Cooling and lubricating system of hybrid architecture and vehicle

Abstract

The utility model provides a cooling and lubricating system of a hybrid framework and a vehicle. The system comprises a driving lubricating oil channel, a branch oil channel, a first cooling cavity, a second cooling cavity, an oil discharge channel, an oil suction port and an oil cooling circulation mechanism. The active lubricating oil channel is communicated with the first cooling cavity, and the active lubricating oil channel and the first cooling cavity are combined to form an active cooling and lubricating framework; the branch oil duct is communicated with the second cooling cavity, and the branch oil duct and the second cooling cavity are combined to form a passive cooling lubricating framework; the oil discharge channel is communicated between the first cooling cavity and the second cooling cavity, and excessive oil in the second cooling cavity flows to the first cooling cavity through the oil discharge channel; the oil suction port is formed in the bottom of the first cooling cavity, one end of the oil cooling circulation mechanism communicates with the oil suction port, and the other end of the oil cooling circulation mechanism communicates with the driving lubricating oil channel and the branch oil channel.

Description

Technical Field

[0001] This utility model relates to the field of cooling and lubrication technology, and in particular to a hybrid architecture cooling and lubrication system and vehicle. Background Technology

[0002] In the fields of road vehicles, off-road vehicles, and special vehicles, the cooling and lubrication systems of electric drive axles are mainly divided into two categories: traditional passive oil churning lubrication systems and active lubrication systems.

[0003] Traditional passive churning lubrication systems employ a fully passive churning lubrication method. Their characteristics include gears immersed below the oil level in the oil pan, with the oil level typically not less than one-third of the gear diameter. They lack independent oil pumps and coolers, relying entirely on gear rotation and splashing for lubrication. This system usually uses a single-chamber design, allowing the gearbox and planetary gear set to share the same oil sump.

[0004] Active lubrication systems employ a forced oil supply design, using an electric or mechanical oil pump to drive the lubricating oil circulation. This system features independent oil suction ports and return channels to achieve directional oil flow, and oil injection ports are strategically located in key areas such as the gearbox, planetary gears, and differential. Injection pressure is typically regulated by a proportional valve. Structurally, it includes an oil reservoir and an external oil pump to reduce gear churning losses, while oil recovery relies on a multi-stage return pipeline.

[0005] However, both existing systems have significant drawbacks. Traditional passive churning lubrication systems suffer from large churning losses, uneven lubrication, poor thermal management, and an inability to simultaneously balance efficiency and reliability. Active lubrication systems, on the other hand, face challenges such as high development difficulty, complex structures that cannot effectively cover all lubrication points, high system reliability risks, high energy consumption and cost, and dynamic oil imbalance.

[0006] It is evident that existing drive bridge cooling and lubrication systems, regardless of the technical solutions employed, struggle to simultaneously meet the demands for energy efficiency, lubrication performance, thermal management capabilities, and system reliability. A novel cooling and lubrication system is urgently needed to address these technical challenges. Utility Model Content

[0007] This utility model discloses a hybrid architecture cooling and lubrication system and vehicle, which aims to solve the technical problems existing in the prior art.

[0008] The present invention adopts the following technical solution:

[0009] In a first aspect, the present invention provides a hybrid architecture cooling and lubrication system, including an active lubrication oil passage, a branch oil passage, a first cooling chamber, a second cooling chamber, an oil unloading channel, an oil suction port, and an oil cooling circulation mechanism.

[0010] The active lubrication channel is connected to the first cooling chamber, and the active lubrication channel and the first cooling chamber together form an active cooling and lubrication structure.

[0011] The branch oil passage is connected to the second cooling chamber, which is used to accommodate the planetary gear set and differential. The combination of the branch oil passage and the second cooling chamber forms a passive cooling and lubrication architecture.

[0012] The oil unloading channel connects the first cooling chamber and the second cooling chamber, and excess oil in the second cooling chamber flows to the first cooling chamber through the oil unloading channel.

[0013] The oil suction port is located at the bottom of the first cooling chamber. One end of the oil cooling circulation mechanism is connected to the oil suction port, and the other end is connected to the active lubrication oil passage and the branch oil passage respectively.

