CN103671897A - Safety control device in automatic transmission hydraulic control system - Google Patents
Safety control device in automatic transmission hydraulic control system Download PDFInfo
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- CN103671897A CN103671897A CN201310724800.3A CN201310724800A CN103671897A CN 103671897 A CN103671897 A CN 103671897A CN 201310724800 A CN201310724800 A CN 201310724800A CN 103671897 A CN103671897 A CN 103671897A
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- valve
- interlock
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- control
- clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0003—Arrangement or mounting of elements of the control apparatus, e.g. valve assemblies or snapfittings of valves; Arrangements of the control unit on or in the transmission gearbox
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
- F16H61/0267—Layout of hydraulic control circuits, e.g. arrangement of valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/22—Locking of the control input devices
Abstract
The invention relates to a safety control device in an automatic transmission hydraulic control system. The safety control device comprises an oil pump, the oil pump is connected with a manual control valve, the manual control valve is connected with a clutch C1, a clutch C2, a clutch C3, a clutch C4 and a brake B1, a second gear-shifting control valve is arranged between the clutch C1 and the manual control valve, a first gear-shifting control valve is arranged between the clutch C2 and the manual control valve, a third gear-shifting control valve is arranged between the clutch C3 and the manual control valve, a fifth gear-shifting control valve is arranged between the clutch C4 and the manual control valve, a fourth gear-shifting control valve is arranged between the brake B1 and the manual control valve, the first gear-shifting control valve, the fourth gear-shifting control valve and the fifth gear-shifting control valve are respectively connected with a two-position two-way interlocking valve, and the first gear-shifting control valve and the fifth gear-shifting control valve are respectively connected with a three-position four-way interlocking valve. R and D gear interlocking of an automatic transmission is guaranteed, and compared with electric control, the safety control device is more reliable in control.
Description
Technical field
The present invention relates to a kind of safety control system, be applicable to hydraulic control system of automatic speed changer, specifically, relate to the safety control in a kind of hydraulic control system of automatic speed changer, belong to automatic transmission technical field.
Background technique
At present, in vehicle hydraulic automatic transmission is controlled, consideration for reliability and security, not only aspect automatically controlled, to realize the electricity interlocking between gear, and to realize mechanical interlocked between executive component, be forward gear and reverse gear between mechanical interlocked, and prevent that multi-execution component from engaging generation " hang two gear " phenomenon simultaneously.
Raising along with magnetic valve performance and automatical control system reliability, the interlocked that automatical control system rose is with also increasing, this is also the development trend of automatic speed transmission electrohydraulic control system, because automatic transmission gear constantly increases, shifting element also increases thereupon, at present, automatic transmission is general only need to consider forward gear and reverse gear mechanical interlocked, once its main cause be forward gear and reverse gear between there is mutual string, the accident of car crash will be there will be, for this consideration, therefore forward gear is to be necessary very much to exist with the interlocking of reversing gear.
Nowadays ripe automatic transmission need to be in conjunction with two executive components when realizing a gear, it is so-called Three Degree Of Freedom automatic transmission, and closely in two years, novel high gear automatic transmission realizes a gear often to be needed in conjunction with three executive components, this is so-called four-degree-of-freedom automatic transmission namely, in the automatic transmission of four-degree-of-freedom is controlled, due to every three executive components of gear needs of realizing, and between each executive component, there is a cooperation each other, reduced in a large number the number of executive component, but increased the complexity of gearshift logic, also indirectly strengthened and realized mechanical interlocked difficulty.
