CN108757611B - Hydraulic system of multi-gear automatic transmission - Google Patents
Hydraulic system of multi-gear automatic transmission Download PDFInfo
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- CN108757611B CN108757611B CN201810899547.8A CN201810899547A CN108757611B CN 108757611 B CN108757611 B CN 108757611B CN 201810899547 A CN201810899547 A CN 201810899547A CN 108757611 B CN108757611 B CN 108757611B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 26
- 238000001816 cooling Methods 0.000 claims abstract description 25
- 230000001050 lubricating effect Effects 0.000 claims abstract description 20
- 239000003921 oil Substances 0.000 claims description 79
- 238000005461 lubrication Methods 0.000 claims description 19
- 239000010720 hydraulic oil Substances 0.000 claims description 7
- 230000001105 regulatory effect Effects 0.000 claims description 3
- 230000001276 controlling effect Effects 0.000 claims description 2
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000000418 atomic force spectrum Methods 0.000 description 1
- 230000003749 cleanliness Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000012535 impurity Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000013589 supplement Substances 0.000 description 1
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B11/00—Servomotor systems without provision for follow-up action; Circuits therefor
- F15B11/16—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors
- F15B11/17—Servomotor systems without provision for follow-up action; Circuits therefor with two or more servomotors using two or more pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B13/00—Details of servomotor systems ; Valves for servomotor systems
- F15B13/02—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors
- F15B13/06—Fluid distribution or supply devices characterised by their adaptation to the control of servomotors for use with two or more servomotors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/042—Controlling the temperature of the fluid
-
- 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
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4043—Control of a bypass valve
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Chemical & Material Sciences (AREA)
- Analytical Chemistry (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses a hydraulic system of a multi-gear automatic transmission, which comprises: the system comprises an electronic pump, a mechanical pump, a main pressure oil way and a cooling and lubricating loop, wherein a gear shifting control oil way is connected to the main pressure oil way, oil outlets of the electronic pump and the mechanical pump are all communicated with the main pressure oil way, the oil outlet of the main pressure oil way is connected with a pressure valve, the oil outlet of the pressure valve is respectively connected with the cooling and lubricating loop and the gear shifting control oil way, an electromagnet proportional control valve is arranged on the main pressure oil way, the main pressure of the system is controlled by the electromagnet proportional control to realize pressure control, a lubricating back pressure valve is arranged on the cooling and lubricating loop, and overflow flow of the pressure valve is controlled by the lubricating back pressure valve and a front end load to provide stable flow for the cooling and lubricating loop. Through the mode, the hydraulic system of the multi-gear automatic transmission effectively reduces hydraulic loss by adopting the double-pump system, improves the driving comfort during start-stop driving, adopts electromagnet direct driving, has obvious cost advantage, adopts flow control for locking of the hydraulic torque converter, and has higher precision.
Description
Technical Field
The invention relates to the technical field of automatic transmissions, in particular to a hydraulic system of a multi-gear automatic transmission.
Background
The 6AT of the automatic transmission with multiple gears takes the love and ZF as the main stream, the hydraulic system is very complex, the hydraulic system is influenced by the electromagnetic valve technology and other control technologies a few years ago, the hydraulic system generally adopts a pilot control mode, the hydraulic system of the automatic transmission with 09G6AT which is recently introduced by the love adopts a direct-drive electromagnetic valve, and the hydraulic system is greatly simplified.
However, the current direct-drive electromagnetic valve has high price and cost, and if the domestic automatic transmission enterprises fully adopt the direct-drive electromagnetic valve, the cost is high due to small yield. The direct-drive electromagnetic valve is high in cost, meanwhile, the requirement on the cleanliness of the whole transmission is higher, the installation of the hydraulic valve block is carried out in a dust-free workshop with high requirement, and the transmission is worn, so that worn impurities are easy to enter a hydraulic system to cause the clamping stagnation of the electromagnetic valve, further the gear shifting impact and other faults of the transmission are caused, and the fault caused by the clamping stagnation of the electromagnetic valve can occur frequently when the direct-drive electromagnetic valve is adopted in the new-energy automatic transmission which is independently developed by wide steam.
Disclosure of Invention
The technical problem to be solved mainly by the invention is to provide a hydraulic system of the multi-gear automatic transmission, which adopts a double-pump system, effectively reduces hydraulic loss, improves driving comfort of starting and stopping, simplifies the hydraulic system to the maximum extent, has higher reliability, adopts electromagnet direct drive, has obvious cost advantage, adopts flow control for locking of a hydraulic torque converter, and has higher precision.
In order to solve the technical problems, the invention adopts a technical scheme that: there is provided a hydraulic system of a multi-speed automatic transmission, including: the main pressure oil way is connected with a gear shifting control oil way, oil outlets of the electronic pump and the mechanical pump are communicated with the main pressure oil way, the oil outlet of the main pressure oil way is connected with a pressure valve, the oil outlet of the pressure valve is respectively connected with the cooling lubrication circuit and the gear shifting control oil way,
The main pressure oil path is provided with an electromagnet proportional control valve, the pressure valve is connected with the electromagnet proportional control valve, the pressure valve realizes the adjustment and control of the main pressure of the system through the control of the electromagnet proportional control valve,
The cooling and lubricating loop is provided with a lubricating back pressure valve, and the overflow flow of the pressure valve is controlled by the lubricating back pressure valve and the front load to provide stable cooling and lubricating flow for the cooling and lubricating loop.
In a preferred embodiment of the invention, a first one-way valve is arranged at the oil outlet of the electronic pump, a second one-way valve is arranged at the oil outlet of the mechanical pump, and the electronic pump and the mechanical pump are arranged in parallel at the oil inlet of the main pressure oil circuit.
In a preferred embodiment of the invention, the electromagnet proportional control valve regulates and controls the main pressure of the system within a range of 3-20 bar.
In a preferred embodiment of the invention, a hydraulic torque converter, a TC locking valve, an oil cooler and a clutch are connected to the cooling and lubricating circuit, and when the TC locking valve is unlocked:
The hydraulic oil on the main pressure oil path directly enters the clutch through the rear part of the pressure valve to provide active lubrication and dynamic pressure balance, and the other part enters the oil cooler through the hydraulic torque converter to provide cooling and lubrication for the bearing gear.
In a preferred embodiment of the present invention, the shift control oil passage is communicated with the main pressure oil passage through a pressure valve, a main solenoid valve, a first proportional solenoid valve, a second proportional solenoid valve, a third proportional solenoid valve, a fourth proportional solenoid valve and a fifth proportional solenoid valve which are communicated with the main pressure oil passage are provided on the shift control oil passage,
The hydraulic oil on the main pressure oil path is supplied to the main electromagnetic valve, the first proportional electromagnetic valve, the second proportional electromagnetic valve, the third proportional electromagnetic valve, the fourth proportional electromagnetic valve and the fifth proportional electromagnetic valve through the gear shifting control oil path after passing through the pressure valve, so that the pressure control and adjustment of the clutch are realized.
In a preferred embodiment of the present invention, the solenoid proportional control valve, the main solenoid valve, the first proportional solenoid valve, the second proportional solenoid valve, the third proportional solenoid valve, the fourth proportional solenoid valve and the fifth proportional solenoid valve are all direct-drive solenoid control valves, and the solenoid directly drives the valve core to perform pressure regulation.
In a preferred embodiment of the invention, the acting area of the acting end of the direct-drive electromagnet is in direct proportion to the control pressure of the clutch, and the valve core diameter and the valve port of the control valve are in direct proportion to the control flow of the clutch.
In a preferred embodiment of the invention, the control movement range of the direct-drive electromagnet control valve is 0-2 mm, and the electromagnetic valve force is 0-23N.
In a preferred embodiment of the present invention, a third check valve is further included on the shift control circuit, the third check valve being disposed at the drain port of the clutch.
In a preferred embodiment of the present invention, the first proportional solenoid valve is connected with a first damper, the second proportional solenoid valve is connected with a second damper, the third proportional solenoid valve is connected with a third damper, the fourth proportional solenoid valve is connected with a fourth damper, and the fifth proportional solenoid valve is connected with a fifth damper.
The beneficial effects of the invention are as follows: the hydraulic system of the multi-gear automatic transmission adopts a double-pump system, so that hydraulic loss is effectively reduced, driving comfort of start and stop is improved, simplification is realized to the maximum extent, reliability is higher, electromagnet direct drive is adopted, cost advantage is obvious, flow control is adopted for locking of the hydraulic torque converter, and accuracy is higher.
Drawings
For a clearer description of the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly introduced below, it being obvious that the drawings in the description below are only some embodiments of the present invention, and that other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art, wherein:
FIG. 1 is a schematic diagram of a preferred embodiment of a hydraulic system for a multi-speed automatic transmission according to the present invention;
The components in the drawings are marked as follows: 100. the hydraulic control system comprises an electronic pump, 101, a first check valve, 200, a mechanical pump, 201, a second check valve, 300, a main pressure oil circuit, 301, a pressure valve, 302, an electromagnet proportional control valve, 400, a cooling lubrication circuit, 401, a lubrication back pressure valve, 402, a hydraulic torque converter, 403, a TC lock-up valve, 404, an oil cooler, 500, a gear shift control oil circuit, 501, a first proportional solenoid valve, 502, a second proportional solenoid valve, 503, a third proportional solenoid valve, 504, a fourth proportional solenoid valve, 505, a fifth proportional solenoid valve, 506, a main solenoid valve, 507, a third check valve, 508, a first buffer, 509, a second buffer, 510, a third buffer, 511, a fourth buffer, 512, a fifth buffer, 600 and a clutch.
Detailed Description
The following description of the technical solutions in the embodiments of the present invention will be clear and complete, and it is obvious that the described embodiments are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, an embodiment of the present invention includes:
a multi-speed automatic transmission hydraulic system comprising: the electronic pump 100, the mechanical pump 200, the main pressure oil circuit 300 and the cooling and lubricating circuit 400 are connected with the gear shifting control oil circuit 500, oil outlets of the electronic pump 100 and the mechanical pump 200 are communicated with the main pressure oil circuit 300, the oil outlet of the main pressure oil circuit 300 is connected with the pressure valve 301, and the oil outlet of the pressure valve 301 is respectively connected with the cooling and lubricating circuit 400 and the gear shifting control oil circuit 500.
A first one-way valve 101 is arranged at the oil outlet of the electronic pump 100, a second one-way valve 201 is arranged at the oil outlet of the mechanical pump 200, and the electronic pump 100 and the mechanical pump 200 are arranged in parallel at the oil inlet of the main pressure oil circuit 300.
The system adopts a double oil pump, wherein one electronic pump 100 is a mechanical pump 200, which has the advantages that:
the displacement of the mechanical pump 200 can be reduced, and unnecessary power loss of the hydraulic system can be remarkably reduced under the condition of high rotation speed of the engine;
in a low-speed working condition, the electronic pump 100 can provide supplement for the system and meet the flow requirement of the system;
Under the start-stop condition, the electronic pump 100 can also provide the minimum flow requirement of the system, so that the vehicle can quickly provide power to start at the moment of starting, and the driving comfort of the start-stop system can be greatly improved.
The main pressure oil way 300 is provided with an electromagnet proportional control valve 302, the pressure valve 301 is connected with the electromagnet proportional control valve 302, the pressure valve 301 regulates and controls the main pressure of the system through the control of the electromagnet proportional control valve 302, the regulating and controlling range of the electromagnet proportional control valve 302 to the main pressure of the system is 3-20 bar, and the pressure control of 3-20 bar can be realized.
The gear shift control oil path 500 is communicated with the main pressure oil path 300 through a pressure valve 301, a main solenoid valve 506, a first proportional solenoid valve 501, a second proportional solenoid valve 502, a third proportional solenoid valve 503, a fourth proportional solenoid valve 504 and a fifth proportional solenoid valve 505 which are communicated with the main pressure oil path 300 are arranged on the gear shift control oil path 500, and hydraulic oil on the main pressure oil path 300 is supplied to the main solenoid valve 506, the first proportional solenoid valve 501, the second proportional solenoid valve 502, the third proportional solenoid valve 503, the fourth proportional solenoid valve 504 and the fifth proportional solenoid valve 505 through the gear shift control oil path 500 after passing through the pressure valve 301, so that the pressure control and adjustment of the clutch are realized.
The solenoid proportional control valve 302, the main solenoid valve 506, the first proportional solenoid valve 501, the second proportional solenoid valve 502, the third proportional solenoid valve 503, the fourth proportional solenoid valve 504 and the fifth proportional solenoid valve 505 are all direct-drive solenoid control valves, and pressure adjustment is performed by directly driving the valve element through a solenoid.
The area of the direct-drive electromagnet is proportional to the control pressure of the clutch 600, and the valve core diameter and valve port of the control valve are proportional to the clutch control flow.
Preferably, the current range of the direct-drive electromagnet control valve is 0-1.3A, the resistance range is 0-6.1 omega, the outer diameter is 28mm, the length is 34mm, the control movement range is 0-2 mm, and the electromagnetic valve force is 0-23N.
The direct-drive electromagnet control valve has the advantages of high precision, low hysteresis, selectable electric electromagnetic force curves, adaptability to diversified connectors and high quality.
The control of the clutch 600 adopts the electromagnet to directly drive the valve core to adjust the needed control pressure, the size of the feedback end of the valve core can be adjusted according to the size requirement of the actual pressure to realize the different requirements of different clutches 600 on the pressure, and the pressure adjusting range can completely cover the pressure requirement of the clutch brake by using the direct-drive electromagnet selected by the invention.
The clutch 600 is controlled by adopting the electromagnet to directly drive, because the electromagnetic force of the electromagnet is only about 20N, the pressure output of about 20bar is needed, the design of a valve core is very critical, the design of the clutch control valve core is that the output control pressure is fed back to the acting end of the electromagnet, the pressure output of 0-20 bar can be easily realized by adjusting the acting area of the feedback end, and meanwhile, the instantaneous large-flow requirement of the clutch in the combining moment can be easily met by adjusting the diameter of the valve core and the size of a valve port.
The shift control oil path 500 further includes a third check valve 507, and the third check valve 507 is disposed at an oil drain port of the clutch 600. The drain ports of the clutch 600 are designed with a third check valve 507 with low pressure to ensure that the clutch cavity is always kept in an oil state, which can significantly improve the response speed when the clutch is engaged.
The first proportional solenoid valve 501 is connected with a first buffer 508, the second proportional solenoid valve 502 is connected with a second buffer 509, the third proportional solenoid valve 503 is connected with a third buffer 510, the fourth proportional solenoid valve 504 is connected with a fourth buffer 511, and the fifth proportional solenoid valve 505 is connected with a fifth buffer 512, so that the gear shifting comfort can be improved, and the hydraulic loss can be reduced.
The cooling and lubrication circuit 400 is provided with a lubrication back pressure valve 401, and the overflow flow rate of the pressure valve 301 is controlled by the lubrication back pressure valve 401 and the front load to supply a stable cooling and lubrication flow rate to the cooling and lubrication circuit.
The hydraulic oil from the electronic pump 100 and the mechanical pump 200 is supplied from the oil outlet of the pressure valve 301 to the lubrication back pressure valve 401 after the oil pressure is regulated by the pressure valve 301 in the main pressure oil passage 300, and is supplied to the cooling and lubrication circuit after passing through the lubrication back pressure valve 401.
The cooling and lubrication circuit 400 is connected with a hydraulic torque converter 402, a TC locking valve 403, an oil cooler 404 and a clutch 600, and when the TC locking valve 403 is unlocked: the hydraulic oil in the main pressure oil path 300 directly enters the clutch 600 through a part behind the pressure valve 301 to provide active lubrication and dynamic pressure balance, and the other part passes through the torque converter 402 to enter the oil cooler 404 to provide cooling and lubrication for the bearing gear.
The lockup of torque converter 404 may provide separate oil supply, which may effectively reduce torque converter efficiency losses.
The lockup of torque converter 404 may be achieved by a single flow control scheme, which may allow for a more gradual torque converter engagement: because the torque converter 404 is locked with a greater instantaneous flow demand than a conventional clutch, its spool diameter design is also greater than a conventional clutch pressure control valve.
The hydraulic system of the multi-gear automatic transmission has the beneficial effects that:
by adopting the double-pump system, the application of the electronic pump can effectively reduce the displacement of the mechanical pump on the traditional automatic transmission, thereby reducing unnecessary hydraulic power loss under the high-speed working condition of the engine, and the electronic pump can also provide the lowest flow requirement for the system under the condition of starting and stopping, thereby effectively reducing the hydraulic loss and improving the driving comfort of starting and stopping;
The hydraulic system is simplified to the maximum extent, and the reliability is higher;
the electromagnet is adopted for direct driving, the size of the feedback end of the valve core can be adjusted according to the size requirement of the actual pressure to realize different requirements of different clutch brakes on the pressure, the pressure regulation range can completely cover the pressure requirement of the clutch brakes, and the cost can be controlled to be lower while the performance requirement is met;
the locking of the hydraulic torque converter adopts flow control, so that the accuracy is higher, and the more gradual combination of the torque converter can be realized.
The foregoing description is only illustrative of the present invention and is not intended to limit the scope of the invention, and all equivalent structures or equivalent processes or direct or indirect application in other related arts are included in the scope of the present invention.
Claims (6)
1. A hydraulic system of a multi-speed automatic transmission, comprising: the main pressure oil way is connected with a gear shifting control oil way, oil outlets of the electronic pump and the mechanical pump are communicated with the main pressure oil way, the oil outlet of the main pressure oil way is connected with a pressure valve, the oil outlet of the pressure valve is respectively connected with the cooling lubrication circuit and the gear shifting control oil way,
The main pressure oil path is provided with an electromagnet proportional control valve, the pressure valve is connected with the electromagnet proportional control valve, the pressure valve realizes the adjustment and control of the main pressure of the system through the control of the electromagnet proportional control valve,
The cooling and lubricating loop is provided with a lubricating back pressure valve, the overflow flow of the pressure valve is controlled by the lubricating back pressure valve and the front load to provide stable cooling and lubricating flow for the cooling and lubricating loop,
The cooling and lubricating loop is connected with a hydraulic torque converter, a TC locking valve, an oil cooler and a clutch, and when the TC locking valve is unlocked:
the hydraulic oil on the main pressure oil path directly enters the clutch through the rear part of the pressure valve to provide active lubrication and dynamic pressure balance, and the other part enters the oil cooler through the hydraulic torque converter to provide cooling and lubrication for the bearing gear;
The gear shifting control oil way is communicated with a main pressure oil way through a pressure valve, a main electromagnetic valve, a first proportional electromagnetic valve, a second proportional electromagnetic valve, a third proportional electromagnetic valve, a fourth proportional electromagnetic valve and a fifth proportional electromagnetic valve which are communicated with the main pressure oil way are arranged on the gear shifting control oil way,
Hydraulic oil on the main pressure oil path is supplied to the main electromagnetic valve, the first proportional electromagnetic valve, the second proportional electromagnetic valve, the third proportional electromagnetic valve, the fourth proportional electromagnetic valve and the fifth proportional electromagnetic valve through a gear shifting control oil path after passing through the pressure valve, so that the pressure control and adjustment of the clutch are realized,
The electromagnet proportional control valve, the main electromagnetic valve, the first proportional electromagnetic valve, the second proportional electromagnetic valve, the third proportional electromagnetic valve, the fourth proportional electromagnetic valve and the fifth proportional electromagnetic valve are all direct-drive electromagnet control valves, the valve core is directly driven by the electromagnet to carry out pressure adjustment, the acting area of the acting end of the direct-drive electromagnet is in direct proportion to the control pressure of the clutch, and the diameter of the valve core and the valve port of the control valve are in direct proportion to the control flow of the clutch.
2. The hydraulic system of the multi-speed automatic transmission according to claim 1, wherein a first one-way valve is arranged at an oil outlet of the electronic pump, a second one-way valve is arranged at an oil outlet of the mechanical pump, and the electronic pump and the mechanical pump are installed in parallel at an oil inlet of the main pressure oil path.
3. The hydraulic system of the multi-speed automatic transmission according to claim 1, wherein the regulating and controlling range of the solenoid proportional control valve to the system main pressure is 3-20 bar.
4. The hydraulic system of the multi-speed automatic transmission according to claim 1, wherein the control movement range of the direct-drive solenoid control valve is 0-2 mm, and the solenoid valve force is 0-23 n.
5. The hydraulic system of the multi-speed automatic transmission according to claim 1, further comprising a third check valve on the shift control oil path, the third check valve being disposed at an oil drain port of the clutch.
6. The hydraulic system of the multi-speed automatic transmission according to claim 1, wherein the first proportional solenoid valve is connected with a first damper, the second proportional solenoid valve is connected with a second damper, the third proportional solenoid valve is connected with a third damper, the fourth proportional solenoid valve is connected with a fourth damper, and the fifth proportional solenoid valve is connected with a fifth damper.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810899547.8A CN108757611B (en) | 2018-08-09 | 2018-08-09 | Hydraulic system of multi-gear automatic transmission |
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| Application Number | Priority Date | Filing Date | Title |
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| CN201810899547.8A CN108757611B (en) | 2018-08-09 | 2018-08-09 | Hydraulic system of multi-gear automatic transmission |
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| CN108757611A CN108757611A (en) | 2018-11-06 |
| CN108757611B true CN108757611B (en) | 2024-04-26 |
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| CN201810899547.8A Active CN108757611B (en) | 2018-08-09 | 2018-08-09 | Hydraulic system of multi-gear automatic transmission |
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Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110388452B (en) * | 2019-07-26 | 2021-07-30 | 奇瑞汽车股份有限公司 | Hydraulic supply system, control method and automobile |
| CN111853228B (en) * | 2020-07-27 | 2021-11-12 | 浙江轩孚自动变速器有限公司 | Hydraulic control system of automatic transmission |
| CN112461109B (en) * | 2020-11-10 | 2022-04-05 | 中国北方车辆研究所 | On-line measuring device for abrasion loss of gear shifting sliding block of gear shifting control mechanism |
| CN113417997B (en) * | 2021-07-02 | 2023-01-20 | 贵州凯星液力传动机械有限公司 | Clutch and oil cylinder integrated control hydraulic system |
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| CN103115148A (en) * | 2013-01-31 | 2013-05-22 | 湖南江麓容大车辆传动股份有限公司 | Vehicle and automatic transmission and hydraulic control system of automatic transmission |
| CN107061723A (en) * | 2017-05-11 | 2017-08-18 | 陕西法士特齿轮有限责任公司 | A kind of hydraulic control system of automatic speed changer |
| CN207621329U (en) * | 2017-11-23 | 2018-07-17 | 广州汽车集团股份有限公司 | A kind of hydraulic control system of double-clutch speed changer |
| CN208778373U (en) * | 2018-08-09 | 2019-04-23 | 江苏金润汽车传动科技有限公司 | Multi-speed automatic transmission hydraulic system |
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2018
- 2018-08-09 CN CN201810899547.8A patent/CN108757611B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103115148A (en) * | 2013-01-31 | 2013-05-22 | 湖南江麓容大车辆传动股份有限公司 | Vehicle and automatic transmission and hydraulic control system of automatic transmission |
| CN107061723A (en) * | 2017-05-11 | 2017-08-18 | 陕西法士特齿轮有限责任公司 | A kind of hydraulic control system of automatic speed changer |
| CN207621329U (en) * | 2017-11-23 | 2018-07-17 | 广州汽车集团股份有限公司 | A kind of hydraulic control system of double-clutch speed changer |
| CN208778373U (en) * | 2018-08-09 | 2019-04-23 | 江苏金润汽车传动科技有限公司 | Multi-speed automatic transmission hydraulic system |
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