[0014] As a preferred technical solution, the first cooling chamber is used to house the gearbox; the first cooling chamber is configured as a low-position oil storage structure so that the gear components of the gearbox are not immersed in lubricating oil.

[0015] As a preferred technical solution, the low-level oil storage structure is also configured such that when some of the lubricating oil in the second cooling chamber flows into the first cooling chamber through the oil unloading channel, the oil level in the first cooling chamber remains below the height of the gearbox gear assembly.

[0016] As a preferred technical solution, the first cooling chamber is equipped with a first oil level sensor, which is used to monitor the oil level in the first cooling chamber.

[0017] As a preferred technical solution, the active lubrication oil passage is set in the first cooling chamber and is provided with several oil injection holes. The positions of the oil injection holes are matched with the gear meshing points and bearing positions in the gearbox, and are used to perform active directional spray cooling on the gearbox.

[0018] As a preferred technical solution, a second oil level sensor is provided in the second cooling chamber, which is used to monitor the oil level in the second cooling chamber.

[0019] As a preferred technical solution, the second cooling chamber is used to accommodate the planetary gear set and the differential. The oil outlet opening of the branch oil passage is located at the top of the second cooling chamber, which is used to spray and cool the planetary gear set and the differential first, so that the lubricating oil forms a flow layer and then sinks to the bottom of the second cooling chamber to achieve passive oil stirring cooling.

[0020] As a preferred technical solution, the bottom surface of the oil unloading channel is higher than the preset maximum oil level of the lubricating oil in the second cooling chamber.

[0021] As a preferred technical solution, the oil cooling circulation mechanism includes a filter, an electric oil pump, and an oil cooler connected in sequence, with the electric oil pump used to drive the lubricating oil circulation.

[0022] Secondly, embodiments of the present invention provide a vehicle including a cooling and lubrication system with a hybrid architecture as described in any of the preceding claims.

[0023] One embodiment of the above-described utility model has the following advantages or beneficial effects:

[0024] This invention provides a hybrid cooling and lubrication system. By configuring the cooling chambers as an asymmetrical first cooling chamber and second cooling chamber, and setting an oil unloading channel between the two chambers, an optimized combination of cooling and lubrication methods is achieved. The first cooling chamber and the active lubrication oil channel form an active cooling and lubrication architecture, while the second cooling chamber and the branch oil channel form a passive cooling and lubrication architecture. This effectively solves the various technical contradictions existing in the traditional single lubrication method in the prior art.

[0025] The cooling and lubrication system provided by this invention fully considers the unique cooling and lubrication requirements of the gearbox and planetary gear differential. It implements active lubrication for critical heat-prone areas (gearbox bearings / gears), while retaining a passive oil-churning method for the planetary gear set. Specifically, the first cooling chamber adopts a low-level oil storage design, significantly reducing oil-churning losses. Simultaneously, directional oil injection through the active lubrication channels precisely distributes the flow rate according to the heat generated by the gear shafts, improving cooling and lubrication efficiency. The second cooling chamber uses passive oil-churning lubrication, eliminating the need for complex oil injection piping. This not only reduces development difficulty and shortens the design cycle but also reduces the pressure drop across the entire circuit, thereby lowering the oil pump power requirement. Furthermore, even in the event of oil pump failure, the passive lubrication component can maintain basic lubrication capabilities, improving system reliability.

[0026] Furthermore, this invention achieves dynamic oil balance management through an oil unloading channel and an oil level control mechanism. When the oil level in the second cooling chamber is too high, excess oil flows spontaneously to the first cooling chamber through the oil unloading channel, reducing dependence on external energy, based on the entropy reduction management concept. Conversely, when the oil level is insufficient, the branch oil channels increase the oil supply to supplement it. This adaptive oil quantity adjustment method solves the problem of dynamic oil quantity imbalance in traditional systems, ensuring that each chamber always maintains a suitable oil level, and maintains effective cooling circulation through the oil cooling circulation mechanism to maintain a suitable oil temperature, significantly improving the overall thermal management capability of the electric drive bridge system. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this utility model, the accompanying drawings used in the description of the embodiments will be briefly introduced below, forming part of this utility model. The illustrative embodiments of this utility model and their descriptions explain this utility model and do not constitute an improper limitation of this utility model. In the accompanying drawings:

