CN213920655U - Hybrid vehicle and hydraulic system, gearbox and power system thereof - Google Patents
Hybrid vehicle and hydraulic system, gearbox and power system thereof Download PDFInfo
- Publication number
- CN213920655U CN213920655U CN202021922830.7U CN202021922830U CN213920655U CN 213920655 U CN213920655 U CN 213920655U CN 202021922830 U CN202021922830 U CN 202021922830U CN 213920655 U CN213920655 U CN 213920655U
- Authority
- CN
- China
- Prior art keywords
- oil
- valve
- flow distribution
- clutch
- path
- 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
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Hybrid Electric Vehicles (AREA)
Abstract
The utility model discloses a hybrid vehicle and hydraulic system, gearbox, driving system thereof, hydraulic system includes: the hydraulic source module comprises a first oil pump, a second oil pump and an oil tank, wherein the first oil pump is in power connection with a driving motor, the second oil pump is in power connection with an engine, and the first oil pump and the second oil pump are connected to the oil tank; the pressure control module is connected with the second oil pump; the clutch control module is connected with the pressure control module and is used for controlling the clutch; the pressure control module is connected with the flow distribution module, the first oil pump is connected with the flow distribution module, and the flow distribution module is used for cooling and lubricating at least one of the driving motor, the generator and the clutch. Therefore, the two hydraulic pumps are arranged in the hydraulic system of the vehicle, so that not only can the energy consumption of the system be reduced, but also when one hydraulic pump is damaged, the other hydraulic pump can ensure the safe running of the automobile.
Description
Technical Field
The utility model belongs to the technical field of the vehicle and specifically relates to a hybrid vehicle and hydraulic system, gearbox, driving system thereof 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 technology, only one oil pump is arranged in the hybrid automobile system, and the oil pump is arranged on the same shaft on one side of the drive axle system as the transmission shaft of the clutch, so that the pressure of the hydraulic system of the single-pump hybrid automobile system is continuously stabilized at 1Mpa, the energy consumption of the system is high, and after only one oil pump is damaged, the vehicle cannot limp, and the safe running of the vehicle is influenced.
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, the utility model discloses an aim at provides a hybrid vehicle and hydraulic system, gearbox, driving system thereof.
According to the utility model discloses hybrid vehicle's hydraulic system of first aspect embodiment includes: the hydraulic source module comprises a first oil pump, a second oil pump and an oil tank, wherein the first oil pump is used for being in power connection with a driving motor, the second oil pump is used for being in power connection with an engine, and the first oil pump and the second oil pump are connected to the oil tank; the pressure control module is connected with the second oil pump; the clutch control module is connected with the pressure control module and is used for controlling a clutch; the pressure control module is connected with the flow distribution module, the first oil pump is connected with the flow distribution module, and the flow distribution module is used for cooling and lubricating at least one of the driving motor, the generator and the clutch.
Therefore, by arranging the two hydraulic pumps in the hydraulic system of the vehicle, not only can the energy consumption of the system be reduced, but also when one of the hydraulic pumps is damaged, the other hydraulic pump can ensure the safe running of the automobile.
In some embodiments, the flow distribution module comprises a first flow distribution branch for connection with a generator; the flow distribution module further comprises a flow distribution regulating valve arranged on the first flow distribution branch, and an outlet of the pressure control module is connected with the flow distribution regulating valve through a regulating oil path and is suitable for opening and closing the flow distribution regulating valve.
The hydraulic system can provide different distribution proportions for lubricating and cooling of the generator according to the working condition of the vehicle and whether the generator works, the basic requirements of transmission control and lubricating and cooling are met, the problem of large amount of waste of lubricating flow caused by a single distribution proportion is solved, and the power consumption of the hydraulic system is reduced.
In some embodiments, the clutch control module is connected to an outlet of a second oil pump via a system oil path, and an inlet of the pressure control module is connected to the system oil path, the pressure control module comprising: the pressure control electromagnetic valve is used for adjusting the opening and closing of the flow distribution adjusting valve; the pressure control electromagnetic valve and the pressure slide valve are respectively connected with the system oil path and the adjusting oil path, an outlet of the pressure slide valve is connected with the flow distribution module through a first lubricating and cooling oil path, and the pressure slide valve is communicated with the system oil path and the first lubricating and cooling oil path when the second oil pump works.
In some embodiments, the pressure control solenoid valve is a two-position three-way pilot proportional solenoid valve, an oil inlet of the pressure control solenoid valve is connected to the system oil path through a first bypass oil path, an oil outlet of the pressure control solenoid valve is connected to the regulating oil path through a second bypass oil path, an oil return port of the pressure control solenoid valve is connected to the oil tank, a pilot cavity of the pressure control solenoid valve is connected to the flow distribution regulating valve, and the pilot cavity of the pressure control solenoid valve is connected to the oil outlet of the pressure control solenoid valve through the regulating oil path and the second bypass oil path; and the oil outlet of the pressure control electromagnetic valve is communicated with the oil return port at the first position, and the oil inlet of the pressure control electromagnetic valve is communicated with the oil outlet at the second position.
In some embodiments, the pressure slide valve is a three-position four-way hydraulic control overflow valve, two oil inlets of the pressure slide valve are both connected with the system oil path through a third bypass oil path, a first oil outlet of the pressure slide valve is connected with the first lubricating and cooling oil path, the second oil pump is connected with the oil tank through a second oil suction oil path, a second oil outlet of the pressure slide valve is connected with the oil suction oil path through a fourth bypass oil path, one pilot chamber of the pressure slide valve is connected with the regulating oil path, and the other pilot chamber of the pressure slide valve is connected with the system oil path; and the oil inlet and the oil outlet of the pressure slide valve are not communicated with each other at a first position, one oil inlet of the pressure slide valve is communicated with the first oil outlet at a second position, and the two oil inlets, the first oil outlet and the second oil outlet are communicated with each other at a third position and are communicated with an oil tank through a fifth side branch oil path.
In some embodiments, the first flow distribution branch comprises a primary flowpath and a bypass branch; the flow distribution regulating valve is a two-position two-way hydraulic control switch valve, an oil inlet and an oil outlet of the flow distribution regulating valve are both connected to the main flow path, a pilot cavity of the flow distribution regulating valve is connected with a pilot cavity of the pressure control solenoid valve, the bypass branch is provided with a first resistance hole, and two ends of the bypass branch are respectively connected to the oil inlet and the oil outlet of the flow distribution regulating valve.
In some embodiments, the flow distribution module further includes a second slip flow distribution branch and a third flow distribution branch, the first flow distribution branch, the second flow distribution branch and the third flow distribution branch intersect with the first lubrication cooling oil path, the second flow distribution branch is used for being communicated with the driving motor, the second flow distribution branch has a second resistance hole, the third flow distribution branch is used for being connected with the clutch, and the third flow distribution branch has a third resistance hole.
