CN214118917U - Hybrid power transmission hydraulic system and vehicle - Google Patents
Hybrid power transmission hydraulic system and vehicle Download PDFInfo
- Publication number
- CN214118917U CN214118917U CN202022692518.XU CN202022692518U CN214118917U CN 214118917 U CN214118917 U CN 214118917U CN 202022692518 U CN202022692518 U CN 202022692518U CN 214118917 U CN214118917 U CN 214118917U
- Authority
- CN
- China
- Prior art keywords
- oil
- pressure
- valve
- accumulator
- clutch
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Control Of Transmission Device (AREA)
Abstract
The application discloses hybrid transmission hydraulic system and vehicle relates to the vehicle field. In the hydraulic system of the hybrid power transmission, a hydraulic power source unit comprises a first oil pump, a second oil pump and a motor, wherein the first oil pump and the second oil pump are coaxially connected, and the motor is connected with the first oil pump or the second oil pump; the oil outlet of the first oil pump is connected with the main oil path unit, and the oil outlet of the second oil pump is connected with the cooling and lubricating flow adjusting unit. The clutch pressure adjusting unit and the gear shifting pressure adjusting unit are respectively connected with the main oil circuit unit, the gear shifting pressure adjusting unit is connected with the gear shifting direction adjusting unit, and the gear shifting direction adjusting unit is connected with the gear shifting executing element. The separation of the main oil way and the cooling and lubricating oil way can be realized, and the energy loss and the excessive waste of pump oil at high rotating speed caused by the fact that the cooling and lubricating oil needs to be pressurized and then depressurized are avoided.
Description
Technical Field
The utility model relates to a vehicle field particularly, relates to a hybrid transmission hydraulic system and vehicle.
Background
In the prior art, a hydraulic power source system comprises a mechanical pump and an electric pump, wherein the mechanical pump is coupled with an engine or a motor through a driving gear welded to a main hub of a double clutch, the rotating speed of the mechanical pump is consistent with that of the engine or the motor, and when the engine or the motor rotates, the mechanical pump supplies oil to a main oil way, establishes the pressure of the main oil way and provides cooling and lubricating flow. The electric pump is driven by an electric pump motor, and is involved in working when the motor is needed to drive the engine to start and when the temperature of the system is high and the cooling and lubricating flow needs to be supplemented.
Because the cooling and lubricating flow in the prior art is mainly taken from the main oil way through the main oil way pressure adjusting slide valve, the pressure of the main oil way is higher than that of the cooling and lubricating oil way, and oil is pressurized and then depressurized to be led to the cooling and lubricating oil way, unnecessary energy waste is caused. In addition, the rotating speed of the mechanical pump and the rotating speed of the engine or the motor cannot be decoupled, so that the oil pumping quantity of the mechanical pump at high rotating speed exceeds the sum of the system building pressure, the action of an actuating mechanism and the flow required by cooling and lubricating of the system, and redundant flow is pressurized and then returns to an oil pool through a main oil way pressure regulating slide valve, thereby causing unnecessary energy waste.
SUMMERY OF THE UTILITY MODEL
The purpose of the utility model includes, for example, providing a hybrid transmission hydraulic system and a vehicle, which can realize the separation of a main oil path and a cooling and lubricating oil path, and solve the problem of energy loss caused by the prior art that cooling and lubricating oil is pressurized and then depressurized; meanwhile, the decoupling of the rotating speed of the oil pump and the rotating speed of the engine or the motor is realized, and the problem of energy waste caused by excessive oil pumping of the mechanical pump under the condition of high rotating speed is solved.
The embodiment of the utility model discloses a can realize like this:
in a first aspect, an embodiment of the present invention provides a hydraulic system for a hybrid transmission, including a hydraulic power source unit, a main oil path unit, a clutch pressure adjusting unit, a shift direction adjusting unit, a shift actuating element, and a cooling and lubricating flow adjusting unit;
the hydraulic power source unit comprises a first oil pump, a second oil pump and a motor, the first oil pump and the second oil pump are coaxially connected, and the motor is connected with the first oil pump or the second oil pump; the oil outlet of the first oil pump is connected with the main oil path unit, and the oil outlet of the second oil pump is connected with the cooling and lubricating flow adjusting unit;
the clutch pressure adjusting unit and the gear shifting pressure adjusting unit are respectively connected with the main oil circuit unit, the gear shifting pressure adjusting unit is connected with the gear shifting direction adjusting unit, and the gear shifting direction adjusting unit is connected with the gear shifting executing element.
In an optional embodiment, a first accumulator, a first pressure sensor and a selection valve are arranged on the main oil path unit, the first pressure sensor is used for detecting the actual pressure of the first accumulator, and the selection valve is connected with the cooling and lubricating flow regulating unit; the selector valve is used for being closed or opened according to the actual pressure so as to enable the hydraulic oil on the main oil way unit to enter the first energy accumulator or the cooling and lubricating flow adjusting unit.
In an alternative embodiment, the actual pressure of the first accumulator is less than or equal to the first preset pressure, the selector valve is closed, and the hydraulic oil on the main oil path unit enters the first accumulator; the actual pressure of the first energy accumulator is greater than or equal to a second preset pressure, the second preset pressure is greater than the first preset pressure, the selector valve is opened, and hydraulic oil on the main oil way unit enters the cooling and lubricating flow adjusting unit.
In an optional embodiment, a check valve is disposed on the main oil path unit, and the check valve is disposed between the first accumulator and the selector valve.
In an optional embodiment, the clutch pressure adjusting unit includes a dual clutch, an odd clutch proportional pressure solenoid valve, a second pressure sensor, a second accumulator, an even clutch proportional pressure solenoid valve, a third pressure sensor and a third accumulator, one end of the odd clutch proportional pressure solenoid valve is connected to the first accumulator, the other end of the odd clutch proportional pressure solenoid valve is connected to the dual clutch, the second accumulator is disposed between the odd clutch proportional pressure solenoid valve and the dual clutch, and the second pressure sensor is configured to detect an actual pressure of the second accumulator;
one end of the even-number clutch proportional pressure electromagnetic valve is connected with the first energy accumulator, the other end of the even-number clutch proportional pressure electromagnetic valve is connected with the double clutches, the third energy accumulator is arranged between the even-number clutch proportional pressure electromagnetic valve and the double clutches, and the third pressure sensor is used for detecting the actual pressure of the third energy accumulator.