[0028] Figure 1This is a schematic diagram of the structure of a hybrid architecture cooling and lubrication system provided in a preferred embodiment of Embodiment 1 of this utility model;

[0029] Figure 2 This is a schematic diagram showing the connection between the first cooling chamber and the second cooling chamber in a preferred embodiment of this utility model;

[0030] Figure 3 This is a schematic diagram of the first and second cooling chambers provided in a preferred embodiment of Embodiment 1 of the present invention under vehicle tilt conditions;

[0031] Figure 4 This is a schematic diagram of the first and second cooling chambers provided in a preferred embodiment of this utility model when the vehicle is tilted to the other side.

[0032] Explanation of reference numerals in the attached figures:

[0033] Active lubrication oil passage 1, branch oil passage 2, first cooling chamber 3, second cooling chamber 4, oil unloading passage 5, oil suction port 6, filter 7, electric oil pump 8, oil cooler 9. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. In the description of this utility model, it should be noted that the term "or" is generally used to include the meaning of "and / or," unless otherwise expressly stated otherwise.

[0035] In the description of this application, the terms "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0036] Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0037] Example 1

[0038] In traditional passive churning lubrication systems, the high-speed rotation of gears agitates the oil, creating resistance and reducing transmission efficiency, with typical power losses reaching 1.5-2.2%. Simultaneously, the system suffers from uneven lubrication. In high-speed areas such as gearbox bearings / gear meshing points, insufficient oil film thickness easily leads to boundary lubrication, while in low-speed areas such as planetary gear sets, excessive oil accumulation exacerbates temperature rise, reaching peak temperatures of 120-140℃. Furthermore, continuous oil circulation and heating accelerates oxidation and deterioration, necessitating frequent oil changes and resulting in poor thermal management. Even more challenging is the conflicting oil level settings: high oil levels increase churning losses, while low levels cause insufficient lubrication, making it impossible to simultaneously achieve both efficiency and reliability.

[0039] While active lubrication systems address the issue of oil churning losses to some extent, their development is extremely challenging. These systems must consider flow distribution under varying pump speeds and lubricant viscosities, particularly during cold starts when high-viscosity lubricants struggle to pass through fine nozzles, and whether the injection pressure meets cooling and lubrication requirements. The entire system design involves numerous lubrication points, requiring highly complex piping matching. Planetary gear set lubrication also presents technical challenges: the narrow meshing area of ​​the planetary gears prevents the injectors from effectively covering the contact points between the sun gear and planetary gears, resulting in a spray blind zone exceeding 30%, and the complex flow path leads to a significant decrease in end-point injection pressure. System reliability is also at risk; if the pump fails, overall lubrication will be interrupted, leading to a high risk of gear set damage. Furthermore, to achieve oil distribution, the system uses extremely small injector orifices (approximately 1mm), making them susceptible to clogging by metal debris. In terms of energy consumption and cost, to meet the flow requirements of various cooling and lubrication points, the continuous operating power consumption of the oil pump is greater than 300W (due to the large pressure drop and flow rate of the overall pipeline), accounting for 1.5-2% of the total energy consumption of the electric drive system. In terms of parts, high-pressure oil pumps, multi-way injection valves, and other components are required, increasing the system cost by 25-35%. In addition, the planetary gear set cavity lacks an effective oil return path, resulting in oil stagnation and accumulation, with the stagnation amount reaching up to 20% of the total oil volume, creating a dynamic oil volume imbalance.

[0040] To overcome the above problems, this utility model provides a hybrid architecture cooling and lubrication system, such as... Figure 1Preferably, the system includes an active lubrication channel 1, a branch channel 2, a first cooling chamber 3, a second cooling chamber 4, an oil unloading channel 5, an oil suction port 6, and an oil cooling circulation mechanism; wherein, the active lubrication channel 1 is connected to the first cooling chamber 3, and the two are preferably combined to form an active cooling and lubrication architecture; the branch channel 2 is connected to the second cooling chamber 4, and the two are preferably combined to form a passive cooling and lubrication architecture; the oil unloading channel 5 is connected between the first cooling chamber 3 and the second cooling chamber 4, so that excess oil in the second cooling chamber 4 can flow to the first cooling chamber 3 through the oil unloading channel 5 to control the oil level in the second cooling chamber 4 and achieve oil cooling balance; the oil suction port 6 is located at the bottom of the first cooling chamber 3, one end of the oil cooling circulation mechanism is connected to the oil suction port 6, and the other end is connected to the active lubrication channel 1 and the branch channel 2 respectively.

