CN115574089A

CN115574089A - Hybrid power hydraulic control system, transmission and automobile

Info

Publication number: CN115574089A
Application number: CN202211171680.4A
Authority: CN
Inventors: 刘飞刚; 王艳军; 袁标; 蔡辰
Original assignee: Chongqing Changan Automobile Co Ltd
Current assignee: Chongqing Changan Automobile Co Ltd
Priority date: 2022-09-26
Filing date: 2022-09-26
Publication date: 2023-01-06
Anticipated expiration: 2042-09-26
Also published as: CN115574089B

Abstract

The invention relates to a hybrid power hydraulic control system, a transmission and an automobile, wherein the system comprises a first cooling oil path, a second cooling oil path, a third cooling oil path, a first communicating oil path and a second communicating oil path, the second cooling oil path and the third cooling oil path are connected in parallel and are both communicated with the first cooling oil path, so that cooling oil can flow to the second cooling oil path and the third cooling oil path through the first cooling oil path and then respectively flow into an engine rotor, a clutch, a driving motor rotor and a shafting, the first communicating oil path is connected in parallel with the first cooling oil path, the second communicating oil path is both communicated with the second cooling oil path and the third cooling oil path, and a first throttling element is arranged on the first cooling oil path. The invention supports the lubrication and cooling of the motor and the shafting, can adjust the lubrication and cooling distribution of the motor according to the mode change of the hybrid power transmission, reduces the power consumption of a hydraulic system on the basis of ensuring the system function, and is beneficial to ensuring the efficiency and the power economy of the whole vehicle.

Description

Hybrid power hydraulic control system, transmission and automobile

Technical Field

The invention relates to the technical field of vehicle transmissions, in particular to a hydraulic technology of a hybrid power transmission.

Background

With the annual tightening of national regulations on the oil consumption of the whole automobile and the vehicle cost of users, the oil consumption of the hybrid electric vehicle is low, and the public acceptance is higher and higher. The hybrid power transmission comprises a generator, a driving motor, a clutch, a shaft gear, a hydraulic system and other parts, wherein the generator is connected with the engine, and fuel consumed by the engine can be used for generating power and storing the power in a power battery. The driving motor is connected with a differential mechanism, and the differential mechanism is connected with wheels through a driving shaft to directly drive the vehicle. A clutch structure is arranged between the generator and the driving motor, so that the generator can be connected with the driving motor, namely, the engine directly drives the vehicle.

Hybrid transmission main operating modes: and in the series mode, when the electric quantity of the power battery is enough, the driving motor consumes the energy of the power battery to drive the vehicle. When the electric quantity of the power battery is not enough, the engine drives the generator to store the electric quantity in the power battery, and the driving motor consumes the energy of the power battery to drive the vehicle. The hydraulic system provides the flow of the generator, the driving motor and the shafting (mainly comprising the bearing and the gear inside the transmission) for lubrication and cooling, and the hydraulic system is in a parallel mode, the clutch is combined, the engine and the generator are connected with the driving motor, and the engine can directly drive the vehicle or the driving motor and the engine can drive the vehicle together. At the moment, a hydraulic system provides lubricating and cooling flow for the generator, the driving motor, the shafting and the clutch, the workload of the generator and the driving motor is reduced in the mode, and the corresponding lubricating and cooling requirements are reduced. And at the moment, the engine rotor and the clutch as well as the driving motor rotor and the shafting need more lubricating and cooling requirements.

The prior art provides a hybrid vehicle, a hydraulic system, a gearbox and a power system thereof, and the technical scheme of the hybrid vehicle is high in cost and complex in structure due to the use of a linear valve, and the lubrication flow distribution cannot be adjusted according to the mode change of a hybrid transmission; the prior art also proposes hybrid vehicles, which provide a technique in which an additional mechanical valve is used to achieve the effect of changing the distribution of the lubrication flow, but the additional mechanical valve leads to an increase in cost and an increase in complexity of the system; the prior art also provides a hybrid vehicle and a hydraulic system, a gearbox and a power system thereof, wherein the scheme adopts a double-mechanical-pump scheme, one mechanical pump inputs power from an engine, and the other mechanical pump inputs power from a driving motor (differential).

Disclosure of Invention

It is an object of the present invention to provide a hybrid hydraulic control system to solve one of the problems of the background art; the second purpose is to provide a transmission; the third purpose is to provide an automobile.

In order to achieve the purpose, the technical scheme adopted by the invention is as follows:

a hybrid power hydraulic control system comprises a first cooling oil path, a second cooling oil path, a third cooling oil path, a first communicating oil path and a second communicating oil path, wherein the second cooling oil path and the third cooling oil path are connected in parallel and are both communicated with the first cooling oil path, so that cooling oil can flow to the second cooling oil path and the third cooling oil path through the first cooling oil path and then respectively flow into an engine rotor, a clutch, a driving motor rotor and a shafting; when the hybrid power transmission enters a parallel mode, the first communication oil path is communicated with the second communication oil path, part of cooling oil flows into the first cooling oil path, and the other part of cooling oil flows into the first communication oil path, passes through the second communication oil path and flows to the second cooling oil path and the third cooling oil path respectively.

According to the technical means, when the hybrid power hydraulic control system cools an engine rotor, a clutch, a driving motor rotor and a shafting, the oil inlet amount of cooling oil of the engine rotor and the clutch and the driving motor rotor and the shafting can be adjusted according to the mode of the hybrid power transmission, specifically, when the hybrid power hydraulic control system is in a series mode, a first communicating oil way and a second communicating oil way are disconnected, and at the moment, the cooling oil can only flow to the second cooling oil way and a third cooling oil way through the first cooling oil way and then respectively flow into the engine rotor, the clutch, the driving motor rotor and the shafting, so that the engine rotor, the clutch, the driving motor rotor and the shafting are cooled; when the parallel mode is carried out, the first communicating oil way and the second communicating oil way are connected, because the first communicating oil way and the second communicating oil way are not provided with the throttling element, and the first throttling element is arranged on the first cooling oil way, most of cooling oil can flow to the second cooling oil way and the third cooling oil way through the first communicating oil way and the second communicating oil, and because the choked flow reason is not received, compared with the series mode, the parallel mode can enable more cooling oil which is not choked to flow to the engine rotor, the clutch, the driving motor rotor and the shafting, and further the cooling effect is improved.

When the first switching valve is in a left end working position, the first clutch is directly communicated with the oil tank through the first switching valve, the first clutch is disconnected, and meanwhile, the first oil inlet and the first oil outlet of the first switching valve are not communicated; when the first switching valve is in the right end working position, the first clutch is communicated with the mechanical pump through the first switching valve and is combined, meanwhile, the first oil inlet and the first oil outlet of the first switching valve are communicated, and the mechanical pump is communicated with the oil tank.