In an optional embodiment, the clutch pressure adjusting unit includes a separating clutch, a separating clutch proportional pressure solenoid valve, a fourth pressure sensor and a fourth accumulator, one end of the separating clutch proportional pressure solenoid valve is connected with the first accumulator, the other end of the separating clutch proportional pressure solenoid valve is connected with the separating clutch, the fourth accumulator is connected with the separating clutch proportional pressure solenoid valve, and the fourth pressure sensor is configured to detect an actual pressure of the fourth accumulator.
In an alternative embodiment, the shift pressure adjustment unit comprises a first pilot proportional pressure solenoid valve, a fifth accumulator, a first spool, a second pilot proportional pressure solenoid valve, a sixth accumulator, and a second spool; the first pilot proportional pressure solenoid valve is connected with the first slide valve, the first pilot proportional pressure solenoid valve and the first slide valve are respectively connected with the first energy accumulator, the fifth energy accumulator is arranged between the first pilot proportional pressure solenoid valve and the first slide valve, and the first slide valve is connected with the gear shifting direction adjusting unit;
the second pilot proportional pressure solenoid valve is connected with the second slide valve, the second pilot proportional pressure solenoid valve and the second slide valve are respectively connected with the first energy accumulator, the sixth energy accumulator is arranged between the second pilot proportional pressure solenoid valve and the second slide valve, and the second slide valve is connected with the gear shifting direction adjusting unit.
In an alternative embodiment, the shift direction adjusting unit includes a first multi-way directional control valve, a second multi-way directional control valve, a first on-off solenoid valve and a second on-off solenoid valve, one end of the first on-off solenoid valve communicates with the first accumulator, and the other end communicates with the first multi-way directional control valve; one end of the second switch electromagnetic valve is communicated with the first energy accumulator, the other end of the second switch electromagnetic valve is communicated with the second multi-way reversing valve, the first multi-way reversing valve is connected with the second multi-way reversing valve, and the second multi-way reversing valve is connected with the gear shifting executing element.
In an alternative embodiment, the shift actuator includes a plurality of shift pistons and a plurality of hall displacement sensors, each hall displacement sensor is mounted on one of the shift pistons, and the second multi-way directional control valve is connected to a plurality of the shift pistons, respectively.
In an optional embodiment, the cooling and lubricating flow regulating unit comprises an oil cooler, an oil injection pipe, a double-clutch cooling and lubricating proportional flow regulating valve, a safety valve and a separating clutch cooling and lubricating proportional flow electromagnetic valve; the oil cooler is connected with an oil outlet of the second oil pump, the oil injection pipe, the double-clutch cooling and lubricating proportional flow control valve and the separating clutch cooling and lubricating proportional flow electromagnetic valve are respectively connected with the oil cooler, one end of the safety valve is communicated with the oil outlet of the second oil pump, and the other end of the safety valve is communicated with an oil return opening of the second oil pump.
In a second aspect, an embodiment of the present invention provides a vehicle, comprising a vehicle body and a hybrid transmission hydraulic system as in any one of the previous embodiments, the hybrid transmission hydraulic system being mounted on the vehicle body.
The utility model discloses beneficial effect includes, for example:
this hybrid transmission hydraulic system, hydraulic power source unit include first oil pump and the second oil pump of coaxial arrangement, adopt a motor to drive first oil pump and second oil pump operation simultaneously, first oil pump and main oil circuit unit intercommunication, the second oil pump is connected with cooling and lubrication flow control unit, realizes the separation of main oil circuit and cooling and lubrication oil circuit, can solve the problem of the energy loss that cooling and lubrication oil pressurized earlier then the step-down causes among the prior art. And the first oil pump and the second oil pump which are coaxially connected are adopted, so that the decoupling of the rotating speed of the oil pump and the rotating speed of an engine or a motor is realized, and the problem of energy waste caused by excessive oil pumping of the mechanical pump under the working condition of high rotating speed is solved. The hybrid power gearbox hydraulic system is beneficial to energy conservation and emission reduction, reduces energy waste and improves working efficiency.
The vehicle comprises the hybrid power transmission hydraulic system, the transmission has higher working efficiency, energy conservation and emission reduction are facilitated, and energy loss and waste are reduced.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
Fig. 1 is a schematic diagram of a control principle of a hydraulic system of a hybrid transmission provided in an embodiment of the present invention;
fig. 2 is a schematic block diagram of the working principle of the first accumulator of the hydraulic system of the hybrid transmission provided by the embodiment of the present invention.
Icon: 1-an oil sump; 2-an oil suction filter; 3-a hydraulic power source unit; 301-a first oil pump; 302-a second oil pump; 303-a motor; 4-a first pressure filter; 401-a second bypass valve; 5-a second pressure filter; 501-a first bypass valve; 6-a one-way valve; 7-a first accumulator; 8-a first pressure sensor; 9-a selector valve; 10-a second screen; 11-odd clutch proportional pressure solenoid valves; 12-a second pressure sensor; 13-a second accumulator; 14-a third screen; 15-even number clutch proportional pressure solenoid valve; 16-a third pressure sensor; 17-a third accumulator; 18-a dual clutch; 20-a double-clutch cooling and lubricating proportional flow control valve; 21-a safety valve; 22-an oil cooler; 23-an oil spray pipe; 24-separating clutch cooling and lubricating proportional flow electromagnetic valve; 25-a fifth filter screen; 26-a first pilot proportional pressure solenoid valve; 27-a fifth accumulator; 28-a first spool valve; 29-a sixth screen; 30-a second pilot proportional pressure solenoid valve; 31-a sixth accumulator; 32-a second spool valve; 33-a seventh screen; 34-a first on-off solenoid valve; 35-an eighth screen; 36-a second on-off solenoid valve; 37-a first multi-way reversing valve; 38-a second multi-way reversing valve; 39-a shifting piston; 43-a fourth screen; 44-disconnect clutch proportional pressure solenoid valve; 45-a fourth accumulator; 46-a fourth pressure sensor; 47-disconnect clutch.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts belong to the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it should be noted that, if the terms "upper", "lower", "inner", "outer", etc. indicate the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship which is usually placed when the products of the present invention are used, the description is only for convenience of description and simplification, but the indication or suggestion that the indicated device or element must have a specific position, be constructed and operated in a specific orientation, and thus, should not be interpreted as a limitation of the present invention.