[0041] In a preferred embodiment, the oil cooling circulation mechanism includes a filter 7, an electric oil pump 8, and an oil cooler 9 connected in sequence. The filter 7 is located upstream of the circulation loop and is used to filter impurities and metal debris in the circulating lubricating oil, preventing these contaminants from damaging downstream components or clogging oil passages. The electric oil pump 8 drives the circulation of lubricating oil throughout the system. The main control system of the electric oil pump 8 is connected to the vehicle's main control system and can intelligently adjust its operating parameters based on vehicle operating conditions, temperature status, and other information. The oil cooler 9 is responsible for transferring the heat absorbed by the lubricating oil to the cooling medium.

[0042] In a preferred embodiment, the first cooling chamber 3 constitutes the front end of the electric drive axle system, and its interior is used to house the gearbox and its related components. Specifically, the internal space of the first cooling chamber 3 matches the external contour dimensions of the gearbox, allowing the gearbox to be securely installed within it; the gearbox includes high-speed rotating components such as gear sets and bearings, and the structure of the gearbox is not specifically limited in this embodiment.

[0043] In a preferred embodiment, the second cooling chamber 4 constitutes the rear end portion of the electric drive axle system, accommodating the planetary gear set and differential. The internal space of the second cooling chamber 4 is configured to adapt to the geometry of the planetary gear set and differential. The output shaft of the electric drive axle system passes through the side wall of the second cooling chamber 4 and connects to the vehicle's half-shaft to achieve power transmission.

[0044] The first cooling chamber 3 and the second cooling chamber 4 together form the complete housing of the electric drive bridge system, providing protection and lubrication for the internal transmission mechanism.

[0045] In a preferred embodiment, an active lubrication channel 1 is disposed within the first cooling chamber 3 and is provided with a plurality of oil spray holes. The positions of the oil spray holes are matched with the gear meshing points and bearing positions in the gearbox, for active directional spray cooling of the gearbox. Preferably, the first cooling chamber 3 is configured as a low-position oil storage structure, so that the gear components of the gearbox are not immersed in lubricating oil.

[0046] Preferably, the active lubrication channel 1 forms a distributed oil supply pipeline within the first cooling chamber 3. This pipeline is matched to the specific transmission structure of the gearbox to ensure coverage of all critical hot spots within the gearbox. Several oil injection holes are distributed circumferentially and axially along the active lubrication channel 1, and the position and angle of the injection holes correspond to critical lubrication points. Preferably, critical lubrication points include: the area near the gear meshing line, the rolling element contact area between the inner and outer rings of the bearing, and other high-speed moving contact surfaces. Through the directional spraying of the active lubrication channel 1, the lubricating oil can be precisely delivered to the parts requiring cooling, avoiding the problem of insufficient lubrication in some areas in traditional oil churning methods.

[0047] Preferably, the low-level oil storage structure refers to a predetermined first height difference H1 between the bottom surface of the first cooling chamber 3 and the bottom surface of the transmission. This first height difference H1 allows the first cooling chamber 3 to form an appropriate oil storage space. In this structure, the highest oil level in the first cooling chamber 3 is configured as a predetermined first height threshold, and the first height difference H1 is greater than this predetermined first height threshold, ensuring that under normal operating conditions, the gear assembly of the transmission is always above the oil surface, avoiding oil churning losses.

[0048] Preferably, the low-level oil storage structure is further configured such that when a portion of the lubricating oil in the second cooling chamber 4 flows into the first cooling chamber 3 through the oil discharge channel 5, the oil level in the first cooling chamber 3 remains below the height of the gearbox gear assembly. This ensures that even during dynamic system operation, when a portion of the oil in the second cooling chamber 4 flows into the first cooling chamber 3, the oil level in the first cooling chamber 3 will not become too high, preventing the gearbox gear assembly from being submerged in oil.

[0049] Preferably, when setting the preset first height threshold, it is necessary to comprehensively consider the existing lubricating oil in the first cooling chamber 3 and the maximum amount of lubricating oil that may flow back from the second cooling chamber 4. This ensures that under various driving conditions of the vehicle, the first cooling chamber 3 can effectively manage the total oil volume within the system to maintain the transmission in an oil-free state, while providing necessary oil replenishment to the second cooling chamber 4 or receiving its excess oil.

[0050] In a preferred embodiment, a second height difference H2 is provided between the bottom surface of the first cooling chamber 3 and the bottom surface of the oil unloading channel 5, such as... Figure 2 Preferably, when the vehicle is in a level position, the lubricating oil level in the first cooling chamber 3 has reached a preset first height threshold. If the vehicle then performs a steering maneuver to one side, such as... Figure 3 And to achieve the maximum design tilt angle, the second height difference H2 is configured to ensure that the lubricating oil in the first cooling chamber 3 will not enter the second cooling chamber 4 through the oil discharge channel 5.

[0051] Specifically, the value setting of the second height difference H2 takes into account the vehicle's dynamic handling limit parameters, the characteristics of lubricating oil level changes, and the system safety margin requirements. This parameter can form an effective liquid level potential energy barrier when the vehicle is tilted, preventing the lubricating oil in the first cooling chamber 3 from flowing backward to the second cooling chamber 4 under tilt conditions. This ensures that the planetary gear set and differential in the second cooling chamber 4 are always in the designed oil level environment and will not suffer additional fluid resistance load due to changes in vehicle attitude.

[0052] In a preferred embodiment, the first cooling chamber 3 is provided with a first oil level sensor, which is used to monitor the oil level in the first cooling chamber 3 and send the result to the vehicle's main control system. The vehicle's main control system can control the opening state of the oil suction port 6 based on the comparison result between the oil level in the first cooling chamber 3 and a preset first height threshold.

[0053] Specifically, the first oil level sensor is installed on the side wall of the first cooling chamber 3. It can be a contact or non-contact liquid level sensor to continuously monitor the level of lubricating oil in the first cooling chamber 3. In this embodiment, the specifications / model of the first oil level sensor are not specifically limited. Those skilled in the art can freely choose according to the detection accuracy.

[0054] When the oil level detected by the first oil level sensor exceeds the preset first height threshold, the main control system outputs an opening command to control the oil suction port 6 to open, so that the lubricating oil in the first cooling chamber 3 enters the oil cooling circulation mechanism through the oil suction port 6 to achieve the circulation cooling of the lubricating oil; when the detected oil level is lower than the preset first height threshold, the main control system outputs a closing command to control the oil suction port 6 to close.

[0055] In a preferred embodiment, the active lubrication channel 1 is equipped with a flow distribution structure for supplying lubricating oil in a differentiated manner according to the heating characteristics of each gear shaft assembly in the gearbox, thereby achieving precise cooling and efficient lubrication.

[0056] Specifically, the active lubrication channel 1 is configured with a segmented structure, including a main channel and multiple branch channels. Each branch channel is connected to the main channel via a flow distribution valve. The flow distribution valve can adjust its opening according to the control signal from the main control system, thereby controlling the flow of lubricating oil to each branch channel. The main channel connects to the oil outlet of the oil cooling circulation mechanism, while the branch channels are connected to key hot spots within the gearbox via oil injection holes. By differentially controlling the flow distribution of each branch channel, gear shaft components under different heat loads can receive a cooling and lubricating oil quantity that matches their heat generation.

[0057] In a preferred embodiment, a temperature sensor is provided in the first cooling chamber 3. The temperature sensor is arranged in key parts of the gearbox, such as the high-speed bearing housing and the meshing area of ​​the large gear, to monitor the operating temperature of these components in real time and send the collected data to the main control system as the basis for flow distribution and to control the opening degree of the corresponding flow distribution valve.

[0058] In a preferred embodiment, the oil outlet opening of the branch oil passage 2 is located at the bottom of the second cooling chamber 4, for directly supplying oil to the bottom of the second cooling chamber 4, so that the lubricating oil directly enters the bottom of the second cooling chamber 4 and forms an oil pool. The lower part of the planetary gear set and the differential are immersed in the oil pool, and a stirring effect is generated during rotation to achieve passive oil stirring cooling.

[0059] In another preferred embodiment, the oil outlet opening of the branch oil passage 2 is located at the top of the second cooling chamber 4, which is used to spray and cool the planetary gear set and differential first, so that the lubricating oil forms a flow layer and then sinks to the bottom of the second cooling chamber 4 to achieve passive oil stirring cooling.

[0060] Specifically, the top oil outlet of branch oil passage 2 is equipped with multiple nozzles. The number and position distribution of the nozzles match the geometric layout of the planetary gear set and differential, ensuring that the lubricating oil sprayed from the oil outlet of branch oil passage 2 can cover all critical hot spots.

[0061] When the lubricating oil is sprayed out from the oil outlet of branch oil passage 2, it first acts directly on the surface of the planetary gear set and differential in a spray manner. During this stage, the lubricating oil is in direct contact with the surface of high-temperature components and quickly absorbs heat through convection heat transfer. At the same time, a lubricating film is formed to reduce friction. Due to gravity, the sprayed lubricating oil forms a continuous flow layer along the surface of the components, which further enhances the heat transfer effect.

[0062] After being cooled by spraying, the lubricating oil eventually settles to the bottom of the second cooling chamber 4 under the action of gravity, forming an oil pool of a specific height. At this time, the lower structure of the planetary gear set and the differential will be partially or completely immersed in the oil pool, generating a controlled oil churning action during high-speed rotation. This passive oil churning method enables the lubricating oil to form a dynamic circulation in the gear gaps and bearing surfaces, continuously carrying away heat and providing lubrication.

[0063] In a preferred embodiment, a second oil level sensor is provided in the second cooling chamber 4; the second oil level sensor is used to monitor the oil level in the second cooling chamber 4 and send it to the vehicle's main control system, and the main control system can adjust the oil supply of the branch oil passage 2 according to the comparison result between the oil level in the second cooling chamber 4 and the preset second height threshold.

[0064] Specifically, the second oil level sensor is installed on the side wall of the second cooling chamber 4 to continuously monitor the level of lubricating oil in the second cooling chamber 4. In this embodiment, the second oil level sensor can be selected to be the same as or different from the first oil level sensor.

[0065] When the oil level detected by the second oil level sensor is lower than the preset second height threshold, the main control system outputs a flow boosting command to increase the oil supply of the branch oil passage 2, ensuring that there is sufficient lubricating oil level in the second cooling chamber 4, so that the planetary gear set and differential can be immersed in the oil sump and achieve passive oil stirring cooling.

[0066] In a preferred embodiment, there is a third height difference H3 between the bottom surface of the second cooling chamber 4 and the bottom surface of the oil unloading channel 5. Preferably, the configuration of the preset second height threshold needs to meet two conditions simultaneously: on the one hand, it must be lower than the third height difference H3, and on the other hand, it must ensure that the planetary gear set and differential can be properly immersed in the oil sump to achieve effective passive oil churning cooling.

[0067] In a preferred embodiment, even without active control devices such as a first oil level sensor, a second oil level sensor, and a flow distribution valve, this system can still achieve effective flow distribution and dynamic oil quantity balance through oil passage geometry design.

[0068] Specifically, when the electric oil pump 8 of the oil cooling circulation mechanism operates at a fixed flow rate (e.g., 20 L / min), by setting geometric parameters such as the pipe diameter ratio, flow channel length, and internal resistance difference between the active lubrication channel 1 and the branch lubrication channel 2, the branch lubrication channel 2 obtains a preset proportion (e.g., 10%) of the flow rate (approximately 2 L / min), while the active lubrication channel 1 obtains the remaining flow rate (approximately 18 L / min). In this embodiment, the geometric parameters of the branch lubrication channel 2 and the active lubrication channel 1 are no longer specifically limited; those skilled in the art can design accordingly based on the flow requirements of the actual application scenario.