In some embodiments, the clutch control module includes a clutch control solenoid valve, the clutch control solenoid valve is a two-position three-way proportional direct-drive solenoid valve, an oil inlet of the clutch control solenoid valve is connected to the second oil pump through the system oil path, an oil return port of the clutch control solenoid valve is connected to the oil tank, an oil outlet of the clutch control solenoid valve is connected to the clutch through a clutch control oil path, and a pilot cavity of the clutch control solenoid valve is connected to the oil outlet of the clutch control solenoid valve through a pilot branch and the clutch control oil path.
In some embodiments, the clutch control module further includes a clutch pressure sensor and a buffer, one end of each of the clutch pressure sensor and the buffer is connected to the oil outlet of the clutch control solenoid valve through the clutch control oil path, and the other end of the buffer is connected to the oil tank.
In some embodiments, an outlet of the first oil pump is connected to the flow distribution module through a second lubricating and cooling oil path, the first oil pump is connected to the oil tank through a first oil suction oil path, the first oil suction oil path further includes a first check valve, a second check valve, and a third check valve, the first check valve is located between an oil outlet of the oil pump and the second lubricating and cooling oil path, the second check valve is located between an oil inlet of the oil pump and the oil tank, the first oil suction oil path is further connected in parallel to a sixth bypass oil path, two ends of the sixth bypass oil path are respectively connected to an oil inlet and an oil outlet of the oil pump, and the third check valve is disposed on the sixth bypass oil path; the connection directions of the first check valve, the second check valve and the third check valve are all from an oil tank to a second lubricating and cooling oil way.
In some embodiments, the hydraulic system further comprises a heat dissipation module connected between the hydraulic source module and the flow distribution module.
In some embodiments, the heat dissipation module includes a radiator and a fourth one-way valve, the first lubricating and cooling oil path and the second lubricating and cooling oil path meet at a first intersection, the first to third flow distribution branches meet at a second intersection, the radiator is connected between the first intersection and the second intersection, the fourth one-way valve is connected in parallel with the radiator through a seventh branch oil path, and a connection direction of the fourth one-way valve is from an oil inlet to an oil outlet of the radiator.
In some embodiments, the cooling system further comprises a supercooling protection module, the supercooling protection module is connected to the first lubricating and cooling oil path through a third lubricating and cooling oil path to split the first lubricating and cooling oil path, and the supercooling protection module is used for relieving pressure of the first lubricating and cooling oil path.
In some embodiments, the third lubricating-cooling oil path is branched and formed with a first branch, a second branch, and a third branch, and the supercooling protection module includes: the lubricating system comprises a flow control electromagnetic valve and a flow control slide valve, wherein one oil inlet of the lubricating flow electromagnetic valve is connected with the first branch circuit; the flow control slide valve is a two-position two-way hydraulic control overflow valve, an oil inlet of the flow control slide valve is connected with a second branch, an oil outlet of the flow control slide valve is connected with an oil tank, one pilot cavity of the flow control slide valve is connected with an oil outlet of the flow control electromagnetic valve, and the other pilot cavity of the flow control slide valve is connected with the third branch; the oil inlet is disconnected with the oil outlet at a first position, and the oil inlet is communicated with the oil outlet at a second position.
In some embodiments, the flow control solenoid valve is a two-position three-way pilot proportional solenoid valve, the number of oil inlets of the flow control solenoid valve is two, the other oil inlet is connected with the oil tank, the oil outlet of the flow control solenoid valve is further connected with a pilot cavity of the flow control solenoid valve, the oil outlet is communicated with one of the oil inlets in a first position, and the oil outlet is communicated with the other oil inlet in a second position.
In some embodiments, the flow control solenoid valve is a two-position two-way switching solenoid valve, and the oil inlet is connected with the oil outlet in the first position and the oil inlet is disconnected with the oil outlet in the second position.
According to the utility model discloses gearbox of second aspect embodiment, including the gearbox main part and hydraulic system.
According to the utility model discloses hybrid vehicle's driving system of third aspect embodiment includes: the power battery is connected with the driving motor to supply power to the driving motor; the generator is connected with the power battery to store electric energy to the power battery, and the generator is connected with the driving motor to supply power to the driving motor; the engine is connected with the generator to provide mechanical energy to the generator; the clutch is connected with the engine so as to be driven by the engine to move; the speed reducer is connected with the clutch and is used for transmitting power to wheels; in an electric pure driving mode, the engine is stopped, and the power battery is suitable for driving the driving motor; in the series driving mode, the engine is in power coupling with the generator, the generator and the power battery respectively and independently drive the driving motor, and the engine does not transmit power to the clutch and the speed reducer; in the parallel driving mode, the power battery is suitable for driving the driving motor, and the engine is suitable for driving the clutch and the speed reducer.
According to the utility model discloses fourth aspect embodiment's hybrid vehicle, include driving system.
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 diagram of a hydraulic system according to an embodiment of the present invention.
Fig. 2 is a communication principle schematic diagram of a hydraulic system according to an embodiment of the present invention.
Fig. 3 is a schematic diagram of a subcooling protection module for a hydraulic system according to another embodiment of the present invention.
Reference numerals:
a C clutch; e, an engine; g, a generator; m driving a motor; a W wheel; a power battery P;
11 a second oil pump; 12 a first oil pump; 13 a first one-way valve; 14 a third one-way valve; 15 a second one-way valve; 22. 25 a one-way valve; 52 a fourth one-way valve; 16 suction filter; 17 an oil tank;
21 a pressure slide valve; 23 pressure control solenoid valves; 24 a system pressure sensor;
31 a clutch control solenoid valve; a 32 clutch pressure sensor; 33 a buffer;
41 flow control solenoid valves; a 42 flow control spool valve;
51 a heat sink;
61 flow distribution regulating valve; 62-65 flow distribution resistance holes;
l1 oil suction line; 1a first oil suction path; 1b a second oil suction oil path, an L2 system oil path; an L3 clutch control oil path; 4a first lubricating and cooling oil path; 4b a second lubricating-cooling oil path; 4c a third lubricating-cooling oil path; GL1 first branch; GL2 second branch; GL3 third branch; l5 traffic distribution tributaries; ZL2 first flow distribution branch; ZL1 second flow distribution branch; ZL3 third flow distribution branch; l6 regulating oil path; a PZ1 first bypass oil path; a PZ2 second bypass oil path; a third bypass oil passage PZ 3; a fifth bypass oil path PZ 5; a sixth bypass oil passage of PZ 6;
XD1 pilot branch;
a VCU vehicle control unit; an MCU motor controller; 71 a transmission oil temperature sensor; 72 drive motor temperature sensor; 73 generator temperature sensor.
Detailed Description
Embodiments of the present invention are described in detail below, and the embodiments described with reference to the drawings are exemplary.
A hydraulic system of a hybrid vehicle according to an embodiment of the present invention is described below with reference to fig. 1 to 2.
According to the utility model discloses hybrid vehicle's hydraulic system of first aspect embodiment includes: a hydraulic source module 10, a clutch control module 30, a pressure control module 20, and a flow distribution module 60.