The Chinese patent of notification number CN202579990U discloses a kind of hydraulic control device of automatic transmission, comprise oil pump, hand control valve, four clutches and a break, hand control valve is provided with filler opening, the first oil outlet and the second oil outlet, filler opening connects oily delivery side of pump, the first oil outlet of hand control valve connects the first oil inlet and outlet of shuttle valve, the second oil outlet of hand control valve connects the second oil inlet and outlet of shuttle valve, the oil outlet of shuttle valve is controlled second clutch through the first gearshift control valve, the first oil inlet and outlet of shuttle valve is controlled first clutch and is controlled the 3rd clutch through the 3rd gearshift control valve through the second gearshift control valve, oil delivery side of pump is controlled break and is controlled four clutches through the 5th gearshift control valve through the 4th gearshift control valve, realized and having reversed gear and forward gear mechanical interlocked when vehicle, vehicle is when the R gear that reverses gear travels, can not enter forward gear travels, adopt described hydraulic control device, not only can realize that automatic transmission is reversed gear and the electric controlled interlocking of forward gear, also realized simultaneously and having reversed gear and forward gear mechanical interlocked, reliability and Security have been improved.
Summary of the invention
The technical problem to be solved in the present invention is for above deficiency, the safety control in a kind of hydraulic control system of automatic speed changer is provided, and has guaranteed the interlocking of automatic transmission R, D gear, more reliable than automatically controlled control.
For solving above technical problem, the present invention is by the following technical solutions: the safety control in a kind of hydraulic control system of automatic speed changer, comprise oil pump, oil pump is connected with hand control valve, hand control valve is connected with first clutch C1, second clutch C2, the 3rd clutch C3, four clutches C4 and break B1, between first clutch C1 and hand control valve, be provided with the second gearshift control valve, between second clutch C2 and hand control valve, be provided with the first gearshift control valve, between the 3rd clutch C3 and hand control valve, be provided with the 3rd gearshift control valve, between four clutches C4 and hand control valve, be provided with the 5th gearshift control valve, between break B1 and hand control valve, be provided with the 4th gearshift control valve, it is characterized in that: described the first gearshift control valve is connected with the 5th interlock valve,
Described the 4th gearshift control valve is connected with the first interlock valve;
Described the 5th gearshift control valve is connected with the second interlock valve;
Between described the first gearshift control valve and second clutch C2, be communicated with the 4th interlock valve;
Between described the 5th gearshift control valve and four clutches C4, be communicated with the 3rd interlock valve;
Between described the 3rd interlock valve and the 4th interlock valve, be provided with the second shuttle valve.
An optimized project, the lower control end of the lower control end of described the 5th interlock valve, the lower control end of the first interlock valve and the second interlock valve is communicated with hand control valve respectively.
Another kind of optimized project, the oil inlet end of the oil inlet end of described the first interlock valve and the second interlock valve is communicated with the working connection of oil pump respectively.
Another optimized project, the oil inlet end of described the 5th interlock valve is connected with the first shuttle valve.
Further optimized project, the oil outlet end of the oil outlet end of described the 5th interlock valve, the first interlock valve and the oil outlet end of the second interlock valve respectively with the oil inlet end of corresponding gearshift control valve.
Optimized project further, the pressure oil oil inlet P of described the 3rd interlock valve is communicated with the first filler opening of the second shuttle valve;
The inlet port T of described the 3rd interlock valve is communicated with the upper control end of the 5th interlock valve;
The actuator port B of the actuator port A of described the 3rd interlock valve and the 3rd interlock valve is communicated with four clutches C4 respectively;
The upper control end of described the 3rd interlock valve is communicated with the 3rd clutch C3;
The lower control end of described the 3rd interlock valve is communicated with break B1.
Optimized project further, the pressure oil oil inlet P of described the 4th interlock valve is communicated with the second filler opening of the second shuttle valve;
The inlet port T of described the 4th interlock valve is communicated with the upper control end of the second interlock valve;
The actuator port A of described the 4th interlock valve is communicated with first clutch C1;
The actuator port B of described the 4th interlock valve is communicated with second clutch C2;
In described the 4th interlock valve, control end is communicated with second clutch C2;
Under described the 4th interlock valve, control end is communicated with break B1.
An optimized project, described the first interlock valve, the second interlock valve and the 5th interlock valve adopt respectively 2/2-way guiding valve.
Another kind of optimized project, described the 3rd interlock valve and the 4th interlock valve adopt respectively 3-position 4-way guiding valve.
Another optimized project, the working connection of described oil pump is provided with flow control valve.