[0069] The 2L / min flow rate of the branch oil passage 2 is mainly used to lubricate areas in the second cooling chamber 4 that are difficult to be covered by passive lubrication, such as the planetary gear set and the inside of the differential. After this part of the lubricating oil has finished lubricating, it will accumulate in the second cooling chamber 4. Once the oil level in the second cooling chamber 4 exceeds the bottom height of the oil discharge channel 5, the excess oil will automatically flow into the first cooling chamber 3 through the oil discharge channel 5, and then be sucked into the oil suction port 6 to enter the next cycle, thereby achieving dynamic oil balance without active control.

[0070] Specifically, the bottom height of the oil unloading channel 5 determines the maximum oil level in the second cooling chamber 4, so that the oil level in the second cooling chamber 4 can be automatically maintained within the design range even without active control; in addition, even when the vehicle is tilted, the oil in the second cooling chamber 4 is poured out, and the continuously supplied flow rate of 2L / min can replenish the oil in the second cooling chamber 4 to the working oil level in a short time.

[0071] In this embodiment, the passive oil quantity control scheme based on the oil passage geometry design not only simplifies the system structure and reduces the control complexity, but also improves the system reliability, reduces the risk of failure caused by electronic control components, and ensures the stable and efficient cooling and lubrication effect of the electric drive bridge system.

[0072] In a preferred embodiment, the bottom surface of the oil unloading channel 5 is configured to be higher than the preset maximum oil level of the lubricating oil in the second cooling chamber 4. Specifically, this preset maximum oil level is consistent with the third height difference H3 to ensure that the lubricating oil in the second cooling chamber 4 is above the preset maximum oil level, or in the event of a vehicle accident. Figure 4 After the tilting condition shown, the oil can overflow into the unloading channel 5 on its own, reducing dependence on external energy and allowing the oil on the planetary gear set and differential side to be circulated and cooled.

[0073] In one preferred embodiment, the oil unloading channel 5 is horizontally arranged. In another preferred embodiment, the direction of the oil unloading channel 5 is configured to be inclined towards the first cooling chamber 3, so as to facilitate the flow of lubricating oil from the second cooling chamber 4 to the first cooling chamber 3 by gravity assistance, thereby improving the oil discharge efficiency. In addition, it can effectively prevent the lubricating oil in the first cooling chamber 3 from flowing back into the second cooling chamber 4 when the vehicle is tilted, and ensure that the flow of lubricating oil between the two cooling chambers always remains unidirectional.

[0074] In a preferred embodiment, the cross-sectional area of ​​the unloading channel 5 remains constant along the axial extension direction, which simplifies the processing technology and reduces manufacturing costs.

[0075] In another preferred embodiment, the cross-sectional area of ​​the oil unloading channel 5 gradually decreases from the inlet end of the second cooling chamber 4 to the outlet end of the first cooling chamber 3, forming a fluid constriction channel. On the one hand, the larger cross-sectional area at the inlet end reduces the flow resistance at the inlet, which is beneficial for lubricating oil to smoothly enter the oil unloading channel 5 from the second cooling chamber 4; on the other hand, the smaller outlet end makes it more difficult for lubricating oil to flow backward from the first cooling chamber 3, effectively preventing the backflow of lubricating oil in the first cooling chamber 3 under conditions such as changes in vehicle acceleration and slope, ensuring that the flow of lubricating oil between the two cooling chambers always remains unidirectional.

[0076] Example 2

[0077] This embodiment of the invention also provides a vehicle that includes a hybrid architecture cooling and lubrication system as described in Embodiment 1 above. The vehicle in this embodiment integrates the hybrid architecture cooling and lubrication system described in Embodiment 1 into its electric drive axle structure, achieving efficient thermal management and lubrication functions. The vehicle can be any type of vehicle employing an electric drive system; this embodiment does not specifically limit the type of vehicle.

[0078] Although exemplary embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above exemplary embodiments are merely illustrative and are not intended to limit the scope of this application. Various changes and modifications can be made therein by those skilled in the art without departing from the scope and spirit of this application. All such changes and modifications are intended to be included within the scope of this application as claimed in the appended claims.