According to the technical means, the oil inlet amount of the cooling oil and the opening and closing of the clutch are adjusted simultaneously by setting the working mode of the first switching mechanical valve, and the effect of saving the cost is achieved.

Furthermore, the hybrid power hydraulic control system also comprises a main pressure regulating mechanical valve and a first switch electromagnetic valve, wherein the right control end of the main pressure regulating mechanical valve is communicated with the mechanical pump, and when the first switch electromagnetic valve is not electrified, the left control end of the main pressure regulating mechanical valve is directly communicated with the oil tank through the first switch electromagnetic valve; when the first switch electromagnetic valve is electrified, the left control end of the main pressure regulating mechanical valve is communicated with the mechanical pump through the first switch electromagnetic valve, the action area of the left control end of the main pressure regulating mechanical valve is smaller than that of the right control end, and when the mechanical pump rotates forwards, the working position of the main pressure regulating mechanical valve is the right working position.

According to the technical means, when the first switch electromagnetic valve is not electrified, the left control end of the main pressure regulating mechanical valve is directly communicated with the oil tank through the first switch electromagnetic valve, so that the oil pressure of the left control end of the main pressure regulating mechanical valve is 0, and the right control end of the main pressure regulating mechanical valve is communicated with the mechanical pump, so that under the condition of low pressure, the pressure of the right control end of the main pressure regulating mechanical valve only needs to overcome the pressure of a spring, the working position of the main pressure regulating mechanical valve is the right working position, at the moment, the hybrid power hydraulic control system is in a low-pressure state, and the specific value of the pressure can be changed according to the elasticity of the spring; when the first switch electromagnetic valve is electrified, the left control end and the right control end of the main pressure regulating mechanical valve are communicated with the mechanical pump, the action area of the left control end of the main pressure regulating mechanical valve is smaller than that of the right control end, the pressure of the right control end needs to overcome the elastic force of the spring and the pressure of the left control end at the moment, the oil pressure needs to be increased to a high-pressure state at the moment, the main pressure regulating mechanical valve can be at the right working position, the specific value of the high pressure at the moment can be set according to the specific degree that the action area of the left control end of the main pressure regulating mechanical valve is smaller than that of the right control end and the specific value of the elastic force of the spring, the electrified state of the first switch electromagnetic valve is adjusted, and the oil pressure of the adjusting system is high pressure or low pressure.

Further, when the hybrid transmission enters the series mode, the first switching solenoid valve is not energized; when the hybrid transmission enters a parallel mode, the first switching solenoid valve is energized.

Further, the first switching valve is connected with a second switching electromagnetic valve, an oil inlet of the second switching electromagnetic valve is communicated with the mechanical pump (33), an oil outlet of the second switching electromagnetic valve is communicated with the right control end of the first switching valve, and when the second switching electromagnetic valve is not electrified, the right control end of the first switching valve is directly communicated with the oil tank, so that the first switching valve is in a left end working position; when the second switch electromagnetic valve is electrified, the right control end of the first switching valve is communicated with the mechanical pump, so that the first switching valve is in a right end working position.

According to the above technical means, the operating position of the first switching valve can be adjusted by adjusting the opening and closing of the second switching solenoid valve.

Further, hybrid hydraulic control system still includes third intercommunication oil circuit and electronic oil pump, electronic oil pump and oil tank intercommunication, the electronic oil pump is parallelly connected with mechanical pump, third intercommunication oil circuit and first cooling oil circuit intercommunication, the oil-out and the third intercommunication oil circuit intercommunication of electronic oil pump work as during mechanical pump corotation, main pressure regulating mechanical valve is right-hand member operating position, makes mechanical pump and third intercommunication oil circuit intercommunication, work as during mechanical pump reversal, main pressure regulating mechanical valve is left end operating position, makes mechanical pump and third intercommunication oil circuit do not communicate.

According to the technical means, when the mechanical pump rotates forwards, the electronic oil pump and the mechanical pump can supply oil at the same time, so that the flow of cooling oil is increased, and when the mechanical pump rotates backwards to cause that the mechanical pump can not supply oil, the electronic oil pump can supply oil.

Further, the hybrid power hydraulic control system further comprises a second switching mechanical valve, when the second switching mechanical valve is in a right end working position, the second clutch is communicated with the mechanical pump through the second switching mechanical valve, and the second clutch is combined; when the second switching mechanical valve is in a left end working position, the second clutch is directly communicated with the oil tank through the second switching mechanical valve, and the second clutch is disconnected.

According to the above technical means, the operating state of the second clutch can be adjusted by controlling the operating position of the second switching mechanical valve.

Further, the second switching mechanical valve is connected with a third on-off electromagnetic valve, and when the third on-off electromagnetic valve is electrified, the third on-off electromagnetic valve controls the second switching mechanical valve to be in a right end working position; when the third switching electromagnetic valve is not electrified, the third switching electromagnetic valve controls the second switching mechanical valve to be in a left end working position.

According to the above technical means, it is achieved that the operating position of the second switching mechanical valve can be adjusted by adjusting the energization state of the third switching mechanical valve.

Further, an oil inlet of the third switch electromagnetic valve is communicated with the mechanical pump, an oil outlet of the third switch electromagnetic valve is communicated with the right control end of the second switching mechanical valve, and when the third switch electromagnetic valve is not electrified, the right control end of the second switching mechanical valve is communicated with the oil tank through the third switch electromagnetic valve.

Further, the mechanical valve is connected in parallel with a first one-way valve, when the mechanical valve rotates forwards, an oil inlet of the first one-way valve is communicated with an oil inlet of the mechanical valve, an oil outlet of the first one-way valve is communicated with an oil outlet of the mechanical valve, when the mechanical valve rotates backwards, the oil inlet of the first one-way valve is communicated with the oil outlet of the mechanical valve, an oil outlet of the first one-way valve is communicated with an oil inlet of the mechanical valve (33), and the first one-way valve is connected in parallel with the electronic oil pump.

According to the technical means, when the mechanical valve rotates forwards, the first one-way valve is not started, and when the mechanical valve rotates backwards, the first one-way valve is communicated with the mechanical pump to form a loop, so that the influence of reliability attenuation of the mechanical pump caused by reverse rotation of the mechanical pump is reduced.

The hybrid power hydraulic control system further comprises a lubrication safety valve, an oil inlet of the lubrication safety valve is communicated with a third communication oil path through a fourth communication oil path, a left control end of the lubrication safety valve is communicated with the fourth communication oil path, when the oil pressure of the third communication oil path is higher than a preset value, the lubrication safety valve is in a left end working position, the fourth communication oil path is communicated with the oil tank, when the oil pressure of the third communication oil path is smaller than or equal to the preset value, the lubrication safety valve is in a right end working position, and the fourth communication oil path is disconnected from the oil tank.

According to the above technical means, the oil pressure of the third communication oil passage is prevented from being excessively high.

Further, a second throttling element and a third throttling element are respectively arranged on the second cooling oil path and the third cooling oil path.