The present invention adopts after above technological scheme, compared with prior art, have the following advantages: the first gearshift control valve is connected with the 5th interlock valve, the 4th gearshift control valve is connected with the first interlock valve, the 5th gearshift control valve is connected with the second interlock valve, between the first gearshift control valve and second clutch C2, be communicated with the 4th interlock valve, between the 5th gearshift control valve and four clutches C4, be communicated with the 3rd interlock valve, between the 3rd interlock valve and the 4th interlock valve, be provided with the second shuttle valve, guaranteed the interlocking of automatic transmission R, D gear, than automatically controlled control more reliable.
Below in conjunction with drawings and Examples, the present invention is described in detail.
Accompanying drawing explanation
Accompanying drawing 1 is the structure principle chart of safety control in the embodiment of the present invention;
Accompanying drawing 2 is gearshift logic diagrams of safety control gear in the embodiment of the present invention;
In figure,
1-the first working connection, 2-hand control valve, 3-the second gearshift control valve, 4-the 3rd gearshift control valve, 5-the 4th gearshift control valve, 6-the first interlock valve, 7-the second interlock valve, 8-the 5th gearshift control valve, 9-the 3rd interlock valve, 10-the 5th solenoid valve, 11-the first oil circuit, 12-the second oil circuit, 13-the 3rd oil circuit, 14-the 4th oil circuit, 15-the 3rd solenoid valve, 16-the 5th oil circuit, 17-the second solenoid valve, 18-the 6th oil circuit, 19-the first solenoid valve, 20-the 4th solenoid valve, 21-the 7th oil circuit, 22-the 4th interlock valve, 23-the first gearshift control valve, 24-the 5th interlock valve, 25-the 8th oil circuit, 26-the 9th oil circuit, 27-the first shuttle valve, 28-the tenth oil circuit, 29-the 11 oil circuit, 30-the 12 oil circuit, 31-the 13 oil circuit, 32-the second shuttle valve, 33-the 14 oil circuit, 34-oil pump, 35-the second working connection, 36-flow control valve, 37-guide's oil circuit, C1-first clutch, C2-second clutch, C3-the 3rd clutch, C4-four clutches, B1-break.
Embodiment
Embodiment, as shown in Figure 1, safety control in a kind of hydraulic control system of automatic speed changer, comprise oil pump 34, hand control valve 2, first clutch C1, second clutch C2, the 3rd clutch C3, four clutches C4 and break B1, the outlet of oil pump 34 is communicated with the first working connection 1, the second working connection 35 and flow control valve 36, and described flow control valve 36 is flow and the pressure to safety control for control inputs.
Described hand control valve 2 is provided with filler opening, the first oil outlet and the second oil outlet, the first working connection 1 connects the filler opening of hand control valve 2, the first oil outlet of hand control valve 2 connects the first filler opening of the first shuttle valve 27 through the tenth oil circuit 28, the second oil outlet of hand control valve 2 connects the second filler opening of the first shuttle valve 27 through the 11 oil circuit 29.
Between the oil outlet of described the first shuttle valve 27 and second clutch C2, be provided with the first gearshift control valve 23, between the first shuttle valve 27 and the first gearshift control valve 23, be provided with the 5th interlock valve 24, the oil outlet of the first shuttle valve 27 connects the oil inlet end of the 5th interlock valve 24 through the 8th oil circuit 25, the oil inlet end of the fuel-displaced termination first gearshift control valve 23 of the 5th interlock valve 24, the upper control end of the 5th interlock valve 24 is connected with the 3rd interlock valve 9 through the 12 oil circuit 30, the oil outlet end of the first gearshift control valve 23 meets second clutch C2 through the 5th oil circuit 16, control termination first solenoid valve 19 of the first gearshift control valve 23.
Between the first filler opening of described the first shuttle valve 27 and first clutch C1, be provided with the second gearshift control valve 3, the first filler opening of the first shuttle valve 27 connects the oil inlet end of the second gearshift control valve 3 through the 14 oil circuit 33, the oil outlet end of the second gearshift control valve 3 connects first clutch C1 through the 3rd oil circuit 13, and the control end of the second gearshift control valve 3 connects the second solenoid valve 17.