[0079] Numerous specific details are set forth in the specification provided herein. However, it will be understood that embodiments of this application may be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0080] Similarly, it should be understood that, in order to streamline this application and aid in understanding one or more of the various aspects of the invention, features of this application may sometimes be grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of this application. However, this approach should not be construed as reflecting an intention that the claimed application requires more features than are expressly recited in each claim. Rather, as reflected in the corresponding claims, its novelty lies in the fact that the corresponding technical problem can be solved with fewer features than all of those in a single disclosed embodiment. Therefore, the claims following the detailed description are hereby expressly incorporated into that detailed description, wherein each claim itself is a separate embodiment of this application.

[0081] Those skilled in the art will understand that, apart from the mutual exclusion of features, all features disclosed in this specification (including the accompanying claims, abstract, and drawings) and all processes or elements of any method or apparatus so disclosed can be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstract, and drawings) may be replaced by an alternative feature serving the same, equivalent, or similar purpose.

Claims

1. A hybrid architecture cooling and lubrication system, characterized in that, It includes an active lubrication oil passage, branch oil passages, a first cooling chamber, a second cooling chamber, an oil unloading channel, an oil suction port, and an oil cooling circulation mechanism; The active lubrication channel is connected to the first cooling chamber, and the active lubrication channel and the first cooling chamber together form an active cooling and lubrication architecture. The branch oil passage is connected to the second cooling chamber, and the branch oil passage and the second cooling chamber together form a passive cooling and lubrication architecture; The oil unloading channel connects the first cooling chamber and the second cooling chamber, and excess oil in the second cooling chamber flows to the first cooling chamber through the oil unloading channel. The oil suction port is located at the bottom of the first cooling chamber. One end of the oil cooling circulation mechanism is connected to the oil suction port, and the other end is connected to the active lubrication oil passage and the branch oil passage respectively.

2. The cooling and lubrication system of the hybrid architecture according to claim 1, characterized in that, The first cooling chamber is used to house the gearbox; The first cooling chamber is configured as a low-position oil storage structure, so that the gear assembly of the gearbox is not immersed in lubricating oil.

3. The cooling and lubrication system of the hybrid architecture according to claim 2, characterized in that, The low-level oil storage structure is further configured such that when a portion of the lubricating oil in the second cooling chamber flows into the first cooling chamber through the oil discharge channel, the oil level in the first cooling chamber remains below the height of the gearbox gear assembly.

4. The cooling and lubrication system of the hybrid architecture according to claim 3, characterized in that, The first cooling chamber is equipped with a first oil level sensor, which is used to monitor the oil level in the first cooling chamber.

5. The cooling and lubrication system of the hybrid architecture according to claim 2, characterized in that, The active lubrication channel is located in the first cooling chamber and has several oil spray holes. The positions of the oil spray holes are matched with the gear meshing points and bearing positions in the gearbox, and are used to perform active directional spray cooling on the gearbox.

6. The cooling and lubrication system of the hybrid architecture according to claim 1, characterized in that, The second cooling chamber is equipped with a second oil level sensor, which is used to monitor the oil level in the second cooling chamber.

7. The cooling and lubrication system of the hybrid architecture according to claim 1, characterized in that, The second cooling chamber is used to accommodate the planetary gear set and the differential. The oil outlet of the branch oil passage is located at the top of the second cooling chamber, which is used to spray and cool the planetary gear set and the differential first, so that the lubricating oil forms a flow layer and then sinks to the bottom of the second cooling chamber to achieve passive oil stirring cooling.

8. The cooling and lubrication system of the hybrid architecture according to claim 1, characterized in that, The bottom surface of the oil unloading channel is higher than the preset maximum oil level of the lubricating oil in the second cooling chamber.

9. The cooling and lubrication system of the hybrid architecture according to claim 1, characterized in that, The oil cooling circulation mechanism includes a filter, an electric oil pump, and an oil cooler connected in sequence, wherein the electric oil pump is used to drive the lubricating oil to circulate.

10. A vehicle, characterized in that, The cooling and lubrication system includes the hybrid architecture as described in any one of claims 1-9.

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