As shown in fig. 1, the hydraulic source module 10 includes a first oil pump 12, a second oil pump 11, and an oil tank 17, the first oil pump 12 is used for power connection with the driving motor M, the second oil pump 11 is used for power connection with the engine E, and the first oil pump 12 and the second oil pump 11 are connected to the oil tank 17; the pressure control module 20 is connected with the second oil pump 11; the clutch control module 30 is connected with the pressure control module 20, and the clutch control module 30 is used for controlling the clutch; the pressure control module 20 is connected to a flow distribution module 40, the first oil pump 12 is connected to the flow distribution module 40, and the flow distribution module 40 is used for cooling and lubricating at least one of the driving motor M, the generator G and the clutch C.
Therefore, by arranging the two hydraulic pumps in the hydraulic system of the vehicle, not only can the energy consumption of the system be reduced, but also when one of the hydraulic pumps is damaged, the other hydraulic pump can ensure the safe running of the automobile.
In some embodiments, the flow distribution module 60 includes a first flow distribution branch ZL2, the first flow distribution branch ZL2 being configured to connect to an electrical generator.
The flow distribution module 60 further includes a flow distribution regulating valve 61 provided in the first flow distribution branch ZL2, and the outlet of the pressure control module 20 is connected to the flow distribution regulating valve 61 through a regulating oil passage L6, and is adapted to open and close the flow distribution regulating valve 61.
Therefore, the hydraulic system can provide different distribution proportions for lubricating and cooling the generator G according to the working condition of the vehicle and whether the generator G works or not, the problem of large waste of lubricating flow caused by a single distribution proportion is solved, and the power consumption of the hydraulic system is reduced.
Specifically, referring to fig. 1, a hydraulic system of a hybrid vehicle includes a hydraulic pressure source module 10, a pressure control module 20, a clutch control module 30, and a flow distribution module 60. The hydraulic source module 10 mainly functions to supply oil to the hydraulic system, the pressure control module 20 mainly functions to control the system pressure required by the lubrication and cooling of the generator G, the system pressure required by the lubrication and cooling, and the system pressure required by the clutch engagement, the clutch control module 30 mainly functions to control the clutch engagement/disengagement to realize the driving mode switching, and the flow distribution module 60 mainly functions to change according to the working condition.
The pressure control module 20 is connected between an oil outlet a1 of the first oil pump and an oil outlet a2 of the second oil pump of the hydraulic source module 10, the clutch control module 30 is connected to an oil outlet a2 of the hydraulic source module 10, and the heat dissipation module 50 is connected in series with the flow distribution module 60 and then connected to an oil outlet a1 of the hydraulic source module 10.
In the pure electric mode, that is, in the EV mode, the engine E does not work, the power battery P provides power for the driving motor M, at this time, the first oil pump 12 works, the second oil pump 11 does not work, the generator G, the pressure control module 20, and the clutch control module 30 do not work, so that oil in the oil tank 17 enters the flow distribution module 60 only through the first oil suction oil path 1a, the first oil pump 12, and the first lubricating and cooling oil path 4a, because the system pressure module 20 cannot provide pressure for the flow distribution regulating valve 61, the flow distribution regulating valve 61 is in a closed state, and further the oil flowing to the generator G is less, and excessive lubricating and cooling for the generator when the generator G does not work is avoided.
The hydraulic system further comprises a suction filter 16 arranged between the oil tank 17 and the oil pump, and the suction filter 16 is used for filtering and cleaning oil.
In some embodiments, the clutch control module 30 is connected to the outlet of the second oil pump 11 through a system oil path L2, the inlet of the pressure control module 20 is connected to a system oil path L2, and the pressure control module 20 includes: a pressure control solenoid valve 23, a pressure spool 21, the pressure control solenoid valve 23 being used to regulate the opening and closing of the flow distribution regulating valve 61. The pressure control solenoid valve 23 and the pressure spool valve 21 are respectively connected to the system oil passage L2 and the adjustment oil passage L6, the oil outlet of the pressure spool valve 21 is connected to the flow rate distribution module 60 through the first lubricating and cooling oil passage 4a, and the pressure spool valve 21 connects the system oil passage L2 to the first lubricating and cooling oil passage 4a when the second oil pump 11 operates.
Therefore, in the series drive mode or the parallel drive mode, the engine E, the generator G, and the clutch C are all operated, the first oil pump 12, the second oil pump 11, and the pressure control module 20 are all operated, and the vehicle control unit VCU applies a current to the pressure control solenoid valve 23, so that the pressure control solenoid valve 23 applies a pressure to the flow distribution regulating valve, and further, the flow distribution regulating valve 61 is turned on to distribute a large cooling flow to the generator G.
Further, the pressure control solenoid valve 23 is a two-position three-way pilot proportional solenoid valve, an oil inlet of the pressure control solenoid valve 23 is connected to the system oil path L2 through a first bypass oil path PZ1, an oil outlet of the pressure control solenoid valve 23 is connected to the adjusting oil path L6 through a second bypass oil path PZ2, an oil return port of the pressure control solenoid valve 23 is connected to the oil tank 17, a pilot cavity of the pressure control solenoid valve 23 is connected to the flow distribution adjusting valve 61, and the pilot cavity of the pressure control solenoid valve 23 is connected to an oil outlet of the pressure control solenoid valve 23 through the adjusting oil path L6 and a second bypass oil path PZ 2. The oil outlet of the pressure control solenoid valve 23 is communicated with the oil return port at the first position, and the oil inlet of the pressure control solenoid valve 23 is communicated with the oil outlet at the second position.
Specifically, the pressure control module 20 includes a pressure spool 21, a pressure control solenoid valve 23; a system pressure sensor 24 and check valves 22, 25. The pressure control solenoid valve 23 is a pilot proportional solenoid valve, the oil inlet P2 of the pressure control solenoid valve 23 communicates with the oil outlet a2 of the second oil pump 11 through a system oil passage L2, and the oil outlet a5 of the pressure control solenoid valve 23 communicates with the pilot chamber C2 of the pressure spool 21 and the pilot chamber C8 of the generator cooling flow control spool 61. The spring side of the check valve 22 communicates with the lubricating and cooling main oil passage, and the system pressure sensor 24 communicates with the oil outlet a2 of the second oil pump 11 through a system oil passage L2.
Therefore, in the series mode or the parallel mode, the second oil pump 11 works, oil flows to the pressure control solenoid valve 23 and the pressure slide valve 22 through the second oil pump 11 and the system oil path L2, the system oil path L2 is communicated with the second lubricating and cooling oil path 4a through the pressure slide valve 21, the first oil pump 12 and the second oil pump 11 can supply oil to the driving motor M, the generator G and the engine E, then the vehicle control unit VCU supplies current to the pressure control solenoid valve 23, so that the pressure control solenoid valve 23 communicates the regulating oil path L6 with the system oil path L2, the oil can flow to the flow distribution module 60 through the regulating oil path L6, and the pilot cavity of the flow distribution regulating valve 61 is filled with oil and the valve is opened; the opening degree of the flow distribution regulating valve can be controlled by regulating the current applied to the pressure control electromagnetic valve 23, so that the flow ratio flowing to the generator G, the clutch C and the driving motor M is regulated, the regulating range of the flow ratio is wider, the regulation is more accurate, and the energy consumption loss is less.
