CN109505973B - Hydraulic control system of automatic transmission - Google Patents
Hydraulic control system of automatic transmission Download PDFInfo
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- CN109505973B CN109505973B CN201811446188.7A CN201811446188A CN109505973B CN 109505973 B CN109505973 B CN 109505973B CN 201811446188 A CN201811446188 A CN 201811446188A CN 109505973 B CN109505973 B CN 109505973B
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4165—Control of cooling or lubricating
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2051—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with eight engaging means
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention relates to a hydraulic control system, in particular to an automatic transmission hydraulic control system. The invention provides an automatic transmission hydraulic control system for realizing accurate control of various gears of a vehicle, which aims to solve the technical problems of complex existing hydraulic control systems and long response time. The hydraulic control system of the automatic transmission comprises an oil groove, an oil supply circuit for providing oil to other devices to control the work of each device, a main pressure oil circuit, a gear shifting control system for controlling a clutch and a brake, a cooling and lubricating oil circuit for cooling the clutch and the brake, and a torque converter and a retarder oil circuit for providing control oil to the retarder and the torque converter. The invention can realize the control of two clutches and four brakes, nine forward gears and one reverse gear, and has compact structure and simple and rapid gear control.
Description
Technical Field
The invention relates to a hydraulic control system, in particular to an automatic transmission hydraulic control system.
Background
The hydraulic automatic transmission is light and simple to operate, has good self-adaptability, can greatly reduce labor intensity, can reduce impact on the whole vehicle transmission system, and is mainly realized by a hydraulic system in a control part. Wherein control of the system main oil pressure is related to the efficiency of the transmission; the control of the gear shifting actuating mechanism is closely related to the comfort and safety of the whole vehicle. The existing hydraulic control system comprises a plurality of interlocking valves or valve groups with the same functional effect, and the clutch and the brake are controlled through mutual linkage and cooperation among the valves or the valve groups so as to realize gear change or limp home.
Disclosure of Invention
The invention aims to solve the technical problems of complex and long response time of the existing hydraulic control system, and provides an automatic transmission hydraulic control system which is used for accurately controlling gears of a vehicle.
The technical scheme of the invention is as follows:
the hydraulic control system of the automatic transmission is characterized in that: the device comprises an oil groove, an oil supply circuit, a main pressure circuit, a gear shifting control system, a cooling lubrication circuit, a torque converter and a retarder circuit;
the oil inlet of the oil supply circuit is connected with the oil groove, the oil outlet of the oil supply circuit is connected with the main pressure circuit and provides oil to the main pressure circuit, so that oil is provided for other devices to control the work of all devices; the gear shifting control system comprises a gear shifting control device, a pressure reducing valve and a control oil way, wherein the oil supply oil way supplies oil to the control oil way, and the pressure reducing valve is arranged between the control oil way and the oil supply oil way; the gear shifting control device comprises a first gear shifting control unit for controlling a clutch C1, a second gear shifting control unit for controlling a C2 clutch, a third gear shifting control unit for controlling a B1 brake, a fourth gear shifting control unit for controlling a B2 brake, a fifth gear shifting control unit for controlling a B3 brake, a sixth gear shifting control unit for controlling an in port of a B4 brake and a seventh gear shifting control unit for controlling an out port of the B4 brake, wherein the in port and the out port are arranged to jointly control the B4 brake, so that only one control port is needed when the pressure is smaller, the two control ports jointly control the B4 brake when the pressure is larger, all the gear shifting control units are identical in structure and comprise a proportional solenoid valve, a hydraulic proportional valve and a buffer, the outlet of the proportional solenoid valve is connected with the control end of the hydraulic proportional valve, the drain port of the proportional solenoid valve is communicated with an oil groove, the buffer is arranged between the proportional solenoid valve and the hydraulic proportional valve, the drain port of the buffer is connected with an inlet of the hydraulic proportional valve of the oil groove, the hydraulic proportional valve is connected with a main pressure oil way, the outlet of the hydraulic proportional valve is connected with the corresponding clutch or the drain port of the hydraulic proportional valve is connected with the hydraulic proportional valve; an oil inlet of the cooling lubricating oil circuit is connected with a control oil circuit, and an outlet of the cooling lubricating oil circuit is connected with a brake and is used for cooling the clutch and the brake; the torque converter and retarder oil circuit is connected with the oil supply oil circuit and is used for controlling the pressure and flow of oil flowing to the torque converter and retarder and providing controllable pressure oil for the retarder and the torque converter, so that the torque converter and the retarder work.
Further, the shift control system further includes a limp home control portion; the limp home control part comprises an electric control switch valve, a hydraulic control reversing valve, a manual reversing valve, a first shuttle valve, a second shuttle valve, a third shuttle valve and a limp home control oil way; the limp home control oil way is connected with an outlet of the manual reversing valve; an inlet of the electric control switch valve is connected with a control oil way, an outlet of the electric control switch valve is connected with a control end of the hydraulic control reversing valve, and an oil drain port of the electric control switch valve is connected with an oil groove; an inlet of the hydraulic control reversing valve is connected with a control oil way, an outlet of the hydraulic control reversing valve is connected with an inlet of the manual reversing valve, and an oil drain port of the hydraulic control reversing valve is connected with an oil groove; the first shuttle valve is arranged between the proportional electromagnetic valve of the third gear shifting control unit and the buffer, and is simultaneously connected with the limp home control oil way; the second shuttle valve is arranged between the proportional electromagnetic valve of the sixth gear shifting control unit and the buffer, and is simultaneously connected with the limp home control oil way; the third shuttle valve is arranged between the proportional electromagnetic valve of the seventh gear shifting control unit and the buffer, and is simultaneously connected with the limp home control oil way; and an oil drain port of the manual reversing valve is connected into the oil groove.
Further, the cooling and lubricating oil way comprises a first oil cooler, a second oil cooler, a cooling oil way electromagnetic reversing valve, a first hydraulic control switch valve, a second hydraulic control switch valve, a third hydraulic control switch valve, a fourth hydraulic control switch valve, a fifth hydraulic control switch valve and a sixth hydraulic control switch valve; the control ends of the first hydraulic control switch valve, the second hydraulic control switch valve, the third hydraulic control switch valve, the fourth hydraulic control switch valve, the fifth hydraulic control switch valve and the sixth hydraulic control switch valve are connected with the retarder pressure regulating valve, and oil drain ports of the first hydraulic control switch valve, the second hydraulic control switch valve, the third hydraulic control switch valve, the fourth hydraulic control switch valve, the fifth hydraulic control switch valve and the sixth hydraulic control switch valve are connected with an oil groove; an inlet of the cooling oil circuit electromagnetic reversing valve is connected with the control oil circuit, an oil drain port of the cooling oil circuit electromagnetic reversing valve is connected with the oil groove, and an outlet of the cooling oil circuit electromagnetic reversing valve is connected with a control end of the first hydraulic control switch valve; the control end of the second hydraulic control switch valve is connected with the outlet of the third gear shifting control unit, the control end of the third hydraulic control switch valve is connected with the outlet of the fourth gear shifting control unit, the control end of the fourth hydraulic control switch valve is connected with the outlet of the fifth gear shifting control unit, and the control end of the fifth hydraulic control switch valve is connected with the outlet of the sixth gear shifting control unit; the cooling oil circuit electromagnetic directional valve independently controls clutch cooling oil circuits of the hydraulic control switch valve to the C1 clutch and the C2 clutch, the second hydraulic control switch valve controls a B1 cooling oil circuit to the B1 brake, the third hydraulic control switch valve controls a B2 cooling oil circuit to the B2 brake, the fourth hydraulic control switch valve controls a B3 cooling oil circuit to the B3 brake, and the fifth hydraulic control switch valve controls a B4 cooling oil circuit to the B4 brake.
Further, the oil supply way comprises a first one-way valve, a first filter, an oil pump, an overflow valve, a second filter, a second one-way valve, a system pressure regulating valve and a main oil way control electromagnetic valve, wherein the first one-way valve and the first filter are arranged in parallel between the oil pump and the oil tank and are used for removing large-size pollutants in the oil tank; the second one-way valve and the second filter are arranged behind the oil pump outlet in parallel and used for ensuring the cleanliness of oil entering the gear shifting control oil circuit; the overflow valve is arranged between the oil pump and the second filter; the system pressure regulating valve is arranged between the oil supply oil way and the control oil way; the main oil way control electromagnetic valve is arranged between the system pressure regulating valve and the control oil way and is used for regulating the working pressure of the system pressure regulating valve.
Further, the torque converter and retarder oil path comprises an eighth proportional electromagnetic valve, an eighth hydraulic control proportional valve, a TC flow control valve, a TC pressure regulating valve, a retarder oil inlet path, a retarder oil outlet path, a retarder pressure regulating valve, a torque converter oil inlet path and a lockup clutch oil path; the locking clutch oil way is connected with the oil supply oil way; an inlet of the eighth proportional electromagnetic valve is connected with a control oil way, an oil drain port of the eighth proportional electromagnetic valve is connected with an oil groove, an outlet of the eighth proportional electromagnetic valve is connected with a control end of the eighth hydraulic control proportional valve, and the opening of the eighth hydraulic control proportional valve is controlled; an inlet of the eighth hydraulic control proportional valve is connected with a lockup clutch oil way, an oil drain port of the eighth hydraulic control proportional valve is connected with an oil groove, and an outlet of the eighth hydraulic control proportional valve is used for connecting an external lockup clutch so as to control oil in the lockup clutch oil way to be led to the lockup clutch; the TC flow control valve is connected with an outlet of the system pressure regulating valve, the TC flow control valve is used for being connected with an external hydraulic torque converter and a locking clutch, the TC flow control valve is connected with the TC pressure regulating valve, and an oil drain port of the TC flow control valve is connected with the oil groove; the TC pressure regulating valve is connected with an oil inlet circuit of the torque converter, the oil inlet circuit of the torque converter is connected with an outlet of the system pressure regulating valve, the TC pressure regulating valve is connected with a pressure regulating valve of the retarder, and an oil drain port of the TC pressure regulating valve is connected with the oil groove; the retarder oil inlet oil duct and the retarder oil outlet oil duct are connected with the retarder pressure regulating valve, an oil drain port of the retarder pressure regulating valve is connected with the oil groove, and a control port of the retarder pressure regulating valve is connected with the control oil way; the TC flow control valve and the TC pressure regulating valve are self-feedback control transposition of the system, so that the functions of regulating flow and pressure are achieved; the pressure regulating valve of the retarder also controls the self reversing of the retarder by the self-fed oil liquid, so as to achieve the effect of regulating the pressure.
Further, the oil supply oil way further comprises a main oil way electromagnetic reversing valve and a connecting retarder; the main oil way electromagnetic reversing valve is arranged between the second filter and the system pressure regulating valve, the outlet of the main oil way electromagnetic reversing valve is connected with an external TO power takeoff, and the oil drain port of the main oil way electromagnetic reversing valve is connected with the oil groove; the connecting retarder is arranged between the oil supply oil way and the control oil way.
Further, the oil supply oil way further comprises a recirculation oil way, one end of the recirculation oil way is simultaneously connected with the outlet ends of the system pressure regulating valve, the TC pressure regulating valve and the sixth hydraulic control switch valve, and the other end of the recirculation oil way is connected between the first filter and the oil pump.
Further, the gear shift control system further comprises a back pressure valve, the inlets of the hydraulic control proportional valves of the first gear shift control unit, the second gear shift control unit, the third gear shift control unit, the fourth gear shift control unit, the fifth gear shift control unit, the sixth gear shift control unit and the seventh gear shift control unit are communicated and then connected with the back pressure valve, and the back pressure valve is connected with the oil groove.
Further, the cooling and lubricating oil way further comprises a clutch cooling and lubricating oil way, and one end of the clutch cooling and lubricating oil way is communicated and connected with inlets of the first hydraulic control switch valve, the second hydraulic control switch valve, the third hydraulic control switch valve, the fourth hydraulic control switch valve and the fifth hydraulic control switch valve; and the other end of the oil tank is used for leading the excessive oil to a cooling and lubricating oil path of the mechanical body of the speed changer.
Further, a control oil path throttling hole is arranged between an oil path and a control oil path communicated with each gear shift control unit of the gear shift control system, a torque converter oil path throttling hole is arranged in parallel by the TC pressure regulating valve, a retarder oil path throttling hole is arranged in parallel between a retarder oil inlet oil path and a retarder pressure regulating valve, and a lubricating oil path throttling hole is arranged on a cooling lubricating oil path of the mechanical body of the speed changer.
The invention has the beneficial effects that:
1. according to the invention, through the independent control of the gear shifting control system on each clutch and each brake, the gear control is realized, the system is simplified, and the response time is shortened;
2. according to the invention, the oil supply circuit, the gear shift control system, the cooling lubrication circuit, the torque converter and the retarder circuit are arranged, the oil circuits are mutually matched, automatic speed change can be completed, and the control system is relatively simple;
3. according to the invention, the gear shifting control system is provided with the plurality of control units, so that the control of two clutches and four brakes can be realized, nine forward gears and one reverse gear are realized, the structure is compact, and the gear control is simple and rapid;
4. according to the invention, the limp home control part is arranged in the gear shifting control system, when power failure occurs, the system starts the manual reversing valve, and the hydraulic system can immediately change to the 1-gear limp home mode to continue working, so that the vehicle can rapidly leave a dangerous area, and the safety of the whole vehicle is improved;
5. According to the invention, the control of the main oil pressure is self feedback control, and the control of the gear shifting executing mechanism is one-to-one control, so that the hydraulic control is simple and the response is rapid;
6. according to the invention, the control valves are arranged on the cooling and lubricating oil paths, so that the cooling and lubricating oil is selectively lubricated by the control valves, when the brake is connected, the brake is independently cooled, the dragging loss caused by non-connection is reduced, the cooling flow is from the lubricating oil paths, when the piston acts, the pressure is controlled to operate, the dragging loss is effectively reduced, the power is saved, and the efficiency is improved.
Drawings
FIG. 1 is a schematic illustration of an automatic transmission hydraulic control system of the present invention;
FIG. 2 is an enlarged view of a portion of FIG. 1 at A;
FIG. 3 is an enlarged view of a portion at B of FIG. 1;
FIG. 4 is an enlarged view of a portion of FIG. 1 at C;
reference numerals illustrate:
1-an oil tank, 2-a first check valve, 3-a first filter, 4-an oil pump, 5-an overflow valve, 6-a second filter, 7-a second check valve, 8-a system pressure regulating valve, 9-a main oil path control solenoid valve, 10-a pressure reducing valve, 11-a main oil path solenoid directional valve, 12-a connection retarder, 13-an electric control switching valve, 14-a pilot operated directional valve, 15-a manual directional valve, 16-a control oil path orifice, 17-a back pressure valve, 18-a first proportional solenoid valve, 19-a first buffer, 20-a first pilot operated proportional valve, 21-a second proportional solenoid valve, 22-a second buffer, 23-a second pilot operated proportional valve, 24-a third proportional solenoid valve, 25-a third buffer, 26-a third pilot operated proportional valve, 27-fourth proportional solenoid valve, 28-fourth damper, 29-fourth pilot-operated proportional valve, 30-fifth proportional solenoid valve, 31-fifth damper, 32-fifth pilot-operated proportional valve, 33-sixth proportional solenoid valve, 34-sixth damper, 35-sixth pilot-operated proportional valve, 36-seventh proportional solenoid valve, 37-seventh damper, 38-seventh pilot-operated proportional valve, 39-first shuttle valve, 40-second shuttle valve, 41-third shuttle valve, 42-C1 clutch, 43-C2 clutch, 44-B1 brake, 45-B2 brake, 46-B3 brake, 47-B4 brake, 48-eighth proportional solenoid valve, 49-eighth pilot-operated proportional valve, 50-torque converter, 51-lockup clutch, 52-TC flow control valve, 53-TC pressure regulating valve, 54-torque converter oil passage orifice, 55-retarder oil passage orifice, 56-retarder oil inlet passage, 57-retarder oil outlet passage, 58-retarder pressure regulating valve, 59-first oil cooler, 60-second oil cooler, 61-cooling oil passage electromagnetic reversing valve, 62-first pilot operated switching valve, 621-clutch cooling oil passage, 63-second pilot operated switching valve, 631-B1 cooling oil passage, 64-third pilot operated switching valve, 641-B2 cooling oil passage, 65-fourth pilot operated switching valve, 651-B3 cooling oil passage, 66-fifth pilot operated switching valve, 661-B4 cooling oil passage, 67-lubrication oil passage orifice, 68-sixth pilot operated switching valve, 69-transmission machine body cooling lubrication oil passage, 70-power take-off, 71-recirculation oil passage, 72-main pressure oil passage, 73-control oil passage, 74-limp home control oil passage, 75-torque converter oil inlet passage, 76-lockup clutch cooling oil passage, 77-clutch cooling oil passage.
Detailed Description
The invention is described in detail below with reference to the drawings and the specific embodiments.
As shown in fig. 1, 2, 3 and 4, the hydraulic control system for an automatic transmission according to the embodiment of the present invention includes an oil tank 1, an oil supply path, a main pressure path 72, a gear shift control system, a cooling lubrication path, a torque converter and a retarder path; the oil inlet of the oil supply passage is connected with the oil groove 1, the oil outlet is connected with the main pressure oil passage 72 and supplies oil to the main pressure oil passage 72, so that oil is supplied to other devices to control the work of all devices; the gear shifting control system is used for controlling the clutch and the brake; the cooling lubricating oil way is used for cooling the clutch and the brake; the torque converter and the retarder oil way are used for providing control oil for the retarder and the torque converter to control the work of the retarder and the torque converter.
The oil supply circuit comprises a first check valve 2, a first filter 3, an oil pump 4, an overflow valve 5, a second filter 6, a second check valve 7, a system pressure regulating valve 8 and a main circuit control electromagnetic valve 9 (the main circuit control electromagnetic valve 9 is normally in an electrified state, namely, the valve is normally in an electrified state and is in an open state when the power is off), a main circuit electromagnetic reversing valve 11, a connecting retarder 12 and a recirculation circuit 71; the oil inlet of the oil supply way is connected with the oil groove 1, the oil outlet is connected with the main pressure oil way 72, and the first one-way valve 2 and the first filter 3 are arranged between the oil pump 4 and the oil groove 1 in parallel; the second check valve 7 and the second filter 6 are arranged in parallel behind the outlet of the oil pump 4; the relief valve 5 is installed between the oil pump 4 and the second filter 6; the system pressure regulating valve 8 is installed between the oil supply passage and the control oil passage 73; the main oil path control solenoid valve 9 is installed between the system pressure regulating valve 8 and the control oil path 73, and is used for regulating the working pressure of the system pressure regulating valve 8; the main oil way electromagnetic directional valve 11 is arranged between the second filter 6 and the system pressure regulating valve 8, the outlet of the main oil way electromagnetic directional valve is used for being connected with an external TO power takeoff 70, and the oil drain port of the main oil way electromagnetic directional valve is connected with the oil groove 1; the connecting retarder 12 is arranged between the oil supply oil way and the control oil way 73, and the connecting retarder 12 connects the oil supply oil way and the control oil way 73 to the connecting retarder 12; one end of the recirculation oil path 71 is connected with the outlet ends of the system pressure regulating valve 8, the TC pressure regulating valve 53 and the sixth hydraulic control switching valve 68, and the other end is connected between the first filter 3 and the oil pump 4.
When the second filter 6 is out of order, the pressure and spring force acting on the upper part of the second one-way valve 7 are insufficient to resist the hydraulic pressure of the lower part of the slide valve, the second one-way valve 7 is in an open state, the pressure sensor will bear the pressure, and the alarm lamp is lighted; the oil passing through the second filter 6 partially enters the system pressure regulating valve 8, and the working pressure of the system pressure regulating valve 8 can be regulated by controlling the output oil pressure of the electromagnetic valve 9 through a main oil way; when the pressure is adjusted, the excessive oil returns to the oil supply starting position through the circulating oil path 71, so that the dragging loss is reduced, and the power is saved.
The shift control system includes a shift control device, a pressure reducing valve 10, a back pressure valve 17, a control oil path 73 and a limp home control portion, the oil supply path supplies oil to the control oil path 73, the pressure reducing valve 10 is installed between the control oil path 73 and the oil supply path, the pressure oil reduced by the pressure reducing valve 10 is control pressure oil, one function of the pressure reducing valve 10 is to maintain the control pressure stable, the control oil path 73 leads to each of the proportional solenoid valves, and supplies oil to all solenoid valve oil supply ports.
The shift control device includes a first shift control unit for controlling the C1 clutch 42, a second shift control unit for controlling the C2 clutch 43, a third shift control unit for controlling the B1 brake 44, a fourth shift control unit for controlling the B2 brake 45, a fifth shift control unit for controlling the B3 brake 46, a sixth shift control unit for controlling the B4 brake 47in, a seventh shift control unit for controlling the B4 brake 47out, the first shift control unit including the first proportional solenoid valve 18 (normally low solenoid valve which is normally closed at a time of a power-off), the first damper 19, the first hydraulically controlled proportional valve 20, the second shift control unit including the second proportional solenoid valve 21 (normally low solenoid valve which is normally closed at a time of a power-off), the second damper 22, the second hydraulically controlled proportional valve 23, the third shift control unit including the third proportional solenoid valve 24 (normally low solenoid valve which is normally closed at a time of a power-off), the third damper 25, the third hydraulically controlled proportional valve 26, the fourth normally solenoid valve including the fourth solenoid valve which is normally open at a time of a power-off), the fifth proportional valve 27 (normally low solenoid valve which is normally closed at a time of a power-off), the fifth proportional valve 33, the fifth proportional valve which is normally open at a time of a fifth solenoid valve 31, the fifth proportional valve which is normally open, the fifth proportional valve 32, the fifth proportional valve including the fifth proportional valve 32, the seventh shift control unit includes a seventh proportional solenoid valve 36 (a normally low solenoid valve, i.e., the valve is normally closed when the power is off), a seventh damper 37, a seventh hydraulically controlled proportional valve 38, all of which are identical in structure; the connection mode of the proportional solenoid valve, the hydraulic control proportional valve and the buffer is that the inlet of the proportional solenoid valve is connected with a control oil way 73, the outlet of the proportional solenoid valve is connected with the control end of the hydraulic control proportional valve, the oil drain port of the proportional solenoid valve is communicated with the oil groove 1, the buffer is arranged between the proportional solenoid valve and the hydraulic control proportional valve, the oil drain port of the buffer is connected with the oil groove 1, the inlet of the hydraulic control proportional valve is connected with a main pressure oil way 72, and the outlet of the hydraulic control proportional valve is connected with a clutch or a brake which is required to be controlled correspondingly, so that the combination and separation processes of different clutches or brakes are realized, namely the aim of gear shifting can be achieved, and the oil drain port of the hydraulic control proportional valve is connected with the oil groove 1; the proportional solenoid valves of the first gear shifting control unit, the second gear shifting control unit, the third gear shifting control unit, the fourth gear shifting control unit, the fifth gear shifting control unit, the sixth gear shifting control unit and the seventh gear shifting control unit are controlled by electric signals to control the opening degree of the proportional solenoid valves, the inlets of the hydraulic control proportional valves are communicated and then connected with the back pressure valve 17, the back pressure valve 17 is connected with the oil groove 1, so that air can be prevented from entering an oil drain oil way, and the gear shifting process can be completed more rapidly and stably during gear shifting; wherein, the B1 brake 44 and the B4 brake 47 are respectively provided with two paths of oil supply control, and one path is a pilot pressure controlled by the proportional electromagnetic valve to the hydraulically controlled proportional valve under a normal state; the other path is in a limp home mode, and the shuttle valve is opened to control the pilot pressure to the hydraulic control proportional valve.
The limp home control portion includes the electric control switch valve 13 (the electric control switch valve 13 is a normally low solenoid valve normally in a high state, i.e., the valve is normally in an energized state and is in a closed state when de-energized), the pilot operated directional valve 14, the manual directional valve 15, the first shuttle valve 39, the second shuttle valve 40, the third shuttle valve 41, and the limp home control oil passage 74; the limp home control oil path 74 is connected with the outlet of the manual reversing valve 15; the inlet of the electric control switch valve 13 is connected with a control oil way 73, the outlet of the electric control switch valve is connected with the control end of the hydraulic control reversing valve 14, and the oil drain port of the electric control switch valve is connected with the oil groove 1; the inlet of the hydraulic control reversing valve 14 is connected with a control oil way 73, the outlet of the hydraulic control reversing valve is connected with the inlet of the manual reversing valve 15, and the oil drain port of the hydraulic control reversing valve is connected with the oil groove 1; the first shuttle valve 39 is installed between the proportional solenoid valve of the third shift control unit and the damper, and is simultaneously connected to the limp home control oil passage 74; the second shuttle valve 40 is installed between the proportional solenoid valve of the sixth shift control unit and the damper while being connected to the limp home control oil passage 74; the third shuttle valve 41 is installed between the proportional solenoid valve of the seventh shift control unit and the damper while being connected to the limp home control oil passage 74; the oil drain port of the manual reversing valve 15 is connected into the oil groove 1.
In the limp home control part, the limp home control oil path 74 supplies oil to the electric control switch valve 13 and the hydraulic control switch valve 14 at the same time, under the normal high state of the electric control switch valve 13, the pilot control hydraulic control switch valve 14 is controlled by the control pressure oil through the electric control switch valve 13, so that the control oil flowing to the hydraulic control switch valve 14 cannot enter the manual switch valve 15, under the power failure state only, the control pressure oil is closed by the electric control switch valve 13, the hydraulic control switch valve 14 is communicated with the control pressure oil to the manual switch valve 15, after the manual switch valve 15 is opened by manual control, the control oil flows to the first shuttle valve 39, the second shuttle valve 40 and the third shuttle valve 41 respectively, so that the control oil is opened, and the third hydraulic control proportional valve 26, the sixth hydraulic control proportional valve 35 and the seventh hydraulic control proportional valve 38 are controlled, so that a limp home mode of 1 is formed.
The torque converter and retarder oil passage includes an eighth proportional solenoid valve 48 (the eighth proportional solenoid valve 48 is a normally low solenoid valve that is normally in a de-energized state, i.e., the valve is normally in a de-energized state and is in a closed state when de-energized), an eighth pilot operated proportional valve 49, a TC flow control valve 52, a TC pressure adjustment valve 53, a retarder oil inlet passage 56, a retarder oil outlet passage 57, a retarder pressure regulating valve 58, a torque converter oil inlet passage 75, and a lockup clutch oil passage 76; the lockup clutch oil passage 76 is connected to an oil supply oil passage; an inlet of the eighth proportional solenoid valve 48 is connected with a control oil path 73, an oil drain port of the eighth proportional solenoid valve is connected with an oil groove 1, an outlet of the eighth proportional solenoid valve is connected with a control end of the eighth hydraulic proportional valve 49, and the opening of the eighth hydraulic proportional valve 49 is controlled; an inlet of the eighth hydraulic control proportional valve 49 is connected with a lockup clutch oil path 76, an oil drain port of the eighth hydraulic control proportional valve is connected with the oil groove 1, and an outlet of the eighth hydraulic control proportional valve is used for being connected with an external lockup clutch 51 so as to control oil in the lockup clutch oil path 76 to be led to the lockup clutch 51; the TC flow control valve 52 is connected with an outlet of the system pressure regulating valve 8, the TC flow control valve 52 is used for being connected with an external hydraulic torque converter 50 and a lockup clutch 51, the TC flow control valve 52 is connected with a TC pressure regulating valve 53, and a drain port of the TC flow control valve 52 is connected with the oil groove 1; the TC pressure regulating valve 53 is connected with the torque converter oil inlet circuit 75, the torque converter oil inlet circuit 75 is connected with the outlet of the system pressure regulating valve 8, the TC pressure regulating valve 53 is connected with the retarder pressure regulating valve 58, and the oil drain port of the TC pressure regulating valve 53 is connected with the oil groove 1; the retarder oil inlet oil duct 56 and the retarder oil outlet oil duct 57 are connected with a retarder pressure regulating valve 58, an oil drain port of the retarder pressure regulating valve 58 is connected with the oil groove 1, and a control port of the retarder pressure regulating valve 58 is connected with a control oil path 73; the eighth proportional solenoid valve 48 controls the opening degree of the eighth pilot-operated proportional valve 49, and thereby controls the passage of the main pressure oil in the lockup clutch oil passage 76 to the lockup clutch 51; the TC flow control valve 52 and the TC pressure regulating valve 53 are the self-feedback control transposition of the system, so that the functions of regulating flow and pressure are achieved; the retarder pressure regulating valve 58 also controls the self reversing by the self-feedback oil to achieve the effect of regulating pressure.
The cooling and lubrication oil paths include a first oil cooler 59, a second oil cooler 60, a cooling oil path electromagnetic directional valve 61, a first pilot operated switching valve 62, a second pilot operated switching valve 63, a third pilot operated switching valve 64, a fourth pilot operated switching valve 65, a fifth pilot operated switching valve 66, a sixth pilot operated switching valve 68, a transmission machine body cooling and lubrication oil path 69, and a clutch cooling and lubrication oil path 77; the first oil cooler 59 and the second oil cooler 60 are connected with the retarder pressure regulating valve 58 to form a loop, the inlets of the first hydraulic control switch valve 62, the second hydraulic control switch valve 63, the third hydraulic control switch valve 64, the fourth hydraulic control switch valve 65, the fifth hydraulic control switch valve 66 and the sixth hydraulic control switch valve 68 are connected with the retarder pressure regulating valve 58, and the oil outlets of the first hydraulic control switch valve 62, the second hydraulic control switch valve 63, the third hydraulic control switch valve 64, the fourth hydraulic control switch valve 65, the fifth hydraulic control switch valve 66 and the sixth hydraulic control switch valve 68 are connected with the oil tank 1; an inlet of the cooling oil circuit electromagnetic directional valve 61 is connected with a control oil circuit 73, an oil drain port of the cooling oil circuit electromagnetic directional valve is connected with the oil groove 1, and an outlet of the cooling oil circuit electromagnetic directional valve is connected with a control end of the first hydraulic control switch valve 62; the control end of the second hydraulic control switch valve 63 is connected with the outlet of the third gear shifting control unit, the control end of the third hydraulic control switch valve 64 is connected with the outlet of the fourth gear shifting control unit, the control end of the fourth hydraulic control switch valve 65 is connected with the outlet of the fifth gear shifting control unit, and the control end of the fifth hydraulic control switch valve 66 is connected with the outlet of the sixth gear shifting control unit; the cooling oil passage electromagnetic directional valve 61 individually controls the clutch cooling oil passage 621 leading to the C1 clutch 42 and the C2 clutch 43 by the pilot operated switching valve 62, the B1 cooling oil passage 631 leading to the B1 brake 44 by the second pilot operated switching valve 63, the B2 cooling oil passage 641 leading to the B2 brake 45 by the third pilot operated switching valve 64, the B3 cooling oil passage 651 leading to the B3 brake 46 by the fourth pilot operated switching valve 65, and the B4 cooling oil passage 661 leading to the B4 brake 47 by the fifth pilot operated switching valve 66, which are all existing cooling oil passages, and the specific structure of the cooling oil passage is not shown in the drawings; one end of a transmission mechanical body cooling and lubricating oil circuit 69 is communicated and connected with inlets of the first hydraulic control switch valve 62, the second hydraulic control switch valve 63, the third hydraulic control switch valve 64, the fourth hydraulic control switch valve 65 and the fifth hydraulic control switch valve 66; one end of the clutch cooling and lubricating oil path 77 is communicated and connected with inlets of the first hydraulic control switch valve 62, the second hydraulic control switch valve 63, the third hydraulic control switch valve 64, the fourth hydraulic control switch valve 65 and the fifth hydraulic control switch valve 66, and the other end of the clutch cooling and lubricating oil path is communicated with the excessive oil to the transmission mechanical body cooling and lubricating oil path 69; the C1 clutch 42 and the C2 clutch 43 share a cooling oil path according to the layout, if the C1 clutch 42 and the C2 clutch 43 are continuously supplied with cooling oil, higher drag loss is continuously generated in the released clutch, and the cooling oil is supplied before the C1 clutch 42 or the C2 clutch 43 is combined so as to ensure that heat generated when the transmission is shifted to the next gear can be taken away; when the brake is engaged, it cools alone and the action of the piston is operated by controlled pressure, which ensures that the cooling fluid will act on the brake immediately prior to the torque transfer phase, dissipating heat from friction and reducing drag losses due to non-engagement.
A control oil path throttle hole 16 is arranged between an oil path communicated with each gear shift control unit of the gear shift control system and a control oil path 73, a torque converter oil path throttle hole 54 is arranged in parallel by a TC pressure regulating valve 53, a retarder oil path throttle hole 55 is arranged in parallel between a retarder oil inlet oil path 56 and a retarder pressure regulating valve 58, and a lubricating oil path throttle hole 67 is arranged on a cooling lubricating oil path 69 of a mechanical body of the speed changer.
The operation of the clutch/brake at each gear of the automatic transmission is shown in the following table:
in the table, +..
The solenoid valve power supply conditions corresponding to the operation of each gear are shown in the following table:
in the table, +..
N grade: the electric control switch valve 13, the sixth proportional solenoid valve 33 and the seventh proportional solenoid valve 36 are powered, and the pilot operated directional valve 14 and the manual directional valve 15 are in a closed state, so that only the sixth pilot operated proportional valve 35 and the seventh pilot operated proportional valve 38 are in a passage, and the oil in the main pressure oil passage 72 enters the port of the B4 brake 47in and the port of the B4 brake 47out through the sixth pilot operated proportional valve 35 and the seventh pilot operated proportional valve 38 to realize neutral gear.
R gear: the electric control switch valve 13, the fourth proportional solenoid valve 27, the sixth proportional solenoid valve 33 and the seventh proportional solenoid valve 36 are powered, and the pilot operated directional valve 14 and the manual directional valve 15 are in a closed state, so that only the pilot operated fourth pilot operated proportional valve 29, the sixth pilot operated proportional valve 35 and the seventh pilot operated proportional valve 38 are in a passage, and the oil in the main pressure oil passage 72 enters the ports of the B2 brake 45, the B4 brake 47in and the B4 brake 47out through the pilot operated fourth pilot operated proportional valve 29, the sixth pilot operated proportional valve 35 and the seventh pilot operated proportional valve 38, thereby realizing reverse gear.
Gear 1: since the electric control switching valve 13, the third proportional solenoid valve 24, the sixth proportional solenoid valve 33, and the seventh proportional solenoid valve 36 are supplied with electric power, the pilot operated directional valve 14, and the manual directional valve 15 are in the closed state, only the third proportional solenoid valve 24, the sixth proportional solenoid valve 33, and the seventh proportional solenoid valve 36 are in the passage, and the oil in the main pressure oil passage 72 enters the B1 brake 44, the B4 brake 47in, and the B4 brake 47out through the third proportional solenoid valve 24, the sixth proportional solenoid valve 33, and the seventh proportional solenoid valve 36, thereby achieving the 1 st gear.
Gear 2: the electric control switch valve 13, the first proportional electromagnetic valve 18, the sixth proportional electromagnetic valve 33 and the seventh proportional electromagnetic valve 36 are powered, and the pilot operated directional valve 14 and the manual directional valve 15 are in a closed state, so that only the first pilot operated proportional valve 20, the sixth pilot operated proportional valve 35 and the seventh pilot operated proportional valve 38 are in a passage, and the oil in the main pressure oil circuit 72 enters the C1 clutch 42, the B4 brake 47in and the B4 brake 47out respectively through the first pilot operated proportional valve 20, the sixth pilot operated proportional valve 35 and the seventh pilot operated proportional valve 38, thereby realizing 2 gears. After the 2 nd gear is completed, the power supply of the seventh proportional solenoid valve 36 is stopped, the oil passage of the seventh hydraulic control proportional valve 38 is disconnected, and the B4 brake 47out port is stopped.
3 rd gear: the electric control switch valve 13, the first proportional electromagnetic valve 18 and the third proportional electromagnetic valve 24 are powered, and the hydraulic control reversing valve 14 and the manual reversing valve 15 are in a closed state, so that only the first hydraulic control proportional valve 20 and the third hydraulic control proportional valve 26 are in a passage, and oil in the main pressure oil circuit 72 respectively enters the C1 clutch 42 and the B1 brake 44 through the first hydraulic control proportional valve 20 and the third hydraulic control proportional valve 26, and 3 shifts are realized.
4 th gear: the electric control switch valve 13, the first proportional electromagnetic valve 18 and the fifth proportional electromagnetic valve 30 are powered, and the pilot operated directional valve 14 and the manual directional valve 15 are in a closed state, so that only the first pilot operated proportional valve 20 and the fifth pilot operated proportional valve 32 are in a passage, and oil in the main pressure oil circuit 72 enters the C1 clutch 42 and the B3 brake 46 through the first pilot operated proportional valve 20 and the fifth pilot operated proportional valve 32 respectively, and 4 shifts are realized.
Gear 5: the electric control switch valve 13, the first proportional electromagnetic valve 18 and the fourth proportional electromagnetic valve 27 are powered, and the pilot operated directional valve 14 and the manual directional valve 15 are in a closed state, so that only the first pilot operated proportional valve 20 and the fourth pilot operated proportional valve 29 are in a passage, and oil in the main pressure oil circuit 72 enters the C1 clutch 42 and the B2 brake 45 through the first pilot operated proportional valve 20 and the fourth pilot operated proportional valve 29 respectively, and 5 shifts are realized.
6 th gear: the electric control switch valve 13, the first proportional electromagnetic valve 18 and the second proportional electromagnetic valve 21 are powered, and the hydraulic control reversing valve 14 and the manual reversing valve 15 are in a closed state, so that only the first hydraulic control proportional valve 20 and the second hydraulic control proportional valve 23 are in a passage, and oil in the main pressure oil circuit 72 respectively enters the C1 clutch 42 and the C2 clutch 43 through the first hydraulic control proportional valve 20 and the second hydraulic control proportional valve 23, and 6 shifts are realized.
7 th gear: the electric control switch valve 13, the second proportional electromagnetic valve 21 and the fourth proportional electromagnetic valve 27 are powered, and the hydraulic control reversing valve 14 and the manual reversing valve 15 are in a closed state, so that only the second hydraulic control proportional valve 23 and the fourth hydraulic control proportional valve 29 are in a passage, and oil in the main pressure oil circuit 72 respectively enters the C2 clutch 43 and the B2 brake 45 through the second hydraulic control proportional valve 23 and the fourth hydraulic control proportional valve 29, and 7 gears are realized.
8 th gear: the electric control switch valve 13, the second proportional electromagnetic valve 21 and the fifth proportional electromagnetic valve 30 are powered, and the hydraulic control reversing valve 14 and the manual reversing valve 15 are in a closed state, so that only the second hydraulic control proportional valve 23 and the fifth hydraulic control proportional valve 32 are in a passage, and oil in the main pressure oil circuit 72 respectively enters the C2 clutch 43 and the B3 brake 46 through the second hydraulic control proportional valve 23 and the fifth hydraulic control proportional valve 32, and 8-gear is realized.
Gear 9: the electric control switch valve 13, the second proportional electromagnetic valve 21 and the third proportional electromagnetic valve 24 are powered, and the hydraulic control reversing valve 14 and the manual reversing valve 15 are in a closed state, so that only the second hydraulic control proportional valve 23 and the third hydraulic control proportional valve 26 are in a passage, and oil in the main pressure oil circuit 72 respectively enters the C2 clutch 43 and the B1 brake 44 through the second hydraulic control proportional valve 23 and the third hydraulic control proportional valve 26, and 9 shifts are realized.
When the power failure occurs, all the electromagnetic valves are powered off. The main oil path control electromagnetic valve 9 is a normally high electromagnetic valve, the electric control switch valve 13 is in a normally high state, the main oil path control electromagnetic valve 9 is opened in a power failure state, the system pressure regulating valve 8 is regulated along with the pressure of the main oil path, the electric control switch valve 13 is closed in a power failure state, the oil liquid in the control oil path 73 controls the hydraulic control reversing valve 14 to be opened, the manual reversing valve 15 is opened, at the moment, the oil liquid enters the limp home control oil path 74 through the manual reversing valve 15, the first shuttle valve 39, the second shuttle valve 40 and the third shuttle valve 41 are reversed due to the control pressure oil, so that the third hydraulic control proportional valve 26, the sixth hydraulic control proportional valve 35 and the seventh hydraulic control proportional valve 38 are respectively opened, the oil liquid in the main pressure oil path 72 enters the B1 brake 44 through the third hydraulic control proportional valve 26, the sixth hydraulic control proportional valve 35 and the seventh hydraulic control proportional valve 38, the B4 brake 47in a port and the B4 brake 47out port, and the limp home mode is entered. The design can prevent the control oil from leaking to the limp home control oil path 74, and can also prevent a driver from misoperation of the manual reversing valve 15, thereby avoiding faults.
After the oil from the oil pump 4 is regulated by the system pressure regulating valve 8, a part of the oil is discharged to the torque converter 50. From the TC flow control valve 52 into the inlet of the torque converter 50, the oil returns from the outlet of the torque converter 50 to the TC flow control valve 52 and then to the TC pressure regulator valve 53. When power is supplied to the solenoid valve 48 of the eighth example, the oil in the main pressure oil passage 72 reaches the lockup clutch 51 through the eighth pilot operated proportional valve 49, and the torque converter 50 enters the lockup condition. While the lock oil pressure acts on the upper portion of the TC flow control valve 52 to operate in the upper position. At this point the oil from the system pressure regulator valve 8 will no longer enter the torque converter 50 but will enter the retarder regulator valve 58 from the TC flow control valve 52. The TC pressure regulator valve 53 is a four-position four-way proportional valve that is feedback-regulated by the outlet oil of the TC pressure regulator valve 53, and when the incoming oil pressure is high, a portion of the oil will enter the recirculation oil passage 71 from the outlet of the valve through the torque converter oil passage orifice 54. When the retarder pressure regulating valve 58 is in the lower position, the outlet oil of the TC pressure regulating valve 53 goes to the retarder pressure regulating valve 58, and is cooled by the first oil cooler 59 to cool and lubricate the automatic transmission, and when the retarder pressure regulating valve 58 is in the upper position, the outlet oil of the TC pressure regulating valve 53 goes to the second oil cooler 60, and the cooled oil is led to a lubrication oil path.
The main oil line electromagnetic directional valve 11 is a proportional electromagnetic valve for controlling the main pressure oil TO the power take-off, and functions in a transmission equipped with the power take-off, and the TO power take-off 70 can be selectively installed.
Claims (9)
1. An automatic transmission hydraulic control system, characterized in that: the hydraulic control system comprises an oil groove (1), an oil supply oil way, a main pressure oil way (72), a gear shifting control system, a cooling lubrication oil way, a torque converter and a retarder oil way;
the oil inlet of the oil supply circuit is connected with the oil groove (1), and the oil outlet is connected with the main pressure circuit (72);
the gear shifting control system comprises a gear shifting control device, a pressure reducing valve (10) and a control oil circuit (73), wherein the oil supply oil circuit supplies oil to the control oil circuit (73), and the pressure reducing valve (10) is arranged between the control oil circuit (73) and the oil supply oil circuit;
the gear shift control device comprises a first gear shift control unit for controlling a C1 clutch (42), a second gear shift control unit for controlling a C2 clutch (43), a third gear shift control unit for controlling a B1 brake (44), a fourth gear shift control unit for controlling a B2 brake (45), a fifth gear shift control unit for controlling a B3 brake (46), a sixth gear shift control unit for controlling an in port of a B4 brake (47), and a seventh gear shift control unit for controlling an out port of the B4 brake (47);
All gear-shifting control units have the same structure and comprise a proportional electromagnetic valve, a hydraulic control proportional valve and a buffer; the inlet of the proportional electromagnetic valve is connected with a control oil way (73), the outlet of the proportional electromagnetic valve is connected with the control end of the hydraulic control proportional valve, the oil drain port of the proportional electromagnetic valve is communicated with the oil groove (1), the buffer is arranged between the proportional electromagnetic valve and the hydraulic control proportional valve, the oil drain port of the buffer is connected with the oil groove (1), the inlet of the hydraulic control proportional valve is connected with a main pressure oil way (72), the outlet of the hydraulic control proportional valve is connected with a corresponding clutch or brake, and the oil drain port of the hydraulic control proportional valve is connected with the oil groove (1);
an oil inlet of the cooling and lubricating oil circuit is connected with a control oil circuit (73), and an outlet of the cooling and lubricating oil circuit is connected with a brake;
the torque converter and retarder oil way is connected with the oil supply oil way and used for controlling the pressure and flow of oil flowing to the torque converter and retarder;
the shift control system further includes a limp home control portion; the limp home control part comprises an electric control switch valve (13), a hydraulic control reversing valve (14), a manual reversing valve (15), a first shuttle valve (39), a second shuttle valve (40), a third shuttle valve (41) and a limp home control oil path (74); the limp home control oil way (74) is connected with an outlet of the manual reversing valve (15); an inlet of the electric control switch valve (13) is connected with a control oil way (73), an outlet of the electric control switch valve is connected with a control end of the hydraulic control reversing valve (14), and an oil drain port of the electric control switch valve is connected with the oil groove (1); an inlet of the hydraulic control reversing valve (14) is connected with a control oil way (73), an outlet of the hydraulic control reversing valve is connected with an inlet of the manual reversing valve (15), and an oil drain port of the hydraulic control reversing valve is connected with the oil groove (1); the first shuttle valve (39) is arranged between the proportional solenoid valve of the third gear shifting control unit and the buffer, and is simultaneously connected with the limp home control oil circuit (74); the second shuttle valve (40) is arranged between the proportional solenoid valve of the sixth gear shifting control unit and the buffer, and is simultaneously connected with the limp home control oil circuit (74); the third shuttle valve (41) is arranged between the proportional solenoid valve of the seventh gear shifting control unit and the buffer, and is simultaneously connected with the limp home control oil circuit (74); an oil drain port of the manual reversing valve (15) is connected into the oil groove (1).
2. The automatic transmission hydraulic control system according to claim 1, characterized in that:
the cooling and lubricating oil way comprises a first oil cooler (59), a second oil cooler (60), a cooling oil way electromagnetic reversing valve (61), a first hydraulic control switch valve (62), a second hydraulic control switch valve (63), a third hydraulic control switch valve (64), a fourth hydraulic control switch valve (65), a fifth hydraulic control switch valve (66) and a sixth hydraulic control switch valve (68);
the first oil cooler (59) and the second oil cooler (60) are connected with a retarder pressure regulating valve (58) to form a loop, and the inlets of the first hydraulic control switch valve (62), the second hydraulic control switch valve (63), the third hydraulic control switch valve (64), the fourth hydraulic control switch valve (65), the fifth hydraulic control switch valve (66) and the sixth hydraulic control switch valve (68) are connected with the retarder pressure regulating valve (58), and the oil outlets of the first hydraulic control switch valve (62), the second hydraulic control switch valve (63), the third hydraulic control switch valve (64), the fourth hydraulic control switch valve (65), the fifth hydraulic control switch valve (66) and the sixth hydraulic control switch valve (68) are connected with the oil tank (1);
an inlet of the cooling oil circuit electromagnetic reversing valve (61) is connected with a control oil circuit (73), an oil drain port of the cooling oil circuit electromagnetic reversing valve is connected with the oil groove (1), and an outlet of the cooling oil circuit electromagnetic reversing valve is connected with a control end of the first hydraulic control switch valve (62);
The control end of the second hydraulic control switch valve (63) is connected with the outlet of the third gear shifting control unit, the control end of the third hydraulic control switch valve (64) is connected with the outlet of the fourth gear shifting control unit, the control end of the fourth hydraulic control switch valve (65) is connected with the outlet of the fifth gear shifting control unit, and the control end of the fifth hydraulic control switch valve (66) is connected with the outlet of the sixth gear shifting control unit;
the cooling oil passage electromagnetic directional valve (61) individually controls a clutch cooling oil passage (621) leading to the C1 clutch (42) and the C2 clutch (43), the second hydraulic control switching valve (63) controls a B1 cooling oil passage (631) leading to the B1 brake (44), the third hydraulic control switching valve (64) controls a B2 cooling oil passage (641) leading to the B2 brake (45), the fourth hydraulic control switching valve (65) controls a B3 cooling oil passage (651) leading to the B3 brake (46), and the fifth hydraulic control switching valve (66) controls a B4 cooling oil passage (661) leading to the B4 brake (47).
3. The automatic transmission hydraulic control system according to claim 2, characterized in that:
the oil supply way comprises a first one-way valve (2), a first filter (3), an oil pump (4), an overflow valve (5), a second filter (6), a second one-way valve (7), a system pressure regulating valve (8) and a main oil way control electromagnetic valve (9), wherein the first one-way valve (2) and the first filter (3) are arranged between the oil pump (4) and the oil tank (1) in parallel; the second one-way valve (7) and the second filter (6) are arranged in parallel behind the outlet of the oil pump (4); the overflow valve (5) is arranged between the oil pump (4) and the second filter (6); the system pressure regulating valve (8) is arranged between the oil supply oil way and the control oil way (73); the main oil way control electromagnetic valve (9) is arranged between the system pressure regulating valve (8) and the control oil way (73) and is used for regulating the working pressure of the system pressure regulating valve (8).
4. A hydraulic control system of an automatic transmission according to claim 3, wherein:
the torque converter and retarder oil circuit comprises an eighth proportional electromagnetic valve (48), an eighth hydraulic control proportional valve (49), a TC flow control valve (52), a TC pressure regulating valve (53), a retarder oil inlet oil channel (56), a retarder oil outlet oil channel (57), a retarder pressure regulating valve (58), a torque converter oil inlet oil circuit (75) and a lockup clutch oil circuit (76);
the lockup clutch oil passage (76) is connected with an oil supply oil passage;
an inlet of the eighth proportional electromagnetic valve (48) is connected with a control oil way (73), an oil drain port of the eighth proportional electromagnetic valve is connected with the oil groove (1), an outlet of the eighth proportional electromagnetic valve is connected with a control end of the eighth hydraulic control proportional valve (49), and the opening of the eighth hydraulic control proportional valve (49) is controlled;
an inlet of the eighth hydraulic control proportional valve (49) is connected with a locking clutch oil way (76), an oil drain port of the eighth hydraulic control proportional valve is connected with the oil groove (1), and an outlet of the eighth hydraulic control proportional valve is used for being connected with an external locking clutch (51);
the TC flow control valve (52) is connected with an outlet of the system pressure regulating valve (8), the TC flow control valve (52) is used for being connected with an external hydraulic torque converter (50) and a locking clutch (51), the TC flow control valve (52) is connected with the TC pressure regulating valve (53), and a drain port of the TC flow control valve (52) is connected with the oil groove (1);
The TC pressure regulating valve (53) is connected with the torque converter oil inlet oil path (75), the torque converter oil inlet oil path (75) is connected with the outlet of the system pressure regulating valve (8), the TC pressure regulating valve (53) is connected with the retarder pressure regulating valve (58), and the oil drain port of the TC pressure regulating valve (53) is connected with the oil groove (1);
the retarder oil inlet oil duct (56) and the retarder oil outlet oil duct (57) are connected with the retarder pressure regulating valve (58), an oil drain port of the retarder pressure regulating valve (58) is connected with the oil groove (1), and a control port of the retarder pressure regulating valve (58) is connected with the control oil path (73).
5. The automatic transmission hydraulic control system according to claim 4, characterized in that:
the oil supply circuit further comprises a main circuit electromagnetic reversing valve (11) and a connecting retarder (12);
the main oil way electromagnetic reversing valve (11) is arranged between the second filter (6) and the system pressure regulating valve (8), the outlet of the main oil way electromagnetic reversing valve is connected with an external TO power takeoff (70), and the oil drain port of the main oil way electromagnetic reversing valve is connected with the oil groove (1);
the connecting retarder (12) is arranged between the oil supply oil way and the control oil way (73).
6. The automatic transmission hydraulic control system according to claim 5, characterized in that:
The oil supply circuit further comprises a recirculation circuit (71), one end of the recirculation circuit (71) is simultaneously connected with the outlet ends of the system pressure regulating valve (8), the TC pressure regulating valve (53) and the sixth hydraulic control switch valve (68), and the other end of the recirculation circuit is connected between the first filter (3) and the oil pump (4).
7. The automatic transmission hydraulic control system according to claim 6, characterized in that:
the gear shifting control system further comprises a back pressure valve (17), the hydraulic control proportional valve inlets of the first gear shifting control unit, the second gear shifting control unit, the third gear shifting control unit, the fourth gear shifting control unit, the fifth gear shifting control unit, the sixth gear shifting control unit and the seventh gear shifting control unit are communicated and then connected with the back pressure valve (17), and the back pressure valve (17) is connected into the oil groove (1).
8. The automatic transmission hydraulic control system according to claim 7, characterized in that:
the cooling and lubricating oil way further comprises a clutch cooling and lubricating oil way (77), and one end of the clutch cooling and lubricating oil way (77) is communicated and connected with inlets of the first hydraulic control switch valve (62), the second hydraulic control switch valve (63), the third hydraulic control switch valve (64), the fourth hydraulic control switch valve (65) and the fifth hydraulic control switch valve (66); and the other end of the oil tank is used for leading the excessive oil to a cooling and lubricating oil path (69) of the mechanical body of the transmission.
9. The automatic transmission hydraulic control system according to claim 8, characterized in that:
a control oil way throttle hole (16) is arranged between an oil way and a control oil way which are communicated by each gear shifting control unit of the gear shifting control system, a torque converter oil way throttle hole (54) is arranged in parallel by a TC pressure regulating valve (53), a retarder oil way throttle hole (55) is arranged in parallel between a retarder oil inlet oil way (56) and a retarder pressure regulating valve (58), and a lubricating oil way throttle hole (67) is arranged on a cooling lubricating oil way (69) of a mechanical body of the transmission.
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| CN110701299B (en) * | 2019-09-20 | 2021-04-13 | 陕西法士特齿轮有限责任公司 | AMT solenoid valve driving device |
| CN113108049B (en) * | 2021-03-26 | 2022-07-15 | 西安法士特汽车传动有限公司 | Electro-hydraulic limping control oil way and method for hybrid transmission |
| CN114060493A (en) * | 2021-11-16 | 2022-02-18 | 贵州凯星液力传动机械有限公司 | Hydraulic control system of retarder |
| CN114263735A (en) * | 2022-03-01 | 2022-04-01 | 徐州徐工传动科技有限公司 | Multi-gear gearbox hydraulic control system |
| CN114658843B (en) * | 2022-03-16 | 2023-11-07 | 陕西法士特齿轮有限责任公司 | Hydraulic control system of hybrid automatic transmission |
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