CN109307068B

CN109307068B - Hydraulic system of manual-automatic integrated automatic transmission

Info

Publication number: CN109307068B
Application number: CN201811413332.7A
Authority: CN
Inventors: 梁东伟; 黄新志; 殷艳飞; 莫凡; 栾智存; 杨毅骁
Original assignee: Guangzhou Automobile Group Co Ltd
Current assignee: Guangzhou Automobile Group Co Ltd
Priority date: 2018-11-23
Filing date: 2018-11-23
Publication date: 2023-10-03
Anticipated expiration: 2038-11-23
Also published as: CN109307068A

Abstract

The invention relates to the field of hydraulic systems of vehicle transmissions, and particularly discloses a hydraulic system of an automatic manual transmission, which comprises three clutches, two brakes, a clutch control valve, a selection valve, two normally open electromagnetic valves, two normally closed electromagnetic valves, a normally closed switching valve and a gear shifting manual valve, wherein the clutch control valve is positioned at a first valve position to enable the first clutch to be communicated with a third oil port of the gear shifting manual valve, is positioned at a second valve position to enable the first clutch to be communicated with the second electromagnetic valve, is positioned at a third valve position to enable the second brake to be communicated with the third electromagnetic valve, is positioned at a fourth valve position to enable the second clutch to be communicated with the third electromagnetic valve, is positioned at the third valve position to be communicated with the first electromagnetic valve, and is connected with an oil supply system. The hydraulic system can be switched to an emergency gear when the transmission control unit is powered down, running safety is guaranteed, and the structure can be simplified, and cost and weight can be reduced.

Description

Hydraulic system of manual-automatic integrated automatic transmission

Technical Field

The invention relates to the technical field of hydraulic systems of vehicle transmissions, in particular to a hydraulic system of an automatic manual transmission.

Background

The manual-automatic integrated gearbox is a speed changing device combining manual speed changing and automatic speed changing functions. The automatic shifting function of an automatic transmission is generally realized by controlling a shifting servo and an actuating system through a transmission control unit (TCU, transmission Control Unit), and the shifting servo and actuating system can be divided into three types of electric, pneumatic and hydraulic systems, and hydraulic systems are mostly adopted at home and abroad.

Most of the hydraulic gear shifting systems of the automatic transmission commonly used at present can not run due to the fact that the transmission loses a gear shifting function when an electric control system fails or fails, and the adaptation of the vehicle to extreme conditions is not facilitated. Some transmissions have automatic switching emergency gears, but the number of added hydraulic elements is large, the structure is complex, the cost is high, and the control difficulty is high. Some have manual emergent gear, but when electrical system appears losing power or trouble, the vehicle can appear power loss in the twinkling of an eye, leads to engine rotational speed to rise, has the potential safety hazard. Therefore, the hydraulic system of the manual-automatic transmission, which can automatically switch to an emergency gear when the electric control system fails to run so as to ensure that the vehicle can continue running, and can reduce the number of hydraulic elements as much as possible, simplify the structure, reduce the cost and save the energy, is designed, and has become a hot point for the current automobile field research.

Disclosure of Invention

In order to solve the problems in the background art, the invention aims to provide a hydraulic system of an automatic manual transmission, which can automatically switch to an emergency gear when an electric control system fails or fails, has a simple structure, can reduce the number of hydraulic elements, reduces the cost and is beneficial to realizing light weight.

Based on this, the present invention provides a hydraulic system of an automatic manual transmission, which includes an oil supply system, a pressure regulating system, a plurality of hydraulic friction engagement devices combined with each other to establish a gear of the automatic transmission, a control valve device for controlling a combined state of the hydraulic friction engagement devices, a shift manual valve for adjusting a state of the control valve device and having a parking range, a reverse range, a neutral range, and a forward range; the hydraulic friction engagement device comprises a first clutch, a second clutch, a third clutch, a first brake and a second brake;

the control valve device comprises a clutch control valve and a selection valve with a plurality of working valve positions, a normally open first electromagnetic valve, a normally closed second electromagnetic valve, a normally open third electromagnetic valve, a normally closed fourth electromagnetic valve and a normally closed switch valve which are controlled by a transmission control unit;

The gear shifting manual valve is provided with a plurality of oil ports, a first oil port of the gear shifting manual valve is connected with an oil supply system, a second oil port of the gear shifting manual valve is connected with the first electromagnetic valve, the second electromagnetic valve and the fourth electromagnetic valve, and a third oil port of the gear shifting manual valve is connected with the clutch control valve;

the clutch control valve is provided with a first valve position, a second valve position and a control end for controlling the valve positions, the first clutch is communicated with a third oil port of the gear shifting manual valve when the clutch control valve is positioned at the first valve position, and the first clutch is communicated with the second electromagnetic valve when the clutch control valve is positioned at the second valve position;

the selector valve is provided with a third valve position, a fourth valve position and a control end for controlling the valve positions, the second brake is communicated with the third electromagnetic valve when the selector valve is positioned at the third valve position, and the second clutch is communicated with the third electromagnetic valve when the selector valve is positioned at the fourth valve position;

the first brake is communicated with the fourth electromagnetic valve, the third clutch is communicated with the first electromagnetic valve, the third electromagnetic valve is connected with the oil supply system, and the switch valve is connected with the pressure regulating system.

Preferably, the clutch control valve has a first control end connected to a third port of the shift manual valve and a second control end connected to a second port of the shift manual valve; the selector valve is provided with a third control end connected with a second oil port of the gear shifting manual valve and a fourth control end connected with the switch valve;

the first control end of the clutch control valve and the fourth control end of the selection valve are both connected with springs.

As a preferable scheme, the oil supply system comprises a first hydraulic pump, a second hydraulic pump and a suction filter, wherein the first hydraulic pump is a mechanical pump, and the second hydraulic pump is an electronic pump; one end of the suction filter is connected with the first hydraulic pump and the second hydraulic pump, and the other end of the suction filter is connected with the oil pan.

As a preferred scheme, the pressure regulating system comprises a main pressure valve, a pressure reducing valve, a secondary pressure regulating valve and a first pilot electromagnetic valve, wherein the main pressure valve, the pressure reducing valve, the secondary pressure regulating valve and the first pilot electromagnetic valve are respectively provided with an input port, an output port and an oil return port, and the main pressure valve and the secondary pressure regulating valve are respectively provided with a control end and a feedback end;

The output port of the first hydraulic pump is connected with the input port of the main pressure valve, the control end of the main pressure valve, the input port of the pressure reducing valve, the first oil port of the gear shifting manual valve and the third electromagnetic valve;

the output port of the main pressure valve is connected with the input port of the secondary pressure regulating valve and the control end of the secondary pressure regulating valve, and the output port of the first pilot electromagnetic valve is connected with the feedback end of the main pressure valve and the feedback end of the secondary pressure regulating valve; the output port of the pressure reducing valve is connected with the input port of the first pilot electromagnetic valve and the switch valve.

Preferably, the hydraulic control system further comprises a start-stop control valve, wherein the start-stop control valve is provided with a plurality of oil ports, a fifth valve position, a sixth valve position and a control end, the control end is used for controlling the valve positions and is connected with an output port of the pressure reducing valve, the first electromagnetic valve is used for supplying oil to the third clutch when the start-stop control valve is positioned at the fifth valve position, and the second hydraulic pump is used for supplying oil to the third clutch when the start-stop control valve is positioned at the sixth valve position; the start-stop control valve is connected to the oil pan through a one-way valve having a cracking pressure greater than a minimum pressure required to maintain engagement of the third clutch.

The torque converter control system comprises a torque converter, a relay valve, a torque converter control valve and a second pilot electromagnetic valve; the torque converter has an input port and an output port;

the torque converter control valve is provided with an input port connected with the output port of the main pressure valve, an output port connected with the relay valve, an oil return port connected with the oil pan, two feedback ends respectively connected with the input port and the output port of the torque converter, and a control end, and is provided with a seventh valve position for connecting the output port of the torque converter control valve with the input port and an eighth valve position for connecting the output port of the torque converter control valve with the oil return port;

the relay valve is provided with a ninth valve position, a tenth valve position and a control end for controlling the valve position, the relay valve is positioned at the ninth valve position, so that the output port of the main pressure valve is communicated with the input port of the torque converter, and the relay valve is positioned at the tenth valve position, so that the output port of the main pressure valve is communicated with the output port of the torque converter;

the control ends of the relay valve and the torque converter control valve are connected to the oil pan when the second pilot electromagnetic valve is not electrified, and the control ends of the relay valve and the torque converter control valve are connected to the output port of the pressure reducing valve when the second pilot electromagnetic valve is electrified.

The lubricating system comprises a cooler, a fine filter, a first bypass valve, a second bypass valve and a plurality of orifices, wherein the cooler and the fine filter are sequentially arranged in series, the first bypass valve is arranged in parallel with the cooler, the second bypass valve is arranged in parallel with the fine filter; and when the relay valve is in the ninth valve position, the input port of the cooler is communicated with the output port of the torque converter, and when the relay valve is in the tenth valve position, the input port of the cooler is communicated with the output port of the secondary pressure regulating valve.

Preferably, the cooler, the fine filter, the first bypass valve and the second bypass valve are integrally formed.

Preferably, the first electromagnetic valve, the second electromagnetic valve, the third electromagnetic valve, the fourth electromagnetic valve, the first pilot electromagnetic valve and the second pilot electromagnetic valve are all three-way proportional valves.

As a preferable mode, the first electromagnetic valve, the second electromagnetic valve, the third electromagnetic valve, the fourth electromagnetic valve, the second pilot electromagnetic valve, the switching valve, the selection valve, the first hydraulic pump and the suction filter are all provided with oil return ports connected with an oil pan, and back pressure valves are respectively arranged among the first electromagnetic valve, the second electromagnetic valve, the third electromagnetic valve, the fourth electromagnetic valve, the selection valve, the first hydraulic pump and the oil pan; the first brake, the first clutch, the third clutch, the first pilot electromagnetic valve, the selection valve and the shift manual valve are respectively connected with an accumulator.

Compared with the prior art, the invention has the beneficial effects that:

the hydraulic system of the manual-automatic integrated automatic transmission comprises an oil supply system, a pressure regulating system, a first clutch, a second clutch, a third clutch, a first brake, a second brake, a clutch control valve, a selection valve, a normally open type first electromagnetic valve, a normally closed type second electromagnetic valve, a normally open type third electromagnetic valve, a normally closed type fourth electromagnetic valve, a normally closed type switch valve and a gear shifting manual valve, the oil supply to each clutch and each brake is controlled by switching the valve positions of the gear shifting manual valve, the clutch control valve and the selection valve and controlling the electrifying state of each electromagnetic valve, so that the clutches and the brakes are combined, the combination of different clutches and the brakes can realize parking gear (P gear), neutral gear (N gear), forward gear (D gear) and 1 reverse gear (R gear), the oil is supplied to the third clutch through the normally open type first electromagnetic valve, the normally open type third electromagnetic valve supplies the second brake or the second clutch, the gear shifting manual valve supplies the first clutch, and the oil to the clutch and the gear shifting manual valve can still be in a part of the clutch and the brake to be in an emergency state or the emergency gear when the electric control system is powered down or fails, so that the automobile can still be switched to the emergency gear or the running gear of the automobile. Meanwhile, the valve position of the selection valve is switched, so that the third electromagnetic valve can supply oil to the second brake or the second clutch, the use of one electromagnetic valve can be reduced, and the purposes of simplifying the system structure, saving the manufacturing cost and reducing the system weight are achieved.

Drawings

FIG. 1 is a schematic illustration of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in P range;

FIG. 2 is a schematic diagram of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in R-range;

FIG. 3 is a schematic diagram of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in N gear;

FIG. 4 is a schematic diagram of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in D1;

FIG. 5 is a schematic diagram of a TCU switching from power down to an emergency fourth gear when a hydraulic system of an automated manual transmission is in D-gear according to an embodiment of the present invention;

FIG. 6 is a schematic diagram of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in D2;

FIG. 7 is a schematic diagram of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in D3;

FIG. 8 is a schematic diagram of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in D4;

FIG. 9 is a schematic diagram of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in D5;

FIG. 10 is a schematic diagram of a hydraulic system of an automated manual transmission according to an embodiment of the present disclosure in D6;

FIG. 11 is a schematic illustration of the operating state of the solenoid, clutch and brake in each gear;

FIG. 12 is a schematic illustration of a torque converter provided by an embodiment of the present invention when unlocked;

FIG. 13 is a schematic illustration of a torque converter according to an embodiment of the present invention in a lockup phase;

fig. 14 is a schematic diagram of a torque converter according to an embodiment of the present invention when lockup is completed.

10, a hydraulic friction joint device; 11. a first clutch; 12. a second clutch; 13. a third clutch; 14. a first brake; 15. a second brake; 20. a control valve device; 21. a clutch control valve; 22. a selection valve; 23. a first electromagnetic valve; 24. a second electromagnetic valve; 25. a third electromagnetic valve; 26. a fourth electromagnetic valve; 27. a switch valve; 30. a shift manual valve; 31. a first oil port; 32. a second oil port; 33. a third oil port; 40. an oil supply system; 41. a first hydraulic pump; 42. a second hydraulic pump; 43. a suction filter; 50. a pressure regulating system; 51. a main pressure valve; 52. a pressure reducing valve; 53. a secondary pressure regulating valve; 54. a first pilot solenoid valve; 60. a torque converter control system; 61. a torque converter; 62. torque converter control valves; 63. a relay valve; 64. a second pilot electromagnetic valve; 70. a lubrication system; 71. a cooler; 72. a fine filter; 73. a first bypass valve; 74. a second bypass valve; 80. starting and stopping a control valve; 81. a fourth oil port; 82. a fifth oil port; 83. and a sixth oil port.

Detailed Description

The following describes in further detail the embodiments of the present invention with reference to the drawings and examples. The following examples are illustrative of the invention and are not intended to limit the scope of the invention.

In the description of the present invention, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", "left", "right", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element referred to must have a specific azimuth, be constructed and operated in a specific azimuth, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," "fourth," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Referring to fig. 1, there is schematically shown a hydraulic system of an automated manual transmission of the present invention, including an oil supply system 40, a pressure regulating system 50, a plurality of hydraulic friction engagement devices 10 combined with each other to establish a gear of the automatic transmission, a control valve device 20 for controlling a combined state of the hydraulic friction engagement devices 10, and a shift manual valve 30 for adjusting the state of the control valve device 20 and having a parking P range, a reverse R range, a neutral N range, and a forward D range, which has 1 to 6 gear ranges in this embodiment. The hydraulic friction engagement device 10 includes a first clutch 11, a second clutch 12, a third clutch 13, a first brake 14 and a second brake 15, the second brake 15 is in an operating state when the vehicle is in P gear and N gear, the first clutch 11 and the second brake 15 are in an operating state when the vehicle is in R gear, the third clutch 13 and the second brake 15 are in an operating state when the vehicle is in D1 gear, the third clutch 13 and the first brake 14 are in an operating state when the vehicle is in D2 gear, the first clutch 11 and the third clutch 13 are in an operating state when the vehicle is in D3 gear, the second clutch 12 and the third clutch 13 are in an operating state when the vehicle is in D4 gear, the first clutch 11 and the second clutch 12 are in an operating state when the vehicle is in D5 gear, and the second clutch 12 and the first brake 14 are in an operating state when the vehicle is in D6 gear, and the combination of the same manner as the vehicle is used in D gear.

The control valve device 20 includes a clutch control valve 21 and a selector valve 22 having a plurality of operating valve positions, a normally open first solenoid valve 23, a normally closed second solenoid valve 24, a normally open third solenoid valve 25, a normally closed fourth solenoid valve 26, and a normally closed on-off valve 27, which are controlled by a transmission control unit. The shift manual valve 30 has a plurality of oil ports, the first oil port 31 of the shift manual valve 30 is connected to the oil supply system 40, the second oil port 32 of the shift manual valve 30 is connected to the first solenoid valve 23, the second solenoid valve 24, and the fourth solenoid valve 26, and the third oil port 33 of the shift manual valve 30 is connected to the clutch control valve 21. The clutch control valve 21 has a first valve position (e.g., left position of the clutch control valve 21 in fig. 1) in which the first clutch 11 is in communication with the third port 33 of the shift manual valve 30, a second valve position (e.g., right position of the clutch control valve 21 in fig. 1) in which the first clutch 11 is in communication with the second solenoid valve 24, and a control end for controlling the valve positions. The selector valve 22 has a third valve position (e.g., the right position of the selector valve 22 in fig. 1), in which the second brake 15 is in communication with the third solenoid valve 25, a fourth valve position (e.g., the left position of the selector valve 22 in fig. 1), in which the second clutch 12 is in communication with the third solenoid valve 25, and a control end for controlling the valve positions. The first brake 14 communicates with a fourth solenoid valve 26, the third clutch 13 communicates with the first solenoid valve 23, the third solenoid valve 25 is connected with an oil supply system 40, and the on-off valve 27 is connected with a pressure regulating system 50.

Thus, when the shift manual valve 30 is at the P position, the second port 32 and the third port 33 of the shift manual valve 30 are connected to the oil pan, the TCU controls the normally open first solenoid valve 23 to be energized, the first solenoid valve 23 is closed, the third clutch 13 is communicated with the first solenoid valve 23, and oil supply is not available, so that the third clutch 13 is in a disengaged state; the clutch control valve 21 is in a first valve position under the control of the control end of the clutch control valve, so that the first clutch 11 is communicated with the third oil port 33 of the gear shift manual valve 30, and the first clutch 11 cannot obtain oil supply because the third oil port 33 of the gear shift manual valve 30 is connected to the oil pan at the moment, and the first clutch 11 is in a separation state; the selection valve 22 is in a third valve position under the control of a control end of the selection valve, the second brake 15 is communicated with the third electromagnetic valve 25, the normally open third electromagnetic valve 25 is not electrified to be in an open state, the main oil pressure of the oil supply system 40 enters the second brake 15 through the third electromagnetic valve 25, and the second brake 15 is supplied with oil and is in a combined state; the second clutch 12 is not supplied with oil from the third electromagnetic valve 25 and is in a disengaged state; the normally closed fourth solenoid valve 26 is not energized, is in a closed state, and the first brake 14 communicating with the fourth solenoid valve 26 is not supplied with oil, and is in a disengaged state. It can be seen that when the shift manual valve 30 is in the P position, the second brake 15 is engaged, the remaining clutches and brakes are disengaged, and the transmission is shifted into P range.

When the TCU is powered down in the P range, the third solenoid valve 25 is normally open and still in an open state, so that the main oil pressure of the oil supply system 40 can still enter the second brake 15 through the third solenoid valve 25, and the second brake 15 remains engaged; the first electromagnetic valve 23 is switched to an open state after power failure, the third clutch 13 is communicated with the second oil port 32 of the shift manual valve 30 through the first electromagnetic valve 23, and at this time, the second oil port 32 of the shift manual valve 30 is connected with the oil pan, so that the third clutch 13 cannot obtain oil supply, and is still in a separated state, and the states of the first clutch 11, the second clutch 12 and the first brake 14 are unchanged, and are still in a separated state. Thus, when the TCU is powered down, the transmission is still in P range.

Referring to fig. 2, when the manual shift valve 30 is at the R position, the second oil port 32 of the manual shift valve 30 is connected to the oil pan, the third oil port 33 is communicated with the first oil port 31, the TCU controls the normally open first solenoid valve 23 to be energized, the first solenoid valve 23 is closed, the third clutch 13 is communicated with the first solenoid valve 23, and oil supply is not available, so that the third clutch 13 is in a disengaged state; the clutch control valve 21 is in a first valve position under the control of the control end of the clutch control valve, so that the first clutch 11 is communicated with the third oil port 33 of the gear shifting manual valve 30, because the third oil port 33 of the gear shifting manual valve 30 is connected with the first oil port 31 at this time, the first oil port 31 is communicated with the oil supply system 40, the R-gear oil pressure PR output by the third oil port 33 of the gear shifting manual valve 30 enters the first clutch 11, and the first clutch 11 is in a combined state; the selection valve 22 is in a third valve position under the control of a control end of the selection valve, the second brake 15 is communicated with the third electromagnetic valve 25, the normally open third electromagnetic valve 25 is not electrified to be in an open state, the main oil pressure of the oil supply system 40 enters the second brake 15 through the third electromagnetic valve 25, and the second brake 15 is supplied with oil and is in a combined state; the second clutch 12 is in a disengaged state when the oil supply from the third solenoid valve 25 is not available; the normally closed fourth solenoid valve 26 is not energized, is in a closed state, and the first brake 14 communicating with the fourth solenoid valve 26 is not supplied with oil, and is in a disengaged state. It can be seen that when the shift manual valve 30 is in the R position, the first clutch 11 and the second brake 15 are engaged, the remaining clutches and brakes are disengaged and the transmission is brought into R gear.

When the TCU is powered down in the R gear, the valve positions of the second electromagnetic valve 24, the third electromagnetic valve 25, the fourth electromagnetic valve 26, the clutch control valve 21 and the selection valve 22 are not changed, the oil paths of the first clutch 11, the second brake 15 and the first brake 14 are unchanged, and the combination state is still maintained; the first electromagnetic valve 23 is switched to an open state after power failure, the third clutch 13 is communicated with the second oil port 32 of the shift manual valve 30 through the first electromagnetic valve 23, and at the moment, the second oil port 32 of the shift manual valve 30 is connected with the oil pan, so that the third clutch 13 cannot obtain oil supply, and is still in a separated state, and the state of the second clutch 12 is unchanged, and is still in a separated state. Thus, when the TCU is powered down, the transmission is still in R range.

Referring to fig. 3, when the manual shift valve 30 is in N-position, the second port 32 and the third port 33 of the manual shift valve 30 are connected to the oil pan, the TCU controls the normally open first solenoid valve 23 to be energized, the hydraulic system oil circuit is consistent with the P-position, only the second brake 15 is engaged, the rest of the clutches and brakes are in a disengaged state, and the transmission enters N-position. When the TCU is powered down in the N gear, the situation is consistent with the situation that the TCU is powered down in the P gear, so that the N gear can be kept unchanged.

When the shift manual valve 30 is in the D position, the second port 32 of the shift manual valve 30 communicates with the first port 31, and the third port 33 is connected to the oil pan. Referring to fig. 4, when the shift manual valve 30 is in the D1 position, the TCU control switch valve 27 is energized, the normally open first solenoid valve 23 is not energized to be in an open state, the third clutch 13 is communicated with the second oil port 32 of the shift manual valve 30 through the first solenoid valve 23, because the second oil port 32 of the shift manual valve 30 is communicated with the first oil port 31, the second oil port 32 of the shift manual valve 30 outputs a forward gear oil pressure PD, and PD enters the third clutch 13 through the first solenoid valve 23, so that the third clutch 13 is in a combined state; the clutch control valve 21 is in a second valve position under the control of the control end, so that the first clutch 11 is communicated with the second electromagnetic valve 24, the normally closed second electromagnetic valve 24 is not electrified to be in a closed state, and the first clutch 11 cannot obtain oil supply and is in a separation state; the clutch control valve 21 is in a first valve position under the control of the control end, the normally open third electromagnetic valve 25 is not electrified to be in an open state, so that the main oil pressure of the oil supply system 40 enters the second brake 15, and the second brake 15 is in a combined state; the second clutch 12 is in a disengaged state when the oil supply from the third solenoid valve 25 is not available; the normally closed fourth solenoid valve 26 is not energized in a closed state, so that the first brake 14 cannot obtain oil supply, and is in a disengaged state. It follows that when the shift manual valve 30 is in the D1 position, the second brake 15 and the third clutch 13 are engaged, the remaining clutches and brakes are disengaged, and the transmission is shifted into D1.

When the TCU is powered down in the D1 range, as shown in fig. 5, the states of the first solenoid valve 23, the second solenoid valve 24, the third solenoid valve 25, the fourth solenoid valve 26, and the clutch control valve 21 are unchanged, so the states of the first clutch 11, the third clutch 13, and the first brake 14 are unchanged; the selector valve 22 is switched to a fourth valve position under the control of the control end, the second clutch 12 is communicated with the third electromagnetic valve 25, and thus the forward gear oil pressure PD is obtained, and the second clutch 12 is switched to a combined state; the second brake 15 is not supplied with oil from the third solenoid valve 25 and is switched to the disengaged state. At this time, the second clutch 12 and the third clutch 13 are combined, the other clutches and the brake are separated, and the states of the clutches and the brake are the same as the medium speed D4 gear described in the following paragraph, namely, the emergency fourth gear, and the automobile can still run.

When the manual shift valve 30 is at the D2 position, referring to fig. 6, the TCU controls the third solenoid valve 25 and the fourth solenoid valve 26 to be energized, the normally open third solenoid valve 25 is closed, the selector valve 22 is at the fourth valve position under the control of the control end thereof, and the second clutch 12 is in communication with the third solenoid valve 25 through the selector valve 22, so that the second clutch 12 cannot be supplied with oil and is in a disengaged state, and the second brake 15 cannot be supplied with oil from the third solenoid valve 25 and is in a disengaged state; the normally open first solenoid valve 23 is not energized and is in an open state, and the third clutch 13 can obtain the forward oil pressure PD and is in an engaged state; the normally closed fourth solenoid valve 26 is opened, and the forward gear oil pressure PD enters the first brake 14 through the fourth solenoid valve 26, so that the first brake 14 is in the engaged state; the clutch control valve 21 is in a second valve position under the control of the control end, so that the first clutch 11 is communicated with the second electromagnetic valve 24, the normally closed second electromagnetic valve 24 is not electrified to be in a closed state, and the first clutch 11 cannot obtain oil supply and is in a separation state. It can be seen that when the shift manual valve 30 is in the D2 position, the first brake 14 and the third clutch 13 are engaged, the remaining clutches and brakes are disengaged, and the transmission is shifted into D2.

When the TCU is powered down in the D2 range, the normally closed fourth solenoid valve 26 is closed, and the first brake 14 is not supplied with oil and is in a disengaged state; the normally open third electromagnetic valve 25 is opened, and the main oil pressure of the oil supply system 40 enters the second clutch 12 through the third electromagnetic valve 25 and the selection valve 22, so that the second clutch 12 is in a combination state; the oil passages of the first clutch 11, the third clutch brake and the second brake 15 are unchanged, and the state is maintained when power is not lost. At this time, the second clutch 12 and the third clutch 13 are engaged, and the remaining clutches and brakes are disengaged, thereby entering an emergency fourth gear state.

When the manual shift valve 30 is at the D3 position, as shown in fig. 7, the TCU controls the second solenoid valve 24 and the third solenoid valve 25 to be energized, the clutch control valve 21 is at the second valve position under the control of the control end, so that the first clutch 11 is communicated with the second solenoid valve 24, the normally closed second solenoid valve 24 is energized to be in an open state, the main oil pressure of the oil supply system 40 forms a forward gear oil pressure PD through the first oil port 31 and the second oil port 32 of the manual shift valve 30, and the PD enters the first clutch 11 through the second solenoid valve 24 and the clutch control valve 21, so that the first clutch 11 is in a combined state; the normally open first electromagnetic valve 23 is not electrified to be opened, PD enters the third clutch 13 through the first electromagnetic valve 23 to enable the third clutch 13 to be in a combination state, the normally open third electromagnetic valve 25 is closed, the selection valve 22 is in a fourth valve position under the control of the control end of the normally open third electromagnetic valve 25, the second clutch 12 is communicated with the third electromagnetic valve 25 through the selection valve 22, therefore, the second clutch 12 cannot obtain oil supply and is in a separation state, and the second brake 15 cannot obtain oil supply from the third electromagnetic valve 25 and is in a separation state; the normally closed fourth solenoid valve 26 is not energized in a closed state, so that the first brake valve is in a disengaged state. It follows that when the shift manual valve 30 is in the D3 position, the first clutch 11 and the third clutch 13 are engaged, the remaining clutches and brakes are disengaged, and the transmission is brought into D3.

When the TCU is powered down in the D3 range, the normally closed second solenoid valve 24 is closed, and the first clutch 11 is not supplied with oil and is switched to the disengaged state; the normally open third electromagnetic valve 25 is opened, and the main oil pressure of the oil supply system 40 enters the second clutch 12 through the third electromagnetic valve 25 and the selection valve 22, so that the second clutch 12 is combined; the third clutch 13, the first brake 14 and the second brake 15 are unchanged in the oil passage, and the state is kept unchanged. At this time, the second clutch 12 and the third clutch 13 are engaged, and the remaining clutches and brakes are disengaged, thereby entering an emergency fourth gear state.

When the manual valve 30 is at the D4 position, as shown in fig. 8, the TCU controls all the solenoid valves to be not energized, the clutch control valve 21 is at the second valve position under the control of the control end, the normally closed second solenoid valve 24 is closed, and the first clutch 11 cannot be supplied with oil and is in a disengaged state; the selector valve 22 is in a fourth valve position under the control of the control end, the normally open third electromagnetic valve 25 is opened, the second clutch 12 obtains the main oil pressure of the oil supply system 40 to be in a combined state, and the second brake 15 cannot obtain the oil supply from the selector valve 22 to be in a separated state; the normally open first solenoid valve 23 is opened, and the third clutch 13 is engaged with PD; the normally closed fourth solenoid valve 26 is closed, and the first brake 14 is not supplied with oil and is in a disengaged state. It follows that when the shift manual valve 30 is in the D4 position, the second clutch 12 and the third clutch 13 are engaged, the remaining clutches and brakes are disengaged, and the transmission is shifted into D4. Because all solenoid valves are not electrified in the D4 gear, the power failure of the TCU in the D4 gear does not affect all oil ways, and the emergency four-gear state is directly switched.

When the shift manual valve 30 is at the D5 position, as shown in fig. 9, the TCU controls the first solenoid valve 23 and the second solenoid valve 24 to be energized, the normally open first solenoid valve 23 is closed, and the third clutch 13 cannot obtain PD and is in a disengaged state; the clutch control valve 21 is in a second valve position under the control of the control end, the normally closed second electromagnetic valve 24 is opened, and the first clutch 11 is in a combined state after PD is obtained; the selector valve 22 is in a fourth valve position under the control of the control end, the normally open third electromagnetic valve 25 is opened, the second clutch 12 obtains the main oil pressure of the oil supply system 40 to be in a combined state, and the second brake 15 cannot obtain the oil supply from the selector valve 22 to be in a separated state; the normally closed fourth solenoid valve 26 is closed, and the first brake 14 is not supplied with oil and is in a disengaged state. It follows that when the shift manual valve 30 is in the D5 position, the first clutch 11 and the second clutch 12 are engaged, the remaining clutches and brakes are disengaged, and the transmission is shifted into D5.

When the TCU is powered down in the D5 gear, the normally closed second electromagnetic valve 24 is closed, and the first clutch 11 cannot obtain oil supply and is in a separated state; the normally open first solenoid valve 23 is opened, and the third clutch 13 is brought into a combined state by obtaining the main oil pressure of the oil supply system 40; the third solenoid valve 25, the fourth solenoid valve 26 and the on-off valve 27 remain in the unpowered state, and the first brake 14, the second brake 15 and the second clutch 12 are unchanged in the oil passage, and remain in the unpowered state. At this time, the second clutch 12 and the third clutch 13 are engaged, and the remaining clutches and brakes are disengaged, thereby entering an emergency fourth gear state.

When the shift manual valve 30 is at the D6 position, referring to fig. 10, the TCU controls the first solenoid valve 23 and the fourth solenoid valve 26 to be energized, the normally open first solenoid valve 23 is closed, and the third clutch 13 cannot obtain PD and is in the engaged state; the clutch control valve 21 is in a second valve position under the control of the control end, the normally closed second electromagnetic valve 24 is closed, and the first clutch 11 cannot obtain PD and is in a separation state; the selector valve 22 is in a fourth valve position under the control of the control end, the normally open third electromagnetic valve 25 is opened, the second clutch 12 obtains the main oil pressure of the oil supply system 40 to be in a combined state, and the second brake 15 cannot obtain the oil supply from the selector valve 22 to be in a separated state; the normally closed fourth solenoid valve 26 is opened, and the forward gear oil pressure PD enters the first brake 14 through the fourth solenoid valve 26, so that the first brake 14 is in the engaged state. It can be seen that when the shift manual valve 30 is in the D6 position, the first and second clutches 14, 12 are engaged, the remaining clutches and brakes are disengaged, and the transmission is shifted into D6.

When the TCU is powered down in the D6 range, the energization conditions of the second solenoid valve 24, the third solenoid valve 25 and the switching valve 27 are not changed, so that the oil passages of the first clutch 11, the second clutch 12 and the second brake 15 are not changed, and the first clutch 11, the second clutch 12 and the second brake 15 are all kept in the original state; the normally open first solenoid valve 23 is opened, and the third clutch 13 is brought into a combined state by obtaining the main oil pressure of the oil supply system 40; the normally closed fourth solenoid valve 26 is turned off, and the first brake 14 is switched to the disengaged state without obtaining the oil supply. At this time, the second clutch 12 and the third clutch 13 are engaged, and the remaining clutches and brakes are disengaged, thereby entering an emergency fourth gear state.

It will be appreciated that when the shift manual valve 30 is in the S position, the oil path connection is the same as the D gear, and the shift to the emergency fourth gear can be realized when power is lost, thereby meeting the use requirement.

Thus, referring to fig. 11, the hydraulic system can meet the oil supply requirements of the clutches and the brakes of the automobile in the P gear, the N gear, the R gear, the D1-D6 gear and the S gear, when the TCU power failure occurs in the P gear, the N gear and the R gear of the automobile, the automobile can keep at the gear, the first electromagnetic valve 23 is connected with the forward gear oil pressure PD, the third electromagnetic valve 25 is connected with the output port of the oil supply system 40, the normally open first electromagnetic valve 23 supplies oil to the third clutch 13, the normally open third electromagnetic valve 25 supplies oil to the second brake 15 or the second clutch 12, and the shift manual valve 30 supplies oil to the first clutch 11, so that the automobile can be switched to an emergency fourth gear when the TCU power failure occurs in the D1-D6 gear of the automobile, the automobile can be ensured to continue running, and the adaptability of the automobile to the extreme condition is improved. Meanwhile, the valve position of the selector valve 22 is switched, so that the third electromagnetic valve 25 can supply oil to the second clutch 12 or the second brake 15, one electromagnetic valve is not needed to be respectively configured for the second clutch 12 and the second brake 15, the use of one electromagnetic valve can be reduced, and the purposes of saving cost and reducing the weight of a hydraulic system are achieved.

On the basis of the above configuration, the clutch control valve 21 has a first control end connected to the third oil port 33 of the shift manual valve 30 (left control end of the shift manual valve 30) and a second control end connected to the second oil port 32 of the shift manual valve 30 (right control end of the shift manual valve 30), the selector valve 22 has a third control end connected to the second oil port 32 of the shift manual valve 30 (left control end of the selector valve 22) and a fourth control end connected to the on-off valve 27 (right control end of the selector valve 22), and springs are connected to both the first control end of the clutch control valve 21 and the fourth control end of the selector valve 22. Specifically, the first control end of the clutch control valve 21 receives the oil pressure from the third port 33 of the shift manual valve 30, a rightward force Fr1 is generated on the clutch control valve 21, a spring mounted on the left side of the clutch control valve 21 applies a rightward force Ft1 to the clutch control valve 21, the second control end of the clutch control valve 21 receives the oil pressure from the second port 32 of the shift manual valve 30, a leftward force Fl1 is generated on the clutch control valve 21, and when fr1+ft1 is greater than or equal to Fl1, the clutch control valve 21 is in the first valve position (i.e., left position), and the first clutch 11 is in communication with the third port 33 of the shift manual valve 30; when fr1+ft1 is smaller than Fl1, the clutch control valve 21 is in the second valve position (i.e., right position), and the first clutch 11 communicates with the second solenoid valve 24. Thus, when the shift manual valve 30 is in the R position, the oil pressure PR acts on the first control end of the clutch control valve 21, the clutch control valve 21 is in the first valve position, and the oil pressure PR supplies oil to the first clutch 11; when the shift manual valve 30 is in the D position, the oil pressure PD acts on the second control end of the clutch control valve 21, the clutch control valve 21 is in the second valve position, and the oil pressure PD supplies oil to the first clutch 11. Similarly, the third control end of the selector valve 22 receives the oil pressure from the second oil port 32 of the shift manual valve 30, generates a right-direction force Fr2 to the clutch control valve 21, the fourth control end of the selector valve 22 receives the oil pressure from the on-off valve 27, generates a left-direction force Fl2 to the selector valve 22, and the spring mounted on the left side of the clutch control valve 21 applies a left-direction force Ft2 to the clutch control valve 21, and when Fr2 is greater than fl2+ft2, the selector valve 22 is in the fourth valve position (i.e., left position), and the second clutch 12 communicates with the third electromagnetic valve 25; when Fr2 is less than or equal to fl2+ft2, the selector valve 22 is in the third valve position (i.e., right position), and the second brake 15 communicates with the third solenoid valve 25. Of course, in other embodiments, control of the clutch control valve 21 and the brake control valve may be achieved in other manners, so long as the functions of the present invention can be achieved, and will not be described herein.

Preferably, the oil supply system 40 includes a first hydraulic pump, a second hydraulic pump and a suction filter 43, the first hydraulic pump is a mechanical pump, the second hydraulic pump is an electronic pump, one end of the suction filter 43 is connected to the first hydraulic pump and the second hydraulic pump, the other end of the suction filter 43 is connected to an oil pan, the oil pressure output by the first hydraulic pump 41 is the main oil pressure of the oil supply system 40, the oil pressure is provided for each clutch and each brake through each oil path as required, and the output port of the first hydraulic pump 41 is connected to the first oil port 31 and the third electromagnetic valve 25 of the gear shifting manual valve 30.

Further preferably, the pressure regulating system 50 includes a main pressure valve 51, a pressure reducing valve 52, a secondary pressure regulating valve 53, and a first pilot electromagnetic valve 54, the main pressure valve 51 having an input port, an output port, an oil return port connected to the oil pan, a control port, and a feedback port, the input port of the main pressure valve 51 being connected to the output port of the first hydraulic pump 41, the control port of the main pressure valve 51 being connected to the output port of the first hydraulic pump 41 through an orifice; the pressure reducing valve 52 has an input port, an output port and an oil return port connected to the oil pan, the input port of the pressure reducing valve 52 is connected to the output port of the first hydraulic pump 41, and the output port of the pressure reducing valve 52 is connected to the on-off valve 27 and the control end of the pressure reducing valve 52; the secondary pressure regulating valve 53 also has an input port, an output port, an oil return port connected to the oil pan, a control port and a feedback port, the input port of the secondary pressure regulating valve 53 is connected to the output port of the main pressure valve 51, the control port of the secondary pressure regulating valve 53 is communicated with the output port of the main pressure valve 51 through an orifice, and the main function of the pressure regulating system 50 is to adjust the main oil pressure according to different oil pressure requirements of each component, and then provide the main oil pressure to each component through each oil path. The first pilot electromagnetic valve 54 has an input port, an output port and an oil return port connected to the oil pan, the input port of the first pilot electromagnetic valve 54 is connected to the output port of the relief valve 52, the output port of the first pilot electromagnetic valve 54 is connected to the feedback end of the main pressure valve 51 and the feedback end of the secondary pressure regulating valve 53 through orifices, and the first pilot electromagnetic valve 54 realizes valve position switching control of the main pressure valve 51 and the secondary pressure regulating valve 53 by controlling the feedback ends of the main pressure valve 51 and the secondary pressure regulating valve 53 to co-act with the control ends of the main pressure valve 51 and the secondary pressure regulating valve 53.

As a preferred embodiment, referring to fig. 1, the hydraulic system of the automatic transmission of the present invention further includes a start-stop control valve 80, where the start-stop control valve 80 has a plurality of oil ports, a fifth valve position (e.g., a left position of the start-stop control valve 80 in fig. 1), a sixth valve position (e.g., a right position of the start-stop control valve 80 in fig. 1), and a control end for controlling the valve positions and being connected to an output port of the pressure reducing valve 52, where the start-stop control valve 80 is in the fifth valve position such that the first electromagnetic valve 23 supplies oil to the third clutch 13, where the start-stop control valve 80 is in the sixth valve position such that the second hydraulic pump 42 supplies oil to the third clutch 13, where the start-stop control valve 80 is connected to the oil pan through a check valve, and where the opening pressure of the check valve is greater than a minimum pressure required to keep the third clutch 13 engaged. In the present embodiment, the start-stop control valve 80 has five ports, a fourth port 81 of the start-stop control valve 80 is communicated with an output port of the second hydraulic pump 42 through a back pressure valve that allows only one-way flow of oil from the second hydraulic pump 42 to the fourth port 81, a fourth port 81 of the start-stop control valve 80 is communicated with an oil pan through a one-way valve that allows only one-way flow of oil from the fourth port 81 to the oil pan, a fifth port 82 of the start-stop control valve 80 is connected to the third clutch 13, a sixth port 83 of the start-stop control valve 80 is connected to the first solenoid valve 23, a control end of the start-stop control valve 80 is connected to the pressure reducing valve 52, and the start-stop control valve 80 is provided with a spring at the other end opposite to the control end thereof. Thus, when the automobile normally runs, the acting force exerted by the oil pressure output by the pressure reducing valve 52 on the start-stop control valve 80 is larger than the acting force of the spring, the start-stop control valve 80 is in a fifth valve position, and the fifth oil port 82 and the sixth oil port 83 of the start-stop control valve 80 are connected, so that the first electromagnetic valve 23 supplies oil to the third clutch 13; after braking, the engine stops working, the acting force of the output oil pressure of the pressure reducing valve 52 on the start-stop control valve 80 is smaller than the acting force of a spring, the start-stop control valve 80 is switched to a sixth valve position, the fourth oil port 81 and the fifth oil port 82 of the start-stop control valve 80 are communicated, the second hydraulic pump 42 supplies oil to the third clutch 13, the third clutch 13 is kept in a combined state, and when the engine is restarted, the third clutch 13 does not need to be refilled with oil, and the vehicle can start quickly. The opening pressure of the one-way valve between the fourth oil port 81 and the oil pan is slightly larger than the minimum pressure required by the combination of the third clutch 13, so that the combination of the third clutch 13 can be ensured when the second oil pressure pump 42 supplies oil to the third clutch 13, and meanwhile, when the output pressure of the second oil pressure pump 42 is overlarge, the excessive oil pressure is discharged to the oil pan through the one-way valve, and the output oil pressure of the second oil pressure pump 42 is ensured not to be too high.

Preferably, the hydraulic system further comprises a torque converter control system 60, the torque converter control system 60 comprises a torque converter 61, a relay valve 63, a torque converter control valve 62 and a second pilot solenoid valve 64, the torque converter 61 has an input port and an output port, the torque converter control valve 62 has an input port connected to the output port of the main pressure valve 51, an output port connected to the relay valve 63, an oil return port connected to the oil pan, two feedback ends respectively connected to the input port and the output port of the torque converter 61, a control end, the torque converter control valve 62 has a seventh valve position (such as the lower position of the torque converter control valve 62 in fig. 1) with its output port connected to the input port, and an eighth valve position (such as the upper position of the torque converter control valve 62 in fig. 1) with its output port connected to the oil return port, the relay valve 63 has a ninth valve position (such as the lower position of the relay valve 63 in fig. 1), a tenth valve position (such as the upper position of the relay valve 63 in fig. 1) and a control end for controlling the valve position, and the relay valve 63 is in communication with the torque converter control end of the main pressure valve 61 when the relay valve 63 is in the second position, the torque converter control valve is in the state, and the relay valve is in communication with the output port of the valve control valve 63 is in the first valve control end and the state, the valve is in the state; the control ends of the relay valve 63 and the torque converter control valve 62 are connected to the oil pan when the second pilot solenoid valve 64 is not energized, and the control ends of the relay valve 63 and the torque converter control valve 62 are connected to the output port of the pressure reducing valve 52 when the second pilot solenoid valve 64 is energized. The hydraulic system further comprises a lubrication system 70, the lubrication system 70 preferably comprising a cooler 71, a fine filter 72, a first bypass valve 73 arranged in parallel with the cooler 71, a second bypass valve 74 arranged in parallel with the fine filter 72, a number of orifices, which are arranged in series, the relay valve 63 in a ninth valve position causes the input of the cooler 71 to communicate with the output of the torque converter 61, and the relay valve 63 in a tenth valve position causes the input of the cooler 71 to communicate with the output of the secondary pressure regulating valve 53.

Referring to fig. 12, when the torque converter 61 is in the unlocked state, the second pilot electromagnetic valve 64 is not energized, the relay valve 63 is in the ninth valve position under the action of the spring, the output port of the main pressure valve 51 is communicated with the input port of the torque converter 61, the oil pressure output by the main pressure valve 51 enters the torque converter 61 from the input port of the torque converter 61, circulates between the turbine, the stator and the pump of the torque converter 61, and the torque converter 61 operates. Meanwhile, when the torque converter 61 works, heat is generated, part of oil entering the torque converter 61 enters the cooler 71 through an output port of the torque converter 61, the oil enters the fine filter 72 for filtering after being cooled in the cooler 71, and then flows are distributed through a plurality of orifices to be used for cooling and lubricating parts such as shaft teeth, gears and friction plates of the transmission. The cooler 71 is provided with a first bypass valve 73 in parallel, and the fine filter 72 is provided with a second bypass valve 74 in parallel, so that the flow can be split when the resistance of the cooler 71 or the fine filter 72 is excessive, and sufficient oil can be ensured to enter the transmission through the throttle hole for lubrication.

When the second pilot electromagnetic valve 64 is energized, as shown in fig. 13 and 14, the second pilot electromagnetic valve 64 is opened, the output oil pressure of the pressure reducing valve 52 reaches the control end of the relay valve 63 through the second pilot electromagnetic valve 64, so that the relay valve 63 is switched to the tenth valve position, the output port of the main pressure valve 51 is communicated with the output port of the torque converter 61, the output oil pressure of the main pressure valve 51 enters the piston chamber of the lockup clutch of the torque converter 61 from the output port of the torque converter 61, the oil pressure for lockup the torque converter 61 is generated, the output flow rate of the second pilot electromagnetic valve 64 is smaller, the torque converter control valve 62 is still in the seventh valve position, and the torque converter control system 60 is in the lockup stage one. The lockup oil pressure also acts on the feedback end of the torque converter control valve 62 connected to the output port of the torque converter 61, and applies a biasing force F to the torque converter control valve 62 _f While the torque converter control valve 62 is still at the seventh valve position, the oil pressure of the main pressure valve 51 enters the output port of the torque converter 61 through the torque converter control valve 62, and the oil pressure for unlocking the torque converter 61 is generated, and the feedback end of the torque converter control valve 62 connected to the input port of the torque converter 61 receives the acting force F of the unlock oil pressure _b The control end of the torque converter control valve 62 receives the acting force F of the output oil pressure of the second pilot electromagnetic valve 64 _a The force of the spring against the torque converter control valve 62 is F _{Spring force} Equation of force applied to valve element of torque converter control valve 62 is F _a +F _b ＝F _f +F _{Spring force} Due to the force F of the spring _{Spring force} Very small, F in formula _{Spring force} Essentially negligible, the equation may become F _a ＝F _f -F _b By controlling the output oil pressure of the second pilot solenoid valve 64, F can be controlled _a Namely, the pressure difference between the locking oil pressure and the unlocking oil pressure is controlled, so that smoothness of locking control is realized. After the torque converter 61 is completely closed, the torque converter control valve 62 is switched to the eighth valve position, and the input port of the torque converter 61 is connected to the oil return port of the torque converter control valve 62, so that the unlock oil pressure is released.

As a preferred embodiment, the cooler 71, the fine filter 72, the first bypass valve 73 and the second bypass valve 74 are integrally formed, so as to reduce the volume and weight and save the space.

Further preferably, the first electromagnetic valve 23, the second electromagnetic valve 24, the third electromagnetic valve 25, the fourth electromagnetic valve 26, the first pilot electromagnetic valve 54 and the second pilot electromagnetic valve 64 are all three-way proportional valves, and the oil pressure of the output ends of the three-way proportional valves can be controlled linearly by controlling the magnitude of current, so that smoothness of gear shifting and locking control can be realized.

On the basis of the above structure, the first solenoid valve 23, the second solenoid valve 24, the third solenoid valve 25, the fourth solenoid valve 26, the first pilot solenoid valve 54, the second pilot solenoid valve 64, the on-off valve 27, the selector valve 22, the pressure reducing valve 52, the first hydraulic pump and the suction filter 43 are all provided with oil return ports connected to the oil pan, back pressure valves are respectively arranged between the first solenoid valve 23, the second solenoid valve 24, the third solenoid valve 25, the fourth solenoid valve 26, the selector valve 22, the first hydraulic pump and the oil pan, the first brake 14, the first clutch 11, the third clutch 13, the first pilot solenoid valve 54, the selector valve 22 and the shift manual valve 30 are respectively connected with accumulators, the back pressure valves have throttling effect on hydraulic oil of each oil passage, the oil pressure stability of the clutches and the brakes is ensured, the accumulators are used for storing a small amount of pressure oil, the pressure oil rapidly enters the relevant clutches or the brakes during shifting, the pressure fluctuation of the delivered oil pressure is absorbed and the pressure fluctuation of the oil pressure is smoothed during shifting, the shifting process is ensured, and the steering performance of the vehicle is improved.

In summary, the hydraulic system of the manual-automatic transmission can realize that when the electric control system fails or fails, part of clutches and brakes still are in working states, so that the automobile is switched to an emergency four-gear or an emergency R-gear, the driving safety of the automobile is ensured, the use of one electromagnetic valve can be reduced, and the purposes of simplifying the system structure, saving the manufacturing cost and reducing the weight of the system are achieved. In addition, the control of the torque converter and the lubrication of the transmission can be realized, the smoothness of locking control of the locking device is ensured, the start-stop control is realized, and the vehicle can be started quickly when the engine is restarted, so that the torque converter and the transmission have higher application and popularization values.

The foregoing is merely a preferred embodiment of the present invention, and it should be noted that modifications and substitutions can be made by those skilled in the art without departing from the technical principles of the present invention, and these modifications and substitutions should also be considered as being within the scope of the present invention.

Claims

1. A hydraulic system of an automatic manual transmission comprises an oil supply system, a pressure regulating system, a plurality of hydraulic friction engagement devices which are mutually combined to establish gears of the automatic transmission, a control valve device for controlling the combination state of the hydraulic friction engagement devices, and a gear shifting manual valve for adjusting the state of the control valve device and having a parking gear, a reverse gear, a neutral gear and a forward gear;

The hydraulic friction engagement device is characterized by comprising a first clutch, a second clutch, a third clutch, a first brake and a second brake;

the first oil port of the gear shifting manual valve is connected with an oil supply system, the second oil port of the gear shifting manual valve is connected with the first electromagnetic valve, the second electromagnetic valve and the fourth electromagnetic valve, and the third oil port of the gear shifting manual valve is connected with the clutch control valve;

The first brake is communicated with the fourth electromagnetic valve, the third clutch is communicated with the first electromagnetic valve, the third electromagnetic valve is connected with the oil supply system, and the switch valve is connected with the pressure regulating system;

the forward gears comprise a D1 gear, a D2 gear, a D3 gear, a D4 gear, a D5 gear and a D6 gear, the second brake is in an operating state when the automobile is in a parking gear and a neutral gear, the first clutch and the second brake are in an operating state when the automobile is in a reverse gear, the third clutch and the second brake are in an operating state when the automobile is in a D1 gear, the third clutch and the first brake are in an operating state when the automobile is in a D2 gear, the first clutch and the third clutch are in an operating state when the automobile is in a D3 gear, the second clutch and the third clutch are in an operating state when the automobile is in a D4 gear, and the first clutch and the second clutch are in an operating state when the automobile is in a D5 gear, and the second clutch and the first brake are in an operating state when the automobile is in a D6 gear.

2. The hydraulic system of the automated manual transmission of claim 1, wherein the clutch control valve has a first control end connected to a third port of the manual shift valve and a second control end connected to a second port of the manual shift valve; the selector valve is provided with a third control end connected with a second oil port of the gear shifting manual valve and a fourth control end connected with the switch valve;

3. The hydraulic system of an automated manual transmission according to claim 1, wherein the oil supply system comprises a first hydraulic pump, a second hydraulic pump, and a suction filter, the first hydraulic pump being a mechanical pump, the second hydraulic pump being an electronic pump;

one end of the suction filter is connected with the first hydraulic pump and the second hydraulic pump, and the other end of the suction filter is connected with the oil pan.

4. The hydraulic system of an automated manual transmission according to claim 3, wherein the pressure regulating system comprises a main pressure valve, a relief valve, a secondary pressure regulating valve, and a first pilot solenoid valve, each of the main pressure valve, the relief valve, the secondary pressure regulating valve, and the first pilot solenoid valve having an input port, an output port, and an oil return port, each of the main pressure valve and the secondary pressure regulating valve having a control end and a feedback end;

5. The hydraulic system of the automated manual transmission of claim 4, further comprising a start-stop control valve having a plurality of oil ports, a fifth valve position, a sixth valve position, and a control end for controlling the valve positions and connected to an output port of the pressure reducing valve, the start-stop control valve in the fifth valve position causing the first solenoid valve to supply oil to the third clutch, the start-stop control valve in the sixth valve position causing the second hydraulic pump to supply oil to the third clutch;

the start-stop control valve is connected to the oil pan through a one-way valve having a cracking pressure greater than a minimum pressure required to maintain engagement of the third clutch.

6. The hydraulic system of the automated manual transmission of claim 4, further comprising a torque converter control system including a torque converter, a relay valve, a torque converter control valve, and a second pilot solenoid valve;

The torque converter has an input port and an output port;

7. The hydraulic system of an automated manual transmission according to claim 6, further comprising a lubrication system comprising a cooler, a fine filter, a first bypass valve disposed in parallel with the cooler, a second bypass valve disposed in parallel with the fine filter, and a plurality of orifices disposed in series;

And when the relay valve is in the ninth valve position, the input port of the cooler is communicated with the output port of the torque converter, and when the relay valve is in the tenth valve position, the input port of the cooler is communicated with the output port of the secondary pressure regulating valve.

8. The hydraulic system of an automated manual transmission according to claim 7, wherein the cooler, the fine filter, the first bypass valve, and the second bypass valve are of unitary construction.

9. The hydraulic system of an automated manual transmission according to claim 6, wherein the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, and the first and second pilot solenoid valves are three-way proportional valves.

10. The hydraulic system of the automated manual transmission according to claim 6, wherein the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the second pilot solenoid valve, the on-off valve, the selector valve, the first hydraulic pump, and the suction filter are each provided with an oil return port connected to an oil pan, and back pressure valves are provided between the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the selector valve, the first hydraulic pump, and the oil pan, respectively;

The first brake, the first clutch, the third clutch, the first pilot electromagnetic valve, the selection valve and the gear shifting manual valve are respectively connected with an energy accumulator.