In the specific embodiment shown in fig. 1, the pressure slide valve 21 is a three-position four-way hydraulic control relief valve, two oil inlets of the pressure slide valve 21 are both connected to a system oil path L2 through a third bypass oil path PZ3, a first oil outlet of the pressure slide valve 21 is connected to a first lubricating and cooling oil path 4a, the second oil pump 11 is connected to the oil tank 17 through a second oil suction oil path 1b, a second oil outlet of the pressure slide valve 21 is connected to the second oil suction oil path 1b through a fourth bypass oil path PZ4, one pilot cavity of the pressure slide valve 21 is connected to an adjusting oil path L6, and the other pilot cavity of the pressure slide valve 21 is connected to a system oil path L2. In the first position, the oil inlet and the oil outlet of the pressure slide valve 21 are not communicated with each other, in the second position, one oil inlet of the pressure slide valve 21 is communicated with the first oil outlet, and in the third position, the two oil inlets, the first oil outlet and the second oil outlet are communicated with each other and communicated with the oil tank 17 through a fifth branch oil path PZ 5.
In other words, the oil inlet P1 of the pressure slide valve 21 communicates with the oil outlet a2 of the second oil pump 11 through the system oil path L2, the oil outlet A3 of the pressure slide valve 21 communicates with the steel ball side of the check valve 22, and the oil outlet a4 of the pressure slide valve 21 communicates with the oil outlet of the suction strainer 16 through the oil suction path L1.
The pressure slide valve 21 is electrically communicated with the vehicle control unit VCU, the second oil pump 11 does not work in the EV mode, the generator is closed under the action of the return spring of the cooling flow control slide valve 61, the generator does not need to be cooled, and in the series mode, the vehicle control unit VCU controls the pressure control electromagnetic valve 23 by giving a certain lower limit current value to enable the pressure of an oil outlet A5 of the pressure control electromagnetic valve 23 to act on a pilot cavity C8 of the cooling flow control slide valve 61 of the generator to be opened, so that large cooling flow is distributed to the generator.
Further, when the first oil pump 12 supplies oil to meet the lubricating and cooling requirements of the driving motor M, the generator G and the clutch C, on the basis of ensuring that the generator cooling flow control slide valve 61 is opened, the vehicle control unit VCU controls the pressure control solenoid valve 23 by a certain small current value to enable the pressure of the oil outlet a5 of the pressure control solenoid valve 23 to act on the pilot chamber C2 of the pressure slide valve 21 to move left into the third position, and returns the oil of the second oil pump 11 to the oil outlet of the suction filter 16 through the oil outlet a4 of the pressure slide valve 21, so that the waste of oil and the repeated filtering waste of oil are reduced, and the energy consumption of the system is reduced.
In the parallel mode, the VCU of the vehicle controller controls the pressure control solenoid valve 23 to make the pressure of the oil outlet a5 of the pressure control solenoid valve 23 act on the pilot chamber C2 of the pressure slide valve 21 by giving a certain large current value in real time, so as to increase the opening pressure of the pressure slide valve 21 to meet the system pressure required by the combination of the clutch C in real time, and reduce the energy consumption of the system. The clutch pressure sensor is electrically communicated with the VCU, the clutch pressure sensor 24 detects the pressure of the clutch C in real time and feeds the pressure back to the VCU, and the VCU carries out closed-loop control on the combination pressure required by the clutch according to the pressure signal of the clutch C.
The main function of the check valve 25 is to drain oil when the pressure at the oil outlet a2 of the second oil pump 11 is too high, so as to avoid the hydraulic system from being damaged due to too high oil pressure. The check valve 22 mainly prevents the oil at the oil outlet of the first oil pump 12 from leaking through the system oil path L2 via the pressure slide valve 21 due to the failure of the pressure slide valve 21 to close normally when the engine is shut down, which results in insufficient lubrication and cooling and increased system energy consumption.
In some embodiments, the first flow distribution branch ZL2 includes a main flow path and a bypass branch, the flow distribution module 60 further includes a second flow distribution branch ZL1 and a third flow distribution branch ZL3, the first flow distribution branch ZL2, the third flow distribution branch ZL3 and the second flow distribution branch ZL1 meet at the first lubrication cooling oil path 4a, the second flow distribution branch ZL1 is configured to communicate with the driving motor M, the second flow distribution branch ZL1 has a second resistive hole 62, the third flow distribution branch ZL3 is configured to connect with the clutch C, and the third flow distribution branch ZL3 has a third resistive hole 65. The first flow distribution branch ZL2, the third flow distribution branch ZL3, and the second flow distribution branch ZL1 intersect at a flow distribution branch oil path L5.
The flow distribution regulating valve 61 is a two-position two-way hydraulic control switch valve, an oil inlet and an oil outlet of the flow distribution regulating valve 61 are both connected to the main flow path, a pilot cavity of the flow distribution regulating valve 61 is connected with a pilot cavity of the pressure control solenoid valve 23, a bypass branch has a first resistance hole 63, and two ends of the bypass branch are respectively connected to the oil inlet and the oil outlet of the flow distribution regulating valve.
Specifically, the generator cooling flow control slide valve 61 is a pilot operated on-off valve, the oil inlet P6 of the generator cooling flow control slide valve 61 is communicated with the oil outlet of the radiator 51 through a cooling flow distribution branch L5, the oil outlet a9 of the generator cooling flow control slide valve 41 is communicated with the generator lubrication cooling through the damping hole 4, and the pilot chamber C8 of the generator cooling flow control slide valve 41 is communicated with the oil outlet a4 of the pressure control solenoid valve 23.
In the EV mode, the second oil pump 11 does not work, the generator cooling flow control slide valve 61 is closed under the action of a return spring, the generator does not need to be cooled, the lubrication flow of the clutch and the driving motor M is respectively controlled through the third damping hole 65 and the second resistance hole 62, the flow distribution proportion of the driving motor is increased, the working condition coverage rate of the EV mode is improved, and the power consumption of a hydraulic system is reduced.
In the series mode, the vehicle control unit VCU controls the pressure control solenoid valve 23 by giving a certain lower limit current value to enable the pressure of the oil outlet a5 of the pressure control solenoid valve 23 to act on the pilot cavity C8 of the generator cooling flow control slide valve 61 to be opened, the lubrication flow of the clutch, the driving motor M and the generator G is respectively controlled through the damping hole 65, the resistance hole 62 and the resistance hole 64, and the system energy consumption is reduced while the lubrication cooling requirements of the clutch C, the driving motor M and the generator G under different working conditions are met through two distribution proportions.
In some embodiments, the clutch control module 60 includes a clutch control solenoid valve 31, the clutch control solenoid valve 31 is a two-position three-way proportional direct drive solenoid valve, an oil inlet of the clutch control solenoid valve 31 is connected to the second oil pump 11 through a system oil path L2, an oil return port of the clutch control solenoid valve 31 is connected to the oil tank 17, an oil outlet of the clutch control solenoid valve 31 is connected to the clutch C through a clutch control oil path, and a pilot cavity of the clutch control solenoid valve 31 is connected to the oil outlet of the clutch control solenoid valve through a pilot branch XD1 and the clutch control oil path. Thus, in the series mode or the parallel mode, the second oil pump 11 operates and delivers oil to the clutch control solenoid valve 31 through the system oil passage L2, and delivers oil to the clutch C when the oil inlet and the oil outlet of the clutch control solenoid valve 31 are connected, so that the vehicle control unit VCU transmits a signal to the clutch control solenoid valve to implement clutch switching of the clutch C.
In some embodiments, the clutch control module 30 further includes a clutch pressure sensor 32 and a buffer 33, one end of each of the clutch pressure sensor 32 and the buffer 33 is connected to the oil outlet of the clutch control solenoid valve 31 through a clutch control oil path, and the other end of the buffer 33 is connected to the oil tank 17.
Specifically, the oil inlet P3 of the clutch control solenoid valve 31 communicates with the oil outlet a2 of the second oil pump 11 through a system oil path L2, and the oil outlet a6 of the clutch control solenoid valve 31 communicates with the clutch C through a clutch control oil path L3. The clutch pressure sensor 32 communicates with an oil outlet a6 of the clutch control solenoid valve 31 through a clutch control oil passage L3. The damper 33 communicates with the oil outlet a6 of the clutch control solenoid valve 31 through a clutch control oil passage L3. The clutch control solenoid valve 31 is a proportional direct drive solenoid valve, the clutch control solenoid valve 31 is electrically communicated with a vehicle control unit VCU, and the vehicle control unit VCU controls the combination pressure required by the clutch in real time by controlling the clutch control solenoid valve 31.
Thus, the damper 33 mainly functions to stabilize the clutch C pressure. The clutch pressure sensor 32 is electrically communicated with the VCU, the clutch pressure sensor 32 detects the pressure of the clutch C in real time and feeds the pressure back to the VCU, and the VCU carries out closed-loop control on the combination pressure required by the clutch according to the pressure signal of the clutch C.
In some embodiments, an outlet of the first oil pump is connected to the flow distribution module through a second lubricating and cooling oil path, the first oil pump is connected to the oil tank through a first oil suction path, the first oil suction path 1a further includes a first check valve 13, a second check valve 15, and a third check valve 14, the first check valve 13 is located between an oil outlet of the oil pump and the second lubricating and cooling oil path 4b, the second check valve 15 is located between an oil inlet of the oil pump and the oil tank 17, the first oil suction path 1a is further connected in parallel to a sixth branch oil path PZ6, two ends of the sixth branch oil path PZ6 are respectively connected to an oil inlet and an oil outlet of the oil pump, and the third check valve 14 is located on the sixth branch oil path PZ 6. The first check valve 13, the second check valve 15, and the third check valve 14 are all connected in the direction from the oil tank 17 to the second lubricating-cooling oil passage 4 b.
That is, the hydraulic source module 10 includes a second oil pump 11, a first oil pump 12, first check valves 13, 14, 15 and a suction filter 16, an oil inlet of the second oil pump 11 is communicated with an oil outlet of the suction filter 16 through an oil suction oil path L1, an oil outlet a2 of the second oil pump 11 is communicated with a system oil path L2, a steel ball side of the second check valve 15 is communicated with an oil outlet of the suction filter 16, a spring side of the second check valve 15 is communicated with an oil inlet of the first oil pump 12, an oil outlet a1 of the first oil pump 12 is communicated with a steel ball side of the first check valve 13, a spring side of the first check valve 13 is communicated with a lubricating and cooling main oil path, a steel ball side of the third check valve 14 is communicated with an oil inlet of the first oil pump 12, and a spring side of the third check valve 14 is communicated with an oil outlet a1 of the first oil pump 12.
The second oil pump 11 is directly connected with the engine, is driven by the engine, supplies oil to a system oil path L2, and supplies oil for clutch control, a generator, a driving motor and clutch lubrication cooling. The first oil pump 12 is directly connected with a driving motor M and driven by the driving motor M, and the first oil pump 12 can run bidirectionally.
When the vehicle is in a D gear state, the first oil pump 12 rotates forwards, the first check valve 13 and the second check valve 15 are opened, the third check valve 14 is closed, oil is supplied to a cooling and lubricating cooling main oil path and is used for a generator, a driving motor and clutch lubricating and cooling oil, when the vehicle is in an R gear state, the first oil pump 12 rotates backwards, the first check valve 13 and the second check valve 15 are closed, the third check valve 14 is opened, the first oil pump 12 does not supply oil to the lubricating and cooling main oil path, internal circulation of the oil is achieved through the first oil pump 12 and the third check valve 14, and reverse rotation resistance of the first oil pump 12 and impact on a filter element of the suction filter 16 are reduced. In addition, the first check valve 13 and the second check valve 15 are closed, so that when the first oil pump 12 stops working or reversely rotates, the second oil pump 11 sucks air through the first check valve 13 and the lubricating and cooling main oil way, and system pressure fluctuation is avoided.
The hydraulic system further includes a heat sink module 50 connected between the hydraulic source module 10 and the lubrication cooling flow distribution module 60. The heat dissipation module 50 mainly functions to cool the oil.
In some embodiments, the heat dissipation module includes a radiator 51, the first lubricating-cooling oil path 4a and the second lubricating-cooling oil path 4b meet at a first intersection, the first to third flow rate distribution branches ZL2, ZL21, ZL3 meet at a second intersection, and the radiator 51 is connected between the first intersection and the second intersection. Thus, the radiator 51 can cool down the oil pumped out from the oil tank 17 by the first oil pump 12 and the second oil pump 11, and then flow to the drive motor, the generator G, and the engine E to lubricate and cool them.
Further, the heat dissipation module 50 further includes a fourth check valve 52, the fourth check valve 52 is connected in parallel with the radiator 51 through a seventh bypass oil path, and a connection direction of the fourth check valve 52 is from an oil inlet to an oil outlet of the radiator 51.
An oil inlet of the radiator 51 is communicated with an oil outlet A3 of the pressure slide valve 21 through a cooling, lubricating and cooling main oil path, an oil outlet of the radiator 50 is communicated with an oil inlet P6 of the generator cooling flow control slide valve 61 through a cooling flow distribution branch L5, a steel ball side of the fourth check valve 52 is communicated with a radiator oil inlet, and a spring side of the fourth check valve 52 is communicated with a radiator oil outlet. The radiator 51 mainly functions to cool the oil, and the fourth check valve 52 mainly functions to prevent the radiator 51 from being broken due to excessive pressure.
In some embodiments, the lubricating device further comprises a supercooling protection module, the supercooling protection module is connected to the first lubricating and cooling oil path 4a through the third lubricating and cooling oil path 4c to shunt the first lubricating and cooling oil path 4a, and the supercooling protection module is used for relieving pressure of the first lubricating and cooling oil path 4 a. The supercooling protection module 40 is connected to an oil outlet A1 of the hydraulic source module 10, and the supercooling protection module 40 mainly functions to perform real-time control according to the lubricating and cooling requirements of a generator, a driving motor and a clutch.
In some embodiments, the third lubricating-cooling oil path 4c is branched and formed with a first branch GL1, a second branch GL2, and a third branch GL3, and the supercooling protection module includes: the flow control electromagnetic valve 41, the flow control slide valve 42 and one oil inlet of the lubricating flow electromagnetic valve 41 are connected with the first branch line GL 1. The flow control slide valve 42 is a two-position two-way hydraulic control overflow valve, an oil inlet of the flow control slide valve 42 is connected with the second branch GL2, an oil outlet of the flow control slide valve 42 is connected with the oil tank 17, one pilot cavity of the flow control slide valve 42 is connected with an oil outlet of the flow control electromagnetic valve 41, and the other pilot cavity of the flow control slide valve 42 is connected with the third branch GL 3. The oil inlet is disconnected with the oil outlet at a first position, and the oil inlet is communicated with the oil outlet at a second position.
Thus, the flow control electromagnetic valve 41 is electrically communicated with the vehicle control unit VCU, the generator temperature sensor 73 is electrically communicated with the motor controller MCU, the driving motor temperature sensor 72 is electrically communicated with the motor controller MCU, the motor controller MCU is electrically communicated with the vehicle control unit VCU, and the transmission oil temperature sensor 71 is electrically communicated with the vehicle control unit VCU. The VCU of the vehicle controller receives real-time temperature signals fed back by the generator temperature sensor 63, the driving motor temperature sensor 62 and the transmission oil temperature sensor 61, controls the opening pressure of the flow control slide valve 42 in real time by controlling the flow control electromagnetic valve 41, and realizes the lubrication and cooling control of the generator, the driving motor and the clutch and the transmission oil temperature control by controlling the overflow flow of the flow control slide valve 42.
Further, the flow control solenoid valve 41 is a two-position three-way pilot proportional solenoid valve, the number of oil inlets of the flow control solenoid valve 41 is two, the other oil inlet is connected with the oil tank 17, the oil outlet of the flow control solenoid valve 41 is also connected with the pilot cavity of the flow control solenoid valve, the oil outlet is communicated with one of the oil inlets at the first position, and the oil outlet is communicated with the other oil inlet at the second position.
Specifically, the flow rate control solenoid valve 41 is a pilot proportional solenoid valve, the oil inlet P4 of the flow rate control solenoid valve 41 is communicated with the oil outlet A3 of the pressure spool 21 and the oil inlet P5 of the flow rate control spool 42 through a cooling, lubricating and cooling total oil path, the oil outlet a7 of the flow rate control solenoid valve 41 is communicated with the pilot chamber C6 of the flow rate control spool 42, the flow rate control spool 42 is a pilot relief valve, and the oil outlet a8 of the flow rate control spool 42 is communicated with the oil tank 17.
Of course, the flow control solenoid valve is not limited to the solenoid valves of the foregoing embodiments, and in other embodiments, the flow control solenoid valve 41 may also be a two-position two-way switching solenoid valve, in which the oil inlet is connected to the oil outlet in the first position and the oil inlet is disconnected from the oil outlet in the second position. The flow control solenoid valve 41 may be an on-off solenoid valve. After the flow control electromagnetic valve 41 adopts a switching valve electromagnetic valve, the vehicle control unit VCU receives real-time temperature signals fed back by the generator temperature sensor 73, the driving motor temperature sensor 72 and the transmission oil temperature sensor 71, and when the transmission oil temperature is lower than a certain lower limit value, the electromagnetic valve is closed, so that the lubricating flow is reduced to improve the transmission oil temperature and reduce the transmission oil stirring loss. When the temperature of the generator or the temperature of the driving motor is higher than a certain upper limit value, the electromagnetic valve is opened, the lubricating flow is increased to reduce the temperature of the motor, and the motor is prevented from being over-temperature.
To sum up, the utility model discloses hydraulic system has following advantage:
1) the two oil pumps are adopted, one mechanical oil pump is directly connected with the engine E, the other mechanical oil pump is directly connected with the wheel end, the oil of the two pumps is uniformly cooled by the radiator 51 after meeting the lubricating and cooling main oil path, and is distributed to the generator G, the driving motor M and the clutch C for lubricating and cooling, and when one oil pump stops working, the other oil pump can still supply oil to lubricate and cool the generator G, the driving motor M and the clutch C.
2) The pressure control solenoid valve 23 is used for controlling the system pressure required by the lubrication and cooling of the generator G and the system pressure required by the combination of the clutch C in a segmented manner, so that the functions are centralized and the cost is low.
3) A flow control electromagnetic valve 41 is used for controlling the total flow of the lubricating and cooling, so that the lubricating and cooling requirements of a generator G, a driving motor M and a clutch C are met, meanwhile, redundant flow is overflowed, the on-way loss is reduced, and the energy consumption of a hydraulic system is effectively reduced.
4) The cooling, lubrication and cooling of the driving motor are controlled by two distribution ratios: in the EV mode, a mechanical oil pump supplies oil, a large distribution proportion is adopted, the cooling effect of a driving motor is increased, and the working condition coverage rate of the EV mode is improved; in the non-EV mode, double pumps supply oil, and a small distribution proportion is adopted, so that the lubricating and cooling requirements of all parts are balanced, and the energy consumption of a hydraulic system is effectively reduced.
According to the utility model discloses gearbox of second aspect embodiment, including gearbox main part and the hydraulic system of above-mentioned embodiment. Therefore, the basic requirements of transmission control and lubrication cooling are met, the problem of large amount of waste of lubrication flow caused by a single distribution proportion is solved, and the power consumption of a hydraulic system is reduced.
According to the utility model discloses hybrid vehicle's driving system of third aspect embodiment includes: the power battery P is connected with the driving motor to supply power to the driving motor. The generator G is connected with the power battery P to store electric energy to the power battery P, and is connected with the driving motor to supply power to the driving motor; the engine E is connected to a generator G to provide mechanical energy to the generator G.
The clutch C is connected to the engine E to be driven by the engine E for movement, and the reducer is connected to the clutch C for transmitting power to the wheels W.
In the pure electric drive mode, the engine E is stopped, and the power battery P is adapted to drive the drive motor. In the series driving mode, the engine E is coupled with the generator G in a power mode, most of electric energy of the generator G is used for driving the driving motor, surplus electric energy is stored in the power battery P, the generator G and the power battery P drive the driving motor independently, and the engine E does not transmit power to the clutch C and the speed reducer. In the parallel driving mode, the power battery P is suitable for driving the driving motor, and the engine E is suitable for driving the clutch C and the speed reducer.
According to the utility model discloses the hybrid vehicle of fourth aspect embodiment, including the driving system of above-mentioned embodiment. Therefore, energy consumption waste is reduced, and the energy-saving and environment-friendly effects are achieved.
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, "the first feature" and "the second feature" may include one or more of the features. In the description of the present invention, "a plurality" means two or more. In the description of the present invention, the first feature "on" or "under" the second feature may include the first and second features being in direct contact, and may also include the first and second features being in contact with each other not directly but through another feature therebetween. In the description of the invention, the first feature being "on", "above" and "above" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature.
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 (19)
1. A hydraulic system of a hybrid vehicle, characterized by comprising:
the hydraulic source module comprises a first oil pump, a second oil pump and an oil tank, wherein the first oil pump is used for being in power connection with a driving motor, the second oil pump is used for being in power connection with an engine, and the first oil pump and the second oil pump are respectively connected to the oil tank;
a pressure control module connected to the second oil pump;
the clutch control module is connected with the pressure control module and is used for controlling a clutch;
the pressure control module is connected with the flow distribution module, the first oil pump is connected with the flow distribution module, and the flow distribution module is used for cooling and lubricating at least one of the driving motor, the generator and the clutch.
2. The hydraulic system of claim 1,
the flow distribution module comprises a first flow distribution branch, and the first flow distribution branch is used for being connected with a generator;
the flow distribution module further comprises a flow distribution regulating valve arranged on the first flow distribution branch, and an outlet of the pressure control module is connected with the flow distribution regulating valve through a regulating oil path and is suitable for opening and closing the flow distribution regulating valve.
3. The hydraulic system of claim 2, wherein the clutch control module is connected to an outlet of a second oil pump by a system oil circuit, and an inlet of the pressure control module is connected to the system oil circuit, the pressure control module comprising:
the pressure control electromagnetic valve is used for adjusting the opening and closing of the flow distribution adjusting valve; and
and the pressure control solenoid valve and the pressure slide valve are respectively connected with the system oil path and the adjusting oil path, an outlet of the pressure slide valve is connected with the flow distribution module through a first lubricating and cooling oil path, and the pressure slide valve is communicated with the system oil path and the first lubricating and cooling oil path when the second oil pump works.
4. The hydraulic system according to claim 3, wherein the pressure control solenoid valve is a two-position three-way pilot proportional solenoid valve, an oil inlet of the pressure control solenoid valve is connected with the system oil path through a first bypass oil path, an oil outlet of the pressure control solenoid valve is connected with the regulating oil path through a second bypass oil path, an oil return port of the pressure control solenoid valve is connected with the oil tank, a pilot cavity of the pressure control solenoid valve is connected with the flow distribution regulating valve, and the pilot cavity of the pressure control solenoid valve is connected with an oil outlet of the pressure control solenoid valve through the regulating oil path and the second bypass oil path;
and the oil outlet of the pressure control electromagnetic valve is communicated with the oil return port at the first position, and the oil inlet of the pressure control electromagnetic valve is communicated with the oil outlet at the second position.
5. The hydraulic system according to claim 3, wherein the pressure slide valve is a three-position four-way hydraulic control overflow valve, two oil inlets of the pressure slide valve are both connected with the system oil path through a third bypass oil path, a first oil outlet of the pressure slide valve is connected with the first lubricating and cooling oil path, the second oil pump is connected with the oil tank through a second oil suction oil path, a second oil outlet of the pressure slide valve is connected with the second oil suction oil path through a fourth bypass oil path, one pilot chamber of the pressure slide valve is connected with the regulating oil path, and the other pilot chamber of the pressure slide valve is connected with the system oil path;
and the oil inlet and the oil outlet of the pressure slide valve are not communicated with each other at a first position, one oil inlet of the pressure slide valve is communicated with the first oil outlet at a second position, and the two oil inlets, the first oil outlet and the second oil outlet are communicated with each other at a third position and are communicated with an oil tank through a fifth side branch oil path.
6. The hydraulic system of claim 4, wherein the first flow distribution branch includes a main flowpath and a bypass branch; the flow distribution regulating valve is a two-position two-way hydraulic control switch valve, an oil inlet and an oil outlet of the flow distribution regulating valve are both connected to the main flow path, a pilot cavity of the flow distribution regulating valve is connected with a pilot cavity of the pressure control solenoid valve, the bypass branch is provided with a first resistance hole, and two ends of the bypass branch are respectively connected to the oil inlet and the oil outlet of the flow distribution regulating valve.
7. The hydraulic system of any one of claims 3-6, wherein the flow distribution module further includes a second flow distribution branch and a third flow distribution branch, the first flow distribution branch, the second flow distribution branch and the third flow distribution branch meeting the first lubrication cooling circuit, the second flow distribution branch being configured to communicate with a drive motor, the second flow distribution branch having a second resistive hole, the third flow distribution branch being configured to connect with a clutch, the third flow distribution branch having a third resistive hole.
8. The hydraulic system according to any one of claims 3 to 6, wherein the clutch control module comprises a clutch control solenoid valve, the clutch control solenoid valve is a two-position three-way proportional direct drive solenoid valve, an oil inlet of the clutch control solenoid valve is connected with the second oil pump through the system oil path, an oil return port of the clutch control solenoid valve is connected with the oil tank, an oil outlet of the clutch control solenoid valve is connected with the clutch through a clutch control oil path, and a pilot cavity of the clutch control solenoid valve is connected to the oil outlet of the clutch control solenoid valve through a pilot branch and the clutch control oil path.
9. The hydraulic system of claim 8, wherein the clutch control module further comprises a clutch pressure sensor and a buffer, one end of the clutch pressure sensor and one end of the buffer are respectively connected with an oil outlet of the clutch control solenoid valve through the clutch control oil path, and the other end of the buffer is connected with the oil tank.
10. The hydraulic system according to any one of claims 1 to 6, wherein an outlet of the first oil pump is connected to the flow distribution module through a second lubrication cooling oil path, the first oil pump is connected to the oil tank through a first oil suction oil path, the first oil suction oil path further includes a first check valve, a second check valve, and a third check valve, the first check valve is located between an oil outlet of the oil pump and the second lubrication cooling oil path, the second check valve is located between an oil inlet of the oil pump and the oil tank, the first oil suction oil path is further connected in parallel to a sixth bypass oil path, two ends of the sixth bypass oil path are respectively connected to an oil inlet and an oil outlet of the oil pump, and the third check valve is located on the sixth bypass oil path;
the connection directions of the first check valve, the second check valve and the third check valve are all from an oil tank to a second lubricating and cooling oil way.
11. The hydraulic system of any one of claims 3-6, further comprising a heat sink module connected between the hydraulic source module and the flow distribution module.
