Hydraulic control system, automobile gearbox and automobile

Abstract

The utility model provides a hydraulic control system for an automobile gearbox, the automobile gearbox and an automobile, and the hydraulic control system comprises an electronic duplex pump, a hydraulic control system and a hydraulic control system, an oil inlet of the first oil way communicates with the booster pump so as to be used for controlling a clutch of the gearbox to be switched; an oil inlet of the second oil way is communicated with the conveying pump so as to be used for cooling or lubricating components of the gearbox, a first valve assembly is arranged on the first oil way and comprises a hydraulic valve and an electromagnetic valve used for controlling the hydraulic valve, and a second valve assembly is arranged on the second oil way; the hydraulic valve is provided with an oil inlet, a first oil outlet connected back to the main oil way, a second oil outlet communicated to the second oil way and an oil pressure control port communicated to the electromagnetic valve, and by means of the hydraulic valve, when the oil pressure in the first oil way exceeds a preset range, part of oil flows into the second oil way through the second oil outlet. The hydraulic control system is low in cost and integrated in structure.

Description

Technical Field

[0001] This application relates to the field of hydraulic control technology, and more particularly to a hydraulic control system for a transmission of a hybrid electric vehicle, as well as an automotive transmission and vehicle including such a hydraulic control system. Background Technology

[0002] In hybrid vehicles, the power source (such as engine, motor and generator) or power mode needs to be switched or changed as needed. The clutch actuator is controlled by a hydraulic control system to disconnect or engage the power source.

[0003] Various hydraulic control systems with independent dual pumps are known in the prior art. However, these systems are costly and mostly focus on or only on the regulation and control of the main oil circuit. In these systems, the main oil circuit provides high-pressure oil for controlling the clutch to shift gears, and the output energy of the dual pumps cannot be effectively utilized, resulting in low system utilization.

[0004] It should be noted that the content described herein is only to provide background information in relation to this disclosure and does not necessarily belong to the prior art. Utility Model Content

[0005] The purpose of this application is to solve at least one of the problems mentioned above, such as improving the system utilization of a hydraulic control system.

[0006] In addition, this application aims to solve or alleviate other technical problems existing in the prior art.

[0007] According to a first aspect of this application, a hydraulic control system is provided, comprising:

[0008] An electronic dual pump, which combines a booster pump and a delivery pump;

[0009] The first oil circuit has its inlet connected to the booster pump for controlling the switching of the gearbox clutch.

[0010] The second oil circuit, whose inlet is connected to the delivery pump, is used for cooling or lubricating the components of the gearbox.

[0011] The first oil circuit includes a first valve assembly comprising a hydraulic valve and a solenoid valve for controlling the hydraulic valve. The hydraulic valve has an oil inlet, a first oil outlet connected back to the main oil circuit, a second oil outlet connected to the second oil circuit, and a control oil pressure port connected to the solenoid valve.

[0012] With the help of the hydraulic valve, when the oil pressure in the first oil circuit exceeds the preset range, part of the oil flows into the second oil circuit through the second oil outlet.

[0013] In the hydraulic control system proposed according to the first aspect of this application, optionally, an accumulator assembly for regulating the flow of oil to the clutch is provided in the first oil circuit, which is arranged in parallel with the first valve assembly.

[0014] In the hydraulic control system proposed according to the first aspect of this application, optionally, a clutch valve assembly is provided downstream of the accumulator assembly, which is associated with the clutch and includes a hydraulic valve and a solenoid valve for controlling the hydraulic valve.

[0015] In the hydraulic control system proposed according to the first aspect of this application, optionally, a second valve assembly is provided in the second oil circuit, which includes a switching valve, wherein the switching valve is connected to an accumulator assembly in the first oil circuit, so that oil from the accumulator assembly can flow into the second oil circuit.

[0016] In the hydraulic control system proposed according to the first aspect of this application, optionally, the second oil circuit includes a plurality of branches, the oil inlets of the plurality of branches being respectively connected to the delivery pump, and at least one branch being equipped with the switching valve.

[0017] In the hydraulic control system proposed according to the first aspect of this application, optionally, the second outlet of the hydraulic valve of the first valve assembly is directly connected to the outlet of the branch of the second oil circuit that is equipped with a switching valve.

[0018] In the hydraulic control system proposed according to the first aspect of this application, optionally, a temperature sensor is provided at the oil outlet of the delivery pump to detect the temperature of the oil flowing to the second oil circuit.

[0019] In the hydraulic control system proposed according to the first aspect of this application, optionally, the booster pump and the delivery pump are associated with the same driver.

[0020] According to a second aspect of the invention, an automotive transmission is also provided, which includes the hydraulic control system described above.

[0021] According to a third aspect of the invention, an automobile is also provided, which includes the hydraulic control system or automobile transmission described above.

[0022] In some implementations of hydraulic control systems, a single pump, in the form of an electronic dual pump, is used to simultaneously construct two oil circuits: a high-pressure circuit and a low-pressure circuit. The high-pressure circuit serves as a switching circuit, while the low-pressure circuit serves as a cooling and lubrication circuit. This reduces costs, increases integration, and improves system efficiency. Attached Figure Description

[0023] Referring to the accompanying drawings, the above and other features of this application will become apparent, wherein,

[0024] Figure 1 A circuit diagram of one embodiment of the hydraulic control system according to this application is shown;

[0025] Figure 2 A structural diagram of one embodiment of the hydraulic control system according to this application is shown. Detailed Implementation

[0026] The present application will now be described more fully with reference to the accompanying drawings, which illustrate exemplary embodiments thereof. However, the present application may be implemented in various forms and should not be construed as being limited to the embodiments given herein. The foregoing embodiments are intended to make the disclosure herein complete and thorough, so as to more fully convey the scope of protection of the present application to those skilled in the art.

[0027] In this specification, terms such as “comprising” and “including” indicate that, in addition to having the units and steps that are directly and explicitly stated in the specification and claims, the technical solution of this application does not exclude the presence of other units and steps that are not directly or explicitly stated.

[0028] Unless otherwise specified, terms such as “first” and “second” do not indicate the order of units in terms of time, space, size, etc., but are merely used to distinguish between units.

[0029] Furthermore, it should be noted that, for clarity, not all components in the accompanying drawings are labeled. For example, in... Figure 1 In the circuit diagram, components with the same function are basically presented in the same shape.

[0030] Figure 1 A circuit diagram of a hydraulic control system according to one embodiment is schematically shown. The hydraulic control system includes an electronically controlled dual pump 10, which comprises a booster pump 11 and a delivery pump 12.

[0031] The booster pump 11 is used to construct a first oil circuit. The oil inlet of the first oil circuit is connected to the booster pump 11, and the oil outlet is connected to the clutch actuator of the transmission to control the switching of the clutch or the clutch actuator. In this sense, the first oil circuit constructed based on the booster pump 11 can be regarded as the main oil circuit and a high-pressure oil circuit.

[0032] The delivery pump 12 is used to construct a second oil circuit. The inlet of the second oil circuit is connected to the delivery pump 12, and the outlet is connected to an external cooling circulation system. That is, the second oil circuit is connected to the external cooling circulation system to cool and / or lubricate the components of the gearbox. In this sense, the second oil circuit constructed based on the delivery pump 12 can be regarded as an auxiliary oil circuit and a low-pressure oil circuit.

[0033] It should be noted that the booster pump mentioned in this document refers to a pump assembly with a corresponding booster device, that is, it pressurizes the pumped oil. A delivery pump, on the other hand, is a pump assembly without a device for or applicable to boosting; it can be said to only serve the function of delivering oil. Furthermore, the terms "high pressure" and "low pressure" used in this document should be understood relatively, and those skilled in the art can specify the specific oil pressure values ​​they refer to as needed. For example only, "high pressure" can refer to a pressure greater than 10 MPa, while "low pressure" can refer to a pressure less than 1.6 MPa.

[0034] Optionally, the booster pump 11 and the delivery pump 12 of the electronic dual pump 10 are associated with the same driver, for example, the same motor 13. In a specific embodiment, the electronic dual pump 10 includes a housing, a motor, a motor controller, a drive shaft, and two sets of oil pump gears, wherein a single motor simultaneously drives both sets of oil pump gears, one set of oil pump gears belonging to the booster pump 11 and the other set of oil pump gears belonging to the delivery pump 12.

[0035] Here, a single pump, in the form of an electronic dual pump, is used to simultaneously construct two oil circuits: a high-pressure oil circuit for clutch shifting and a low-pressure oil circuit for cooling and lubrication. It can be used to cool and lubricate relevant components of the gearbox (such as motors, clutches, gear shafts, bearings, etc.). This results in relatively low cost and a more integrated structure. Furthermore, it enables active control, is independent of the engine, has high system efficiency, and low energy loss.

[0036] from Figure 1 It can also be seen that a first valve assembly 20 is provided in the first oil circuit, which includes a hydraulic valve 21, a solenoid valve 22 for controlling the hydraulic valve, and a pressure relief valve 23.

[0037] For example, the hydraulic valve 21 has a spring and a valve body, and has an oil inlet, a first oil outlet connected back to the main oil circuit, a second oil outlet connected to the second oil circuit, a control oil pressure port connected to the solenoid valve, and an oil inlet feedback oil pressure port. After the electronic dual pump 10 is started, the filtered high-pressure oil flows to the oil inlet of the hydraulic valve 21 of the first valve assembly 20 in the first oil circuit; after being regulated by it, it flows back to the first oil circuit from the first oil outlet. During this period, if the oil pressure in the first oil circuit is high and exceeds the preset range, the valve body of the hydraulic valve 21 is pushed to move through the oil inlet feedback oil pressure port, so that the second oil outlet is opened and some oil, that is, the excess oil, flows into the second oil circuit, i.e., the external cooling circulation system, through the second oil outlet to achieve cooling and lubrication of the corresponding components. Conversely, if the oil pressure in the first oil circuit is low, the pressure at the oil inlet feedback port will be insufficient and lower than the preset range. In this case, the spring will push the valve body of the hydraulic valve 21 to close the second oil outlet. At this time, most of the oil will flow back from the first oil outlet to the first oil circuit to keep the oil pressure in the first oil circuit within the specified working range.

[0038] Furthermore, by adjusting the control current of the solenoid valve 22 in the first valve assembly 20 of the first oil circuit, the opening degree of the first oil outlet and the second oil outlet is controlled, thereby achieving a reasonable distribution of cooling oil quantity, shifting oil quantity, and oil pressure. That is, through the first valve assembly 20 in the first oil circuit, on the one hand, the oil pressure in the first oil circuit is regulated, and on the other hand, excess oil is transported to the cooling circulation system via the low-pressure oil circuit (i.e., the second oil circuit), improving the cooling and lubrication of the vehicle's hybrid power system.

[0039] The pressure relief valve 23 of the first valve assembly 20 in the first oil circuit is used to prevent overload. If the oil pressure is too high, the valve core of the pressure relief valve 23 is pushed and overcomes the elastic force of its spring to be opened and relieve the oil circuit pressure.

[0040] In addition, an accumulator assembly (not shown in the attached figure for clarity) is provided between the solenoid valve 22 and the hydraulic valve 21. It is used to store energy in the first oil circuit or release the stored energy to maintain the oil pressure in the first oil circuit within a certain range.

[0041] from Figure 1It can also be seen that an accumulator assembly 30 is provided in the first oil circuit, which is used to regulate the oil flowing to the clutch or clutch actuator. The accumulator assembly 30 is parallel to the first valve assembly 20, that is, the oil from the booster pump 11 can flow to the first valve assembly 20 (specifically the solenoid valve 22 and the hydraulic valve 21) and the accumulator assembly 30 simultaneously. The accumulator assembly 30 is a large-capacity accumulator, and exemplaryly, it may involve a spring-type accumulator, which consists of a piston, a seal, a housing, and a spring. Of course, the accumulator assembly may also be selected as a gas-filled accumulator or any other feasible type.

[0042] The accumulator assembly 30 maintains stable oil pressure in the first oil circuit, preventing pressure fluctuations. Specifically, if the oil pressure in the first oil circuit is high, the accumulator assembly 30 stores some energy; conversely, if the oil pressure in the first oil circuit decreases, it releases the stored energy into the first oil circuit. That is, the accumulator assembly 30 improves the stability of the hydraulic control system.

[0043] Furthermore, the accumulator assembly 30 in the first oil circuit can supplement the instantaneous high flow rate demand under extreme operating conditions, thereby shortening the response and pre-charge time and reducing switching time. Conversely, under normal operating conditions, the accumulator assembly 30 only plays a buffering role, reducing energy loss. Additionally, the oil pressure in the first oil circuit will not exceed the limit pressure under the action of the pressure relief valve, protecting the entire hydraulic control system.

[0044] from Figure 1 The right half of the diagram also shows that the first oil circuit (i.e., the main oil circuit) simultaneously controls the switching of two clutches 100. Specifically, the first oil circuit branches into two branches downstream of the accumulator assembly 30. One branch is used to control the switching of one clutch or clutch actuator (such as the clutch 100 in the upper part of the diagram, which can be called the ML clutch, i.e., the low gear clutch), and the other branch is used to control the switching of another clutch or clutch actuator (such as the clutch 100 in the lower part of the diagram, which can be called the MH clutch, i.e., the high gear clutch).

[0045] In the first oil circuit, a clutch valve assembly 40 is provided between the accumulator assembly 30 and the clutch 100 (or, more accurately, the clutch actuator). This assembly includes a hydraulic valve, a solenoid valve (i.e., clutch solenoid valve 41), and a pressure relief valve (i.e., clutch pressure relief valve 42). The hydraulic valve has a spring and a valve body. Exemplarily, when the solenoid valve of the clutch valve assembly 40 receives an electronic signal from the transmission control unit and opens, the electromagnet of the solenoid valve drives the valve body of the hydraulic valve to move, overcoming the spring of the hydraulic valve to open the oil outlet. At this time, the oil pressure in the first oil circuit is transmitted to the clutch actuator through the hydraulic valve of the clutch valve assembly, controlling the clutch to open or engage, thereby switching the power flow. During this period, by adjusting the current of the solenoid valve, the opening degree of the hydraulic valve of the clutch valve assembly can be adjusted, thereby adjusting the transmitted torque of the clutch.

[0046] Here, it is feasible for both the solenoid valve of the clutch valve assembly 40 and the solenoid valve of the first valve assembly 20 in the first oil circuit to be pilot-operated solenoid valves, which may have the same or different structures.

[0047] For example, the shift booster fluid output by the solenoid valve of the first valve assembly 20 controls the opening of the hydraulic valve of the first valve assembly 20. The current of the solenoid valve of the first valve assembly 20 is adjusted according to the received control current, thereby controlling the oil pressure of the booster fluid output by the solenoid valve, driving the valve body of the associated hydraulic valve to move, adjusting the opening of the hydraulic valve outlet, and realizing the control of the entire first oil circuit. In addition, the solenoid valve of the clutch valve assembly 20 associated with the clutch or clutch actuator has its magnet directly connected to the valve core. The magnet of the solenoid valve of the clutch valve assembly 20 is adjusted according to the received control current, driving the valve core of the solenoid valve to adjust the position, thereby adjusting the opening of the hydraulic valve outlet of the clutch valve assembly, realizing the control of the branch circuit used for the clutch or clutch actuator.

[0048] In addition, the pressure relief valve of the clutch valve assembly 20 is used to ensure that the oil pressure in the branch leading to the clutch, or rather the clutch actuator, does not exceed the limit oil pressure, thus protecting the entire hydraulic control system.

[0049] Next, according to Figure 1 The left half of the text details the second oil circuit of the hydraulic control system according to this application, namely the low-pressure oil circuit or, more specifically, the cooling and lubrication oil circuit. In general, the second oil circuit is constructed using the delivery pump 12 of the electronic dual pump 10, whose outlet is connected to an external cooling and lubrication system, specifically to the portion of that system used for lubricating the components of the gearbox, including, for example, the clutch 100 and the motor 200. Specifically, in Figure 1In the illustrated embodiment, the components are clutch 100 (i.e., the ML clutch and MH clutch mentioned above) and motor 200 (i.e., the first motor on the left and the second motor on the right).

[0050] The second oil circuit includes multiple branch lines, Figure 1 The system comprises three branches, with their inlets connected to the delivery pump 12 and their outlets connected to the components to be cooled and lubricated. A temperature sensor 50 is installed at the outlet of the delivery pump in the second oil circuit to detect the temperature of the cooling and lubricating oil flowing into the second oil circuit. This application does not limit the type and structure of the temperature sensor; exemplarily, it may involve a thermocouple-type temperature sensor or a thermistor-type temperature sensor.

[0051] Furthermore, the second valve assembly in the second oil circuit includes a switching valve 60, which is connected to the accumulator assembly 30 in the first oil circuit, allowing oil from the accumulator assembly 30 to flow into the second oil circuit under certain conditions and achieve cooling and lubrication of the corresponding components. Specifically, in Figure 1 In the illustrated embodiment, the switching valve 60 is arranged on a branch line for one of the motors 200. When the oil pressure in the first oil circuit is lower than a preset range, the switching valve 60 is closed, meaning the accumulator assembly 30 in the first oil circuit does not supply cooling and lubricating oil; conversely, when the oil pressure in the first oil circuit is higher than the preset range, the switching valve 60 is open, meaning the accumulator assembly 30 in the first oil circuit supplies cooling and lubricating oil. In other words, the flow distribution for cooling and lubrication is controlled by the switching valve.

[0052] Specifically, the switching valve consists of a spring and a valve core. The oil pressure output from the hydraulic valve 21 of the first valve assembly in the first oil circuit is output to the switching valve 60, which pushes its valve core to open the oil outlet, so that the cooling oil flowing from the external cooling circulation system can provide cooling to the motor or clutch located on other branches through the switching valve 60.

[0053] from Figure 1 It can also be seen that the second oil outlet of the hydraulic valve 21 of the first valve assembly is directly connected to the oil outlet of one of the branches of the second oil circuit, on which the switching valve is provided and the branch is exemplaryly associated with one of the motors 200.

[0054] In addition, a pressure relief valve is provided in the second oil circuit for cooling and lubrication (it is not marked on the attached diagram for clarity) to ensure that the oil pressure does not exceed the limit oil pressure and to protect the entire hydraulic control system.

[0055] Next, according to Figure 1 Taking the hydraulic control system of the above implementation as an example, its working process is described in detail.

[0056] First, for the following operating mode used in hybrid vehicles: the engine is not started while one of the electric motors is started. The electronic dual pump assembly 10 draws oil filtered by the suction filter 70. On the one hand, it fills the first oil circuit with high-pressure oil, and the solenoid valve 22 is in a normally low mode to maintain low pressure in the first oil circuit, reducing system energy consumption and improving the pressure response speed of the first oil circuit. On the other hand, the low-pressure oil is input into the external cooling circulation system to achieve both cooling and lubrication.

[0057] Secondly, regarding the following operating mode of the hybrid vehicle: the engine is started and engaged. The electronic dual pump 10 draws oil filtered by the suction filter 70, which, after passing through the high-pressure filter 80, is input into the first oil circuit via the hydraulic valve 21 of the first valve assembly 10, and after being filtered by the low-pressure filter 90, is input into the second oil circuit for cooling and lubrication (i.e., flowing to the external cooling circulation system). A heat exchanger (not shown in the accompanying drawings) is also provided upstream of the low-pressure filter 90. Specifically, in… Figure 1 Located below the low-pressure filter 90, it is used to regulate the oil temperature.

[0058] Here, when the hydraulic valve 21 of the first valve assembly 20 in the first oil circuit opens based on the received control signal, the control oil pressure pushes the valve body of the hydraulic valve 21, thereby regulating the oil quantity distribution between the first and second oil circuits. During this period, if the oil pressure in the first oil circuit is high, some oil can be distributed to the second oil circuit (i.e., the external cooling circulation system), thereby improving system efficiency. Conversely, if the oil pressure in the first oil circuit is insufficient, the amount of oil flowing to the second oil circuit is reduced, meaning that most of the oil is input into the first oil circuit to maintain the oil pressure within a certain range and maintain system stability. Furthermore, when the solenoid valve of the clutch valve assembly 40 opens based on the received control signal, the electromagnet pushes the valve body of the hydraulic valve to open its outlet, allowing the oil pressure in the first oil circuit to be transmitted to the clutch or clutch actuator, thereby controlling clutch engagement and maintaining a certain engagement pressure. During this period, when the oil pressure in the first oil circuit is high, the accumulator assembly 30 in the first oil circuit stores a certain pressure in the first oil circuit; conversely, when the oil pressure in the first oil circuit is insufficient, the accumulator assembly 30 releases the previously stored pressure into the first oil circuit to maintain the pressure of the first oil circuit stable and avoid pressure fluctuations.

[0059] Next, according to Figure 2This paper describes in detail one embodiment of a hydraulic control system according to this application, which can be used, for example, in the transmission of a hybrid electric vehicle. The hydraulic control system generally includes an upper valve body assembly 1, a middle valve body assembly 2, and a lower valve body assembly 3, wherein a partition 4 is provided between the upper valve body assembly 1 and the middle valve body assembly 2. The upper valve body assembly 1 includes a dual electric pump 10, a suction filter 70, a hydraulic valve 21 of a first valve assembly 20 in a first oil circuit, a solenoid valve 22 of the first valve assembly 20, a pressure relief valve 23 of the first valve assembly 20, a clutch solenoid valve 41 of a clutch valve assembly 40, and a temperature sensor 50.

[0060] The middle valve body assembly 2 includes a clutch relief valve 42 of the clutch valve assembly 40, a relief valve in the second oil circuit (which is not marked in the figure for clarity), a switching valve 60, and an accumulator in the first oil circuit that is associated with the solenoid valve of the first valve assembly 20 (which is not marked in the figure for clarity).

[0061] In addition, the accumulator assembly 30 in the first oil circuit is arranged at the middle valve body assembly 2, and the high pressure filter 80 is housed in a closed chamber formed by the middle valve body assembly 2 and the lower valve body assembly 3.

[0062] For details on the working processes of the upper valve body assembly 1, the middle valve body assembly 2, and the lower valve body assembly 3, as well as their interactions, please refer to [link / reference]. Figure 1 The circuit diagram in the middle and the above for Figure 1 The explanation provided is as follows. Furthermore, this structural form makes the hydraulic control system compact, easy to assemble, and cost-effective; on the other hand, it integrates cooling and lubrication with clutch control, which better meets the design requirements of hybrid vehicle transmissions.

[0063] Furthermore, this application also relates to an automotive transmission and an automotive vehicle that includes a hydraulic control system according to any one or more of the embodiments described above, which possesses the features and advantages described above. It should be understood that the hydraulic control system and transmission can be installed in various vehicles, including passenger cars, trucks, buses, hybrid vehicles, or electric bicycles. Moreover, the structure and operation of both can be referred to accordingly above regarding the description of the hydraulic control system according to this application.

[0064] The embodiments and examples presented herein are provided to illustrate embodiments of this application and its specific applications, thereby enabling those skilled in the art to implement and use this application. However, those skilled in the art should understand that the above description and examples are provided for ease of illustration and example only. The descriptions presented are not intended to cover all aspects of this application or to limit this application to the precise forms disclosed.

Claims

1. A hydraulic control system for an automotive transmission, characterized by, Comprising: an electronic double pump having a booster pump and a delivery pump; a first oil passage having an inlet communicated with the booster pump for controlling switching of a clutch of a transmission; a second oil passage having an inlet communicated with the delivery pump for cooling or lubricating components of the transmission, wherein a first valve assembly is provided on the first oil passage, which includes a hydraulic valve having an inlet, a first outlet communicated back to a main oil passage, a second outlet communicated to the second oil passage, and a control oil pressure port communicated to a solenoid valve for controlling the hydraulic valve, wherein, by means of the hydraulic valve, when the oil pressure in the first oil passage exceeds a preset range, part of the oil flows to the second oil passage through the second outlet.

2. The hydraulic control system of claim 1, wherein, An accumulator assembly for adjusting oil flowing to the clutch is provided in the first oil passage, which is arranged in parallel with the first valve assembly.

3. The hydraulic control system of claim 2, wherein, A clutch valve assembly is provided downstream of the accumulator assembly, which is associated with the clutch and includes a hydraulic valve and a solenoid valve for controlling the hydraulic valve.

4. The hydraulic control system of claim 1, wherein, A second valve assembly is provided in the second oil passage, which includes an on-off valve, wherein the on-off valve is communicated with the accumulator assembly in the first oil passage, so that oil from the accumulator assembly can flow to the second oil passage.

5. The hydraulic control system of claim 4, wherein, The second oil passage includes multiple branches, the inlets of which are respectively communicated with the delivery pump, and at least one branch is associated with the on-off valve.

6. The hydraulic control system of claim 5, wherein, The second outlet of the hydraulic valve of the first valve assembly is directly communicated to the outlet of the branch of the second oil passage associated with the on-off valve.

7. The hydraulic control system of claim 1, wherein, A temperature sensor is provided at the outlet of the delivery pump to detect the temperature of the oil flowing to the second oil passage.

8. The hydraulic control system of claim 1, wherein, The booster pump and the delivery pump are associated with the same driver.

9. An automotive transmission, characterized by Comprising the hydraulic control system according to any one of claims 1 to 8.

10. An automobile characterized by comprising: Comprising the hydraulic control system according to any one of claims 1 to 8 or the automobile transmission according to claim 9.

Images