Furthermore, the appearances of the terms "first," "second," and the like, if any, are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
It should be noted that the features of the embodiments of the present invention may be combined with each other without conflict.
In the prior art, a hydraulic power source system comprises a mechanical pump and an electric pump, wherein the mechanical pump is coupled with an engine or a motor through a driving gear welded to a main hub of a double clutch, the rotating speed of the mechanical pump is consistent with that of the engine or the motor, and when the engine or the motor rotates, the mechanical pump supplies oil to a main oil way, establishes the pressure of the main oil way and provides cooling and lubricating flow. The electric pump is driven by an electric pump motor, and is involved in working when the motor is needed to drive the engine to start and when the temperature of the system is high and the cooling and lubricating flow needs to be supplemented.
Because the cooling and lubricating flow in the prior art is mainly taken from the main oil way through the main oil way pressure adjusting slide valve, the pressure of the main oil way is higher than that of the cooling and lubricating oil way, and oil is pressurized and then depressurized to be led to the cooling and lubricating oil way, unnecessary energy waste is caused. Specifically, since the pressure in the main oil path needs to be maintained at a high level, for example, greater than or equal to 10bar, and the pressure in the lubrication and cooling oil path is usually about 0 to 3bar, the hydraulic oil distributed from the main oil path to the cooling and lubricating oil path will experience a large pressure drop, resulting in energy loss and unnecessary waste.
In addition, the rotational speed of the mechanical pump and the rotational speed of the engine or the motor in the prior art cannot be decoupled, which causes unnecessary energy waste at high rotational speeds, such as more than 3000 rpm. Specifically, the mechanical pump functions to supply oil to the main oil passage for establishing main oil passage pressure and providing cooling lubrication flow. Because the mechanical pump is driven by an engine or a motor, the oil pumping quantity of the mechanical pump is positively correlated with the rotating speed of the engine or the motor, and a mechanical pump with larger displacement is needed to meet the requirement of the oil supply quantity of a system when the engine or the hybrid power driving motor runs at a high speed, such as more than 3000rpm, the oil pumping quantity of the mechanical pump exceeds the sum of the system building pressure, the action of an actuating mechanism and the flow required by the cooling and lubricating of the system, and the redundant flow is pressurized and then returns to an oil pool through a main oil way pressure regulating slide valve, so that unnecessary energy waste is caused, namely, the excessive waste of the oil pumping under the working condition of high-speed running.
In order to overcome at least one technical defect in the prior art, the application provides a hydraulic system of a hybrid power transmission, which can realize the separation of a main oil way and a cooling and lubricating oil way and solve the problem of energy loss caused by the fact that cooling and lubricating oil is pressurized and then depressurized in the prior art; meanwhile, the decoupling of the rotating speed of the oil pump and the rotating speed of the engine or the motor can be realized, and the problem of energy waste caused by excessive oil pumping of the mechanical pump under the condition of high rotating speed is solved.
Referring to fig. 1, the present embodiment provides a hydraulic system of a hybrid transmission, which includes a hydraulic power source unit 3, a main oil path unit, a clutch pressure adjusting unit, a shift direction adjusting unit, a shift actuator, and a cooling and lubricating flow adjusting unit. The hydraulic power source unit 3 comprises a first oil pump 301, a second oil pump 302 and a motor 303, wherein the first oil pump 301 and the second oil pump 302 are coaxially connected, and the motor 303 is connected with the first oil pump 301 or the second oil pump 302; an oil outlet of the first oil pump 301 is connected with the main oil path unit, and an oil outlet of the second oil pump 302 is connected with the cooling and lubricating flow adjusting unit. The clutch pressure adjusting unit and the gear shifting pressure adjusting unit are respectively connected with the main oil circuit unit, the gear shifting pressure adjusting unit is connected with the gear shifting direction adjusting unit, and the gear shifting direction adjusting unit is connected with the gear shifting executing element. Because the hydraulic power source unit 3 adopts the first oil pump 301 and the second oil pump 302 which are coaxially arranged, the separation of a main oil path and a cooling lubricating oil path can be realized, the pressure drop loss and the energy waste caused by the high-pressure oil in the main oil path flowing into the lubricating cooling oil path are avoided, the decoupling of the rotating speed of the oil pump and the rotating speed of an engine or a hybrid power driving motor can be realized, and the problem of energy waste caused by the excessive oil pumping of the mechanical pump under the condition of high rotating speed is solved.
Optionally, the first oil pump 301 and the second oil pump 302 are connected through a cylindrical guide sleeve and driven by a motor 303 together, the motor 303 is connected with a motor controller, and the motor controller controls the rotation speed of a shaft of the motor 303 according to the flow requirements of the main oil path and the lubricating and cooling oil path. The oil suction port of the first oil pump 301 and the oil suction port of the second oil pump 302 are respectively communicated with the oil sump 1 to suck oil from the oil sump 1. Further, an oil suction filter 2 is arranged between the first oil pump 301 and the oil pool 1 and between the second oil pump 302 and the oil pool 1, and the oil suction filter 2 plays a primary filtering role of impurities in oil.
The main oil circuit unit is provided with a first energy accumulator 7, a first pressure sensor 8, a selection valve 9, a one-way valve 6 and a second pressure filter 5, optionally, the second pressure filter 5 is connected to an oil outlet of the first oil pump 301, one end of the second pressure filter 5, which is far away from the oil outlet of the first oil pump 301, is sequentially connected with the selection valve 9, the one-way valve 6, the first energy accumulator 7 and the first pressure sensor 8, wherein one end of the selection valve 9 is connected between the second pressure filter 5 and the one-way valve 6, and the other end is communicated with the oil outlet of the second oil pump 302. The second filter press 5 has the fine filtering function of micro impurities in the oil, and the oil filtered by the second filter press 5 enters other elements of the main oil way, such as the one-way valve 6 and the first energy accumulator 7. Further, the second pressure filter 5 is also connected in parallel with a first bypass valve 501, and when the pressure difference between the front and the rear of the second pressure filter 5 reaches a set value due to blockage of the second pressure filter, the first bypass valve 501 is opened, so that the oil liquid circulation of the main oil way is ensured. The first bypass valve 501 is used for preventing the system pressure from being too high due to valve body clamping stagnation or oil passage blockage, and when the system pressure exceeds the opening pressure of the first bypass valve 501, the first bypass valve 501 is opened, and the rising trend of the system pressure is slowed down.
The first accumulator 7 is arranged behind the second pressure filter 5, the first pressure sensor 8 is used for detecting the actual pressure of the first accumulator 7, and the selector valve 9 is connected with the cooling and lubricating flow regulating unit; the selector valve 9 is used for closing or opening according to the actual pressure of the first accumulator 7, so that the hydraulic oil on the main oil circuit unit enters the first accumulator 7 or flows to the cooling and lubricating flow regulating unit. Optionally, the structure of the first accumulator 7 is generally a gas bag type or a piston type, the working pressure range of the first accumulator 7 is determined according to the structure of the first accumulator 7, and when in use, the upper limit value and the lower limit value of the actual use pressure of the first accumulator 7 are set according to requirements, wherein the lower limit value is a first preset pressure, and the upper limit value is a second preset pressure. When the pressure of the first energy accumulator 7 is smaller than or equal to a first preset pressure, namely a set working pressure lower limit value, the selector valve 9 is closed, and the oil liquid provided by the first oil pump 301 fills oil into the first energy accumulator 7; when the pressure of the first accumulator 7 is greater than or equal to the second preset pressure, that is, the upper limit value of the set working pressure is reached, the selector valve 9 is opened, and the first oil pump 301 supplies oil to the lubricating and cooling oil path to supply the lubricating and cooling flow. It is easy to understand that the lower limit value set by the first accumulator 7, i.e. the first preset pressure, can still meet the requirements of the clutch torque transmission or the gear shifting action, and the problems that the clutch is separated and the gear shifting cannot be normally performed due to sudden change of the pressure of the main oil circuit are solved.
With reference to fig. 2, the first energy storage 7 operates according to the following principle:
s10, the actual pressure of the first accumulator 7 is detected. And S20, judging whether the actual pressure is larger than the first preset pressure. If the actual pressure is greater than the first preset pressure, i.e., the operating pressure is set to the lower limit value, S21 is executed, and the clutch and the shift actuator are operable, i.e., the clutch pressure adjusting unit, the shift direction adjusting unit, and the shift actuator are operable. If the actual pressure is less than or equal to the first preset pressure, i.e. the working pressure is set to the lower limit value, S22 is executed, the selector valve 9 is closed, and the first accumulator 7 is filled with oil, so that the pressure of the first accumulator 7 is gradually increased. And S30, judging whether the actual pressure is larger than or equal to a second preset pressure. If the actual pressure is greater than or equal to the second preset pressure, i.e., the working pressure is set to the upper limit value, S31 is executed, the selector valve 9 is opened, and the first accumulator 7 stops filling oil. At this time, the oil supplied from the first oil pump 301 is used to replenish the lubricating and cooling flow, and the clutch and the shift actuator are operated. If the actual pressure is less than the second preset pressure, i.e., the working pressure setting upper limit value, S22 is executed.
Further, the check valve 6 is arranged between the first energy accumulator 7 and the selection valve 9, and the purpose of the check valve 6 is to conduct and reversely stop the oil flowing from the first oil pump 301 to the first energy accumulator 7, so that the pressure maintaining capacity of the first energy accumulator 7 is ensured. The selector valve 9 disposed in front of the check valve 6 may be controlled to open or close by a solenoid head, and optionally, an automatic Transmission Control Unit (TCU) controls the opening and closing of the selector valve 9 by reading a pressure signal of the first accumulator 7 detected by the first pressure sensor 8.
In the present embodiment, the clutch pressure adjusting unit includes a dual clutch 18, a disconnect clutch 47, an odd clutch proportional pressure solenoid valve 11, a second pressure sensor 12, a second accumulator 13, an even clutch proportional pressure solenoid valve 15, a third pressure sensor 16, a third accumulator 17, a disconnect clutch proportional pressure solenoid valve 44, a fourth pressure sensor 46, and a fourth accumulator 45. One end of the odd-numbered clutch proportional pressure electromagnetic valve 11 is connected with the first energy accumulator 7, the other end of the odd-numbered clutch proportional pressure electromagnetic valve is connected with the double clutch 18, the second energy accumulator 13 is arranged between the odd-numbered clutch proportional pressure electromagnetic valve 11 and the double clutch 18, and the second pressure sensor 12 is used for detecting the actual pressure of the second energy accumulator 13. The odd clutch proportional pressure solenoid valve 11 adjusts the pressure of the second accumulator 13, and the adjusted pressure acts on a piston cavity of the double clutch 18 to push the double clutch 18 to be combined. And second filter screens 10 are respectively arranged between the first energy accumulator 7 and the odd-numbered clutch proportional pressure electromagnetic valve 11 and between the second energy accumulator 13 and the odd-numbered clutch proportional pressure electromagnetic valve 11 and are used for further filtering oil in an oil way.
One end of the even-numbered clutch proportional pressure electromagnetic valve 15 is connected with the first energy accumulator 7, the other end of the even-numbered clutch proportional pressure electromagnetic valve is connected with the double clutch 18, the third energy accumulator 17 is arranged between the even-numbered clutch proportional pressure electromagnetic valve 15 and the double clutch 18, and the third pressure sensor 16 is used for detecting the actual pressure of the third energy accumulator 17. The even clutch proportional pressure solenoid valve 15 adjusts the pressure of the third accumulator 17, and the adjusted pressure acts on a piston cavity of the double clutch 18 to push the double clutch 18 to be combined. And third filter screens 14 are respectively arranged between the first energy accumulator 7 and the even-numbered clutch proportional pressure electromagnetic valves 15 and between the third energy accumulator 17 and the even-numbered clutch proportional pressure electromagnetic valves 15 and are used for further filtering oil in an oil way.
One end of the separating clutch proportional pressure solenoid valve 44 is connected with the first accumulator 7, the other end is connected with the separating clutch 47, the fourth accumulator 45 is connected with the separating clutch proportional pressure solenoid valve 44 and arranged between the separating clutch proportional pressure solenoid valve 44 and the separating clutch 47, and the fourth pressure sensor 46 is used for detecting the actual pressure of the fourth accumulator 45. The pressure of the fourth accumulator 45 is regulated by a release clutch proportional pressure solenoid valve 44, and the regulated pressure is used for removing the pressure acting on a piston cavity of the release clutch 47, and the release clutch 47 is pushed to be released by a return spring of the release clutch 47. And fourth filter screens 43 are respectively arranged between the first energy accumulator 7 and the separating clutch proportional pressure electromagnetic valve 44 and between the fourth energy accumulator 45 and the separating clutch proportional pressure electromagnetic valve 44, and are used for further filtering oil in an oil way.
Note that the pressure adjustment methods of the odd-numbered clutch proportional pressure solenoid valve 11, the even-numbered clutch proportional pressure solenoid valve 15, and the separation clutch proportional pressure solenoid valve 44 are the same, and are all adjusted by the balance of forces at both ends of the spool, and the electromagnetic force adjustment accuracy at one end of the spool is high, so the pressure adjustment accuracy of the separation clutch 47 is also high. Meanwhile, the clearance between the valve core and the valve sleeve is small, so that the leakage quantity of the valve is low.
The shift pressure adjusting unit includes a first pilot proportional pressure solenoid valve 26, a fifth accumulator 27, a first spool valve 28, a second pilot proportional pressure solenoid valve 30, a sixth accumulator 31, and a second spool valve 32; the first pilot proportional pressure solenoid valve 26 is connected to a first spool 28, the first pilot proportional pressure solenoid valve 26 and the first spool 28 are connected to the first accumulator 7, respectively, a fifth accumulator 27 is provided between the first pilot proportional pressure solenoid valve 26 and the first spool 28, and the first spool 28 is connected to the shift direction adjusting unit. The first pilot proportional pressure solenoid valve 26 adjusts the pressure of the fifth accumulator 27, and the adjusted pressure acts on one side of the spool of the first spool valve 28 to push the spool to operate and thus adjust the shift pressure. Optionally, a fifth filter screen 25 is respectively disposed between the first accumulator 7 and the first pilot proportional pressure solenoid valve 26, and between the fifth accumulator 27 and the first pilot proportional pressure solenoid valve 26, for further filtering oil in the oil path.
The second pilot proportional pressure solenoid valve 30 is connected to a second spool 32, the second pilot proportional pressure solenoid valve 30 and the second spool 32 are connected to the first accumulator 7, respectively, a sixth accumulator 31 is provided between the second pilot proportional pressure solenoid valve 30 and the second spool 32, and the second spool 32 is connected to the shift direction adjusting unit. The second pilot proportional pressure solenoid valve 30 adjusts the pressure of the sixth accumulator 31, and the adjusted pressure acts on one side of the spool of the second spool valve 32 to push the spool to operate, thereby adjusting the shift pressure. Optionally, a sixth filter screen 29 is respectively disposed between the first accumulator 7 and the second pilot proportional pressure solenoid valve 30, and between the sixth accumulator 31 and the second pilot proportional pressure solenoid valve 30, and is used for further filtering oil in the oil path.
The first pilot proportional pressure solenoid valve 26 and the second pilot proportional pressure solenoid valve 30 have the same pressure regulating mode, both perform pressure regulation through the balance of forces at two ends of the valve core, and have higher pressure regulating precision, and simultaneously, because of the small clearance fit of the valve core and the valve sleeve, the leakage rate is also at a lower level, and the overall leakage rate is low.
Optionally, the shifting direction adjusting unit includes a first multi-way directional control valve 37, a second multi-way directional control valve 38, a first switching solenoid valve 34, and a second switching solenoid valve 36, one end of the first switching solenoid valve 34 communicates with the first accumulator 7, and the other end communicates with the first multi-way directional control valve 37; the second switching solenoid valve 36 has one end communicating with the first accumulator 7 and the other end communicating with the second multi-way directional valve 38, the first multi-way directional valve 37 is connected to the second multi-way directional valve 38, and the second multi-way directional valve 38 is connected to the shift actuator. Further, a seventh filter screen 33 is arranged between one end of the first switch solenoid valve 34 and the first energy accumulator 7, an eighth filter screen 35 is arranged between one end of the second switch solenoid valve 36 and the first energy accumulator 7, and the seventh filter screen 33 and the eighth filter screen 35 are both used for further filtering oil in the oil path. Optionally, the first multi-way directional valve 37 is a two-position nine-way directional valve, the second multi-way directional valve 38 is a two-position seventeen-way directional valve, and the combination of the first multi-way directional valve 37, the second multi-way directional valve 38 and the shifting pressure adjusting unit can realize free switching of eight gears.
Further, the shift actuator includes a plurality of shift pistons 39 and a plurality of hall displacement sensors, each of which is mounted on one of the shift pistons 39, and the second multi-way directional control valve 38 is connected to the plurality of shift pistons 39, respectively. The shifting pressure oil acts on the shifting piston 39 after passing through the first multi-way directional control valve 37 and the second multi-way directional control valve 38, the shifting piston 39 is pushed to move towards the target gear direction, and the force acting on the shifting piston 39 finally acts on the synchronizer through the shifting piston 39 and the shifting fork, so that the disengagement and engagement of different gears are completed. In this embodiment, the number of the shift piston 39 and the number of the hall displacement sensors are four, the shift piston 39 is pushed by the shift pressure to move left and right to realize the switching of two gears, and the four groups of pistons can realize the switching of seven forward gears and one reverse gear.
The cooling and lubricating flow regulating unit comprises an oil cooler 22, an oil injection pipe 23, a double-clutch cooling and lubricating proportional flow regulating valve 20, a safety valve 21 and a separating clutch cooling and lubricating proportional flow electromagnetic valve 24; oil cooler 22 is connected to an oil outlet of second oil pump 302, and is configured to cool oil from second oil pump 302. The oil injection pipe 23, the double-clutch cooling and lubricating proportional flow regulating valve 20 and the separating clutch cooling and lubricating proportional flow electromagnetic valve 24 are respectively connected with the oil cooler 22, one end of the safety valve 21 is communicated with an oil outlet of the second oil pump 302, and the other end of the safety valve is communicated with an oil return port of the second oil pump 302. It can be understood that the cooling and lubricating oil path from the second oil pump 302 has three branches, one of which is led to the double clutch 18 through the double clutch cooling and lubricating proportional flow regulating valve 20 to cool and lubricate the double clutch 18; secondly, the oil is led to the separating clutch 47 through the separating clutch cooling and lubricating proportional flow electromagnetic valve 24 to cool and lubricate the separating clutch 47; and thirdly, the water is led to the shaft teeth through the oil spraying pipe 23 to spray the shaft teeth.
The double-clutch cooling and lubricating proportional flow regulating valve 20 and the separating clutch cooling and lubricating proportional flow electromagnetic valve 24 are controlled by electromagnetic valves and are respectively used for controlling the cooling and lubricating flow of the double clutch 18 and the cooling and lubricating flow of the separating clutch 47, and the flow of the cooling and lubricating proportional flow regulating valve and the cooling and lubricating proportional flow electromagnetic valve is continuously adjustable within a certain range; the shaft tooth spray distributes cooling and lubricating flow through a fixed orifice. Optionally, the cooling and lubricating flow of the dual clutch 18 and the cooling and lubricating flow of the separation clutch 47 are regulated by a proportional flow solenoid valve, which is a normally open type solenoid valve, ensuring that the dual clutch 18 and the separation clutch 47 can be distributed with a certain cooling and lubricating flow even under the condition of no power supply. Compared with the control mode of a pilot valve, the direct control type proportional flow electromagnetic valve is simple in structure and small in leakage amount. The cooling and lubricating flow distribution of the shaft teeth is determined by a fixed throttling hole arranged in an oil passage of the shell, and the throttling hole has the main function of ensuring that the shaft teeth can distribute certain cooling and lubricating flow under any working condition, but the requirements on the flow size and the control precision are lower.
Furthermore, the cooling and lubricating oil path is also provided with a safety valve 21 of the cooling and lubricating oil path, when the cooling and lubricating oil path is larger in cooling and lubricating flow, blocked by a valve or blocked by the oil path, the pressure of the cooling and lubricating oil path is increased, and when the pressure exceeds the opening pressure of the safety valve 21 of the cooling and lubricating oil path, the safety valve 21 is opened to guide the cooling and lubricating oil to the oil pool 1, so that the pressure of the cooling and lubricating oil path is reduced, and the elements of the cooling and lubricating oil path are prevented from being damaged by high pressure. The outlet of the second oil pump 302 is further provided with a first filter press 4 for filtering oil from the second oil pump 302. A second bypass valve 401 is arranged beside the first filter press 4 in parallel, and if the pressure in the oil path exceeds the opening pressure of the second bypass valve 401 of the cooling lubricating oil path when the cooling lubricating oil path is blocked or the oil path is blocked by a valve, the second bypass valve 401 is opened, so that the smoothness of the lubricating and cooling oil path is ensured. In this embodiment, the oil cooler 22 is disposed between the oil outlet of the second oil pump 302 and the oil injection pipe 23, further, the oil cooler 22 is disposed between the first pressure filter 4 and the oil outlet of the second oil pump 302, or the oil cooler 22 is disposed behind the first pressure filter 4, the oil cooler 22 cools the oil, and then cools the oil by the shaft gear, the separation clutch 47, or the dual clutch 18, and finally the oil flows back to the oil pool 1 to be mixed with the high-temperature oil in the oil pool 1 for heat exchange.
An embodiment of the utility model provides a vehicle is still provided, including the automobile body and as in any one of the aforesaid embodiment's hybrid transmission hydraulic system, hybrid transmission hydraulic system installs on the automobile body. The vehicle adopts the hybrid power gearbox hydraulic system, so that the energy consumption of the hydraulic system can be reduced, the control precision of the hydraulic system is improved, and the driving comfort is improved.
To sum up, the embodiment of the utility model provides a hybrid transmission hydraulic system and vehicle has the beneficial effect of following several aspects:
the hydraulic system of the hybrid power transmission adopts a duplex electric pump, a motor 303 drives a first oil pump 301 and a second oil pump 302 which are coaxially arranged, the original combination scheme of a mechanical pump and the electric pump is replaced, the decoupling of the rotating speed of the oil pump and the rotating speed of an engine or a hybrid power driving motor is realized, and the unnecessary energy waste of the oil pump when the engine or the hybrid power driving motor rotates at a high speed (such as more than 3000rpm) is avoided; meanwhile, the separation of the high-pressure main oil way and the low-pressure lubricating cooling oil way of the hydraulic system is realized, the energy loss caused by the fact that the cooling lubricating flow is pressurized and then depressurized is avoided, and the energy consumption is lower. Meanwhile, the first energy accumulator 7 is arranged on the main oil circuit, a reasonable oil filling strategy is made for the first energy accumulator 7 by using a combination scheme of the check valve 6 and the first energy accumulator 7 and setting the upper and lower limit values of the working pressure of the first energy accumulator 7, so that sudden change of the pressure of the main oil circuit caused by clutch or gear shifting action in the using process is avoided, the system pressure of the main oil circuit is more stable, and the driving experience is improved.
Secondly, the proportional pressure electromagnetic valve with high leakage rate is upgraded into the proportional pressure electromagnetic valve with low leakage rate, meanwhile, a main oil way pressure adjusting slide valve, a main oil way pilot proportional pressure electromagnetic valve and a clutch lubricating pilot proportional pressure electromagnetic valve are cancelled, the combination scheme of a one-way valve 6 and a first energy accumulator 7 is used, and energy accumulators are respectively adopted in a clutch pressure adjusting unit and a gear shifting pressure adjusting unit, so that the leakage rate of a valve body assembly is reduced, and the leakage of an oil way system is reduced. The proportional pressure solenoid valve that comes pressure regulation through using draining upgrades to the proportional pressure solenoid valve that uses case end pressure feedback, the balanced mode of force to come pressure regulation, has improved the pressure control precision, has promoted the driving and has experienced and reduced clutch ablation risk, and the pressure control precision is higher.
The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention should be covered by the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A hydraulic system of a hybrid power transmission is characterized by comprising a hydraulic power source unit (3), a main oil circuit unit, a clutch pressure adjusting unit, a gear shifting direction adjusting unit, a gear shifting executing element and a cooling and lubricating flow adjusting unit;
the hydraulic power source unit (3) comprises a first oil pump (301), a second oil pump (302) and a motor (303), wherein the first oil pump (301) and the second oil pump (302) are coaxially connected, and the motor (303) is connected with the first oil pump (301) or the second oil pump (302); an oil outlet of the first oil pump (301) is connected with the main oil path unit, and an oil outlet of the second oil pump (302) is connected with the cooling and lubricating flow adjusting unit;
the clutch pressure adjusting unit and the gear shifting pressure adjusting unit are respectively connected with the main oil circuit unit, the gear shifting pressure adjusting unit is connected with the gear shifting direction adjusting unit, and the gear shifting direction adjusting unit is connected with the gear shifting executing element.
2. The hydraulic system of a hybrid power gearbox according to claim 1, characterized in that a first accumulator (7), a first pressure sensor (8) and a selector valve (9) are arranged on the main oil circuit unit, the first pressure sensor (8) is used for detecting the actual pressure of the first accumulator (7), and the selector valve (9) is connected with the cooling and lubricating flow regulating unit; the selector valve (9) is used for being closed or opened according to the actual pressure so as to enable the hydraulic oil on the main oil way unit to enter the first accumulator (7) or the cooling and lubricating flow adjusting unit.
3. A hybrid gearbox hydraulic system according to claim 2, characterised in that the actual pressure of the first accumulator (7) is less than or equal to a first preset pressure, the selector valve (9) is closed and hydraulic oil on the main oil circuit unit enters the first accumulator (7); the actual pressure of the first energy accumulator (7) is greater than or equal to a second preset pressure, the second preset pressure is greater than the first preset pressure, the selector valve (9) is opened, and hydraulic oil on the main oil way unit enters the cooling and lubricating flow adjusting unit.
4. A hybrid gearbox hydraulic system according to claim 2, characterised in that a non-return valve (6) is provided on the main oil circuit unit, which non-return valve (6) is provided between the first accumulator (7) and the selector valve (9).
5. Hybrid gearbox hydraulic system according to claim 2, characterised in that said clutch pressure regulation unit comprises a double clutch (18), a disconnect clutch (47), an odd clutch proportional pressure solenoid valve (11), a second pressure sensor (12), a second accumulator (13), an even clutch proportional pressure solenoid valve (15), a third pressure sensor (16), a third accumulator (17), a disconnect clutch proportional pressure solenoid valve (44), a fourth pressure sensor (46) and a fourth accumulator (45), said odd clutch proportional pressure solenoid valve (11) having one end connected to said first accumulator (7) and the other end for connection to said double clutch (18), said second accumulator (13) being arranged between said odd clutch proportional pressure solenoid valve (11) and said double clutch (18), the second pressure sensor (12) is used for detecting the actual pressure of the second accumulator (13);
one end of the even-numbered clutch proportional pressure electromagnetic valve (15) is connected with the first energy accumulator (7), the other end of the even-numbered clutch proportional pressure electromagnetic valve is used for being connected with the double clutch (18), the third energy accumulator (17) is arranged between the even-numbered clutch proportional pressure electromagnetic valve (15) and the double clutch (18), and the third pressure sensor (16) is used for detecting the actual pressure of the third energy accumulator (17);
one end of the separating clutch proportional pressure electromagnetic valve (44) is connected with the first energy accumulator (7), the other end of the separating clutch proportional pressure electromagnetic valve is used for being connected with the separating clutch (47), the fourth energy accumulator (45) is connected with the separating clutch proportional pressure electromagnetic valve (44), and the fourth pressure sensor (46) is used for detecting the actual pressure of the fourth energy accumulator (45).
6. Hybrid transmission hydraulic system according to claim 2, characterized in that the shift pressure regulating unit comprises a first pilot proportional pressure solenoid valve (26), a fifth accumulator (27), a first spool (28), a second pilot proportional pressure solenoid valve (30), a sixth accumulator (31) and a second spool (32); the first pilot proportional pressure solenoid valve (26) is connected with the first spool (28), the first pilot proportional pressure solenoid valve (26) and the first spool (28) are respectively connected with the first accumulator (7), the fifth accumulator (27) is arranged between the first pilot proportional pressure solenoid valve (26) and the first spool (28), and the first spool (28) is connected with the gear shifting direction adjusting unit;
the second pilot proportional pressure solenoid valve (30) is connected with the second spool (32), the second pilot proportional pressure solenoid valve (30) and the second spool (32) are respectively connected with the first accumulator (7), the sixth accumulator (31) is arranged between the second pilot proportional pressure solenoid valve (30) and the second spool (32), and the second spool (32) is connected with the gear shifting direction adjusting unit.
7. The hybrid transmission hydraulic system according to claim 2, characterized in that the shifting direction adjusting unit comprises a first multi-way directional control valve (37), a second multi-way directional control valve (38), a first on-off solenoid valve (34) and a second on-off solenoid valve (36), one end of the first on-off solenoid valve (34) communicates with the first accumulator (7), and the other end communicates with the first multi-way directional control valve (37); one end of the second switch electromagnetic valve (36) is communicated with the first energy accumulator (7), the other end of the second switch electromagnetic valve is communicated with the second multi-way reversing valve (38), the first multi-way reversing valve (37) is connected with the second multi-way reversing valve (38), and the second multi-way reversing valve (38) is connected with the gear shifting executing element.
8. The hybrid transmission hydraulic system according to claim 7, wherein the shift actuator comprises a plurality of shift pistons (39) and a plurality of Hall displacement sensors, each Hall displacement sensor being mounted on one of the shift pistons (39), the second multi-way directional control valve (38) being connected to a plurality of the shift pistons (39), respectively.
9. The hydraulic system of a hybrid transmission according to claim 1, wherein the cooling and lubricating flow regulating unit comprises an oil cooler (22), an oil injection pipe (23), a dual clutch cooling and lubricating proportional flow regulating valve (20), a safety valve (21), a disconnect clutch cooling and lubricating proportional flow solenoid valve (24); the oil cooler (22) is connected with an oil outlet of the second oil pump (302), the oil injection pipe (23) is connected with the double-clutch cooling and lubricating proportion flow regulating valve (20) and the separating clutch cooling and lubricating proportion flow electromagnetic valve (24) respectively and connected with the oil cooler (22), one end of the safety valve (21) is communicated with the oil outlet of the second oil pump (302), and the other end of the safety valve is communicated with an oil return port of the second oil pump (302).
10. A vehicle comprising a vehicle body and a hybrid transmission hydraulic system as claimed in any one of claims 1 to 9, the hybrid transmission hydraulic system being mounted on the vehicle body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022692518.XU CN214118917U (en) | 2020-11-18 | 2020-11-18 | Hybrid power transmission hydraulic system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022692518.XU CN214118917U (en) | 2020-11-18 | 2020-11-18 | Hybrid power transmission hydraulic system and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214118917U true CN214118917U (en) | 2021-09-03 |
Family
ID=77505489
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202022692518.XU Active CN214118917U (en) | 2020-11-18 | 2020-11-18 | Hybrid power transmission hydraulic system and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214118917U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116717582A (en) * | 2023-08-01 | 2023-09-08 | 无锡明恒混合动力技术有限公司 | Hydraulic system and method for gear shifting element direct control type hybrid transmission |
-
2020
- 2020-11-18 CN CN202022692518.XU patent/CN214118917U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116717582A (en) * | 2023-08-01 | 2023-09-08 | 无锡明恒混合动力技术有限公司 | Hydraulic system and method for gear shifting element direct control type hybrid transmission |
| CN116717582B (en) * | 2023-08-01 | 2023-10-13 | 无锡明恒混合动力技术有限公司 | Hydraulic system and method for gear shifting element direct control type hybrid transmission |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112283330A (en) | Hybrid power transmission hydraulic system and vehicle | |
| EP3845778B1 (en) | Hydraulic control system and vehicle | |
| CN109237013B (en) | DCT (discrete cosine transformation) transmission hydraulic control system and method and automobile | |
| CN102230533B (en) | Hydraulic control system for dual-clutch automatic transmission | |
| CN102168754B (en) | Hydraulic control system for wet-type double-clutch automatic transmission | |
| KR102221374B1 (en) | Transmission device having a hydraulic system | |
| US8413777B2 (en) | High efficiency hydraulic transmission control system | |
| US8738257B2 (en) | Electro-hydraulic control system and method for a dual clutch transmission | |
| CN216382530U (en) | Hydraulic control system for special hybrid power transmission and automobile | |
| US8413437B2 (en) | Transmission hydraulic control system having independently controlled stator cooling flow | |
| US8500600B2 (en) | Hydraulic control system for an automatic transmission having a manual valve with a two gear default strategy | |
| US8702564B2 (en) | Electro-hydraulic control system and method for a dual clutch transmission | |
| US20110209470A1 (en) | Transmission hydraulic control system having a pump bypass valve | |
| CN102230534B (en) | Hydraulic control system for double-clutch automatic gearbox | |
| KR20060049939A (en) | Dual clutch transmission clutch cooling circuit | |
| KR102221373B1 (en) | Hydraulic system of a transmission with a plurality of pressure regulating valves | |
| CN201973226U (en) | Hydraulic control system used for wet type automatic double-clutch transmission | |
| US20110198179A1 (en) | Low content control system for a dual clutch transmission | |
| CN201973228U (en) | Hydraulic control system used for automatic double-clutch transmission | |
| CN217502555U (en) | Electro-hydraulic control system of hybrid power transmission | |
| CN214118917U (en) | Hybrid power transmission hydraulic system and vehicle | |
| CN215980192U (en) | Hydraulic system of hybrid power vehicle | |
| CN201973227U (en) | Hydraulic control system for double-clutch automatic gear box | |
| CN112360897A (en) | Common control clutch hydraulic control system and automobile | |
| CN116624590A (en) | Hydraulic system of hydraulic mechanical stepless gearbox suitable for high-horsepower tractor |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |