CN213472766U - Power assembly and vehicle - Google Patents

Abstract

The utility model discloses a power assembly and vehicle, power assembly includes: an engine; the first hydraulic pump is in transmission with the engine; the pressure oil circuit module comprises a main oil circuit; the clutch is in transmission with the engine and is connected with the output end of the main oil way, and the hydraulic control module is used for controlling the hydraulic control of the engine; a drive motor; the hydraulic pump module is in transmission with the driving motor; the input end of the cooling oil way module is connected with the second hydraulic pump; and the reversing control valve is arranged among the second hydraulic pump, the cooling oil way module and the main oil way, so that the second hydraulic pump selectively supplies oil to the cooling oil way module and the main oil way. Therefore, the reversing control valve is arranged among the second hydraulic pump, the cooling oil way module and the main oil way, so that the second hydraulic pump can selectively supply oil to the cooling oil way module and the main oil way, the energy consumption of the first hydraulic pump can be reduced, and the cost of a power assembly can be saved.

Description

Power assembly and vehicle

Technical Field

The utility model belongs to the technical field of the automotive technology and specifically relates to a power assembly and vehicle are related to.

Background

With the development of science and technology, the hybrid electric vehicle has been recognized by people due to its advantages of low oil consumption, high engine efficiency, mature technology and the like, and has been taken into people's lives.

In the related art, the vehicle uses two oil pumps to adjust the state of the vehicle power assembly, the two oil pumps are respectively an engine-end oil pump connected with the engine and a driving-motor-end oil pump connected with the driving motor, and the engine-end oil pump and the driving-motor-end oil pump of the vehicle provide cooling oil for the clutch when the vehicle clutch needs to be cooled, however, when the clutch needs to be large, because the driving-motor-end oil pump cannot adjust the oil flow, the energy consumption of the engine is increased, and therefore the energy consumption of the vehicle can be increased.

SUMMERY OF THE UTILITY MODEL

The utility model discloses aim at solving one of the technical problem that exists among the prior art at least. Therefore, an object of the present invention is to provide a power assembly, which can not only adjust the displacement of the oil pump driving the motor end, thereby reducing the energy consumption of the engine.

The utility model discloses a vehicle is still further provided.

According to the utility model discloses a power assembly, include: an engine; a first hydraulic pump in transmission with the engine; the pressure oil circuit module comprises a main oil circuit, and the input end of the main oil circuit is connected with the first hydraulic pump; the clutch is in transmission with the engine and is connected with the output end of the main oil way, the hydraulic control module is connected with the pressure oil way module, the engine drives the first hydraulic pump to output oil to the main oil way, and the hydraulic control module controls the pressure oil way module to adjust the oil pressure of the main oil way and provide power for the clutch coupling through the oil after pressure adjustment; a drive motor; a hydraulic pump module, the hydraulic pump module comprising: the second hydraulic pump is in transmission with the driving motor; the input end of the cooling oil way module is connected with the second hydraulic pump, and the output end of the cooling oil way module is connected with the clutch so as to provide cooling oil for the clutch; and the reversing control valve is arranged among the second hydraulic pump, the cooling oil way module and the main oil way, so that the second hydraulic pump selectively supplies oil to the cooling oil way module and the main oil way.

From this, through set up the switching-over control valve between second hydraulic pump, cooling oil circuit module and main oil circuit, make second hydraulic pump can selectively to cooling oil circuit module and main oil circuit fuel feeding, not only can guarantee when the clutch is great to the oil mass demand, can guarantee the fuel feeding volume to the clutch, can make the fuel feeding volume just can satisfy the heat dissipation of motor moreover, can reduce the energy consumption of first hydraulic pump, can practice thrift the cost of power assembly.

In some examples of the invention, the hydraulic pump module comprises: second hydraulic pump, first feed liquor check valve, first play liquid check valve, second feed liquor check valve and second play liquid check valve, the second hydraulic pump with the driving motor transmission, first feed liquor check valve with first play liquid check valve parallel connection be in a pump port department of second hydraulic pump, the second feed liquor check valve with the second goes out liquid check valve parallel connection be in another pump port department of second hydraulic pump, the input of cooling oil circuit module with the second hydraulic pump is connected and is connected first play liquid check valve with the second goes out liquid check valve.

In some examples of the invention, the pressure oil circuit module comprises: and a first end of the clutch control valve is connected with the output end of the main oil way, a second end of the clutch control valve is connected with the clutch, and a first pressure sensor is arranged between the clutch and the clutch control valve.

In some examples of the present invention, the pressure oil circuit module further comprises: a second pressure sensor disposed on the main oil circuit; and the pressure regulating unit is used for regulating the oil pressure of the main oil way, and the pressure regulating unit is used for regulating the oil pressure of the main oil way and outputting the oil after pressure regulation to the cooling oil way module.

In some examples of the present invention, the pressure regulating unit includes: the pressure regulating pilot valve is connected with the second pressure sensor; and the first end of the pressure regulating valve is connected with the main oil way, the second end of the pressure regulating valve is connected with the pressure regulating pilot valve, and the third end of the pressure regulating valve is connected with the cooling oil way module.

In some examples of the present invention, the power assembly further comprises: the generator is connected with the engine, the output end of the cooling oil way module is respectively connected with the driving motor and the generator, and the cooling oil way module is used for providing cooling oil for the generator and the driving motor; a differential mechanism; the transmission is respectively connected with the differential and the clutch, and the cooling oil circuit module is used for supplying cooling oil to the transmission so as to lubricate the transmission.

In some examples of the invention, the cooling oil circuit module includes: the input end of the auxiliary oil way is respectively connected with the pressure regulating valve and the output end of the second hydraulic pump; the first oil temperature adjusting unit is connected with the output end of the auxiliary oil way; the hydraulic control module is used for acquiring oil temperature of the oil at the driving motor and/or the oil at the generator.

In some examples of the present invention, the first oil temperature adjusting unit includes: a cooler bypass valve; the cooler is connected with the cooler bypass valve in parallel, one end of the cooler is connected with the output end of the auxiliary oil way, and the other end of the cooler is connected with the driving motor, the generator and the clutch respectively after the cooler is connected with the cooler bypass valve in parallel; the hydraulic control module is used for acquiring oil temperature of the oil at the driving motor and/or the oil at the generator.

In some examples of the invention, it further comprises: the oil bottom module is respectively connected with the first hydraulic pump and the second hydraulic pump, and the third end of the pressure regulating valve is also connected with the oil bottom module; the first oil temperature adjusting unit comprises a first output end, a second output end, a third output end and a fourth output end, the first output end is connected with the generator through an oil way provided with a first control valve, the second output end is connected with the engine through an oil way provided with a second control valve, the third output end is connected with the driving motor through an oil way provided with a third control valve, the fourth output end is connected with the clutch through an oil way provided with a fourth control valve and a fifth control valve which are connected in parallel, the second control valve and the fifth control valve are bypass damping valves, and the first control valve, the third control valve and the fourth control valve are electromagnetic valves for lubrication.

According to the utility model discloses a vehicle, include: the power assembly is provided.

Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.

Drawings

The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:

FIG. 1 is a schematic illustration of a powertrain in a vehicle standby mode according to an embodiment of the present invention;

FIG. 2 is a schematic illustration of a powertrain in a vehicle direct drive mode according to an embodiment of the present disclosure;

FIG. 3 is a schematic diagram of a powertrain in a vehicle electric only mode according to an embodiment of the present disclosure;

FIG. 4 is a schematic illustration of a powertrain in series mode for a vehicle according to an embodiment of the present invention;

FIG. 5 is a schematic illustration of a vehicle powertrain according to an embodiment of the present invention;

FIG. 6 is a flow chart of a vehicle control method according to an embodiment of the present invention;

FIG. 7 is a flow diagram of a vehicle powertrain and powertrain according to an embodiment of the present invention;

FIG. 8 is a schematic illustration of the powertrain in a vehicle park generating mode according to an embodiment of the present invention;

fig. 9 is a schematic view of a powertrain in a pure electric mode of vehicle reversing according to an embodiment of the present invention;

FIG. 10 is a schematic diagram of a vehicle powertrain and hydraulic system according to an embodiment of the present invention;

fig. 11 is a schematic diagram of a clutch engagement state in a direct drive mode of a vehicle according to an embodiment of the present invention;

fig. 12 is a schematic diagram of a clutch pressure maintaining state in the direct drive mode of the vehicle according to the embodiment of the present invention.

Reference numerals:

10-a power train; 11-an engine; 12-a generator; 13-a drive motor; 14-a clutch; 16-a transmission; 17-a bearing; 18-a differential;

20-pressure oil circuit module; 21-a first hydraulic pump; 22-a directional control valve; 23-a hydraulic control module; 24-a first oil temperature regulating unit; 241-a cooler; 242-a cooler bypass valve; 25-cooling oil way module; 251-an auxiliary oil way; 26-a second oil temperature regulating unit; 261-a first safety valve; 27-vehicle control unit; 28-main oil circuit; 29-a voltage regulation unit; 291-pressure regulating valve; 292-a pressure regulating pilot valve; 31-a first pressure sensor; 35-a bottoming module; 36-a buffer; 37-a second pressure sensor; 38-a first output; 39-second output; 40-a second control valve; 41-a third control valve; 42-clutch control valve; 43-a first gear; 44-a second gear; 45-third gear; 46-a fourth gear; 47-fifth gear; 48-sixth gear; 49-seventh gear;

50-a hydraulic pump module; 51-a second hydraulic pump; 52-first liquid inlet one-way valve; 53-first liquid outlet one-way valve; 54-a second liquid inlet one-way valve; 55-second liquid outlet one-way valve; 56-first control valve; 57-a fourth control valve; 58-fifth control valve; 59-a third output; 60-fourth output.

Detailed Description

Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.

A powertrain 10 according to an embodiment of the present invention, which powertrain 10 is applied to a vehicle, will be described with reference to fig. 1 to 12.

As shown in fig. 1 and 5, a power assembly 10 according to an embodiment of the present invention may mainly include: the engine 11, the first hydraulic pump 21, the pressure oil circuit module 20, the clutch 14 and the hydraulic control module 23 are connected and matched with each other to control the work of the vehicle together.

As shown in fig. 1, the engine 11 is connected to the first hydraulic pump 21, and the first hydraulic pump 21 can be in transmission with the engine 11, the engine 11 can provide power to the first hydraulic pump 21, so that the oil in the first hydraulic pump 21 has pressure, and the pressure oil path module 20 can mainly include: the input end of the main oil circuit 28 can be connected with the first hydraulic pump 21, and oil liquid flowing out of the first hydraulic pump 21 and having pressure enters the pressure oil circuit module 20 to maintain the normal work of the power assembly 10, so that the connection among various parts of the power assembly 10 can be tighter, the pressure of the oil liquid can be prevented from being lost before entering the pressure oil circuit module 20, and the efficiency of the power assembly 10 can be improved.

Referring to fig. 1, the clutch 14 may be in transmission with the engine 11, the clutch 14 may be connected to an output end of the main oil line 28, further, the hydraulic control module 23 may be connected to the pressure oil line module 20, the engine 11 may provide power to the first hydraulic pump 21, so that the first hydraulic pump 21 may output oil to the main oil line 28, and the hydraulic control module 23 may control the pressure oil line module 20, and the hydraulic control module 23 may adjust the oil pressure of the main oil line 28 according to the coupling condition of the clutch 14 under different working conditions, and make the adjusted oil enter the clutch 14 and provide power for coupling of the clutch 14, so that the oil pressure of the oil entering the clutch 14 may be adjusted according to different working conditions of the clutch 14, so that the oil pressure of the oil may meet the power required for coupling of the clutch 14, without causing excessive waste, the efficiency of the first hydraulic pump 21 can be improved, saving the cost of the powertrain 10.

As shown in fig. 1 to 5, the pressure oil circuit module 20 may further include: the first end of the clutch control valve 42 is connected with the output end of the main oil path 28, and the second end of the clutch control valve 42 is connected with the clutch 14, that is, the oil in the main oil path 28 passes through the clutch control valve 42 before entering the clutch 14, and the first pressure sensor 31 is arranged between the clutch 14 and the clutch control valve 42, specifically, when the clutch 14 is coupled, the hydraulic control module 23 can control the clutch control valve 42 to open, so that the oil in the main oil path 28 passes through the clutch control valve 42 smoothly, and is output to the entering clutch 14 to provide power for coupling of the clutch 14.

Further, as shown in fig. 1, a first pressure sensor 31 is disposed between the clutch 14 and the clutch control valve 42, the first pressure sensor 31 can detect the oil pressure of the oil that flows out of the clutch control valve 42 and is about to enter the clutch 14 in real time, and can feed the detected result back to the hydraulic control module 23, and the hydraulic control module 23 can control the flow rate and the pressure of the oil that is about to enter the clutch 14 in the main oil path 28 according to the detected result of the first pressure sensor 31, so that the specific adjustment can be made according to the real-time oil pressure condition of the main oil path 28, thereby controlling the oil pressure within a range suitable for coupling of the clutch 14 at any time, reducing the energy consumption of the pressure oil path module 20, and avoiding the waste of energy consumption.

In addition, the main oil path 28 is also provided with a buffer 36, the buffer 36 can work in combination with the first pressure sensor 31, when the oil pressure of the oil detected by the first pressure sensor 31 is too large or too small, the clutch control valve 42 can quickly adjust the oil pressure of the oil, so that when the oil pressure of the oil is changed quickly, the buffer 36 can prevent the quick change of the oil pressure of the oil in a short time from impacting the clutch 14 to cause the shaking and switching of the vehicle, thus realizing the pressure stabilizing control of the oil in the main oil path 28, optimizing the process structure of the vehicle, and prolonging the service life of the clutch 14 and the vehicle.

As shown in fig. 1 to 5, the pressure oil circuit module 20 may further include: a second pressure sensor 37 and a pressure regulating unit 29, where the second pressure sensor 37 may be disposed on the main oil line 28, the pressure regulating unit 29 may be configured to regulate the oil pressure of the main oil line 28, specifically, when the clutch 14 is in a coupled state, the hydraulic control module 23 is configured to control the pressure regulating unit 29 to regulate the oil pressure, and the pressure value of the oil adjusted by the pressure regulating unit 29, which is obtained by the second pressure sensor 37, is a first preset oil pressure, and correspondingly, when the clutch 14 is in a decoupled state, the hydraulic control module 23 is configured to control the pressure regulating unit 29 to regulate the oil pressure, and the pressure value of the oil adjusted by the pressure regulating unit 29, which is obtained by the second pressure sensor 37, is a second preset oil pressure, so that the pressure of the main oil line 28 may be regulated according to different operating states of the clutch 14, and the pressures of each section of the main oil line 28 may be stabilized within a proper range, wherein, the oil pressure in the main oil path 28 can provide power for the coupling of the clutch 14, and the oil pressure in the main oil path 28 when the clutch 14 is coupled is larger than the oil pressure in the main oil path 28 when the clutch 14 is decoupled, so that the second preset oil pressure is smaller than the first preset oil pressure.

Specifically, when the clutch 14 is decoupled, the pressure regulating unit 29 may regulate the oil pressure of the main oil line 28 to (0-0.2Mpa), and correspondingly, when the clutch 14 is coupled, the pressure regulating unit 29 may regulate the oil pressure of the main oil line 28 to (0.7-1.4Mpa), which is (0.7-1.4Mpa) in all road conditions compared to the existing vehicle, and may reduce energy consumption of the entire vehicle. Further, when the clutch 14 is coupled, the pressure regulating unit 29 may control the pressure of the oil in the main oil passage 28 to fluctuate (0.7-1.4Mpa) according to the torque that the clutch 14 needs to transmit, for example: in the driving process of a gentle road section, when the depth of an accelerator is shallow, the torque transmitted to wheels by the engine 11 is small, and the pressure of oil in the main oil way 28 can be controlled to be about 0.7-0.8Mpa by the pressure regulating unit 29, so that the energy consumption can be reduced; when the throttle is moderate, the pressure regulating unit 29 can control the pressure of the oil in the main oil way 28 to be 0.8-0.9 Mpa; when the accelerator is increased, the pressure regulating unit 29 can control the pressure of the oil in the main oil way 28 to be about 1 Mpa; when the downhill generator 12 generates electricity, the clutch 14 is disengaged; when the throttle is moderate and maximum, the pressure rises to 1Mpa, the throttle is shallow, the pressure of the oil in the main oil passage 28 is about 0.8 Mpa.

Therefore, due to factors such as an accelerator pedal and battery power, the torque of the engine 11 has a certain fluctuation amount, so that the pressure requirement of the clutch 14 is different when the vehicle is in different running states, the power assembly 10 can continuously adjust the pressure of the main oil way 28 according to the torque requirement of the clutch 14, and the pressure can be continuously adjusted according to the requirement, so that the energy consumption of the vehicle can be dynamically adjusted in real time, and the energy consumption of the vehicle can be reduced by about 30 percent. In addition, when the clutch 14 is decoupled, the pressure regulating unit 29 can regulate the oil pressure of the main oil passage 28 to 0 to 0.2Mpa, which can reduce energy consumption required for controlling the pressure regulating unit 29.

In addition, the cooling oil path module 25 may be further connected to a pressure regulating unit 29, and the pressure regulating unit 29 regulates the oil pressure of the main oil path 28 to an appropriate range according to different states of the vehicle by the above-mentioned regulation method, and then inputs the oil pressure to the cooling oil path module 25, so that the oil pressure entering the cooling oil path module 25 from the main oil path 28 is stable and meets the operating state of the vehicle, and the reliability and stability of the powertrain 10 can be improved.

As shown in fig. 10, the powertrain 10 may further include: when the vehicle is running, the torques required by the engine 11 in different working states are different, the vehicle control unit 27 may be configured to obtain the real-time torque demand instruction, and the vehicle control unit 27 may process the real-time target torque corresponding to the real-time torque demand instruction, so as to obtain a real-time target oil pressure, and the vehicle control unit 27 may feed the target oil pressure back to the hydraulic control module 23.

Further, the hydraulic control module 23 is configured to control the pressure regulating unit 29, after the vehicle control unit 27 feeds the target oil pressure back to the hydraulic control module 23, the hydraulic control module 23 may control the pressure regulating unit 29, so that the pressure regulating unit 29 regulates the oil pressure of the main oil passage 28 to the target oil pressure, so that the pressure value of the oil pressure of the main oil passage 28 acquired by the second pressure sensor 37 at this time is the target oil pressure, where the target torque is in a direct proportion relationship with the target oil pressure, and the larger the target torque is, the larger the target oil pressure is, specifically, the target oil pressure is increased, and the pressure of the oil in the main oil passage 28 is also increased, so that the coupling power of the clutch 14 is larger, and the clutch 14 is in transmission with the engine 11, so that the power of the engine 11 can be improved. Therefore, the engine 11 and the pressure oil circuit module 20 can be closely connected through the vehicle control unit 27, delay and error of corresponding actions of each component can be reduced under different working conditions of the vehicle, and accordingly working reliability of the pressure oil circuit module 20 can be improved.

As shown in fig. 1 and 5, the power assembly 10 further includes: drive motor 13, hydraulic pump module 50 and cooling oil circuit module 25, wherein, hydraulic pump module 50 can mainly include: the second hydraulic pump 51, the second hydraulic pump 51 may be in transmission with the driving motor 13, the driving motor 13 may provide power for the second hydraulic pump 51, the input end of the cooling oil path module 25 is connected with the second hydraulic pump 51, the driving motor 13 provides power for the oil in the second hydraulic pump 51, so that the oil in the second hydraulic pump 51 may enter the cooling oil path module 25, and further, the output end of the cooling oil path module 25 is connected with the clutch 14 to provide cooling oil for the clutch 14.

Specifically, after the oil flowing into the cooling oil circuit module 25 from the second hydraulic pump 51 is processed by the cooling oil circuit module 25, the temperature of the oil is reduced, so that the clutch 14 can be cooled after entering the clutch 14, the clutch 14 is cooled, the clutch 14 can be normally operated, the clutch 14 can be prevented from being damaged at high temperature for a long time, the service life of the clutch 14 can be prolonged, and the reliability of the structure of the power assembly 10 can be improved.

Referring to fig. 1 and 2, the powertrain 10 may further include a directional control valve 22, where the directional control valve 22 is disposed between the second hydraulic pump 51, the cooling oil path module 25, and the main oil path 28, and the directional control valve 22 may be selectively opened and closed to selectively supply oil to the cooling oil path module 25 and the main oil path 28, so that the amount of oil entering the cooling oil path module 25 and the main oil path 28 from the second hydraulic pump 51 may be adjusted according to different requirements of the vehicle in different operating states, and the energy consumption of the engine 11 may be reduced, thereby reducing the energy consumption of the vehicle and optimizing the process design of the vehicle.

As shown in fig. 1 and 4, the hydraulic pump module 50 may further mainly include: the hydraulic pump comprises a first liquid inlet one-way valve 52, a first liquid outlet one-way valve 53, a second liquid inlet one-way valve 54 and a second liquid outlet one-way valve 55, wherein the second hydraulic pump 51 is in transmission with a driving motor 13, the driving motor 13 can provide power for the second hydraulic pump 51, the first liquid inlet one-way valve 52 and the first liquid outlet one-way valve 53 are connected to one pump port of the second hydraulic pump 51 in parallel, and the second liquid inlet one-way valve 54 and the second liquid outlet one-way valve 55 are connected to the other pump port of the second hydraulic pump 51 in parallel.

Specifically, when the vehicle moves forward, the first liquid inlet check valve 52 can suck oil, the oil sucked by the first liquid inlet check valve 52 can enter the second hydraulic pump 51, the second hydraulic pump 51 can provide pressure for the oil sucked by the first liquid inlet check valve 52, so that the oil flows out of the first liquid outlet check valve 53 and is supplied to the power assembly 10, correspondingly, when the vehicle moves backward, the second liquid inlet check valve 54 can suck oil, the oil sucked by the second liquid inlet check valve 54 can enter the second hydraulic pump 51, the second hydraulic pump 51 can provide pressure for the oil sucked by the second liquid inlet check valve 54, so that the oil flows out of the second liquid outlet check valve 55 and is supplied to the power assembly 10, and thus, when the vehicle is in a forward or backward state, the oil flow path is directly and rapidly formed in the power assembly 10, and the efficiency of the power assembly 10 can be improved.

Further, the input end of the cooling oil circuit module 25 may be connected to the second hydraulic pump 51, and the input end of the cooling oil circuit module 25 is connected to the first liquid outlet check valve 53 and the second liquid outlet check valve 55, so that the driving motor 13 may provide pressure to the oil in the second hydraulic pump 51, so that the oil entering the driving motor 13 from the first liquid inlet check valve 52 or the second liquid inlet check valve 54 may enter the cooling oil circuit module 25 from the first liquid outlet check valve 53 or the second liquid outlet check valve 55, respectively, further, the output end of the cooling oil circuit module 25 is connected to the clutch 14, the oil entering the cooling oil circuit module 25 from the first liquid outlet check valve 53 or the second liquid outlet check valve 55 may enter the clutch 14 from the output end of the cooling oil circuit module 25, so as to provide cooling oil for the clutch 14, so as to rapidly cool the clutch 14, and not only enable the clutch 14 to normally operate, and also prevents the clutch 14 from being damaged at a high temperature for a long time, and can extend the life of the clutch 14, so that the reliability of the structure of the powertrain 10 can be improved.

As shown in fig. 1 and fig. 2, the voltage regulating unit 29 may mainly include: the pressure regulating pilot valve 292 is connected with the pressure regulating valve 291, the pressure regulating pilot valve 292 is connected with the second pressure sensor 37, a first end of the pressure regulating valve 291 is connected with the main oil path 28, oil in the main oil path 28 enters the pressure regulating valve 291 to be subjected to pressure regulation, a second end of the pressure regulating valve 291 is connected with the pressure regulating pilot valve 292, specifically, the pressure regulating pilot valve 292 on the main oil path 28 can control the work of a piston in the pressure regulating valve 291, the pressure regulating valve 291 can regulate the pressure of the main oil path 28 more accurately, the stability and the precision of the pressure regulating valve 291 during pressure regulation of the main oil path 28 can be improved, and the power assembly 10 can be. The second pressure sensor 37 can detect the oil pressure of the oil in the main oil passage 28 regulated by the pressure regulating valve 291 in real time.

Further, as shown in fig. 1 and 2, the third end of the pressure regulating valve 291 is connected to the cooling oil path module 25, and the oil whose pressure is regulated by the pressure regulating valve 291 is input into the cooling oil path module 25, so that the oil pressure in the main oil path 28 is prevented from flowing into the cooling oil path module 25 and then being too high or too low, the cooling oil path module 25 is prevented from being damaged, the cooling oil path module 25 cannot normally operate, and the normal operation of the cooling oil path module 25 can be ensured.

As shown in fig. 1-4, powertrain 10 may further include: the engine 11 can be selectively driven with the differential 18 through the clutch 14, so that the engine 11 can adjust the working mode according to different working states of the vehicle, the efficiency of the engine 11 can be improved, and the energy consumption of the vehicle can be reduced.

In addition, the generator 12 can be electrically connected with a power battery, the power battery can be electrically connected with the driving motor 13, and the driving motor 13 can be in transmission with the differential 18, so that the engine 11 can be connected with the driving motor 13 and the power battery, and the power assembly 10 can have more modes to adapt to different working states of the vehicle, for example, when the vehicle runs at a low speed, the power assembly 10 can provide energy just enough for the vehicle to run at the low speed, the waste of the energy is avoided, the fuel consumption of the vehicle is further reduced, and the efficiency of the engine 11 is further improved. In addition, the power assembly 10 further includes a bearing 17, the bearing 17 can support various shafts in the power assembly 10 and can guide the movement of the shafts, and can reduce the friction of the shafts, so that the normal operation of the power assembly 10 can be ensured, and the reliability of the structure of the power assembly 10 can be improved.

Further, as shown in fig. 1 to 4, the output end of the cooling oil path module 25 is connected to the driving motor 13, the generator 12, and the transmission 16, respectively, and the low-temperature oil output from the cooling oil path module 25 and entering the generator 12 and the driving motor 13 cools the generator 12 and the driving motor 13 to lower the temperature, so as to ensure the normal operation of the generator 12 and the driving motor 13, and correspondingly, the cooling oil path output from the cooling oil path module 25 and entering the transmission 16 can lower the temperature and lubricate the transmission 16, so as to ensure the normal operation of the transmission 16.

As shown in fig. 1 to 4, the cooling oil path module 25 may mainly include: the input end of the auxiliary oil path 251 is connected to the pressure regulating valve 291 and the output end of the second hydraulic pump 51, respectively, the output end of the auxiliary oil path 251 is connected to the first oil temperature adjusting unit 24, that is, the oil flowing out from the pressure regulating valve 291 and the second hydraulic pump 51 flows through the auxiliary oil path 251 first, flows out from the auxiliary oil path 251 and enters the first oil temperature adjusting unit 24, the hydraulic control module 23 can obtain the oil temperature of the oil at the driving motor 13 and/or the oil at the generator 12, and controls the first oil temperature adjusting unit 24 according to the oil temperature, the first oil temperature adjusting unit 24 can adjust the ratio of the cooling oil amount to the total oil amount in the cooling oil path module 25 according to the temperature of the oil at the driving motor 13 or the generator 12, so as to raise or lower the temperature of the oil, specifically, when the cooling oil amount rises in the total oil amount, the temperature of fluid will be reduced, and the cooling oil mass descends in total oil volume, and the temperature of fluid will rise, so, can guarantee that the temperature that driving motor 13 and generator 12 were located is in suitable within range, not only prevents that driving motor 13 and generator 12 from leading to unable normal work because the high temperature, can prevent driving motor 13 and generator 12 moreover because the temperature is low excessively to lead to unable normal work or start work slower to can promote driving motor 13 and generator 12's reliability.

As shown in conjunction with fig. 1 to 4, the first oil temperature adjusting unit 24 includes: the cooler 241 is connected with the cooler bypass valve 242 in parallel, one end of the cooler 241 is connected with the output end of the auxiliary oil path 251, the other end of the cooler 241 is connected with the driving motor 13, the generator 12 and the clutch 14 respectively, namely, one end of the cooler 241 is connected with the cooler bypass valve 242 in parallel, one end of the auxiliary oil path 251 is connected with one end of the cooler 241 in parallel, oil output from the auxiliary oil path 251 can selectively enter the cooler bypass valve 242 and the cooler 241, and then the oil processed by the cooler bypass valve 242 and/or the cooler 241 enters the driving motor 13, the generator 12 and the clutch 14 together to cool the driving motor 13, the generator 12 and the clutch 14. The cooler 241 may be used to reduce the temperature of the oil, prevent the oil from being too hot, and thus cause poor heat dissipation effects on the generator 12, the driving motor 13, the clutch 14, and the bearing, and cause a failure of the vehicle, and may improve the reliability of the cooling oil circuit module 25.

Further, when the cooler bypass valve 242 is opened, the oil in the sub-oil passage 251 partially passes through the cooler bypass valve 242 due to the pressure of the cooler bypass valve 242 itself, and so on, so that at least a part of the oil can be supplied to each oil-consuming member at an appropriate temperature and quickly without being cooled.

Specifically, the hydraulic control module 23 may be configured to obtain a temperature of oil in the driving motor 13 and/or oil in the generator 12, when the temperature of oil in the driving motor 13 and/or oil in the generator 12 is lower than a first predetermined temperature value, a viscosity of the oil is increased, so that a resistance of the oil passing through the cooler 241 is increased, a pressure in the cooler 241 exceeds a predetermined pressure P1, the hydraulic control module 23 may control the cooler bypass valve 242 to open, a part of the oil output from the auxiliary oil path 251 may enter the cooler 241, another part of the oil may enter the cooler bypass valve 242, so as to reduce a ratio of a cooling oil amount to a total oil amount, and thus, by increasing an oil amount output to the driving motor 13, the generator 12 and the clutch 14 through the cooler bypass valve 242, a temperature increase of the oil may be accelerated, so that the driving motor 13, the generator 12 and the clutch 14 may increase a temperature of, The temperature of the oil in the generator 12 and the clutch 14 is rapidly increased, so that the normal operation and the reaction speed of the operation of the driving motor 13, the generator 12 and the clutch 14 can be ensured. In addition, the situation that all the oil liquid is not required to be cooled by the cooler 241 can be avoided, waste of cooling materials in the cooler 241 and the service life of the cooler 241 caused by the fact that all the oil liquid is cooled can be avoided, the service life of the cooler 241 can be prolonged, energy consumption of a vehicle can be reduced, and the technological structure of the vehicle can be optimized.

Further, when the temperature of the oil at the driving motor 13 and/or the oil at the generator 12 is higher than the second predetermined temperature value, the hydraulic control module 23 may control the cooler bypass valve 242 to close, and the cooler 241 to open, that is, the temperature of the oil at the driving motor 13 and/or the oil at the generator 12 reaches a value that needs to be cooled, at this time, the cooler 241 is opened, the cooler bypass valve 242 is closed, all the oil output from the secondary oil path 251 passes through the cooler 241, the cooler 241 may rapidly reduce the temperature of the oil, and the oil passing through the cooler 241 may rapidly and effectively dissipate heat of the power generator 12, the driving motor 13, the clutch 14, and the bearing 17. In this way, by increasing the ratio of the cooling oil amount to the total oil amount, the oil amount output to the drive motor 13, the engine 11, and the clutch 14 via the cooler 241 can be increased, and the temperature of the oil can be increased.

So set up, whether the fluid of driving motor 13 and generator 12 department can come the nimble selection to need the cooling according to the temperature condition of self, can be under driving motor 13 and generator 12 department fluid temperature can not too high prerequisite, effectively avoid the waste of cooling material and cooler 241 life-span in cooler 241, can reduce the frequency that cooler 241 maintained and changed, can promote the reliability of vehicle structure.

As shown in fig. 1 and 2, the cooling oil path module 25 may further include: the second oil temperature adjusting unit 26 is connected to the pressure adjusting valve 291, the second hydraulic pump 51 and the auxiliary oil path 251, specifically, a part of the oil flowing out from the pressure adjusting valve 291 and the second hydraulic pump 51 enters the auxiliary oil path 251, and the other part of the oil enters the second oil temperature adjusting unit 26, the hydraulic control module 23 can obtain the temperature of the oil in the transmission 16, and the hydraulic control module 23 can control the second oil temperature adjusting unit 26 according to the temperature of the oil in the transmission 16, so that the second oil temperature adjusting unit 26 adjusts the amount of the oil entering the auxiliary oil path 251, thereby controlling the ratio of the oil supply amount and the total oil amount in the auxiliary oil path 251, and reducing or increasing the temperature of the transmission 16, so that the temperature of the transmission 16 is in a proper range, and the normal operation of the transmission 16 can be ensured.

As shown in conjunction with fig. 1 to 4, the second oil temperature adjusting unit 26 may include: and a first end of the first relief valve 261 is connected with the pressure regulating valve 291, the second hydraulic pump 51 and the auxiliary oil passage 251 respectively, a second end of the first relief valve 261 is connected with the transmission 16, so that a part of the oil flowing out of the regulating valve and the second hydraulic pump 51 enters the auxiliary oil passage 251 for heat dissipation and lubrication of the driving motor 13, the generator 12 and the clutch 14, and the other part of the oil flowing out of the regulating valve and the second hydraulic pump 51 enters the first relief valve 261, is processed by the first relief valve 261 and then enters the transmission 16, so that the temperature of the transmission 16 is regulated.

Specifically, the hydraulic control module 23 may be configured to obtain an oil temperature of oil at the transmission 16, when the temperature in the transmission 16 is lower than a third preset temperature, a viscosity of the oil is increased compared to a viscosity of the oil at the first preset temperature, at this time, a pressure in the cooler 241 is higher than a preset pressure P2(P2 > P1), at this time, the hydraulic control module 23 may control the cooler bypass valve 242 to open, the oil output from the secondary oil path 251 may enter the cooler bypass valve 242, so that a ratio of the amount of the cooling oil to a total amount of the oil may be reduced, so that the temperature of the oil may be increased by increasing an amount of the oil output to the driving motor 13, the generator 12, and the clutch 14 through the cooler bypass valve 242, further, the hydraulic control module 23 may control the first safety valve 261 to be turned on according to the oil temperature at the transmission 16, and control a spool opening degree of the first safety valve 261, allowing oil to flow directly into the transmission 16 from the first relief valve 261 can speed up the temperature rise in the transmission 16.

Correspondingly, when the oil temperature at the transmission 16 is greater than or equal to the fourth preset temperature, the hydraulic control module 23 may control the first safety valve 261 to close according to the oil temperature at the transmission 16, and control the cooler bypass valve 242 to open, at this time, the oil entering the auxiliary oil passage 251 and the cooler 241 is increased, so as to increase the ratio of the cooling oil amount to the total oil amount, and further increase the oil amount transmitted to the driving motor 13, the engine 11, and the clutch 14 through the cooler 241, so that the oil temperature is rapidly reduced, and further the temperature of the oil temperature at the transmission 16 is reduced.

Thus, when the oil temperature in the transmission 16 is too low, the amount of the oil liquid led to the cooler 241 is reduced, so that the time for increasing the temperature of the transmission 16 can be shortened, the transmission 16 is prevented from being in a low-temperature state for a long time, the service life of the transmission 16 can be prolonged, the time for driving the low-temperature oil liquid with high viscosity can be shortened, and the energy consumption of the power assembly 10 can be reduced.

As shown in fig. 1 and 10, the vehicle control unit 27 may be configured to obtain a torque demand instruction, the vehicle control unit 27 may further detect that a torque corresponding to the torque demand instruction is greater than a preset torque threshold, and detect that the oil temperature of the transmission 16 is within a preset temperature range, generate a pre-cooling instruction, and the vehicle control unit 27 may send the pre-cooling instruction to the hydraulic control module 23, after the hydraulic control module 23 receives the pre-cooling instruction, the hydraulic control module 23 may control the first safety valve 261 to close, and may control the cooler bypass valve 242 to open, so that the oil flowing out of the second hydraulic pump 51 and the regulating valve may enter the cooler 241, thereby increasing a ratio of a cooling oil amount to a total oil amount, and further increasing an oil amount output to the driving motor 13, the engine 11, and the clutch 14 through the cooler 241, and pre-cooling the driving motor 13, a generator 12 and a clutch 14.

With the arrangement, not only can the temperature reduction time of the transmission 16 be shortened, but also the damage to the structure of the transmission 16 caused by the fact that the transmission 16 is in a high-temperature state for a long time can be avoided, and the service life of the transmission 16 can be prolonged. The oil temperature in the transmission 16 detected by the vehicle control unit 27 is the oil temperature in the transmission 16 when only the engine 11 is operating.

Referring to fig. 1, a first cooling oil pipe is arranged in the driving motor 13, and a first spraying hole is formed in the periphery of the first cooling oil pipe; and/or a first cooling oil groove and a first cover plate are arranged on the inner wall of the driving motor 13, the first cover plate is covered on the open side of the first cooling oil groove, and the first cover plate is provided with a second spraying hole; a second cooling oil pipe is arranged in the generator 12, and a third spraying hole is formed in the periphery of the second cooling oil pipe; and/or, be provided with second cooling oil groove and second apron on generator 12's the inner wall, the second apron lid is established in the open side of second cooling oil groove, and the fourth hole that sprays has been seted up to the second apron.

For example, optionally, a first cooling oil pipe and a second cooling oil pipe are respectively installed in the driving motor 13 and the generator 12, a first spraying hole and a second spraying hole are respectively formed in the peripheries of the first cooling oil pipe and the second cooling oil pipe, the first spraying hole and the second spraying hole are both multiple, and oil in the first cooling oil pipe and the second cooling oil pipe can be divided into multiple oil particles, so that the contact area between the oil and air can be increased, the cooling effect of the oil can be further improved, and the heat dissipation efficiency of the oil on the driving motor 13 and the generator 12 can be improved.

Alternatively, a first cooling oil groove, a second cooling oil groove, a first cover plate and a second cover plate can be respectively arranged on the inner walls of the driving motor 13 and the power generator 12, the first cover plate cover and the second cover plate are respectively arranged on the open sides of the first cooling oil groove and the second cooling oil groove, soft sealing materials are designed around the first cover plate cover and the second cover plate to form a sealing oil circuit, a third spraying hole and a fourth spraying hole are respectively formed in the first cover plate cover and the second cover plate, oil can be divided into a plurality of oil particles, the contact area between the oil and air can be increased, the cooling effect of the oil can be further improved, and the heat dissipation efficiency of the oil on the driving motor 13 and the power generator 12 can be improved.

As shown in fig. 1 to 4, the power assembly 10 according to the present invention may further include: the oil bottom module 35, the oil bottom module 35 is respectively connected with the first hydraulic pump 21 and the second hydraulic pump 51, specifically, the oil bottom module 35 can store oil, the oil bottom module 35 can include a filtering module, the oil bottom module 35 can provide the filtered oil to the first hydraulic pump 21 and the second hydraulic pump 51 according to the specific requirements of the first hydraulic pump 21 and the second hydraulic pump 51, and can prevent the vehicle components from being damaged by excessive impurities in the oil, further, the oil bottom module 35 is further connected with a first liquid inlet one-way valve 52 and a second liquid inlet one-way valve 54, specifically, when the vehicle is in a forward state, the first liquid inlet one-way valve 52 can suck the oil from the oil bottom module 35, and make the oil enter the second hydraulic pump 51 and then enter the cooling oil circuit module 25 through the first liquid outlet one-way valve 53, so as to cool the clutch 14 of the vehicle in the forward state, correspondingly, when the vehicle is in a reverse state, the second liquid inlet one-way valve 54 can suck oil from the oil bottom module 35, and the oil enters the cooling oil way module 25 through the second liquid outlet one-way valve 55 after entering the second hydraulic pump 51, so that the clutch 14 of the vehicle in the reverse state can be cooled, and thus, the sufficient oil can enter the clutch 14 no matter the vehicle is in the forward state or in the reverse state, the clutch 14 is cooled, and the reliability of the power assembly 10 can be improved.

As shown in fig. 1, the first oil temperature adjusting unit 24 may include a first output end 38, a second output end 39, a third output end 59, and a fourth output end 60, the first output end 38 is connected to the generator 12 through an oil path provided with a first control valve 56, the first control valve 56 may be selectively opened and closed, so that the amount of oil entering the generator 12 may be controlled according to the temperature and state of the generator 12, so that the temperature of the generator 12 may be within a suitable range, the service life and the working efficiency of the generator 12 may be improved,

the second output end 39 can be connected with the engine 11 through an oil path provided with a second control valve 40, and the second control valve 40 can enable a pressure difference to be formed between front and back oil pressures, so that the pressure and the flow of oil flowing into the engine are reduced, the impact and the abrasion of the oil on the engine 11 can be reduced, the engine 11 is prevented from being damaged, and the service life of the engine 11 can be prolonged.

Further, as shown in fig. 1, the third output end 59 is connected to the driving motor 13 through an oil path provided with a third control valve 41, and the third control valve 41 can be selectively opened and closed, so that the amount of the oil entering the driving motor 13 can be controlled according to the temperature and the state of the driving motor 13, the temperature of the driving motor 13 can be in a suitable range, and the service life and the working efficiency of the driving motor 13 can be improved.

Referring to fig. 1, the fourth output end 60 is connected to the clutch 14 through an oil path provided with a fourth control valve 57 and a fifth control valve 58 connected in parallel, the fourth control valve 57 and the fifth control valve 58 can control the oil output from the fourth output end 60 into the clutch 14, specifically, the second control valve 40 and the fifth control valve 58 are bypass damping valves, the first control valve 56, the third control valve 41 and the fourth control valve 57 are lubricating electromagnetic valves, and the bypass damping valves can form a pressure difference between front and rear oil pressures, so as to reduce the pressure and flow rate of the oil flowing into corresponding components, thereby reducing the impact and wear of the oil on the corresponding components, avoiding damage to the engine 11, improving the service life of the engine 11, and selectively opening and closing the electromagnetic valves, thereby controlling whether the oil can enter the corresponding components, the energy consumption of the power assembly 10 can be reduced

As shown in fig. 5, the power assembly 10 according to the present invention may further include: the output shaft of the engine 11 and the output part of the speed change gear mechanism are connected with a differential 18, the output shaft of the engine 11 is connected with a generator 12 through a speed raising device, the output shaft of the engine 11 is connected with a first hydraulic pump 21 through a pump impeller of the engine 11, the output shaft of the engine 11 is connected with the speed change gear mechanism through a clutch 14, a driving motor 13 is connected with the differential 18 through the speed change gear mechanism, and the differential 18 is connected with a second hydraulic pump 51 through a pump impeller at the wheel edge, so that the mutual matching work of a power transmission system and a hydraulic transmission system in the power assembly 10 can be realized together through the mutual connection of all components, and the structural reliability of the power assembly 10 can be improved.

Further, as shown in fig. 5, the speed increasing device may mainly include a first gear 43 and a second gear 44 engaged with each other, the first gear 43 is connected to an output shaft of the engine 11, the second gear 44 is connected to an input shaft of the generator 12, specifically, the output shaft of the engine 11 is in transmission with the first gear 43, when the output shaft of the engine 11 rotates, the first gear 43 may rotate along with the rotation of the output shaft of the engine 11, so as to drive the second gear 44 to rotate, and further transmit power to the generator 12, thereby realizing power generation of the generator 12.

Further, as shown in fig. 5, the speed change gear mechanism includes a third gear 45, a fourth gear 46, a fifth gear 47, a sixth gear 48, and a seventh gear 49, the third gear 45 is connected to the clutch 14, the fourth gear 46 is disposed on the output shaft of the driving motor 13, the third gear 45 and the fourth gear 46 are both engaged with the fifth gear 47, the fifth gear 47 is connected to the differential 18 through the sixth gear 48 and the seventh gear 49 in sequence, and the seventh gear 49 is connected to the wheel pump, so that the clutch 14, the driving motor 13, the differential 18, and the wheel pump can transmit power through the third gear 45, the fourth gear 46, the fifth gear 47, the sixth gear 48, and the seventh gear 49, thereby stabilizing and securing the power transmission system and optimizing the process structure of the power assembly 10.

As shown in fig. 1, the vehicle according to the present invention may mainly include: in the power assembly 10 of the above embodiment, the power assembly 10 may be applied to a vehicle, and the power assembly 10 may adjust power according to different working conditions of the vehicle to ensure that the vehicle can run normally.

As shown in fig. 6, the control method of the vehicle according to the present invention may include the following steps:

and S1, the controller acquires the current vehicle speed V and the electric quantity Q.

S2, the relationship between current electric quantity Q and electric quantity threshold value B is determined.

And S3, when Q is less than B, judging the relation among the current vehicle speed V, the lower vehicle speed threshold A1 and the upper vehicle speed threshold A2.

S4, when V is more than A1 and less than A2, the power assembly 10 enters a direct drive mode, and the direct drive mode is as follows: the engine 11 is controlled to operate, the clutch 14 is controlled to be in the coupled state, and the first hydraulic pump 21 and the second hydraulic pump 51 are controlled to operate.

Referring to fig. 2, specifically, in the direct drive mode, the vehicle speed of the entire vehicle is in a range of 70-120Km/h, the oil temperature is in a range of 50-130 ℃, at this time, the driving motor 13 works, the engine 11 works, the generator 12 works, the clutch 14 is closed, and the first hydraulic pump 21 and the second hydraulic pump 51 participate in the work at the same time.

In the direct-drive state, the state of the clutch 14 can be divided into an engaged state and a pressure-maintaining state, in the engaged state, the first hydraulic pump 21 supplies oil to the main oil passage 28, the second hydraulic pump 51 joins the oil in the main oil passage 28 through the directional control valve 22, at this time, the second pressure sensor 37 can detect the oil pressure in the main oil passage 28, and then the pressure-regulating pilot valve 292 and the pressure-regulating valve 291 can regulate the pressure in the main oil passage 28 to an appropriate value according to the pressure in the main oil passage 28 detected by the second pressure sensor 37, specifically, the main oil passage 28 can regulate the system working pressure of the main oil passage 28 to about 1.3MPa through the pressure-regulating valve 291, and when the pressure in the main oil passage 28 is higher than the system maximum pressure (in a failure mode), the first safety valve 261 is opened.

In the pressure maintaining state, the oil enters the cooling oil passage module 25 from the main oil passage 28, the second pressure sensor 37 monitors the pressure of the main oil passage 28, and the main oil passage 28 adjusts and controls the front-end pressure of the main oil passage 28 through the pressure-adjusting pilot valve 292, so that the front-end pressure of the main oil passage 28 is kept stable. At this time, the main oil passage 28 is regulated by the pressure regulating valve 291 to a system operating pressure of about 1.3MPa in the main oil passage 28, and when the pressure in the main oil passage 28 is higher than the maximum system pressure (failure mode), the first relief valve 261 is opened to stabilize the system pressure.

So, when clutch 14 is great to the demand of fluid, first hydraulic pump 21 can reduce the discharge capacity, not only guarantee that first hydraulic pump 21 and second hydraulic pump 51 give clutch 14 and supply sufficient fluid, and can make the volume of fluid just enough clutch 14's heat dissipation, can reduce first hydraulic pump 21's energy consumption, specifically, first hydraulic pump 21 can keep pressure about 1.3Mpa, and lubricated biggest pressure only keeps at 0.5Mpa, the first hydraulic pump 21 of same discharge capacity, the energy consumption can reduce more than half.

Further, when the clutch 14 is operating, the clutch control valve 42 adjusts the opening of the valve body by current to adjust the pressure at the end of the clutch 14 to about 1MPa, the clutch 14 is in the closed operating state, the pressure at the end of the clutch 14 is monitored by the first pressure sensor 31, and the damper 36 is used to reduce the impact of the hydraulic pressure on the clutch 14 when the clutch 14 is in the on-off operation, thereby preventing the vehicle from shaking and switching jerks. In addition, in the direct drive mode, when the vehicle speed is too high, the main oil passage 28 returns oil to the oil pan module 35 through the pressure regulating valve 291, and the filtration amount of the filter module can be reduced.

The working state of the vehicle in the direct drive mode can be divided into: 1. the engine 11 is directly driven, all power transmitted by the engine 11 acts on the wheels, so that the wheels move forwards, at the moment, the driving motor 13 and the generator 12 do not work and do not need to be cooled, the first control valve 56 and the third control valve 41 are closed, oil does not enter the generator 12 and the driving motor 13, and therefore the oil can enter other parts needing cooling, the oil can be guaranteed to fully play the role of the oil, and the working efficiency of the power assembly 10 can be improved. 2. The engine 11 is directly driven, which is different from the engine 11 in the first case: the power delivered by the engine 11 is removed from acting on the wheels and is also required to be supplied to the generator 12 to be converted into electric energy of the generator 12. At this moment, because driving motor 13 is out of work, need not to cool, so third control valve 41 closes, fluid does not get into driving motor 13, so can make fluid enter into other parts that need the cooling, can guarantee that fluid full play its effect, thereby can promote power assembly 10's work efficiency 3, generator 12 and engine 11 all directly drive, generator 12 and engine 11 all only carry power to the wheel, generator 12 does not charge, at this moment, because driving motor 13 is out of work, need not to cool, so third control valve 41 closes, fluid does not get into driving motor 13, so can make fluid enter into other parts that need the cooling, can guarantee that fluid full play its effect, thereby can promote power assembly 10's work efficiency.

So, driving motor 13 and generator 12 can be controlled by first control valve 56 and third control valve 41 respectively, can make the fluid that gets into driving motor 13 and generator 12 all can adjust according to the specific demand of driving motor 13 with generator 12, can reduce the discharge capacity demand of oil pump to can reduce the energy consumption of whole car, specifically, the whole car energy consumption prediction of present vehicle is 1.3KW, the energy consumption of whole car after having set up third control valve 41 and first control valve 56 reduces to 0.5 KW.

Further, when the engine 11 is running directly, the first hydraulic pump 21 is operated, and after the clutch 14 of the first hydraulic pump 21 is stabilized, an excessive flow rate passes through the pressure regulating valve 291 of the main oil passage 28, enters the cooling oil passage module 25, and flows into the drive motor 13, the bearing 17, the generator 12, and the clutch 14 through the cooler 241 to dissipate heat.

When the vehicle speed reaches a medium-high speed, the flow of oil in the cooling oil circuit module 25 is excessive, the temperature of the oil in the cooler 241 is low, the oil is viscous, the oil resistance is excessive, the cooler bypass valve 242 is opened, part of the oil enters the rear end of the cooler 241 after passing through the cooler bypass valve 242, and together with the oil cooled by the cooler 241, the clutch 14, the driving motor 13 and the generator 12 are cooled and cooled to lubricate the bearing 17.

When the vehicle speed reaches a high speed, the oil in the cooling oil circuit module 25 exceeds the maximum flow rate of the system and the oil quantity requirements of the driving motor 13 and the clutch 14, the first safety valve 261 is opened, and the redundant oil needs to be directly introduced into the transmission 16 through the first safety valve 261.

As shown in fig. 6, the control method of the vehicle may further mainly include the following steps:

and S5, driving in a direct drive mode, and acquiring the accelerator depth T when receiving an acceleration instruction.

S6, judging the relation among the accelerator depth T, the lower accelerator threshold C1 and the upper accelerator threshold C2.

Specifically, at T < C1, powertrain 10 switches from direct drive mode to series mode, the series mode being: the engine 11 is controlled to work, the first hydraulic pump 21 and the second hydraulic pump 51 are controlled to work, the clutch 14 is controlled to be in a decoupling state, the engine 11 drives the generator 12 to generate electricity to charge the power battery, and the power battery outputs energy to the driving motor 13 to drive the vehicle. When the flow rate of the oil is (120-.

Correspondingly, when C1 < T < C2, the power assembly is switched from the direct-drive mode to the parallel mode, and the parallel mode is as follows: the engine 11 works, the clutch 14 is connected, the driving motor 13 works, the first hydraulic pump 21 and the second hydraulic pump 51 work, further, the parallel mode is the same as an oil circuit diagram and a work flow of the direct-drive mode, if the whole vehicle climbs or accelerates, under the condition that the torque of the direct-drive mode is insufficient, the driving motor 13 participates in driving at the moment, the vehicle enters the parallel mode, or the whole vehicle climbs or accelerates, under the condition that the torque of the pure electric mode is insufficient, the engine 11 starts to participate in driving, and the vehicle enters the parallel mode.

Further, when T is larger than C2, the power assembly is switched from the direct-drive mode to the hybrid mode, and the hybrid mode is as follows: controlling the engine to operate, controlling the generator 12 to operate, controlling the clutch to be in a coupled state, controlling the driving motor 13 to operate, and controlling the first hydraulic pump 21 and the second hydraulic pump 51 to operate. Specifically, the oil circuit diagram and the work flow of the hybrid mode and the direct drive mode are the same, when the vehicle accelerates suddenly for hundreds of kilometers and goes up a slope greatly, and the parallel torque of the direct drive mode cannot be met, the vehicle enters the hybrid mode, and at this time, the generator 12 is changed into three powers of the drive motor 13, the drive motor 13 and the engine 11 to drive the whole vehicle to run simultaneously.

As shown in fig. 6, after the step of determining the relationship between current electric quantity Q and electric quantity threshold B, the control method of the vehicle includes the following steps:

s7, when Q is larger than B, the power assembly of the vehicle enters an electric power mode, and the electric power mode is as follows: controlling the driving motor 13 and the second hydraulic pump 51 to work, and controlling the clutch 14 to be in a decoupling state;

and S8, receiving an acceleration instruction and acquiring the accelerator depth T.

S9, judging the relation among the accelerator depth T, the lower accelerator threshold C1 and the upper accelerator threshold C2.

Specifically, at T < C1, powertrain 10 remains in the electric-only mode.

When C1 < T < C2, the powertrain 10 is switched from the pure electric mode to the parallel mode, and the parallel mode is as follows: the clutch 14 is engaged and in the coupled state, controls the driving motor 13 to operate, and controls the first hydraulic pump 21 and the second hydraulic pump 51 to operate.

When T is greater than C2, the powertrain 10 is switched from the pure electric mode to the hybrid mode, and the hybrid mode is: the engine 11 is operated, the generator 12 is operated, the clutch 14 is engaged and in a coupled state, the driving motor 13 is controlled to be operated, and the first hydraulic pump 21 and the second hydraulic pump 51 are controlled to be operated. Specifically, the oil circuit diagram and the work flow of the hybrid mode and the direct drive mode are the same, when the vehicle accelerates suddenly for hundreds of kilometers and goes up a slope greatly, and the parallel torque of the direct drive mode cannot be met, the vehicle enters the hybrid mode, and at this time, the generator 12 is changed into three powers of the drive motor 13, the drive motor 13 and the engine 11 to drive the whole vehicle to run simultaneously.

With reference to fig. 2, further, after the step of determining the relationship between the current vehicle speed V, the lower vehicle speed threshold a1 and the upper vehicle speed threshold a2 when Q < B, the steps of the control method of the vehicle may further mainly include:

s10, when V is less than A1 or V is more than A2, the power assembly is controlled to enter a series mode, and the series mode is as follows: the engine 11 works and drives the generator 12 to generate electricity, the power battery stores the electric energy and outputs the electric energy to the driving motor 13, the first hydraulic pump 21 and the second hydraulic pump 51 work, and the clutch 14 is disconnected.

Referring to FIGS. 4 and 6, specifically, the series mode is divided into two ranges of vehicle speed of 0-70Km/h and 120-160Km/h, and when V < A1, the current vehicle speed V is in the range of 0-70 Km/h; when V is larger than A2, the current vehicle speed V is in the range of 120-160Km/h, the control principle of the power assembly 10 in the two cases is the same, and the oil path flow is adjusted according to different vehicle speeds, so that the heat dissipation of the driving motor 13, the generator 12 and the clutch 14 is different, and the lubrication of the bearing 17 is different.

Further, under the working condition of the series connection state, the driving motor 13 works, the engine 11 works, the generator 12 works, the clutch 14 is separated, and the clutch 14 does not participate in the work; the clutch control valve 42 is closed and no pressure is present at the clutch 14, and the pressure at the clutch 14 is monitored by the first pressure sensor 31, and the clutch 14 is in a disengaged operating state.

The first hydraulic pump 21 and the second hydraulic pump 51 are simultaneously operated, oil in the main oil circuit 28 enters the cooling oil circuit module 25, the second pressure sensor 37 monitors the pressure of the main oil circuit 28, the system working pressure of the main oil circuit 28 is about 0.25-0.3MPa, and when the pressure of the main oil circuit 28 is higher than the maximum system pressure, the main oil circuit 28 adjusts and controls the front pressure of the main oil circuit 28 through the pressure-regulating pilot valve 292, so that the front pressure of the main oil circuit 28 is kept stable.

After the system of the clutch 14 is stabilized, the redundant flow in the main oil path 28 enters the cooling oil path module 25 through the pressure regulating valve 291; at this time, the second hydraulic pump 51 is also operated, the oil enters the cooling oil circuit module 25 together with the oil in the main oil circuit 28, when the temperature of the oil is high and needs to be cooled, the oil enters the driving motor 13, the bearing 17 and the clutch 14 through the cooler 241 of the cooling oil circuit module 25 and the second control valve 40 for lubrication and heat dissipation, and the oil can also enter the generator 12 through the cooler 241 of the main oil circuit 28 and the first control valve 56 for heat dissipation. The second control valve 40 may be a bypass damper valve.

When oil enters the cooling oil path module 25, the oil may directly pass through the cooler bypass valve 251 of the cooling oil path module 25, and does not pass through the cooler 241; the first relief valve 261 controls the pressure of the cooling oil circuit module 25, and when the pressure of the cooling oil circuit module 25 is greater than the highest pressure of the cooling oil circuit module 25, the first relief valve 261 opens to keep the pressure of the cooling oil circuit module 25 stable.

In addition, when the flow rate of the oil in the main oil passage 28 is too large, the oil can be discharged by the pressure regulating valve 291 and flow back to the oil pan module 35, so that the filtering amount of the filter module can be reduced.

And S11, driving in the series mode, and acquiring the accelerator depth T when receiving an acceleration instruction.

S12, judging the relation between the accelerator depth T and the accelerator upper threshold C2.

Specifically, at T < C2, powertrain 10 switches from series mode to parallel mode, which is: the engine 11 works, the clutch 14 is connected and in a coupling state, the driving motor 13 is controlled to work, the first hydraulic pump 21 and the second hydraulic pump 51 are controlled to work, further, the parallel mode is the same as an oil circuit diagram and a working flow of a direct drive mode, if the whole vehicle climbs or accelerates, under the condition that the torque of the direct drive mode is insufficient, the driving motor 13 participates in driving at the moment, the vehicle enters the parallel mode, or the whole vehicle climbs or accelerates, under the condition that the torque of the pure electric mode is insufficient, the engine 11 starts to participate in driving, and the vehicle enters the parallel mode.

When T > C2, powertrain 10 switches from series mode to hybrid mode, which is: the engine 11 is operated, the generator 12 is operated, the clutch 14 is engaged and in a coupled state, the driving motor 13 is controlled to be operated, and the first hydraulic pump 21 and the second hydraulic pump 51 are controlled to be operated. The lower vehicle speed threshold A1 can be 80km/h, and the upper vehicle speed threshold A2 can be 120 km/h.

In addition, as shown in fig. 8, the powertrain 10 may further have a parking power generation mode, in which the oil temperature in the pressure oil circuit module 20 is: the temperature is 50-130 ℃, the driving motor 13 does not work, the engine 11 works, the generator 12 works, the clutch 14 is separated and in a decoupling state, the clutch 14 does not participate in the work, specifically, in the pressure oil circuit module 20, the second hydraulic pump 51 does not work, the first hydraulic pump 21 participates in the work, oil enters the cooling oil circuit module 25 from the main oil circuit 28, the second pressure sensor 37 monitors the pressure of the main oil circuit 28, at the moment, the system working pressure of the main oil circuit 28 is about 0.25-0.3MPa, when the pressure of the main oil circuit 28 is higher than the maximum pressure of the system, the pressure of the main oil circuit 28 adjusts and controls the front section pressure of the main oil circuit 28 through the pressure adjusting pilot valve 292, and the front section pressure of the main oil.

Further, in the parking power generation mode, the main oil passage 28 regulates the distribution pressure by the pressure regulating valve 291, the clutch control valve 42 is closed, and at this time, the clutch 14 is not pressurized, the pressure of the clutch 14 is monitored by the first pressure sensor 31, the clutch 14 is in the disengaged operating state, then, the oil enters the cooling oil passage module 25 from the main oil passage 28, a part of the oil enters the generator 12 after being processed by the cooler 241 and the first control valve 56, and is cooled for the generator 12, another part of the oil enters the engine 11 through the cooler 241 and the second control valve 40, another part of the oil enters the driving motor 13 through the cooler 241 and the third control valve 41, and another part of the oil enters the clutch 14 through the fourth control valve 57 and the fifth control valve 58, and thus, heat dissipation is performed on each component.

As shown in fig. 4, the powertrain 10 may further have a reverse power generation mode, a vehicle speed of the vehicle in the reverse power generation mode is 0-20Km/h, the reverse power generation mode is the same as a principle of control of the powertrain 10 in the series mode, at this time, the driving motor 13 operates, the engine 11 operates, the clutch 14 for operating the generator 12 is separated and in a decoupling state, the clutch 14 does not participate in the operation, at this time, the vehicle controls the driving motor 13 according to a difference of the vehicle speed, so that the driving motor 13 controls the pressure oil path module 20, thereby adjusting an oil amount of oil in the pressure oil path module 20, and further changing a heat dissipation effect of the oil in the pressure oil path module 20 on the driving motor 13, the generator 12, and the clutch 14, and a lubrication effect on the bearing 17. At this time, the second liquid inlet check valve 54 sucks oil from the oil bottom module 35, and then enters the cooling oil path module 25 through the second hydraulic pump 51 and the second liquid outlet check valve 55 to cool the clutch 14.

As shown in fig. 9, the powertrain 10 may further have a reverse electric mode, where the vehicle speed of the vehicle in the reverse electric mode is: 0-20Km/h, the driving motor 13 works, the engine 11 does not work, the generator 12 does not work, the clutch 14 is separated, the clutch 14 does not participate in the work, at the moment, the second hydraulic pump 51 is operated, the first hydraulic pump 21 is not operated, and after the oil enters the cooling oil path module 25, a part of the oil enters the generator 12 after being processed by the cooler 241 and the first control valve 56 to cool the generator 12, another part of the oil enters the engine 11 through the cooler 241 and the second control valve 40, another part of the oil enters the driving motor 13 through the cooler 241 and the third control valve 41, and another part of the oil enters the clutch 14 through the fourth control valve 57 and the fifth control valve 58 to dissipate heat of each component. At this time, the second liquid inlet check valve 54 sucks oil from the oil bottom module 35, and then enters the cooling oil path module 25 through the second hydraulic pump 51 and the second liquid outlet check valve 55 to cool the clutch 14.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", and the like, indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.

In the description of the present invention, "a plurality" means two or more.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example.

While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A powertrain, comprising:

an engine;

a first hydraulic pump in transmission with the engine;

the pressure oil circuit module comprises a main oil circuit, and the input end of the main oil circuit is connected with the first hydraulic pump;

the clutch is in transmission with the engine and is connected with the output end of the main oil way;

the hydraulic control module is connected with the pressure oil way module, the engine drives the first hydraulic pump to output oil to the main oil way, and the hydraulic control module controls the pressure oil way module to adjust the oil pressure of the main oil way and provide power for the coupling of the clutch through the oil after pressure adjustment;

a drive motor;

a hydraulic pump module, the hydraulic pump module comprising: the second hydraulic pump is in transmission with the driving motor; and the number of the first and second groups,

the input end of the cooling oil way module is connected with the second hydraulic pump, and the output end of the cooling oil way module is connected with the clutch so as to provide cooling oil for the clutch;

and the reversing control valve is arranged among the second hydraulic pump, the cooling oil way module and the main oil way, so that the second hydraulic pump selectively supplies oil to the cooling oil way module and the main oil way.

2. The powertrain of claim 1, wherein the hydraulic pump module comprises: second hydraulic pump, first feed liquor check valve, first play liquid check valve, second feed liquor check valve and second play liquid check valve, the second hydraulic pump with the driving motor transmission, first feed liquor check valve with first play liquid check valve parallel connection be in a pump port department of second hydraulic pump, the second feed liquor check valve with the second goes out liquid check valve parallel connection be in another pump port department of second hydraulic pump, the input of cooling oil circuit module with the second hydraulic pump is connected and is connected first play liquid check valve with the second goes out liquid check valve.

3. The powertrain of claim 1, wherein the pressure oil circuit module comprises:

and a first end of the clutch control valve is connected with the output end of the main oil way, a second end of the clutch control valve is connected with the clutch, and a first pressure sensor is arranged between the clutch and the clutch control valve.

4. The powertrain of claim 1, wherein the pressure oil circuit module further comprises:

a second pressure sensor disposed on the main oil circuit;

and the pressure regulating unit is used for regulating the oil pressure of the main oil way, and the pressure regulating unit is used for regulating the oil pressure of the main oil way and outputting the oil after pressure regulation to the cooling oil way module.

5. The powertrain of claim 4, wherein the pressure regulating unit comprises:

the pressure regulating pilot valve is connected with the second pressure sensor;

and the first end of the pressure regulating valve is connected with the main oil way, the second end of the pressure regulating valve is connected with the pressure regulating pilot valve, and the third end of the pressure regulating valve is connected with the cooling oil way module.

6. The locomotion assembly of claim 5, further comprising:

the generator is connected with the engine, the output end of the cooling oil way module is respectively connected with the driving motor and the generator, and the cooling oil way module is used for providing cooling oil for the generator and the driving motor;

a differential mechanism;

the transmission is respectively connected with the differential and the clutch, and the cooling oil circuit module is used for supplying cooling oil to the transmission so as to lubricate the transmission.

7. The powertrain of claim 6, wherein the cooling circuit module comprises:

the input end of the auxiliary oil way is respectively connected with the pressure regulating valve and the output end of the second hydraulic pump;

the first oil temperature adjusting unit is connected with the output end of the auxiliary oil way;

the hydraulic control module is used for acquiring oil temperature of the oil at the driving motor and/or the oil at the generator.

8. The powertrain of claim 7, wherein the first oil temperature regulating unit comprises:

a cooler bypass valve;

the cooler is connected with the cooler bypass valve in parallel, one end of the cooler is connected with the output end of the auxiliary oil way, and the other end of the cooler is connected with the driving motor, the generator and the clutch respectively after the cooler is connected with the cooler bypass valve in parallel;

the hydraulic control module is used for acquiring oil temperature of the oil at the driving motor and/or the oil at the generator.

9. The locomotion assembly of claim 7, further comprising:

the oil bottom module is respectively connected with the first hydraulic pump and the second hydraulic pump, and the third end of the pressure regulating valve is also connected with the oil bottom module;

the first oil temperature adjusting unit comprises a first output end, a second output end, a third output end and a fourth output end, the first output end is connected with the generator through an oil way provided with a first control valve, the second output end is connected with the engine through an oil way provided with a second control valve, the third output end is connected with the driving motor through an oil way provided with a third control valve, the fourth output end is connected with the clutch through an oil way provided with a fourth control valve and a fifth control valve which are connected in parallel, the second control valve and the fifth control valve are bypass damping valves, and the first control valve, the third control valve and the fourth control valve are electromagnetic valves for lubrication.

10. A vehicle, characterized by comprising: the locomotion assembly of any one of claims 1-9.

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