Further, a first oil pressure oil path is arranged between the first switching valve and the first clutch, a second oil outlet of the first switching valve is communicated with the first clutch through the first oil pressure oil path, a second oil inlet of the first switching valve is communicated with the mechanical pump, and a first energy accumulator is arranged on the first oil pressure oil path.

Further, an oil outlet of the second switching mechanical valve is communicated with the second clutch through a second oil pressure oil path, an oil inlet of the second switching mechanical valve is communicated with the mechanical pump, and a second energy accumulator is arranged on the second oil pressure oil path.

Furthermore, the hybrid power hydraulic control system further comprises a fourth cooling oil path and a fifth cooling oil path, wherein the oil inlet end and the oil outlet end of the fourth cooling oil path are respectively communicated with the third communicating oil path and the driving motor stator, and the oil inlet end and the oil outlet end of the fifth cooling oil path are respectively communicated with the third communicating oil path and the generator stator.

Further, a fourth throttling element is arranged on the fourth cooling oil way, and a fifth throttling element is arranged on the fifth cooling oil way.

Further, an oil cooler is arranged on the third communicating oil way.

Furthermore, a second one-way valve is arranged between the electronic oil pump and the third communication oil way, an oil inlet of the second one-way valve is communicated with an oil outlet of the electronic oil pump, and an oil outlet of the second one-way valve is communicated with the third communication oil way.

A transmission comprises the hybrid power hydraulic control system.

An automobile comprises the transmission.

The invention has the beneficial effects that:

the invention can adjust the lubrication and cooling distribution of the motor according to the mode change of the hybrid power transmission, reduces the power consumption of the hydraulic system on the basis of ensuring the system function, and is beneficial to ensuring the efficiency and the power economy of the whole vehicle. And the switching solenoid valve is adopted to control the system pressure and the clutch pressure, so that the overall structure is simple and the cost is low. The electronic pump is adopted to provide lubricating and cooling flow, the problem that the flow of a system in a double-mechanical pump scheme is influenced by the rotating speeds of the generator and the driving motor is solved, and the requirements of users under different working conditions are met. The hybrid power transmission compatible with the single gear and the two gears is suitable for platform application.

Drawings

FIG. 1 is a schematic diagram of a hybrid hydraulic control system according to the present invention (including a second clutch, suitable for a two-speed hybrid transmission);

fig. 2 is a schematic diagram of the hybrid hydraulic control system of the present invention (including a second clutch, suitable for a single-speed hybrid transmission).

Wherein, 1-oil passage, 2-oil passage, 3-oil passage, 4-oil passage, 5-oil passage, 6-oil passage, 7-oil passage, 8-oil passage, 9-oil passage, 10-oil passage, 11-oil passage, 12-oil passage, 13-oil passage, 14-oil passage, 15-oil passage, 16-third communicating oil passage, 17-oil passage, 18-fourth communicating oil passage, 19-first communicating oil passage, 20-second communicating oil passage, 21-oil passage, 22-oil passage, 23-first oil pressure oil passage, 24-second oil pressure oil passage, 25-fourth cooling oil passage, 26-first cooling oil passage, 27-oil passage, 28-oil passage, 29-third cooling oil passage, 30-fifth cooling oil passage, 31-oil tank, 32-filter, 33-mechanical oil pump, 34-a first check valve, 35-an electronic oil pump, 36-a main pressure regulating mechanical valve, 37-a first switching electromagnetic valve, 38-a second check valve, 39-a second switching electromagnetic valve, 40-a third switching electromagnetic valve, 41-a lubrication safety valve, 42-a first switching mechanical valve, 43-a second switching mechanical valve, 44-an oil cooler, 45-a first accumulator, 46-a second accumulator, 47-an oil passage, 48-an oil passage, 49-a throttling element, 50-a throttling element, 51-a throttling element, 52-a fourth throttling element, 53-a second throttling element, 54-a first throttling element, 55-a third throttling element, 56-a fifth throttling element, 57-a driving motor stator, 58-generator rotor, 59-drive motor rotor and shafting, 60-generator stator, 61-first clutch, 62-second clutch.

Detailed Description

Other advantages and effects of the present invention will become apparent to those skilled in the art from the disclosure of the present specification, wherein the embodiments of the present invention are described in detail with reference to the accompanying drawings and preferred embodiments. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It should be understood that the preferred embodiments are illustrative of the invention only and are not limiting upon the scope of the invention.

It should be noted that the drawings provided in the following embodiments are only for illustrating the basic idea of the present invention, and the components related to the present invention are only shown in the drawings rather than drawn according to the number, shape and size of the components in actual implementation, and the type, quantity and proportion of the components in actual implementation may be changed freely, and the layout of the components may be more complicated.

Example 1

In the present embodiment, a hybrid hydraulic control system is proposed, as shown in fig. 1, a filter 32 is communicated with an oil tank 31 through an oil path 1, an oil inlet of a mechanical pump 33 is communicated with the filter 32 through an oil path 2, an oil path 3 is communicated with the oil path 2, and an oil inlet of an electronic oil pump 35 is communicated with the filter 32 through the oil path 3 and the oil path 2. An oil inlet of the first check valve 34 is communicated with the oil path 3 through an oil path 4, and an oil outlet of the first check valve 34 is communicated with an oil path 6 through an oil path 5. An oil inlet of the electronic oil pump 35 is communicated with the oil path 3, and an oil outlet of the electronic oil pump 35 is communicated with the oil path 12. The oil inlet of the main pressure regulating mechanical valve 36 is communicated with the outlet of the mechanical pump 33 through an oil path 7, and the oil path 6 is communicated with the

oil paths

7, 8, 5, 9, 13, 14 and 15. The right control end of the main pressure regulating mechanical valve 36 is communicated with the oil path 8, the left control end of the main pressure regulating mechanical valve 36 is communicated with the oil outlet of the first switching electromagnetic valve 37 through the oil path 10, and the oil outlet of the main pressure regulating mechanical valve 36 is communicated with the third communication oil path 16. An oil inlet of the first on-off solenoid valve 37 is communicated with the oil path 9, and an oil outlet of the first on-off solenoid valve 37 is communicated with the oil path 10. The oil inlet of the second check valve 38 is communicated with the oil outlet of the electronic oil pump 35 through an oil path 12, and the oil outlet of the second check valve 38 is communicated with the third communication oil path 16 through an oil path 11. The third communicating oil passage 16 communicates with the fourth communicating oil passage 18, the fourth communicating oil passage 18 communicates with the oil passage 17, the oil inlet of the lubrication relief valve 41 communicates with the fourth communicating oil passage 18, the left control end of the lubrication relief valve 41 communicates with the oil passage 17, and the orifice 51 is arranged in the oil passage 17. The lubrication safety valve 41 is normally in a right-end working position, the fourth communication oil path 18 is disconnected from the oil tank 31 at the moment, when the oil pressure of the third communication oil path 16 is too large and larger than a preset value, the lubrication safety valve 41 is in a left-end working position, and the fourth communication oil path 18 is directly communicated with the oil tank 31 at the moment, so that the pressure relief effect is achieved.

An oil inlet of the oil cooler 44 is communicated with the third communication oil path 16, and an oil outlet of the oil cooler 44 is communicated with the fifth cooling oil path 30. The fifth cooling oil passage 30 communicates with the fourth cooling oil passage 25, the first cooling oil passage 26, and the first communication oil passage 19, and the fourth cooling oil passage 25 communicates with the drive motor stator 57. First cooling oil passage 26 communicates with oil passage 28, third cooling oil passage 29 communicates with second communicating oil passage 20, and first cooling oil passage 26 and oil passage 28 communicate with third cooling oil passage 29 and second communicating oil passage 20 through oil passage 27, oil passage 28 communicates with generator rotor 58, third cooling oil passage 29 communicates with drive motor rotor and shaft line 59, fifth cooling oil passage 30 communicates with generator stator 60, wherein fourth throttle 52 is disposed in fourth cooling oil passage 25, second throttle 53 is disposed in oil passage 28, first throttle 54 is disposed in first cooling oil passage 26, third throttle 55 is disposed in third cooling oil passage 29, and fifth throttle 56 is disposed in fifth cooling oil passage 30.

The first oil inlet of the first switching mechanical valve 42 is communicated with the first communicating oil path 19, the second oil inlet of the first switching mechanical valve 42 is communicated with the oil path 13, the oil path 13 is communicated with the oil path 6, the throttling element 49 is arranged in the oil path 13, the first oil outlet of the first switching mechanical valve 42 is communicated with the second communicating oil path 20, and the second oil outlet of the first switching mechanical valve 42 is communicated with the first oil pressure oil path 23.

The first hydraulic passage 23 communicates with the first accumulator 45 through a passage 47, and the first hydraulic passage 23 communicates with the first clutch 61. The right control end of the first switching mechanical valve 42 is communicated with the oil outlet of the second switching electromagnetic valve 39 through the oil path 21, and the oil inlet of the second switching electromagnetic valve 39 is communicated with the oil path 6 through the oil path 14. The oil inlet of the second switching mechanical valve 43 is communicated with the oil passage 6 through the oil passage 15, wherein the throttle 50 is arranged in the oil passage 15, the oil outlet of the second switching mechanical valve 43 is communicated with the second oil pressure oil passage 24, the second oil pressure oil passage 24 is communicated with the second accumulator 46 through the oil passage 48, and the second oil pressure oil passage 24 is communicated with the second clutch 62. The right control end of the second switching mechanical valve 43 is communicated with the oil outlet of the third on-off electromagnetic valve 40 through the oil path 22, and the oil inlet of the third on-off electromagnetic valve 40 is communicated with the oil path 6.

In this embodiment, the main pressure-adjusting mechanical valve 36 is a two-position two-way mechanical valve, when the main pressure-adjusting mechanical valve 36 is at the left end working position, the oil path 7 is disconnected from the third communication oil path 16, and when the main pressure-adjusting mechanical valve 36 is at the right end working position, the oil path 7 is communicated with the third communication oil path 16.

In this embodiment, the first on-off solenoid valve 37, the second on-off solenoid valve 39, and the third on-off solenoid valve 40 are two-position three-way on-off solenoid valves, when the first on-off solenoid valve 37 is not energized, the first on-off solenoid valve 37 is in the right end working position, the oil path 10 is communicated with the oil tank 31 at this time, the oil path 10 is disconnected from the oil path 9, when the first on-off solenoid valve 37 is energized, the first on-off solenoid valve 37 is in the left end working position, the oil path 10 is disconnected from the oil tank 31 at this time, and the oil path 10 is communicated with the oil path 9;

when the second on-off solenoid valve 39 is not energized, the second on-off solenoid valve 39 is in the right end working position, the oil path 21 is communicated with the oil tank 31, the oil path 21 is disconnected with the oil path 14, when the second on-off solenoid valve 39 is energized, the second on-off solenoid valve 39 is in the left end working position, the oil path 21 is disconnected with the oil tank 31, and the oil path 21 is communicated with the oil path 14;

when the third on-off solenoid valve 40 is not energized, the third on-off solenoid valve 40 is in the right end working position, the oil path 22 is communicated with the oil tank 31, and the oil path 22 is disconnected from the oil path 6;

in this embodiment, the lubrication safety valve 41 is a two-position two-way mechanical valve, and when the lubrication safety valve 41 is in the right end operating position, the fourth communication oil path 18 is disconnected from the oil tank 31, and when the lubrication safety valve 41 is in the left end operating position, the fourth communication oil path 18 is communicated with the oil tank 31.

In this embodiment, the first switching mechanical valve 42 is a two-position five-way mechanical valve, when the first switching mechanical valve 42 is in the right end operating position, the second communicating oil path 20 is disconnected from the first communicating oil path 19, the oil path 13 is disconnected from the first oil pressure oil path 23, and the twenty-three oil paths 23 are communicated with the oil tank 31, and when the first switching mechanical valve 42 is in the left end operating position, the second communicating oil path 20 is communicated with the first communicating oil path 19, the oil path 13 is communicated with the first oil pressure oil path 23, and the twenty-three oil paths 23 are disconnected from the oil tank 31.

In this embodiment, the second switching mechanical valve 43 is a two-position three-way mechanical valve, when the second switching mechanical valve 43 is at the right end operating position, the second hydraulic line 24 is communicated with the oil tank 32, and the oil line 15 is disconnected from the second hydraulic line 24, and when the second switching mechanical valve 43 is at the left end operating position, the second hydraulic line 24 is disconnected from the oil tank 32, and the oil line 15 is communicated with the second hydraulic line 24.

In this embodiment, the first check valve 34 and the second check valve 38 are both steel ball type check valves, when the pressure in the oil path 4 is greater than the pressure in the oil path 5, the first check valve 34 is opened, the oil path 4 is communicated with the oil path 5, and when the pressure in the oil path 4 is less than the pressure in the oil path 5, the first check valve 34 is closed, and the oil path 4 is disconnected from the oil path 5;

when the pressure in the oil passage 12 is greater than the pressure in the oil passage 11, the second check valve 38 is opened, the oil passage 12 communicates with the oil passage 11, and when the pressure in the oil passage 12 is less than the pressure in the oil passage 11, the second check valve 38 is closed, and the oil passage 12 is disconnected from the oil passage 11.

In the present embodiment, the mechanical oil pump 33 is driven by the driving motor, and the rotation speed of the mechanical oil pump 33 is related to the vehicle speed and the driving motor rotation speed, that is, the flow rate of the mechanical oil pump 33 is related to the vehicle speed and the driving motor rotation speed, and is not adjustable.

The electronic oil pump 35 is independent of a transmission system of the hybrid power transmission, the rotating speed of the electronic oil pump 35 is not related to the transmission system of the hybrid power transmission, the rotating speed and the flow of the electronic oil pump 35 can be adjusted in real time according to the lubricating and cooling requirements of the hybrid power transmission, the cooling and lubricating controllability of the system is improved, and better overall economy is obtained.

The working process of the embodiment is as follows:

the system main pressure control of the invention comprises the following steps: referring to fig. 1, when the vehicle moves forward and the mechanical oil pump 33 rotates forward, the working oil in the oil tank 31 enters the inlet of the mechanical oil pump 33 through the oil path 1 and the filter 32. Working oil at the outlet of the mechanical oil pump 33 enters the right control end of the main pressure regulating mechanical valve 36 through the oil path 7, the oil path 6 and the oil path 8, the working oil at the outlet of the mechanical oil pump 33 enters the inlet of the first on-off solenoid valve 37 through the oil path 7, the oil path 6 and the oil path 9, when the first on-off solenoid valve 37 is not electrified, the first on-off solenoid valve 37 is in a right end working position, the oil path 10 is communicated with the oil tank 31 at the moment, the oil path 10 is disconnected with the oil path 9, the pressure at the right control end of the main pressure regulating mechanical valve 36 is balanced with the spring force of the main pressure regulating mechanical valve 36 at the moment, when the main pressure regulating mechanical valve 36 is in a right working position, the oil path 7 is communicated with the third communication oil path 16, and the pressure in the working

oil paths

7, 6, 8, 5, 9, 13, 14 and 15 is kept at a low pressure value, such as a typical design value of 2.5bar. When the first switch electromagnetic valve 37 is powered on, the first switch electromagnetic valve 37 is in the left end working position, the oil path 10 is disconnected from the oil tank 31, the oil path 10 is communicated with the oil path 9, the working oil at the outlet of the mechanical oil pump 33 enters the left control end of the main pressure-regulating mechanical valve 36 through the oil path 7, the oil path 6, the oil path 9 and the oil path 10, the left control end pressure of the main pressure-regulating mechanical valve 36 and the spring force of the main pressure-regulating mechanical valve 36 are balanced with the pressure of the right control end, the working area of the left control end of the main pressure-regulating mechanical valve 36 is smaller than the working area of the right control end of the main pressure-regulating mechanical valve 36 (the design of the valve achieves the design requirements by setting the diameters of the two ends of the valve, the diameters are large and the small, the diameters are small, the working position of the main pressure-regulating mechanical valve 36 is in the right position, the oil path 7 is communicated with the third communication oil path 16, and the pressure in the working oil paths 7 is kept high with the oil paths 6, 8, 5, 9, 13, 14 and 15, as the typical pressure value is 10bar. The pressure of the working oil in the

oil passages

7, 6, 8, 5, 9, 13, 14, 15 is controlled by controlling the on/off of the first on/off solenoid valve 37.

Clutch pressure control of the present invention: when the hybrid power transmission receives a request of entering parallel connection from serial connection, the main oil pressure of a hydraulic system needs to reach a target oil pressure in the first step, at this time, the first switch solenoid valve 37 is powered, the first switch solenoid valve 37 is in a left end working position, at this time, the oil path 10 is communicated with the oil path 9, working oil at the outlet of the mechanical oil pump 33 enters a left control end of the main pressure regulating mechanical valve 36 through the oil path 7, the oil path 6, the oil path 9 and the oil path 10, at this time, the pressure of the left end control end of the main pressure regulating mechanical valve 36 and the spring force of the main pressure regulating mechanical valve 36 are balanced with the pressure of a right control end thereof, the working position of the main pressure regulating mechanical valve 36 is in a right position, the oil path 7 is communicated with the third communication oil path 16, and the pressure in the working oil path 7, the oil path 6, the oil path 8, the oil path 5, the oil path 9, the oil path 13, the oil path 14 and the oil path 15 is kept at a high pressure value, wherein a typical design value is 10bar. And in the second step, the corresponding clutch control switch electromagnetic valve is required to be opened to combine the corresponding clutch. And (3) controlling the pressure of the first clutch 61, wherein when the second switching electromagnetic valve 39 is not electrified, the second switching electromagnetic valve 39 is in a right end working position, the oil passage 21 is communicated with the oil tank 31 at the moment, the first switching mechanical valve 42 is in a left end working position under the action of the spring of the first switching mechanical valve 42, the twenty-three oil passages 23 and the first clutch 61 are communicated with the oil tank 31 at the moment, the pressure in the first clutch 61 is 0bar, and the first clutch 61 is disconnected. When the second switch electromagnetic valve 39 is powered, the second switch electromagnetic valve 39 is in the left end working position, the oil path 21 is communicated with the oil path 14, the pressure in the oil path 21 is 10bar and is greater than the spring force of the first switch mechanical valve 42, at this time, the first switch mechanical valve 42 is in the right end working position, the second communication oil path 20 is communicated with the first communication oil path 19, the oil path 13 is communicated with the first oil pressure oil path 23 and the first clutch 61, the working oil starts to enter the first clutch 61, the throttling element 49 is arranged in the oil path 13 and is used for controlling the oil filling flow of the first clutch 61, the first energy accumulator 45 is arranged to be communicated with the first clutch 61 through the oil path 47 and the first oil pressure oil path 23, the pressure impact of the clutch is effectively reduced, and the pressure in the first clutch 61 reaches the target 10bar after a certain time, and the first clutch 61 is combined.

And (3) controlling the pressure of the second clutch 62, wherein when the third switching electromagnetic valve 40 is not electrified, the third switching electromagnetic valve 40 is in a right end working position, the oil passage 22 is communicated with the oil tank 31 at the moment, the second switching mechanical valve 43 is in a left end working position under the action of a spring of the second switching mechanical valve 43, the twenty-fourth oil passage 24 and the second clutch 62 are communicated with the oil tank 31 at the moment, the pressure in the second clutch 62 is 0bar, and the second clutch 62 is disconnected.

When the third switching electromagnetic valve 40 is powered on, the third switching electromagnetic valve 40 is in the left end working position, the oil path 22 is communicated with the oil path 6, the pressure in the oil path 22 is 10bar and is greater than the spring force of the second switching mechanical valve 43, at the moment, the second switching mechanical valve 43 is in the right end working position, the oil path 15 is communicated with the second oil pressure oil path 24 and the second clutch 62, the working oil starts to enter the second clutch 62, the throttling piece 50 is arranged in the oil path 15 and used for controlling the oil filling flow of the second clutch 62, and the second energy accumulator 46 is communicated with the second clutch 62 through the oil path 48 and the second oil pressure oil path 24, so that the pressure impact of the clutch is effectively reduced. After a certain time the pressure in the second clutch 62 reaches the target 10bar, the second clutch 62 is engaged.

The invention uses one switch valve to control the main pressure of the hydraulic system, and two switch valves to control the pressure of two clutches, thereby meeting the requirements of two-gear hybrid transmissions. Meanwhile, as shown in fig. 2, one switch valve can be used for controlling the main pressure of the hydraulic system, and one switch valve can be used for controlling the pressure of one clutch, so that the requirement of the first-gear hybrid transmission is met, the structure of the hydraulic system is further simplified, and the cost is further reduced.

Cooling and lubricating control of the invention: in the series mode, the entire vehicle moves forward, and the mechanical oil pump 33 operates in the normal direction. The first on-off solenoid valve 37, the second on-off solenoid valve 39 and the third on-off solenoid valve 40 are not powered, the first on-off solenoid valve 37 is in a right end working position, the main pressure regulating mechanical valve 36 is in a right end working position, the oil path 7 is communicated with the third communication oil path 16, the system main pressure keeps a lower pressure value (such as a typical design value of 2.5 bar), the working oil in the oil tank 31 enters the inlet of the mechanical oil pump 33 through the oil path 1 and the filter 32, the outlet of the mechanical pump 33 is communicated with the oil path 7, and therefore the outlet working oil of the mechanical pump 33 enters the third communication oil path 16.

The electronic oil pump 35 is started to supplement the cooling lubrication flow according to the system requirement, when the electronic oil pump 35 does not work, the pressure in the oil path 12 is smaller than the pressure in the oil path 11, the second one-way valve 38 is closed, the oil path 12 is disconnected from the oil path 11, and the working oil in the third communication oil path 16 completely comes from the mechanical pump 33. When the electronic oil pump 35 works, the working oil in the oil tank 31 enters the inlet of the electronic oil pump 35 through the oil path 1, the filter 32 and the oil path 3, the outlet of the electronic oil pump 35 is communicated with the oil path 12, the pressure in the oil path 12 is greater than the pressure in the oil path 11, the second one-way valve 38 is opened, the oil path 12 is communicated with the oil path 11, the working oil at the outlet of the electronic oil pump 35 enters the third communication oil path 16 through the oil path 12 and the oil path 11, and the working oil in the third communication oil path 16 comes from the mechanical pump 33 and the electronic oil pump 35.

The third communication oil passage 16 is communicated with the oil cooler 44, the fifth cooling oil passage 30, the fourth cooling oil passage 25, the first cooling oil passage 26, the first communication oil passage 19, the first cooling oil passage 26 is communicated with the oil passage 27 and the oil passage 28, and the oil passage 27 is communicated with the third cooling oil passage 29 and the second communication oil passage 20. At this time, the second on-off solenoid valve 39 is not energized, the second on-off solenoid valve 39 is in the right end operating position, and the first switching mechanical valve 42 is in the left end operating position, so that the first communication oil passage 19 and the second communication oil passage 20 are disconnected. At this time, the working oil passes through the fourth cooling oil path 25 to the driving motor stator 57, the fourth throttling element 52 for flow distribution is arranged in the fourth cooling oil path 25, the working oil passes through the fifth cooling oil path 30 to the generator stator 60, the fifth throttling element 56 for flow distribution is arranged in the fifth cooling oil path 30, the working oil passes through the first cooling oil path 26 to the oil path 27, the oil path 28 and the oil path 29, the first throttling element 54 for flow distribution is arranged in the first cooling oil path 26, the working oil passes through the oil path 28 to the generator rotor 58, the second throttling element 53 for flow distribution is arranged in the oil path 28, the working oil passes through the third cooling oil path 29 to the driving motor rotor and the shaft system 59, and the third throttling element 55 for flow distribution is arranged in the third cooling oil path 29. The flow to the drive motor stator 57, the total flow of the generator rotor 58 and the drive motor rotor and shaft system 59, and the flow distribution to the generator stator 60 are determined by the size of the fourth, first and

fifth restrictions

52, 54, 56. The flow to the generator rotor 58, the drive motor rotor and the shaft system 59 are distributed by the dimensions of the second and

third throttling elements

53, 55.

In the series mode, the entire vehicle is reversed, and the mechanical oil pump 33 is operated in reverse. The first switching solenoid valve 37, the second switching solenoid valve 39, and the third switching solenoid valve 40 are not energized. The mechanical oil pump 33 rotates reversely, the pressure in the

oil passages

8 and 6 of the oil passage 7 is smaller than the atmospheric pressure, the main pressure regulating mechanical valve 36 is in the left end working position under the action of the spring force, and the oil passage 7 is disconnected from the third communication oil passage 16 and the oil passage 11. The pressure in the oil path 4 is greater than the pressure in the oil path 5, the first check valve 34 is opened, the oil path 4 is communicated with the oil path 5, so that the first check valve 34 and the mechanical pump 33 form a loop, the influence of reliability attenuation caused by the reverse operation of the mechanical pump 33 is reduced, at the moment, the mechanical pump 33 does not supply flow to the system, the electronic pump 35 is required to operate to provide flow for the system in the state, and the flow distribution is consistent with the forward direction of the whole vehicle in the series mode.

In the parallel mode, the entire vehicle moves forward, the mechanical oil pump 33 operates in the normal direction, the first switching solenoid valve 37 is energized, and one of the second switching solenoid valve 39 and the third switching solenoid valve 40 is energized. The first on-off electromagnetic valve 37 is powered, the first on-off electromagnetic valve 37 is in a right end working position, the main pressure regulating mechanical valve 36 is in a right end working position, the oil passage 7 is communicated with the third communication oil passage 16, the main pressure of the system keeps a higher pressure value (such as a typical design value of 10 bar), the working oil path entering the third communication oil passage 16 is consistent with the principle of the forward direction of the whole vehicle in the series mode of the hybrid transmission, and the oil can be supplied by the mechanical pump 33 alone or the mechanical pump 33 and the electronic oil pump 35 together.

When the second on-off solenoid valve 39 is energized, the second on-off solenoid valve 39 is in the right end operating position, and the first switching mechanical valve 42 is in the right end operating position, at which time the first communication oil passage 19 is communicated with the second communication oil passage 20. At this time, the flow distribution to the driving motor stator 57, the flow distribution to the generator rotor 58, the flow distribution to the driving motor rotor and the shafting 63, and the flow distribution to the generator stator 60 are changed, which is different from the flow distribution of the hybrid transmission in the forward direction of the whole vehicle in the series mode. The third communication oil passage 16 is communicated with the oil cooler 44, the fifth cooling oil passage 30, the fourth cooling oil passage 25, the first cooling oil passage 26, the first communication oil passage 19, the first cooling oil passage 26 is communicated with the oil passage 27 and the oil passage 28, and the oil passage 27 is communicated with the third cooling oil passage 29 and the second communication oil passage 20. The working oil is supplied to the drive motor stator 57 through the fourth cooling oil path 25, the fourth throttle 52 for flow distribution is provided in the fourth cooling oil path 25, the working oil is supplied to the generator stator 60 through the fifth cooling oil path 30, and the fifth throttle 56 for flow distribution is provided in the fifth cooling oil path 30. Working oil can flow through the first cooling oil path 26 to the oil path 27, the oil path 28 and the oil path 29, a first throttling element 54 for flow distribution is arranged in the first cooling oil path 26, the first communication oil path 19 is communicated with the second communication oil path 20, and no throttling element is arranged in the first communication oil path 19 and the second communication oil path 20, so that the throttling effect of the first throttling element 54 is lost or weakened, main working oil flows through the first communication oil path 19 and the twenty oil paths 20 to the oil path 27, the oil path 28 and the oil path 29, the working oil flows through the oil path 28 to the generator rotor 58, the second throttling element 53 for flow distribution is arranged in the oil path 28, and a small part of the working oil continues to flow to the first cooling oil path 26. The working oil is further supplied to the driving motor rotor and shaft system 63 through the third cooling oil path 29, and the third throttling element 55 for flow distribution is disposed in the third cooling oil path 29. The flow to the drive machine stator 57, the flow to the generator rotor, the flow to the clutch 62 and the drive machine rotor and shaft line 63, and the flow distribution to the generator stator 60 are determined by the dimensions of the fourth, second, third and

fifth restrictions

52, 53, 55, 56.

When the third switching electromagnetic valve 40 is powered on, the third switching electromagnetic valve 40 is in the left end working position, the second switching mechanical valve 43 is in the right end working position, and as the second switching mechanical valve 43 is not connected with a cooling and lubricating control oil path, the flow to the driving motor stator 57, the flow of the generator rotor 58, the flow of the driving motor rotor and the shafting 63, and the flow distribution of the generator stator 60 are consistent with the flow distribution of the hybrid transmission in the forward direction of the whole vehicle in the series mode.

In the series mode, the hydraulic control system provides the lubricating and cooling flow of the generator, the driving motor and the shafting, and the clutch is in a disconnected state. In the parallel mode, the hydraulic control system provides the lubricating and cooling flow of the generator, the driving motor, the shafting and the clutch, and meanwhile, the clutch is in a combined state, the workload of the generator and the driving motor is reduced in the mode, and the corresponding lubricating and cooling requirements are reduced. And at the moment, the clutch is combined, and the lubrication of the clutch and the shafting needs more lubrication and cooling requirements. In order to meet the requirement of normal operation of the system, the aperture sizes of the second throttling element 53 and the third throttling element 55 are required to be larger than that of the first throttling element 54, and the flow to the generator rotor 58 and the flow to the driving motor rotor and the shaft system 59 in the series mode are determined by the size of the first throttling element 54. In the parallel mode, with the first clutch 61 engaged, the flow to the generator rotor 58 and the drive motor rotor and shaft line 63 are determined by the size of the second flow restriction 53 and the seventh flow restriction 57, and the flow to the generator rotor 58 and the drive motor rotor and shaft line 63 will be higher than the flow distribution in the series mode, with a corresponding decrease in flow to the drive motor stator 57 and generator stator 60. In the parallel mode, when the second clutch 62 is engaged, since the second clutch 62 is designed to be used in a high gear, the vehicle speed is high, the flow rate of the mechanical pump 33 is sufficient, the flow rate distribution in the mode is consistent with that in the series mode, and the cooling and lubricating requirements of the clutch and the shafting of the hybrid transmission can be met.

In this embodiment, the throttling element may be a damping orifice, a throttle valve, or the like.

Example 2

The present embodiment proposes a transmission equipped with the hybrid hydraulic control system described in embodiment 1.

Example 3

This embodiment proposes an automobile equipped with the transmission described in embodiment 2.

The above embodiments are merely preferred embodiments for fully illustrating the present invention, and the scope of the present invention is not limited thereto. The equivalent substitution or change made by the technical personnel in the technical field on the basis of the invention is all within the protection scope of the invention.

Claims

1. A hybrid hydraulic control system characterized by: the hybrid power transmission comprises a first cooling oil path (26), a second cooling oil path (28), a third cooling oil path (29), a first communicating oil path (19) and a second communicating oil path (20), wherein the second cooling oil path (28) and the third cooling oil path (29) are connected in parallel and are communicated with the first cooling oil path (26), so that cooling oil can flow to the second cooling oil path (28) and the third cooling oil path (29) through the first cooling oil path (26) and further respectively flow into an engine rotor and a clutch (58) and a driving motor rotor and a shafting (59), the first communicating oil path (19) is connected with the first cooling oil path (26) in parallel, the second communicating oil path (20) is communicated with the second cooling oil path (28) and the third cooling oil path (29), a first throttling element (54) is arranged on the first cooling oil path (26), and when the hybrid power transmission enters a series mode, the first communicating oil path (19) is not communicated with the second communicating oil path (20); when the hybrid transmission enters a parallel mode, the first communication oil path (19) is communicated with the second communication oil path (20), and part of the cooling oil flows into the first cooling oil path (26), and the other part of the cooling oil flows into the first communication oil path (19) and passes through the second communication oil path (20) to flow to the second cooling oil path (28) and the third cooling oil path (29), respectively.

2. The hybrid hydraulic control system according to claim 1, characterized in that: the hydraulic control system is characterized by further comprising a first switching valve (42), the first communicating oil way (19) is communicated with a first oil inlet of the first switching mechanical valve (42), the second communicating oil way (20) is communicated with a first oil outlet of the first switching mechanical valve (42), when the first switching valve (42) is in a left end working position, the first clutch (65) is directly communicated with the oil tank (31) through the first switching valve (42), the first clutch (65) is disconnected, and meanwhile, the first oil inlet and the first oil outlet of the first switching valve (42) are not communicated; when the first switching valve (42) is in the right end working position, the first clutch (65) is communicated with the mechanical pump (33) through the first switching valve (42), the first clutch (65) is combined, meanwhile, the first oil inlet and the first oil outlet of the first switching valve (42) are communicated, and the mechanical pump (33) is communicated with the oil tank (31).

3. The hybrid hydraulic control system according to claim 2, characterized in that: the hybrid power hydraulic control system further comprises a main pressure regulating mechanical valve (36) and a first switch electromagnetic valve (37), wherein the right control end of the main pressure regulating mechanical valve (36) is communicated with the mechanical pump (33), and when the first switch electromagnetic valve (37) is not electrified, the left control end of the main pressure regulating mechanical valve (36) is directly communicated with the oil tank (31) through the first switch electromagnetic valve (37); when the first switch electromagnetic valve (37) is electrified, the left control end of the main pressure regulating mechanical valve (36) is communicated with the mechanical pump (33) through the first switch electromagnetic valve (37), the action area of the left control end of the main pressure regulating mechanical valve (36) is smaller than that of the right control end, and when the mechanical pump (33) rotates forwards, the working position of the main pressure regulating mechanical valve (36) is the right working position.