12. The hydraulic system of claim 11, wherein the heat dissipation module includes a radiator and a fourth check valve, the first lubrication cooling oil path and the second lubrication cooling oil path meet at a first intersection, the first to third flow distribution branches meet at a second intersection, the radiator is connected between the first intersection and the second intersection, the fourth check valve is connected in parallel with the radiator through a seventh branch oil path, and a connection direction of the fourth check valve is from an oil inlet to an oil outlet of the radiator.
13. The hydraulic system of claim 11, further comprising a subcooling protection module connected to the first lubricating and cooling oil passage by a third lubricating and cooling oil passage to divert the first lubricating and cooling oil passage, the subcooling protection module being configured to relieve the first lubricating and cooling oil passage.
14. The hydraulic system of claim 13, wherein the third lubrication cooling circuit is bifurcated and formed with a first branch, a second branch, and a third branch, and the subcooling protection module comprises:
an oil inlet of the lubricating flow electromagnetic valve is connected with the first branch;
the flow control slide valve is a two-position two-way hydraulic control overflow valve, an oil inlet of the flow control slide valve is connected with the second branch, an oil outlet of the flow control slide valve is connected with an oil tank, one pilot cavity of the flow control slide valve is connected with an oil outlet of the flow control electromagnetic valve, and the other pilot cavity of the flow control slide valve is connected with the third branch; the oil inlet is disconnected with the oil outlet at a first position, and the oil inlet is communicated with the oil outlet at a second position.
15. The hydraulic system of claim 14,
the flow control electromagnetic valve is a two-position three-way pilot proportional electromagnetic valve, the number of oil inlets of the flow control electromagnetic valve is two, the other oil inlet is connected with the oil tank, the oil outlet of the flow control electromagnetic valve is also connected with a pilot cavity of the flow control electromagnetic valve, the oil outlet is communicated with one oil inlet at a first position, and the oil outlet is communicated with the other oil inlet at a second position.
16. The hydraulic system of claim 14, wherein the flow control solenoid valve is a two-position, two-way on-off solenoid valve, and wherein the oil inlet is connected to the oil outlet in a first position and disconnected from the oil outlet in a second position.
17. A transmission for a hybrid vehicle, characterized by comprising a transmission body and a hydraulic system according to any one of claims 1-16.
18. A powertrain system of a hybrid vehicle, comprising:
a power battery;
the power battery is connected with the driving motor to supply power to the driving motor;
a generator connected with the power battery to store electrical energy to the power battery and connected with the drive motor to power the drive motor;
an engine coupled to the generator to provide mechanical energy to the generator;
a clutch connected with the engine to be driven in motion by the engine;
the speed reducer is connected with the clutch and is used for transmitting power to wheels;
the gearbox of claim 17;
in an electric pure driving mode, the engine is stopped, and the power battery is suitable for driving the driving motor;
in the series driving mode, the engine is in power coupling with the generator, the generator and the power battery respectively and independently drive the driving motor, and the engine does not transmit power to the clutch and the speed reducer;
in the parallel driving mode, the power battery is suitable for driving the driving motor, and the engine is suitable for driving the clutch and the speed reducer.
19. A hybrid vehicle comprising the powertrain of claim 18.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021922830.7U CN213920655U (en) | 2020-09-04 | 2020-09-04 | Hybrid vehicle and hydraulic system, gearbox and power system thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021922830.7U CN213920655U (en) | 2020-09-04 | 2020-09-04 | Hybrid vehicle and hydraulic system, gearbox and power system thereof |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN213920655U true CN213920655U (en) | 2021-08-10 |
Family
ID=77161449
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021922830.7U Active CN213920655U (en) | 2020-09-04 | 2020-09-04 | Hybrid vehicle and hydraulic system, gearbox and power system thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN213920655U (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113847140A (en) * | 2021-09-08 | 2021-12-28 | 东风汽车集团股份有限公司 | Range extender lubricating and cooling system, hybrid electric vehicle and control method |
| CN113883264A (en) * | 2021-10-25 | 2022-01-04 | 柳州赛克科技发展有限公司 | Hydraulic system of hybrid power vehicle |
| WO2024114286A1 (en) * | 2022-12-02 | 2024-06-06 | 奇瑞汽车股份有限公司 | Automobile hydraulic system and hybrid electric vehicle |
-
2020
- 2020-09-04 CN CN202021922830.7U patent/CN213920655U/en active Active
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113847140A (en) * | 2021-09-08 | 2021-12-28 | 东风汽车集团股份有限公司 | Range extender lubricating and cooling system, hybrid electric vehicle and control method |
| CN113847140B (en) * | 2021-09-08 | 2023-03-03 | 东风汽车集团股份有限公司 | Range extender lubricating and cooling system, hybrid electric vehicle and control method |
| CN113883264A (en) * | 2021-10-25 | 2022-01-04 | 柳州赛克科技发展有限公司 | Hydraulic system of hybrid power vehicle |
| WO2024114286A1 (en) * | 2022-12-02 | 2024-06-06 | 奇瑞汽车股份有限公司 | Automobile hydraulic system and hybrid electric vehicle |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN213920655U (en) | Hybrid vehicle and hydraulic system, gearbox and power system thereof | |
| CN109282028B (en) | Hydraulic control system of hybrid power vehicle and control method thereof | |
| EP2610517B1 (en) | Hydraulic system, driving system and electric vehicle | |
| CN109826948B (en) | Hydraulic control system | |
| CN103192821B (en) | Hybrid-power hydraulic control system | |
| CN113294516B (en) | Hydraulic oil supply system of transmission | |
| CN115574089B (en) | Hybrid hydraulic control system, transmission and automobile | |
| CN217502555U (en) | Electro-hydraulic control system of hybrid power transmission | |
| CN115076351A (en) | Hydraulic control system | |
| CN215980192U (en) | Hydraulic system of hybrid power vehicle | |
| CN213734582U (en) | Power assembly and vehicle | |
| CN212672375U (en) | Oil source device and automobile | |
| WO2024051798A1 (en) | Hydraulic system for hybrid gearbox and automobile | |
| CN113124151A (en) | Special gearbox hydraulic system for hybrid power capable of smoothly shifting gears | |
| CN113124152A (en) | Special gearbox hydraulic system for hybrid power | |
| CN218440578U (en) | Automatic gearbox hydraulic control system and vehicle | |
| CN102959284B (en) | Dump truck | |
| CN116624590A (en) | Hydraulic system of hydraulic mechanical stepless gearbox suitable for high-horsepower tractor | |
| CN112360897A (en) | Common control clutch hydraulic control system and automobile | |
| CN217762005U (en) | Cooling and lubricating system of hybrid power transmission | |
| CN111271436A (en) | Transmission, transmission system and loader | |
| CN115450967B (en) | Hydraulic system for hybrid gearbox and automobile | |
| CN217271829U (en) | Electro-hydraulic control system of hybrid power transmission | |
| CN217002439U (en) | Hydraulic system of hybrid power gearbox | |
| CN213472769U (en) | Power assembly and vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |