the hybrid mode; when only the motor of the vehicle is working, the second oil pump 112 pumps the oil in the oil storage tank 200 of the vehicle to the first clutch 300 through the second main oil supply path 130.

[0050] Specifically, refer to Figure 1The oil pump assembly 110 includes a first oil pump 111 and a second oil pump 112. The first oil pump 111 includes but is not limited to a mechanical pump, and the second oil pump 112 includes but is not limited to an electronic pump. The inlets of the first oil pump 111 and the second oil pump 112 are both connected to the oil storage tank 200, and the outlet of the first oil pump 111 is connected to an end of the first main oil supply path 120 that is upstream of the oil flow direction. The first clutch 300, the second clutch 400 and the third clutch 500 are all connected to an end of the first main oil supply path 120 that is downstream of the oil flow direction. In the oil flow direction of the first main oil supply path 120, the position where the first clutch 300 is connected to the first main oil supply path 120 is located upstream of the position where the second clutch 400 is connected to the first main oil supply path 120, and the position where the second clutch 400 is connected to the first main oil supply path 120 is located upstream of the position where the third clutch 500 is connected to the first main oil supply path 120. The outlet of the second oil pump 112 is connected to an upstream end of the second main oil supply passage 130 in the oil flow direction of the second main oil supply passage 130 , and the downstream end of the second main oil supply passage 130 in the oil flow direction of the second main oil supply passage 130 is connected to the first clutch 300 .

[0051] More specifically, when the engine 700 of the vehicle is operating, Figure 2 , the first oil pump 111 pumps the oil in the oil storage tank 200 of the vehicle to the first clutch 300, the second clutch 400 and the third clutch 500 through the first main oil supply line 120; that is, when the vehicle is in a state where only the engine 700 is working or when the vehicle is in a hybrid state, the first oil pump 111 can pump the oil in the oil storage tank 200 and pump it to the first clutch 300, the second clutch 400 and the third clutch 500 through the first main oil supply line 120; when the vehicle is in a state where only the motor is working, refer to Figure 2 as well as Figure 3 , the second oil pump 112 pumps the oil in the oil tank 200 of the vehicle only to the first clutch 300 through the second main oil supply line 130, that is, when the vehicle is running in pure electric mode, only the second oil pump 112 works, and the second oil pump 112 can pump the oil in the oil tank 200 and pump it to the first clutch 300 through the second main oil supply line 130, so that the first clutch 300 is engaged. It should be noted that Figure 2 The middle arrow “→” indicates the oil flow direction of the first main oil supply path 120 when the vehicle engine is working. Figure 3 The arrow “→” in FIG. 1 represents the oil flow direction of the second main oil supply path 130 when only the motor of the vehicle is working.

[0052] With the above-mentioned structural arrangement, when the vehicle is in a state where only the engine 700 is working or when the vehicle is in a hybrid state, the first oil pump 111 pumps the oil in the oil storage tank 200 and simultaneously pumps it to the first clutch 300, the second clutch 400 and the third clutch 500 through the first main oil supply path 120, thereby ensuring the engagement pressure of the first clutch 300, the second clutch 400 and the third clutch 500, so that the clutch can respond in time. At the same time, since the first clutch 300, the second clutch 400 and the third clutch 500 maintain the engagement pressure at any time, the pressure is reduced. The first clutch 300, the second clutch 400 and the third clutch 500 are combined with hysteresis while reducing the impact and vibration of the oil pressure change in the first main oil supply line 120, thereby making the vehicle have better NVH performance; when the vehicle is in pure electric mode, the second oil pump 112 pumps the oil in the oil storage tank 200 and pumps it to the first clutch 300 through the second main oil supply line 130, so that the first clutch 300 is engaged, thereby improving the impact, setback and vibration caused by the clutch engagement when the vehicle is running in pure electric mode, and further improving the NVH performance of the vehicle.

[0053] Further, in the hydraulic control system 100 of the hybrid vehicle according to the utility model, the first main oil supply circuit 120 includes a pressure maintaining module 121, and the first main oil supply circuit 120 is provided with a temperature and pressure sensor 122, a shock absorber 123, a first one-way valve 124, a first clutch control valve 125, a second clutch control valve 126, and a third clutch control valve 127; wherein the temperature and pressure sensor 122 is arranged between the first oil pump 111 and the first clutch 300, the shock absorber 123 is arranged between the temperature and pressure sensor 122 and the second clutch 400, the first one-way valve 124, the first clutch control valve 125, and the first clutch 300 are connected to the first main oil supply circuit 120 along the first main oil supply circuit. The oil flow direction of the first main oil supply circuit 120 is connected in sequence; the second clutch control valve 126 and the second clutch 400 are connected in sequence through the first main oil supply circuit 120 along the oil flow direction of the first main oil supply circuit 120; the third clutch control valve 127 and the third clutch 500 are connected in sequence through the first main oil supply circuit 120 along the oil flow direction of the first main oil supply circuit 120; the first clutch control valve 125, the second clutch control valve 126, and the third clutch control valve 127 are all connected to the pressure holding module 121; the first clutch control valve 125, the second clutch control valve 126, and the third clutch control valve 127 all include clutch control solenoid valves, and the pressure holding module 121 includes but is not limited to a back pressure valve.

[0054] Specifically, refer to Figure 1The first main oil supply line 120 is provided with a temperature and pressure sensor 122, a shock absorber 123, a first one-way valve 124, a first clutch control valve 125, a second clutch control valve 126, and a third clutch control valve 127; Figure 2 , wherein, along the oil flow direction of the first main oil supply path 120, the temperature and pressure sensor 122 is arranged downstream of the first main oil supply path 120 and between the first oil pump 111 and the first clutch 300; the shock absorber 123 is arranged between the temperature and pressure sensor 122 and the second clutch 400, that is, along the oil flow direction of the first main oil supply path 120, the shock absorber 123 is arranged downstream of the temperature and pressure sensor 122 and upstream of the second clutch 400; in the oil flow direction of the first main oil supply path 120 supplying oil to the first clutch 300 along the first main oil supply path 120, the first check valve 124, the first clutch control valve 125, the first The clutches 300 are connected in sequence; in the oil flow direction of the first main oil supply circuit 120 along the first main oil supply circuit 120 to supply oil to the second clutch 400, the second clutch control valve 126 and the second clutch 400 are connected in sequence; in the oil flow direction of the first main oil supply circuit 120 along the first main oil supply circuit 120 to supply oil to the third clutch 500, the third clutch control valve 127 and the third clutch 500 are connected in sequence; one end of the pressure maintaining module 121 is connected to the first clutch control valve 125, the second clutch control valve 126, and the third clutch control valve 127, and the other end of the pressure maintaining module 121 is connected to the return oil tank.

[0055] Preferably, the first clutch control valve 125 , the second clutch control valve 126 , and the third clutch control valve 127 all include clutch control solenoid valves, and the pressure maintaining module 121 includes a back pressure valve.

[0056] For more specific information, see Figure 1The clutch control solenoid valve includes but is not limited to a three-position three-way clutch control solenoid valve. The three-position three-way clutch control solenoid valve is taken as an example for explanation: when the vehicle is not running, the three-position two-way clutch control solenoid valve is in the middle position, and the three-position two-way clutch control solenoid valve does not control the first clutch 300, the second clutch 400 and the third clutch 500; when the vehicle is running, but the pressure of the first main oil supply circuit 120 is relatively low, the three-position two-way clutch control solenoid valve is in the leftmost position, at which time the three-position two-way clutch control solenoid valve controls the first clutch 300, the second clutch 400 and the third clutch 500 to control the first clutch 300, the second clutch 400 and the third clutch 500, and the three-position two-way clutch control The solenoid valve is connected to the back-pressure valve. At this time, the back-pressure valve makes the first clutch 300, the second clutch 400 and the third clutch 500 maintain a lower back-pressure base and thus keep the cavity filled. During control, the time for filling the cavities of the first clutch 300, the second clutch 400 and the third clutch 500 can be saved, so that the first clutch 300, the second clutch 400 and the third clutch 500 can respond in time; when the pressure of the first main oil supply circuit 120 is sufficient, the three-position two-way clutch control solenoid valve is in the rightmost position. At this time, the three-position two-way clutch control solenoid valve controls the first clutch 300, the second clutch 400 and the third clutch 500 to control the first clutch 300, the second clutch 400 and the third clutch 500.

[0057] With the above-mentioned structural arrangement, the first main oil supply line 120 is provided with a temperature and pressure sensor 122 and a shock absorber 123, so that the temperature and pressure sensor 122 is convenient for real-time monitoring of the pressure and temperature of the first main oil supply line 120; the shock absorber 123 is convenient for absorbing the impact of the unstable oil pressure in the first main oil supply line 120, thereby improving the oil pressure stability of the first main oil supply line 120, and avoiding the oil impact and vibration of the first main oil supply line 120, thereby improving the NVH performance of the vehicle; along the oil flow direction of the first main oil supply line 120, the first main oil supply line 120 is connected to the first main oil supply line 120. A one-way valve 124 is arranged upstream of the first clutch control valve 125 to avoid the backflow of oil from the first main oil supply line 120 to the first clutch 300; the pressure maintaining module 121 ensures that the oil in the first clutch 300, the second clutch 400 and the third clutch 500 is always kept full, so that the first clutch 300, the second clutch 400 and the third clutch 500 can respond instantly, reducing the frustration and lag of the first clutch 300, the second clutch 400 and the third clutch 500.

[0058] Further, in the hydraulic control system 100 of the hybrid vehicle according to the present utility model, reference is made to Figure 1The hydraulic control system 100 of the hybrid vehicle further includes an oil pressure regulating module 140 disposed between the first oil pump 111 and the temperature and pressure sensor 122; the oil pressure regulating module 140 includes a main oil circuit solenoid valve 141 and a main oil circuit pressure regulating valve 142. In the oil circuit flow direction of the first main oil supply circuit 120, the main oil circuit solenoid valve 141 is located downstream of the main oil circuit pressure regulating valve 142; Figure 2 , wherein the inlet of the main oil circuit pressure regulating valve 142 is connected to the first oil pump 111, the first outlet of the main oil circuit pressure regulating valve 142 is connected to the inlet of the first oil pump 111, the inlet of the main oil circuit solenoid valve 141 is connected to the first main oil supply circuit 120, and the main oil circuit pressure regulating valve 142 is electrically connected to the main oil circuit solenoid valve 141.

[0059] Specifically, refer to Figure 1 The main oil circuit solenoid valve 141 includes a three-position three-way main oil circuit solenoid valve with a shock absorber. The three-position three-way main oil circuit solenoid valve is taken as an example for explanation: when the three-position three-way main oil circuit solenoid valve is not working, the three-position three-way main oil circuit solenoid valve is in the middle position; when the pressure of the first main oil supply circuit 120 is relatively large, the three-position three-way main oil circuit solenoid valve is in the leftmost position. Since the three-position three-way main oil circuit solenoid valve has its own shock absorber, the oil pressure entering the three-position three-way main oil circuit solenoid valve can be stabilized; when the pressure of the first main oil supply circuit 120 meets the requirements, the three-position three-way main oil circuit solenoid valve is in the rightmost position. At this time, the shock absorber of the three-position three-way main oil circuit solenoid valve is depressurized.

[0060] Specifically, refer to Figure 1 The main oil circuit pressure regulating valve 142 includes a three-position three-way main oil circuit pressure regulating valve. The three-position three-way main oil circuit pressure regulating valve is now taken as an example for explanation: when the pressure of the first main oil supply circuit 120 meets the requirements, the three-position three-way main oil circuit pressure regulating valve is in the rightmost position, and then supplies oil to the first main oil supply circuit 120; when the pressure of the first main oil supply circuit 120 is relatively large and there are requirements for cooling and lubrication, the three-position three-way main oil circuit pressure regulating valve is in the leftmost position. At this time, the three-position three-way main oil circuit pressure regulating valve supplies oil to the first main oil supply circuit 120 and the cooling and lubricating oil circuit 150 while releasing part of the oil pressure to the oil storage tank 200; when the pressure of the first main oil supply circuit 120 meets the requirements and there are requirements for cooling and lubrication, the three-position three-way main oil circuit pressure regulating valve is in the middle position of the leftmost position. At this time, the three-position three-way main oil circuit pressure regulating valve supplies oil to the first main oil supply circuit 120 and the cooling and lubricating oil circuit 150.

[0061] With the above-mentioned structural setting, by setting the oil pressure regulating module 140 between the first oil pump 111 and the temperature and pressure sensor 122, the oil pressure regulating module 140 can adjust the oil output by the first oil pump 111, so that the output oil can achieve oil return, cooling and lubrication according to different oil pressures, thereby ensuring the oil pressure input to the first main oil supply circuit 120 and its stability.

[0062] Further, in the hydraulic control system 100 of the hybrid vehicle according to the present utility model, reference is made to Figure 3 The hydraulic control system 100 of the hybrid vehicle also includes a cooling and lubricating oil circuit 150 that is connected to the second outlet of the main oil circuit pressure regulating valve 142 and the second main oil supply circuit 130, and the cooling and lubricating oil circuit 150 includes an oil cooler 151, a filter press 152 and a cooling and lubricating sub-oil circuit; wherein, in the oil circuit flow direction of the cooling and lubricating oil circuit 150, the oil cooler 151, the filter press 152 and the cooling and lubricating sub-oil circuit are connected in sequence.

[0063] With the above-mentioned structural arrangement, the second outlet of the main oil circuit pressure regulating valve 142 and the second main oil supply circuit 130 are both connected to the cooling and lubricating oil circuit 150, so that the main oil circuit pressure regulating valve 142 can pump the oil pumped by the first oil pump 111 to the cooling and lubricating oil circuit 150 through the second outlet, and at the same time, the second main oil supply circuit 130 can also pump the oil pumped by the second oil pump 112 to the cooling and lubricating oil circuit 150, thereby ensuring the reliability of cooling and lubrication; in the oil flow direction of the cooling and lubricating oil circuit 150, the oil cooler 151, the filter press 152 and the cooling and lubricating sub-oil circuit are connected in sequence, so that the oil entering the cooling and lubricating oil circuit 150 is first cooled by the oil cooler 151, and then flows into the cooling and lubricating sub-oil circuit for cooling and lubrication after filtering impurities in the oil circuit through the filter press 152.

[0064] Further, in the hydraulic control system 100 of the hybrid vehicle according to the utility model, the cooling and lubricating sub-oil circuit includes a first cooling and lubricating sub-oil circuit, a second cooling and lubricating sub-oil circuit, and a cooling and lubricating component; in the oil circuit flow direction of the cooling and lubricating oil circuit 150, the first cooling and lubricating sub-oil circuit is located upstream of the second cooling and lubricating sub-oil circuit; wherein the cooling and lubricating component includes a motor, and the motor includes a first motor 157 and a second motor 158; the first cooling and lubricating sub-oil circuit includes a first flow valve 153 and a first throttle valve 154 in parallel, and the second cooling and lubricating sub-oil circuit includes a second flow valve 155 and a second throttle valve 156 in parallel, the inlets of the first flow valve 153 and the first throttle valve 154 and the inlets of the second flow valve 155 and the second throttle valve 156 are all connected to the outlet of the filter press 152, the outlets of the first flow valve 153 and the first throttle valve 154 are all connected to the first motor 157, and the outlets of the second flow valve 155 and the second throttle valve 156 are all connected to the second motor 158.

[0065] Specifically, refer to Figure 3, the first flow valve 153 and the second flow valve 155 both include a two-position two-way solenoid valve, and the two-position two-way solenoid valve is now used as an example for explanation: when the two-position two-way solenoid valve is not working or there is no lubrication demand in the cooling and lubricating oil circuit, the two-position two-way solenoid valve is in the right position, and the two-position two-way solenoid valve is not connected at this time; when there is a lubrication demand in the cooling and lubricating oil circuit, the two-position two-way solenoid valve works and is in the left position, and the two-position two-way solenoid valve connects the cooling and lubricating oil to the first motor 157 and the second motor 158 and other cooling and lubricating components. It should be noted that the cooling and lubricating components include not only the first motor 157 and the second motor 158, but may include gear shafts, clutches and other components depending on specific needs, and this embodiment does not make a sole limitation on this; at the same time, the cooling and lubricating oil circuits are not only set to two, but may be set to three, four, etc. depending on specific lubrication needs, and this embodiment does not make a sole limitation on this.

[0066] With the above-mentioned structural setting, by arranging the first flow valve 153 and the first throttle valve 154 in parallel and the second flow valve 155 and the second throttle valve 156 in parallel, when the first flow valve 153 is not working or there is no lubrication demand in the cooling and lubricating oil circuit, the oil is not transported to the cooling and lubricating component through the first flow valve 153 and the first throttle valve 154 for cooling and lubrication; when there is a lubrication demand in the cooling and lubricating oil circuit, the first flow valve 153 works, and at this time the oil is transported to the cooling and lubricating component through the first flow valve 153 for cooling and lubrication, and the first flow valve 153 and the first throttle valve 154 arranged in parallel and the second flow valve 155 and the second throttle valve 156 arranged in parallel realize reliable distribution of lubrication cooling flow.

[0067] Further, in the hydraulic control system 100 of the hybrid vehicle according to the present utility model, reference is made to Figure 2 as well as Figure 3 , a second one-way valve 131, a third one-way valve 132 and a safety valve 133 are also provided on the second main oil supply circuit 130; wherein, the inlet of the second one-way valve 131 is connected to the outlet of the second oil pump 112, and the outlet of the second one-way valve 131 is connected to both the second main oil supply circuit 130 and the inlet of the oil cooler 151; the third one-way valve 132 is arranged between the second one-way valve 131 and the first clutch control valve 125 along the second main oil supply circuit 130, and the second one-way valve 131, the third one-way valve 132 and the first clutch control valve 125 are connected in sequence along the oil flow direction of the second main oil supply circuit 130; the safety valve 133 is arranged between the second one-way valve 131 and the third one-way valve 132 along the second main oil supply circuit 130, and the second one-way valve 131, the safety valve 133, the third one-way valve 132 and the first clutch control valve 125 are connected in sequence along the oil flow direction of the second main oil supply circuit 130.

[0068] With the above-mentioned structural arrangement, along the oil flow direction of the second main oil supply line 130 and the oil flow direction of the second main oil supply line 130 supplying oil to the cooling lubricating oil line 150, the second one-way valve 131 is arranged at the upstream position of the second main oil supply line 130 and the cooling lubricating oil line 150, so that the second one-way valve 131 can block the return oil of the second main oil supply line 130 and the cooling lubricating oil line 150, thereby avoiding reverse oil filling to the second oil pump 112; along the oil flow direction of the second main oil supply line 130, the third one-way valve 132 is arranged at the second one-way valve 132. The third one-way valve 132 is arranged downstream of the valve 131 so that the third one-way valve 132 also has the function of one-way conduction of oil, thereby avoiding oil return through the third one-way valve 132 in the second main oil supply circuit 130; the safety valve 133 is arranged on the second main oil supply circuit 130, so that the safety valve 133 can control the oil pressure of the second main oil supply circuit 130. If the oil pressure of the second main oil supply circuit 130 is too high, the pressure is released through the safety valve 133, thereby avoiding excessive pressure in the second oil pump 112 and protecting the second oil pump 112 from overloading.

[0069] Further, in the hydraulic control system 100 of the hybrid vehicle according to the present utility model, reference is made to Figure 3 The hydraulic control system 100 of the hybrid vehicle also includes a hydraulic shock absorbing oil circuit 160, which includes a hydraulic shock absorbing control module arranged between the third one-way valve 132 and the first clutch control valve 125, and a hydraulic shock absorbing execution module arranged between the second one-way valve 131 and the hydraulic shock absorbing control module. The hydraulic shock absorbing execution module is electrically connected to the hydraulic shock absorbing control module, and the hydraulic shock absorbing execution module and the hydraulic shock absorbing control module are both connected to the second main oil supply circuit 130; wherein, the first inlet of the hydraulic shock absorbing execution module is connected to the outlet of the second one-way valve 131, the second inlet of the hydraulic shock absorbing execution module is connected to the outlet of the third one-way valve 132, and the outlet of the hydraulic shock absorbing execution module is connected to the inlet of the oil cooler 151.

[0070] With the above-mentioned structural arrangement, by arranging the hydraulic shock absorption control module between the third one-way valve 132 and the first clutch control valve 125, and between the second one-way valve 131 of the hydraulic shock absorption execution module and the hydraulic shock absorption control module, the hydraulic shock absorption control module can control the hydraulic shock absorption execution module according to the oil pressure change of the second main oil supply path 130, so as to achieve the purpose of shock absorption, etc.; the first inlet of the hydraulic shock absorption execution module is connected to the outlet of the second one-way valve 131, so that the oil of the second main oil supply path 130 can enter the hydraulic shock absorption execution module after passing through the second one-way valve 131. The first inlet of the hydraulic shock absorbing execution module is connected to the outlet of the third one-way valve 132, so that the oil in the second main oil supply circuit 130 can enter the second inlet of the hydraulic shock absorbing execution module through the third one-way valve 132, so as to achieve the purpose of shock absorption and the like; the outlet of the hydraulic shock absorbing execution module is connected to the inlet of the oil cooler 151, so that the oil flowing out of the shock absorbing execution module can enter the cooling and lubricating oil circuit 150 through the oil cooler 151, and then realize cooling and lubrication of cooling and lubricating components such as the first motor 157 and the second motor 158.

[0071] Further, in the hydraulic control system 100 of the hybrid vehicle according to the utility model, the hydraulic damping execution module includes a hydraulic torque converter 161, a hydraulic torque converter pressure regulating valve 162, and a hydraulic torque converter reversing valve 163, and the hydraulic damping control module includes a hydraulic torque converter control solenoid valve 164; wherein the hydraulic torque converter control solenoid valve 164 is connected to the second main oil supply path 130; the hydraulic torque converter pressure regulating valve 162 is arranged between the third one-way valve 132 and the hydraulic torque converter control solenoid valve 164, and the inlet of the hydraulic torque converter pressure regulating valve 162 is connected to the third one-way valve 132. The second main oil supply circuit 130 is connected, the first outlet of the torque converter pressure regulating valve 162 is connected to the first inlet of the torque converter reversing valve 163; the second inlet of the torque converter reversing valve 163 is connected to the second outlet of the main oil circuit pressure regulating valve 142 and the outlet of the second non-return valve 131, the first outlet of the torque converter reversing valve 163 is connected to the inlet of the torque converter 161, and the second outlet of the torque converter reversing valve 163 is connected to the inlet of the oil cooler 151; the third inlet of the torque converter reversing valve 163 is connected to the outlet of the torque converter 161.

[0072] Specifically, refer to Figure 3The torque converter control solenoid valve 164 includes a three-position three-way torque converter control solenoid valve, the torque converter pressure regulating valve 162 includes a three-position three-way torque converter pressure regulating valve, and the torque converter reversing valve 163 includes a two-position six-way torque converter reversing valve. Now, the three-position three-way torque converter control solenoid valve, the three-position three-way torque converter pressure regulating valve and the two-position six-way torque converter reversing valve are used as examples for explanation: when the three-position three-way torque converter control solenoid valve is not working, the three-position three-way torque converter control solenoid valve is in the middle position, and the three-position three-way torque converter pressure regulating valve is in the middle position; when the engine 700 needs to be started, before the first motor 157 runs, the second oil pump 112 pumps oil to the two-position six-way torque converter reversing valve. At this time, the two-position six-way torque converter reversing valve is in the left position. At this time, the second main oil supply The oil in circuit 130 passes through the two-position six-way torque converter reversing valve and then flows to the torque converter 161, so that the torque converter 161 is in a variable-distance state to provide the engine 700 with starting torque. The oil flows out of the torque converter 161 and then flows to the cooling and lubricating oil circuit 150 for cooling and lubrication. When the second main oil supply circuit 130 becomes higher and higher but the pressure of the second main oil supply circuit 130 meets the demand, the three-position three-way torque converter control solenoid valve is in the rightmost position, and the three-position three-way torque converter control solenoid valve controls the three-position three-way torque converter pressure regulating valve to be in the rightmost position as well, and controls the two-position six-way torque converter reversing valve to be in the right position. At this time, the oil in the second main oil supply circuit 130 passes through the two-position six-way torque converter reversing valve and then flows all the way to the torque converter 161, so that the torque converter 161 is in a locked state.

[0073] With the above-mentioned structural setting, by setting the torque converter pressure regulating valve 162, the torque converter reversing valve 163 and the torque converter control solenoid valve 164, the torque converter control solenoid valve 164 can control the torque converter pressure regulating valve 162 and the torque converter reversing valve 163 according to the specific operating conditions, and then when starting the engine 700, the torque converter 161 is in a variable torque state by switching the oil circuit through the torque converter reversing valve 163 to provide the engine 700 with starting torque. At the same time, the setting of the torque converter 161 reduces the impact and vibration when starting the engine 700, thereby improving the NVH performance of the vehicle; when the vehicle needs to transmit power, the torque converter 161 is in a locked state by switching the oil circuit through the torque converter reversing valve 163, thereby having better power transmission performance. It should be noted that the torque converter pressure regulating valve 162 may also be configured as a torque converter pressure regulating valve 162 having a shock absorber 123 to ensure the stability of the oil pressure input to the torque converter reversing valve 163 .

[0074] Further, in the hydraulic control system 100 of the hybrid vehicle according to the present utility model, reference is made to Figure 3The hydraulic control system 100 of the hybrid vehicle further includes a suction filter 170, the inlet of the suction filter 170 is connected to the oil storage tank 200 of the vehicle, and the outlet of the suction filter 170 is connected to the inlet of the first oil pump 111 and the inlet of the second oil pump 112. With the above-mentioned structural arrangement, the suction filter 170 can filter impurities from the oil in the oil storage tank 200, so that the oil entering the first main oil supply path 120 and the second main oil supply path 130 is clean and clean, and at the same time, the first oil pump 111 and the second oil pump 112 are prevented from sucking impurities and causing damage to the first oil pump 111 and the second oil pump 112.

[0075] Combination Figure 1 to Figure 4 The hydraulic control system 100 of the hybrid vehicle in this embodiment is described by taking a vehicle with a P1+P3 motor configuration (i.e., the first motor 157 is a P1 motor, and the second motor 158 is a P3 motor) and a planetary sun gear clutch configuration as an example:

[0076] In pure electric mode, refer to Figure 3 The second oil pump 112 pumps the oil to the second main oil supply circuit 130, and the oil passes through the second one-way valve 131, the third one-way valve 132, and the first clutch control valve 125 in sequence and is then pumped to the first clutch 300, so that the first clutch 300 is engaged; Figure 4 In pure electric mode, the one-way clutch 600 is disconnected, decoupling the power transmission of the engine 700 and the second motor 158 (P3 motor), so that the second motor 158 drives the vehicle to run. At this time, after the first clutch 300 is engaged, the planetary sun gear clutch composed of the first clutch 300, the second clutch 400 and the third clutch 500 has a coupling pressure with the first motor 157 (P1 motor), thereby avoiding the vibration of the planetary sun gear clutch relative to the first motor 157, thereby improving the NVH performance of the vehicle.

[0077] When the engine 700 needs to be started, the first motor 157 is not running, and the second oil pump 112 pumps the oil to the torque converter reversing valve 163. The oil enters the torque converter 161 after passing through the torque converter reversing valve 163, so that the torque converter 161 is in a variable torque state to provide the engine 700 with starting torque. The setting of the torque converter 161 reduces the impact and vibration when starting the engine 700, making the torque transmission process softer and the transmission shaft less subject to impact, thereby improving the NVH performance of the vehicle.

[0078] After the engine 700 is started and the vehicle needs to transmit power, the first oil pump 111 pumps the oil after pressure regulation through the main oil circuit solenoid valve 141 and the main oil circuit pressure regulating valve 142 to the first main oil supply circuit 120. The oil in the first main oil supply circuit 120 flows into the first clutch 300, the second clutch 400 and the third clutch 500 through the first clutch control valve 125, the second clutch control valve 126 and the third clutch control valve 127 respectively through the temperature and pressure sensor 122 and the shock absorber 123, thereby providing control oil pressure to the first clutch 300, the second clutch 400 and the third clutch 500. When the second clutch 400 is in the process of engagement, the torque converter 161 is still in the torque conversion state. At this time, the hydraulic shock absorbing characteristics of the torque converter 161 can be used to eliminate the impact generated when the second clutch 400 is engaged. Afterwards, affected by the oil pressure of the second main oil supply circuit 130, the torque converter control solenoid valve 164 controls the torque converter reversing valve 163 to switch the oil circuit, so that the first outlet of the torque converter pressure regulating valve 162 is connected to the first inlet of the torque converter reversing valve 163, and the second inlet of the torque converter reversing valve 163 is connected to the second outlet of the main oil circuit pressure regulating valve 142 and the outlet of the second check valve 131. Part of the oil in the first main oil supply circuit 120 flows into the cooling and lubricating oil circuit 150 through the second outlet of the main oil circuit pressure regulating valve 142 and the torque converter reversing valve 163; the oil in the second main oil supply circuit 130 flows into the torque converter 161 through the first outlet of the torque converter pressure regulating valve 162 and the torque converter reversing valve 163, so that the torque converter 161 is in a locked state. At this time, the second clutch 400 is fully engaged, thereby transmitting power smoothly.

[0079] Example 2

[0080] Based on the hydraulic control system 100 for a hybrid vehicle provided in the above embodiment, this embodiment further provides an automobile, including the hydraulic control system 100 for a hybrid vehicle described in the above embodiment. Therefore, the automobile provided in this embodiment has better NVH performance.

[0081] It should be noted that, in addition to the implementation methods of the utility model described in the above-mentioned specific specific embodiments, those skilled in the art can easily understand other advantages and functions of the utility model from the contents disclosed in this specification. Although the description of the utility model will be introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation method. On the contrary, the purpose of introducing the utility model in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the utility model. In order to provide an in-depth understanding of the utility model, the above description contains many specific details, and the utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments in the utility model and the features in the embodiments can be combined with each other.

[0082] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0083] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.

[0084] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0085] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

[0086] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A hydraulic control system for a hybrid vehicle, characterized in that: It includes an oil pump assembly, a first main oil supply circuit, and a second main oil supply circuit; The oil pump assembly comprises a first oil pump and a second oil pump, wherein the inlet of the first oil pump and the inlet of the second oil pump are both connected to the oil storage tank of the vehicle; The first main oil supply passage is connected to the second main oil supply passage, one end of the first main oil supply passage is connected to the first oil pump, and the other end of the first main oil supply passage is connected to the first clutch, the second clutch and the third clutch of the vehicle; one end of the second main oil supply passage is connected to the second oil pump, and the other end of the second main oil supply passage is connected only to the first clutch; When the engine of the vehicle is working, the first oil pump pumps the oil in the oil storage tank of the vehicle to the first clutch, the second clutch and the third clutch through the first main oil supply line; When only the motor of the vehicle is working, the second oil pump pumps the oil in the oil storage tank of the vehicle only to the first clutch through the second main oil supply line.

2. The hydraulic control system of a hybrid vehicle according to claim 1, characterized in that: The first main oil supply circuit includes a pressure maintaining module, and the first main oil supply circuit is provided with a temperature and pressure sensor, a shock absorber, a first one-way valve, a first clutch control valve, a second clutch control valve, and a third clutch control valve; wherein The temperature and pressure sensor is arranged between the first oil pump and the first clutch, and the shock absorber is arranged between the temperature and pressure sensor and the second clutch; the first one-way valve, the first clutch control valve, and the first clutch are sequentially connected through the first main oil supply path along the oil flow direction of the first main oil supply path; the second clutch control valve and the second clutch are sequentially connected through the first main oil supply path along the oil flow direction of the first main oil supply path; the third clutch control valve and the third clutch are sequentially connected through the first main oil supply path along the oil flow direction of the first main oil supply path; the first clutch control valve, the second clutch control valve, and the third clutch control valve are all connected to the pressure maintaining module; The first clutch control valve, the second clutch control valve, and the third clutch control valve each include a clutch control solenoid valve, and the pressure maintaining module includes a back pressure valve.

3. The hydraulic control system of a hybrid vehicle according to claim 2, characterized in that: The hydraulic control system of the hybrid vehicle further comprises an oil pressure regulating module disposed between the first oil pump and the temperature and pressure sensor; the oil pressure regulating module comprises a main oil circuit solenoid valve and a main oil circuit pressure regulating valve, and in the oil circuit flow direction of the first main oil supply circuit, the main oil circuit solenoid valve is located downstream of the main oil circuit pressure regulating valve; in The inlet of the main oil circuit pressure regulating valve is connected to the first oil pump, the first outlet of the main oil circuit pressure regulating valve is connected to the inlet of the first oil pump, the inlet of the main oil circuit solenoid valve is connected to the first main oil supply circuit, and the main oil circuit pressure regulating valve is electrically connected to the main oil circuit solenoid valve.

4. The hydraulic control system for a hybrid vehicle as claimed in claim 3, characterized in that: The hydraulic control system of the hybrid vehicle further comprises a cooling lubricating oil circuit which is in communication with the second outlet of the main oil circuit pressure regulating valve and the second main oil supply circuit, and the cooling lubricating oil circuit comprises an oil cooler, a pressure filter and a cooling lubricating oil sub-circuit; in In the oil flow direction of the cooling and lubricating oil circuit, the oil cooler, the pressure filter and the cooling and lubricating oil sub-circuit are connected in sequence.

5. The hydraulic control system for a hybrid vehicle as claimed in claim 4, characterized in that: The cooling and lubricating oil circuit comprises a first cooling and lubricating oil circuit, a second cooling and lubricating oil circuit, and a cooling and lubricating component; in the oil circuit flow direction of the cooling and lubricating oil circuit, the first cooling and lubricating oil circuit is located upstream of the second cooling and lubricating oil circuit; wherein The cooling and lubrication component includes the motor, and the motor includes a first motor and a second motor; the first cooling and lubrication sub-oil circuit includes a first flow valve and a first throttle valve in parallel, and the second cooling and lubrication sub-oil circuit includes a second flow valve and a second throttle valve in parallel, the inlet of the first flow valve and the first throttle valve and the inlet of the second flow valve and the second throttle valve are all connected to the outlet of the filter press, the outlet of the first flow valve and the first throttle valve are both connected to the first motor, and the outlet of the second flow valve and the second throttle valve are both connected to the second motor.

6. The hydraulic control system for a hybrid vehicle as claimed in claim 4, characterized in that: The second main oil supply line is also provided with a second one-way valve, a third one-way valve and a safety valve; The inlet of the second one-way valve is communicated with the outlet of the second oil pump, and the outlet of the second one-way valve is communicated with both the second main oil supply path and the inlet of the oil cooler; The third one-way valve is arranged between the second one-way valve and the first clutch control valve along the second main oil supply path, and the second one-way valve, the third one-way valve and the first clutch control valve are connected in sequence along the oil flow direction of the second main oil supply path; The safety valve is arranged between the second one-way valve and the third one-way valve along the second main oil supply circuit, and the second one-way valve, the safety valve, the third one-way valve and the first clutch control valve are connected in sequence along the oil flow direction of the second main oil supply circuit.

7. The hydraulic control system for a hybrid vehicle as claimed in claim 6, characterized in that: The hydraulic control system of the hybrid vehicle further includes a hydraulic damping oil circuit, the hydraulic damping oil circuit includes a hydraulic damping control module disposed between the third one-way valve and the first clutch control valve, and a hydraulic damping execution module disposed between the second one-way valve and the hydraulic damping control module, the hydraulic damping execution module is electrically connected to the hydraulic damping control module, and the hydraulic damping execution module and the hydraulic damping control module are both in communication with the second main oil supply circuit; wherein The first inlet of the hydraulic shock absorption actuator module is communicated with the outlet of the second one-way valve, the second inlet of the hydraulic shock absorption actuator module is communicated with the outlet of the third one-way valve, and the outlet of the hydraulic shock absorption actuator module is communicated with the inlet of the oil cooler.

8. The hydraulic control system for a hybrid vehicle as claimed in claim 7, characterized in that: The hydraulic damping execution module includes a hydraulic torque converter, a hydraulic torque converter pressure regulating valve, and a hydraulic torque converter reversing valve, and the hydraulic damping control module includes a hydraulic torque converter control solenoid valve; wherein The torque converter control solenoid valve is in communication with the second main oil supply path; The torque converter pressure regulating valve is arranged between the third one-way valve and the torque converter control solenoid valve, and the inlet of the torque converter pressure regulating valve is communicated with the second main oil supply path, and the first outlet of the torque converter pressure regulating valve is communicated with the first inlet of the torque converter reversing valve; The second inlet of the torque converter reversing valve is connected to the second outlet of the main oil circuit pressure regulating valve and the outlet of the second one-way valve, the first outlet of the torque converter reversing valve is connected to the inlet of the torque converter, and the second outlet of the torque converter reversing valve is connected to the inlet of the oil cooler; the third inlet of the torque converter reversing valve is connected to the outlet of the torque converter.

9. The hydraulic control system of a hybrid vehicle as claimed in claim 8, characterized in that: The hydraulic control system of the hybrid vehicle further includes a suction filter, an inlet of the suction filter is communicated with an oil storage tank of the vehicle, and an outlet of the suction filter is communicated with both an inlet of the first oil pump and an inlet of the second oil pump.

10. An automobile, characterized in that: A hydraulic control system for a hybrid vehicle comprising any one of claims 1-9.

Images