4. The hybrid hydraulic control system according to claim 3, characterized in that: -when the hybrid transmission enters series mode, the first on-off solenoid valve (37) is de-energized; when the hybrid transmission enters a parallel mode, the first on-off solenoid valve (37) is energized.

5. The hybrid hydraulic control system according to claim 2, characterized in that: the first switching valve (42) is connected with a second switching electromagnetic valve (39), an oil inlet of the second switching electromagnetic valve (39) is communicated with the mechanical pump (33), an oil outlet of the second switching electromagnetic valve (39) is communicated with the right control end of the first switching valve (42), and when the second switching electromagnetic valve (39) is not electrified, the right control end of the first switching valve (42) is directly communicated with the oil tank (31), so that the first switching valve (42) is in a left end working position; when the second on-off solenoid valve (39) is energized, the right control end of the first switching valve (42) is communicated with the mechanical pump (33), so that the first switching valve (42) is in a right end working position.

6. The hybrid hydraulic control system according to claim 3, wherein: the hybrid power hydraulic control system further comprises a third communicating oil way (16) and an electronic oil pump (35), the electronic oil pump (35) is communicated with the oil tank (31), the electronic oil pump (35) is connected with the mechanical pump (33) in parallel, the third communicating oil way (16) is communicated with the first cooling oil way (26), an oil outlet of the electronic oil pump (35) is communicated with the third communicating oil way (16), when the mechanical pump (33) rotates forwards, the main pressure regulating mechanical valve (36) is in a right end working position, the mechanical pump (33) is communicated with the third communicating oil way (16), and when the mechanical pump (33) rotates backwards, the main pressure regulating mechanical valve (36) is in a left end working position, and the mechanical pump (33) is not communicated with the third communicating oil way (16).

7. The hybrid hydraulic control system according to claim 3, wherein: the hybrid power hydraulic control system further comprises a second switching mechanical valve (43), when the second switching mechanical valve (43) is in a right end working position, the second clutch (66) is communicated with the mechanical pump (33) through the second switching mechanical valve (43), and the second clutch (66) is combined; when the second switching mechanical valve (43) is in a left end working position, the second clutch (66) is directly communicated with the oil tank (31) through the second switching mechanical valve (43), and the second clutch (66) is disconnected.

8. The hybrid hydraulic control system according to claim 7, wherein: the second switching mechanical valve (43) is connected with a third on-off electromagnetic valve (40), and when the third on-off electromagnetic valve (40) is electrified, the third on-off electromagnetic valve (40) controls the second switching mechanical valve (43) to be in a right end working position; when the third switching electromagnetic valve (40) is not electrified, the third switching electromagnetic valve (40) controls the second switching mechanical valve (43) to be in a left end working position.

9. The hybrid hydraulic control system according to claim 8, wherein: an oil inlet of the third switch electromagnetic valve (40) is communicated with the mechanical pump (33), an oil outlet of the third switch electromagnetic valve (40) is communicated with a right control end of the second switch mechanical valve (43), and when the third switch electromagnetic valve (40) is not electrified, the right control end of the second switch mechanical valve (43) is communicated with the oil tank (31) through the third switch electromagnetic valve (40).

10. The hybrid hydraulic control system according to claim 6, wherein: the mechanical valve (33) is connected with a first one-way valve (34) in parallel, when the mechanical valve (33) rotates forwards, an oil inlet of the first one-way valve (34) is communicated with an oil inlet of the mechanical valve (33), an oil outlet of the first one-way valve (34) is communicated with an oil outlet of the mechanical valve (33), when the mechanical valve (33) rotates backwards, an oil inlet of the first one-way valve (34) is communicated with an oil outlet of the mechanical valve (33), an oil outlet of the first one-way valve (34) is communicated with an oil inlet of the mechanical valve (33), and the first one-way valve (34) is connected with the electronic oil pump (35) in parallel.

11. The hybrid hydraulic control system according to claim 6, wherein: the hybrid power hydraulic control system further comprises a lubricating safety valve (41), an oil inlet of the lubricating safety valve (41) is communicated with a third communicating oil path (16) through a fourth communicating oil path (18), a left control end of the lubricating safety valve (41) is communicated with the fourth communicating oil path (18), when the oil pressure of the third communicating oil path (16) is higher than a preset value, the lubricating safety valve (41) is in a left end working position, so that the fourth communicating oil path (18) is communicated with an oil tank (31), when the oil pressure of the third communicating oil path (16) is smaller than or equal to the preset value, the lubricating safety valve (41) is in a right end working position, and the fourth communicating oil path (18) is disconnected from the oil tank (31).

12. The hybrid hydraulic control system according to claim 11, wherein: and a second throttling element (53) and a third throttling element (55) are respectively arranged on the second cooling oil path (28) and the third cooling oil path (29).

13. The hybrid hydraulic control system according to claim 5, characterized in that: a first oil pressure oil path (23) is arranged between the first switching valve (42) and the first clutch (65), a second oil outlet of the first switching valve (42) is communicated with the first clutch (65) through the first oil pressure oil path (23), a second oil inlet of the first switching valve (42) is communicated with the mechanical pump (33), and a first energy accumulator (45) is arranged on the first oil pressure oil path (23).

14. The hybrid hydraulic control system according to claim 5, characterized in that: an oil outlet of the second switching mechanical valve (43) is communicated with the second clutch (66) through a second oil pressure oil path (24), an oil inlet of the second switching mechanical valve (43) is communicated with the mechanical pump (33), and a second energy accumulator (46) is arranged on the second oil pressure oil path (24).

15. The hybrid hydraulic control system according to claim 6, characterized in that: the hybrid power hydraulic control system further comprises a fourth cooling oil path (25) and a fifth cooling oil path (30), wherein the oil inlet end and the oil outlet end of the fourth cooling oil path (25) are communicated with a third communication oil path (16) and a driving motor stator (57) respectively, and the oil inlet end and the oil outlet end of the fifth cooling oil path (30) are communicated with the third communication oil path (16) and a generator stator (60) respectively.

16. The hybrid hydraulic control system according to claim 15, wherein: and a fourth throttling piece (52) is arranged on the fourth cooling oil way (25), and a fifth throttling piece (56) is arranged on the fifth cooling oil way (30).

17. The hybrid hydraulic control system according to claim 11, wherein: and an oil cooler (44) is arranged on the third communication oil path (16).

18. The hybrid hydraulic control system according to claim 6, wherein: a second one-way valve (38) is arranged between the electronic oil pump (35) and the third communication oil way (16), an oil inlet of the second one-way valve (38) is communicated with an oil outlet of the electronic oil pump (35), and an oil outlet of the second one-way valve (38) is communicated with the third communication oil way (16).

19. A transmission, characterized by: comprising the hybrid hydraulic control system according to any one of claims 1-18.

20. An automobile, characterized in that: comprising the transmission of claim 19.