Between the first filler opening of described the first shuttle valve 27 and the 3rd clutch C3, be provided with the 3rd gearshift control valve 4, the first filler opening of the first shuttle valve 27 connects the oil inlet end of the 3rd gearshift control valve 4 through the 14 oil circuit 33, the oil outlet end of the 3rd gearshift control valve 4 connects the 3rd clutch C3 through the first oil circuit 11, and the control end of the 3rd gearshift control valve 4 connects the 3rd solenoid valve 15.
Between described the second working connection 35 and break B1, be provided with the 4th gearshift control valve 5, between the second working connection 35 and the 4th gearshift control valve 5, be provided with the first interlock valve 6, the oil inlet end of the first interlock valve 6 is communicated with the second working connection 35, the oil outlet end of the first interlock valve 6 is communicated with the oil inlet end of the 4th gearshift control valve 5, the upper control end of the first interlock valve 6 is connected with the second shuttle valve 32, the oil outlet of described the second shuttle valve 32 is communicated with the first interlock valve 6, the first filler opening of the second shuttle valve 32 is connected with the 3rd interlock valve 9 through the 13 oil duct 31, the second filler opening of the second shuttle valve 32 is connected with the 4th interlock valve 22 through the 6th oil duct 18, the oil outlet end of the 4th gearshift control valve 5 is through the 4th oil circuit 14 connecting brake B1, the 4th gearshift control valve 5 control ends connect the 4th solenoid valve 20.
Between described the second working connection 35 and four clutches C4, be provided with the 5th gearshift control valve 8, between the second working connection 35 and the 5th gearshift control valve 8, be provided with the second interlock valve 7, the oil inlet end of the second interlock valve 7 is communicated with the second working connection 35, the oil outlet end of the second interlock valve 7 is communicated with the 5th gearshift control valve 8 oil inlet ends, the upper control end of the second interlock valve 7 is connected with the 4th interlock valve 22 through the 7th oil circuit 21, the oil outlet end of the 5th gearshift control valve 8 connects four clutches C4 through the secondth oil circuit 12, and the control end of the 5th gearshift control valve 8 connects the 5th solenoid valve 10.
Described the first gearshift control valve 23, the second gearshift control valve 3, the 3rd gearshift control valve 4, the 4th gearshift control valve 5 are connected fuel tank with the drain tap of the 5th gearshift control valve 8.
The lower control end of described the first interlock valve 6, the second interlock valve 7 and the 5th interlock valve 24 is connected the second oil outlet of hand control valve 2 through the 9th oil circuit 26.
The pressure oil oil inlet P of described the 3rd interlock valve 9 is communicated with the 13 oil circuit 31, the inlet port T of the 3rd interlock valve 9 is communicated with the 12 oil circuit 30, the actuator port B of the actuator port A of the 3rd interlock valve 9 and the 3rd interlock valve 9 is communicated with four clutches C4 respectively, the upper control end of the 3rd interlock valve 9 is communicated with the 3rd clutch C3, and the lower control end of the 3rd interlock valve 9 is communicated with break B1.
The pressure oil oil inlet P of described the 4th interlock valve 22 is communicated with the 6th oil circuit 18, the inlet port T of the 4th interlock valve 22 is communicated with the 7th oil circuit 21, the actuator port A of the 4th interlock valve 22 is communicated with first clutch C1, the actuator port B of the 4th interlock valve 22 is communicated with second clutch C2, in the 4th interlock valve 22, control end is communicated with second clutch C2, and the 4th interlock valve 22 times control end is communicated with break B1.
Described the first solenoid valve 19, the second solenoid valve 17, the 3rd solenoid valve 15, the 4th solenoid valve 20 and the 5th solenoid valve 10 are communicated with guide's oil circuit 37 respectively, and described guide's oil circuit 37 is for removing the oil circuit of first clutch C1, second clutch C2, the 3rd clutch C3, four clutches C4 and break B1.
As shown in Figure 2, hand control valve 2 comprises four positions: parking shifting-position P, reversing gear R, empty wagons gear N and the gear D that advances, shadow representation bonding state in figure, there is no shadow representation separated state, the formation of the R gear that reverses gear is by going to realize in conjunction with gearshift original paper break B1, second clutch C2 and four clutches C4.
During use, when speed changer is positioned at while reversing gear R gear, because the formation of the R gear that reverses gear goes to realize by combination gearshift original paper break B1/ second clutch C2/ four clutches C4, when oil circuit arranges, the 4th gearshift control valve 5 is directly connected the first working connection 1 with the 5th gearshift control valve 8, that is to say, as long as vehicle one starts, just have oil pressure and supply with the 4th gearshift control valve 5 and the 5th gearshift control valve 8 always, and the working connection oil pressure of supplying with all the other gearshift control valves only has and could pass through the tenth oil circuit 28 by hand control valve 2, the 11 oil circuit 29 arrives other gearshift control valve, therefore break B1 and the four clutches C4 combination due to electromagnetic valve gearshift control valve at any time, and all the other clutches, can only connect the first working connection 1 and other gearshift control valve in residing position by the action of hand control valve 2, realize combination.
When hand control valve 2 is when reversing gear R position, the first working connection 1 communicates with the 11 oil circuit 29, main oil pressure is after the first shuttle valve 27, by the 9th oil circuit 26, arrive respectively the lower control end of the 5th interlock valve 24, the 4th interlock valve 22 times control end, the 3rd interlock valve 9 times control end, and enter the 5th interlock valve 24 by the 8th oil circuit 25, make the 5th interlock valve 24, the 4th interlock valve 22, the 3rd interlock valve 9 is in the next, that is to say and now have main oil pressure to enter respectively the 4th gearshift control valve 5, the 5th gearshift control valve 8, the second gearshift control valve 3, prepare at any time in conjunction with break B1, four clutches C4 and second clutch C2, in such cases, do not have main oil pressure to lead to the first gearshift control valve 23 and the 3rd gearshift control valve 4.That is to say, in this case, due to the setting of oil circuit, can only make break B1, four clutches C4, second clutch C2 combination, all the other clutches can not be in conjunction with, therefore realized and at R, having kept off while travelling when vehicle, in any case also can not enter the situation that forward gear travels.
When speed changer is positioned at while advancing gear, vehicle keeps off while travelling at forward gear 1 gear and 2, break B1/ four clutches C4 combination, and second clutch C2 can not be in conjunction with, just can not enter and reverse gear; Equally, at forward gear 3 gear and 4, keep off while travelling, the 3rd clutch C3/ four clutches C4 combination, break B1 can not be in conjunction with, just can not enter and reverse gear; At forward gear 5 gear and 6, keep off while travelling, first clutch C1/ second clutch C2 combination, break B1 can not be in conjunction with, just can not enter and reverse gear; At forward gear 7 gear and 8, keep off while travelling, break B1/ second clutch C2 combination, four clutches C4 can not be in conjunction with, just can not enter and reverse gear.
Situation at forward gear 1 gear and 2 gears:
When hand control valve 2 is when advancing gear, the first working connection 1 communicates with the 11 oil circuit 29, now, main oil pressure leads to respectively the 3rd gearshift control valve 4, the first gearshift control valve 23 and the 5th interlock valve 24, the 4th interlock valve 22, the 3rd interlock valve 9, break B1 and four clutches C4 are oil-filled, now, oil pressure in the 4th oil circuit 14 enters the lower control end of the first interlock valve 6, make the first interlock valve 6 in the next, oil pressure in the second oil circuit 12 is connected with the 12 oil circuit 30, oil pressure in the 12 oil circuit 30 enters the upper control end of the 5th interlock valve 24, make the 5th interlock valve 24 in upper, make main oil pressure cannot enter the first gearshift control valve 23, now main oil pressure just can not enter second clutch C2 yet, second clutch C2 can not be in conjunction with, in this case, realized when forward gear 1 gear and 2 gear, vehicle cannot enter the situation of reversing gear.
Situation at forward gear 3 gears and 4 gears:
When hand control valve 2 is when advancing gear, the first working connection 1 communicates with the 11 oil circuit 29, now, main oil pressure leads to respectively the 3rd gearshift control valve 4, the first gearshift control valve 23, and the 5th interlock valve 24, the 4th interlock valve 22 and the 3rd interlock valve 9, the 3rd clutch C3 and four clutches C4 are oil-filled, now, oil pressure in oil circuit 11 enters the upper control end of the first interlock valve 6, make the first interlock valve 6 in upper, the second oil circuit 12 is connected with the 13 oil circuit 31, oil in the 13 oil circuit 31 enters the upper control end of the 4th interlock valve 22 through the second shuttle valve 32, make the 4th interlock valve 22 in upper, make main oil pressure cannot enter the 4th gearshift control valve 5, now main oil pressure just can not enter break B1, break B1 just can not be in conjunction with, in this case, realized when forward gear 3 gears and 4 gear, vehicle cannot enter the situation of reversing gear.
Situation at forward gear 5 gears and 6 gears:
When hand control valve 2 is when advancing gear, the first working connection 1 communicates with the tenth oil circuit 28, now, main oil pressure leads to respectively the 3rd gearshift control valve 4, the first gearshift control valve 23, and the 5th interlock valve, the 4th interlock valve 22, the 3rd interlock valve 9, first clutch C1 and second clutch C2 are oil-filled, now, oil in oil circuit 12 enters the upper control end of the second interlock valve 7, make the second interlock valve 7 in upper, the 3rd oil circuit 13 is connected with the 6th oil circuit 18, oil in the 6th oil circuit 18 enters the upper control end of the 4th interlock valve 22 through the second interlock valve 7, the 4th interlock valve 22 is in upper, make main oil pressure cannot enter the 4th gearshift control valve 5, now main oil pressure just can not enter break B1, break B1 just can not be in conjunction with.In this case, realized when forward gear 5 gears and 6 gear, vehicle cannot enter the situation of reversing gear.
Situation at forward gear 7 gears and 8 gears:
When hand control valve 2 is when advancing gear, the first working connection 1 communicates with the 11 oil circuit 29, now, main oil pressure leads to respectively the 3rd gearshift control valve 4, the first gearshift control valve 23, and the 5th interlock valve 24, the 4th interlock valve 22, the 3rd interlock valve 9, break B1 and second clutch C2 are oil-filled, now, oil in the 4th oil circuit 14 enters the lower control end of the second interlock valve 7, make the second interlock valve 7 in the next, the 5th oil circuit 16 is connected with the 7th oil circuit 21, oil in the 7th oil circuit 21 enters the upper control end of the 3rd interlock valve 9, make the 3rd interlock valve 9 in upper, main oil pressure cannot enter the 5th gearshift control valve 8, now main oil pressure just can not enter four clutches C4, four clutches C4 just can not be in conjunction with.In this case, realized when forward gear 7 gears and 8 gear, vehicle cannot enter the situation of reversing gear.Therefore, realized vehicle when advancing gear, the situation that cannot enter reverses gear travels.
In above-described embodiment, between described the first solenoid valve 19, the second solenoid valve 17, the 3rd solenoid valve 15, the 4th solenoid valve 20 and the 5th solenoid valve 10, can exchange use, between the 3rd interlock valve 9 and the 4th interlock valve 22, can exchange use, all adopt three-position four-way valve, between described the first interlock valve 6, the second interlock valve 7 and the 5th interlock valve 24, can exchange use, all adopt 2/2-way valve.
In above-described embodiment, described the first interlock valve 6, the second interlock valve 7, the 3rd interlock valve 9, the 4th interlock valve 22 and the conventional machinery guiding valve of the 5th interlock valve 24 for selling on market.
The above is giving an example of best mode for carrying out the invention, and the part of wherein not addressing is in detail those of ordinary skills' common practise.Protection scope of the present invention is as the criterion with the content of claim, and any equivalent transformation carrying out based on technology enlightenment of the present invention, also within protection scope of the present invention.
Claims (10)
1. the safety control in a hydraulic control system of automatic speed changer, comprise oil pump (34), oil pump (34) is connected with hand control valve (2), hand control valve (2) is connected with first clutch C1, second clutch C2, the 3rd clutch C3, four clutches C4 and break B1, between first clutch C1 and hand control valve (2), be provided with the second gearshift control valve (3), between second clutch C2 and hand control valve (2), be provided with the first gearshift control valve (23), between the 3rd clutch C3 and hand control valve (2), be provided with the 3rd gearshift control valve (4), between four clutches C4 and hand control valve (2), be provided with the 5th gearshift control valve (8), between break B1 and hand control valve (2), be provided with the 4th gearshift control valve (5), it is characterized in that: described the first gearshift control valve (23) is connected with the 5th interlock valve (24),
Described the 4th gearshift control valve (5) is connected with the first interlock valve (6);
Described the 5th gearshift control valve (8) is connected with the second interlock valve (7);
Between described the first gearshift control valve (23) and second clutch C2, be communicated with the 4th interlock valve (22);
Between described the 5th gearshift control valve (8) and four clutches C4, be communicated with the 3rd interlock valve (9);
Between described the 3rd interlock valve (9) and the 4th interlock valve (22), be provided with the second shuttle valve (32).
2. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the lower control end of the lower control end of described the 5th interlock valve (24), the first interlock valve (6) and the lower control end of the second interlock valve (7) are communicated with hand control valve (2) respectively.
3. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 2, is characterized in that: the oil inlet end of the oil inlet end of described the first interlock valve (6) and the second interlock valve (7) is communicated with the working connection of oil pump (34) respectively.
4. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 2, is characterized in that: the oil inlet end of described the 5th interlock valve (24) is connected with the first shuttle valve (27).
5. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the oil outlet end of the oil outlet end of described the 5th interlock valve (24), the first interlock valve (6) and the oil outlet end of the second interlock valve (7) respectively with the oil inlet end of corresponding gearshift control valve.
6. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the pressure oil oil inlet P of described the 3rd interlock valve (9) is communicated with the first filler opening of the second shuttle valve (32);
The inlet port T of described the 3rd interlock valve (9) is communicated with the upper control end of the 5th interlock valve (24);
The actuator port B of the actuator port A of described the 3rd interlock valve (9) and the 3rd interlock valve (9) is communicated with four clutches C4 respectively;
The upper control end of described the 3rd interlock valve (9) is communicated with the 3rd clutch C3;
The lower control end of described the 3rd interlock valve (9) is communicated with break B1.
7. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the pressure oil oil inlet P of described the 4th interlock valve (22) is communicated with the second filler opening of the second shuttle valve (32);
The inlet port T of described the 4th interlock valve (22) is communicated with the upper control end of the second interlock valve (27);
The actuator port A of described the 4th interlock valve (22) is communicated with first clutch C1;
The actuator port B of described the 4th interlock valve (22) is communicated with second clutch C2;
The upper control end of described the 4th interlock valve (22) is communicated with second clutch C2;
The lower control end of described the 4th interlock valve (22) is communicated with break B1.
8. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: described the first interlock valve (6), the second interlock valve (7) and the 5th interlock valve (24) adopt respectively 2/2-way guiding valve.
9. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: described the 3rd interlock valve (9) and the 4th interlock valve (22) adopt respectively 3-position 4-way guiding valve.
10. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the working connection of described oil pump (34) is provided with flow control valve (36).
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| CN201310724800.3A CN103671897B (en) | 2013-12-25 | 2013-12-25 | Safety control in a kind of hydraulic control system of automatic speed changer |
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| CN201310724800.3A CN103671897B (en) | 2013-12-25 | 2013-12-25 | Safety control in a kind of hydraulic control system of automatic speed changer |
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| CN103671897A true CN103671897A (en) | 2014-03-26 |
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