CN112178184B - Hydraulic control system of automatic transmission - Google Patents
Hydraulic control system of automatic transmission Download PDFInfo
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- CN112178184B CN112178184B CN202011104880.9A CN202011104880A CN112178184B CN 112178184 B CN112178184 B CN 112178184B CN 202011104880 A CN202011104880 A CN 202011104880A CN 112178184 B CN112178184 B CN 112178184B
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
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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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3416—Parking lock mechanisms or brakes in the transmission
- F16H63/3483—Parking lock mechanisms or brakes in the transmission with hydraulic actuating means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/02—Installations or systems with accumulators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/041—Removal or measurement of solid or liquid contamination, e.g. filtering
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/042—Controlling the temperature of the fluid
- F15B21/0423—Cooling
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
- F16H61/0267—Layout of hydraulic control circuits, e.g. arrangement of valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3408—Locking or disabling mechanisms the locking mechanism being moved by the final actuating mechanism
Abstract
The invention relates to the technical field of hydraulic control of an automatic transmission, and discloses a hydraulic control system of the automatic transmission, which comprises: a pilot pressure regulating valve; a gear operating structure comprising a pressure regulating valve; parking locking structure, including the oil feed slide valve, oil extraction slide valve and parking locking subassembly, parking locking subassembly includes the impeller, the retainer, casing and parking spare, parking spare links to each other with the impeller, some impeller stretch into in the cavity and split into first cavity and second cavity with the cavity, the retainer is located in the first cavity, the first oil feed chamber and the guide's pressure regulating valve intercommunication of oil feed slide valve, the first oil inlet of oil feed slide valve can communicate with pressure regulating valve, the second oil inlet of oil extraction slide valve can communicate with the pipeline between pressure regulating valve and the first oil inlet. According to the hydraulic control system of the automatic transmission, the additionally arranged oil inlet slide valve and the additionally arranged oil discharge slide valve are mechanical valves, so that the production cost is reduced, and the control difficulty is reduced.
Description
Technical Field
The invention relates to the technical field of hydraulic control of automatic transmissions, in particular to a hydraulic control system of an automatic transmission.
Background
In order to realize a hydraulic parking function (i.e., to switch a vehicle to a parking gear), a conventional hydraulic control system of an automatic transmission generally adopts a locking solenoid valve, at least one pressure regulating solenoid valve and a plurality of mechanical valves, and the added at least two solenoid valves not only increase the cost of the system, but also occupy more ports of a control unit of the automatic transmission, so that the control difficulty is increased.
Disclosure of Invention
Based on the above, the invention aims to provide a hydraulic control system of an automatic transmission, which solves the problems of high system cost and great control difficulty caused by a large number of electromagnetic valves in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme:
a hydraulic control system of an automatic transmission, comprising: a pilot pressure regulating valve; a gear operating structure comprising a pressure regulating valve; the parking locking structure comprises an oil inlet sliding valve, an oil discharge sliding valve and a parking locking assembly, wherein the parking locking assembly comprises a pushing piece, a stopping piece, a shell with a cavity and a parking piece, the parking piece is connected with the pushing piece, a first communicating port and a second communicating port which are communicated with the cavity are arranged on the shell, part of the pushing piece extends into the cavity and divides the cavity into a first cavity and a second cavity, the stopping piece is arranged in the first cavity, a first oil inlet cavity of the oil inlet sliding valve is communicated with the pilot pressure regulating valve, a first oil inlet of the oil inlet sliding valve can be communicated with the pressure regulating valve, a first working oil port and a first oil return port are arranged on the oil inlet sliding valve, and oil in the first oil inlet cavity can push an oil inlet piston of the oil inlet to enable the first working oil port to be communicated with the first oil return port or the first oil inlet, the first working oil port can be respectively communicated with the first communication port and the first oil discharge cavity of the oil discharge slide valve, the second oil inlet of the oil drain slide valve can be communicated with a pipeline between the pressure regulating valve and the first oil inlet, the second communication port is communicated with a second working oil port of the oil discharge sliding valve, the oil in the first oil discharge cavity can push an oil discharge piston of the oil discharge sliding valve to enable the second working oil port to be communicated with a second oil return port or a second oil inlet of the oil discharge sliding valve, the oil in the first chamber can push the stop piece to move along a first direction to enable the stop piece to be abutted against or disengaged from the pushing piece, the oil in the second chamber can push the pushing piece to move along a second direction so that the parking piece is abutted to or separated from the parking pawl, and the second direction and the first direction are arranged at an included angle.
As a preferred scheme of a hydraulic control system of an automatic transmission, the parking locking structure further includes a first check valve and a pressure retaining valve, an inlet of the first check valve is communicated with the first working oil port, an outlet of the first check valve is communicated with the first oil discharge chamber and the first pressure retaining chamber of the pressure retaining valve respectively, an inlet of the pressure retaining valve is communicated with an outlet of the pressure regulating valve, an outlet of the pressure retaining valve is communicated with the second oil inlet, when the first check valve is opened, oil discharged from the first working oil port enters the first oil discharge chamber and the first pressure retaining chamber through the first check valve respectively, and oil discharged from an outlet of the pressure regulating valve can enter the second chamber through the pressure retaining valve, the second oil inlet, the second working oil port and the second communication port.
As a preferred scheme of a hydraulic control system of an automatic transmission, the number of the pressure regulating valves is two, the two pressure regulating valves are respectively a first pressure regulating valve and a second pressure regulating valve, the parking locking structure further comprises a shuttle valve, two inlets of the shuttle valve are respectively communicated with the first pressure regulating valve and the second pressure regulating valve, and an outlet of the shuttle valve is respectively communicated with the first oil inlet and an inlet of the pressure retaining valve.
As a preferable mode of the hydraulic control system of the automatic transmission, when the vehicle is shifted between the first gear and the parking gear, one of the first pressure regulating valve and the second pressure regulating valve is communicated with the shuttle valve and the oil-inlet spool valve.
As a preferable aspect of a hydraulic control system of an automatic transmission, one of the stopper member and the pushing member is provided with a limit projection, and the other is provided with a groove that fits the limit projection, and the parking lock assembly includes: the reset elastic piece is positioned in the first cavity, one end of the reset elastic piece is connected with the shell, the other end of the reset elastic piece is connected with the stop piece, the reset elastic piece is compressed when the stop piece is separated from the pushing piece, and the reset elastic piece can reset the stop piece so that the limiting protrusion is positioned in the groove or the stop piece is abutted against the end surface of the pushing piece; the loading elastic piece is sleeved on the pushing piece and located on the outer side of the shell, one end of the loading elastic piece is connected with the shell, the other end of the loading elastic piece is connected with the pushing piece, when the parking piece is separated from the parking pawl, the loading elastic piece is compressed, and the loading elastic piece can push the pushing piece to move along the second direction, so that the pushing piece drives the parking piece to be abutted against the parking pawl.
As a preferable mode of the hydraulic control system of the automatic transmission, the elastic force of the return elastic member when the stop member is separated from the pushing member is a first pressure, and the difference of the inlet and outlet pressures of the first check valve when the first check valve is opened is a second pressure, and the second pressure is greater than the first pressure; the spacing arch is located when the recess the elastic force of loading elastic component is the third pressure, the third pressure is greater than first pressure, when the exit intercommunication of pressure retaining valve the elastic force of the pressurize elastic component of pressure retaining valve is the fourth pressure, the fourth pressure is less than the third pressure.
As a preferable scheme of a hydraulic control system of an automatic transmission, the parking lock assembly further includes a bushing, the bushing is located in the second chamber, the pushing member is connected with the bushing in a sealing and sliding manner, the pushing member divides the second chamber into an isolated exhaust chamber and an oil chamber, a third communicating port is further formed in the housing, the third communicating port is communicated with the exhaust chamber, and the second communicating port is communicated with the oil chamber.
As a preferable scheme of the hydraulic control system of the automatic transmission, the parking lock structure further includes a first oil tank and a second oil tank, the first oil tank is communicated with the first oil return port, and the second oil tank is communicated with the second oil return port.
As a preferable scheme of a hydraulic control system of an automatic transmission, the hydraulic control system of the automatic transmission further comprises a low-pressure cooling and lubricating structure, the low-pressure cooling and lubricating structure comprises a first oil groove, a high-pressure oil pump, a high-pressure filter, a second check valve and an energy accumulator which are sequentially communicated, the low-pressure cooling and lubricating structure further comprises a switching valve, an inlet of the switching valve is communicated with a pipeline between the high-pressure filter and the second check valve, the second check valve can be opened when the switching valve is powered off, and the high-pressure oil pump can charge the energy accumulator; when the switching valve is electrified, the high-pressure oil pump can pump oil in the first oil groove out through the switching valve, the high-pressure oil pump releases pressure, the second check valve is in a closed state, and the energy accumulator maintains pressure.
As an optimal scheme of a hydraulic control system of an automatic transmission, the low-pressure cooling and lubricating structure further comprises a second oil groove, a low-pressure oil pump, a cooler and a low-pressure filter which are sequentially communicated, an outlet of the low-pressure filter is respectively communicated with a cooling pipeline and a lubricating pipeline, a flow regulating valve is arranged on one of the cooling pipeline and the lubricating pipeline, and the flow regulating valve is connected with the pilot pressure regulating valve.
The invention has the beneficial effects that: according to the hydraulic control system of the automatic transmission, the oil inlet slide valve and the oil discharge slide valve which are additionally arranged are mechanical valves, and the oil inlet slide valve and the oil discharge slide valve are controlled through the pilot pressure regulating valve, so that the production cost of a hydraulic parking function is reduced, and the control difficulty is reduced.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.
FIG. 1 is a partial schematic illustration of a hydraulic control system for an automatic transmission according to an exemplary embodiment of the present invention;
fig. 2 is a schematic diagram of a hydraulic control system of an automatic transmission according to an embodiment of the present invention.
In the figure:
1. a pilot pressure regulating valve;
211. a first pressure regulating valve; 212. odd clutch pressure regulating valves; 213. an odd emergency oil drain slide valve; 214. a first odd-numbered stage shift valve; 215. a second odd shift valve; 221. a second pressure regulating valve; 222. an even number of clutch pressure regulating valves; 223. even emergency oil drain slide valves; 224. a first even-numbered stage shift valve; 225. a second even-numbered shift valve;
31. an oil inlet slide valve; 32. an oil drain spool valve; 33. a parking lock assembly; 331. a pusher member; 3310. a groove; 332. a stopper; 3321. a limiting bulge; 333. a housing; 33301. a first communication port; 33302. a second communication port; 33303. a first chamber; 33304. a second chamber; 33305. a third communication port; 334. a parking member; 335. a restoring elastic member; 336. loading the elastic member; 337. a parking push-pull rod; 338. a parking elastic member; 339. a bushing; 34. a first check valve; 35. a pressure retaining valve; 36. a shuttle valve; 37. a first oil tank; 38. a second oil tank;
41. a first oil groove; 42. a high-pressure oil pump; 43. a high pressure filter; 44. a second check valve; 45. an energy storage device; 46. a switching valve; 47. a safety valve; 48. a pressure sensor;
51. a second oil groove; 52. a low pressure oil pump; 53. a cooler; 54. a low pressure filter; 55. a cooling pipeline; 56. lubricating the pipeline; 57. a flow regulating valve; 58. a suction filter; 59. a pressure relief valve; 510. a bypass valve.
Detailed Description
In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection or a removable connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
As shown in fig. 1 and 2, the present embodiment provides a hydraulic control system of an automatic transmission, including a pilot pressure regulating valve 1, a gear operating structure and a parking lock structure, where the gear operating structure includes a pressure regulating valve, the parking lock structure includes an oil inlet slide valve 31, an oil outlet slide valve 32 and a parking lock assembly 33, the parking lock assembly 33 includes an urging member 331, a stop member 332, a housing 333 with a chamber and a parking member 334, the parking member 334 is connected to the urging member 331, the housing 333 is provided with a first communication port 33301 and a second communication port 33302 which are communicated with the chamber, a portion of the urging member 331 extends into the chamber and divides the chamber into a first chamber 33303 and a second chamber 33304, the stop member 332 is disposed in the first chamber 33303, the first oil inlet chamber of the oil inlet 31 is communicated with the pilot pressure regulating valve 1, the first oil inlet of the oil inlet slide valve 31 is capable of being communicated with the pressure regulating valve, the oil inlet slide valve 31 is provided with a first working oil port and a first return oil port, the oil in the first oil inlet chamber can push the oil inlet piston of the oil inlet slide valve 31 to communicate the first working oil port with the first oil return port or the first oil inlet, the first working oil port can communicate with the first communicating port 33301 and the first oil discharge chamber of the oil discharge slide valve 32, the second oil inlet of the oil discharge slide valve 32 can communicate with the pipeline between the pressure regulating valve and the first oil inlet, the second communicating port 33302 communicates with the second working oil port of the oil discharge slide valve 32, the oil in the first oil discharge chamber can push the oil discharge piston of the oil discharge slide valve 32 to communicate the second working oil port with the second oil return port or the second oil inlet of the oil discharge slide valve 32, the oil in the first chamber 33303 can push the stopper 332 to move in the first direction to abut or separate the stopper 332 from the pusher 331, the oil in the second chamber 33304 can push the pusher 331 to move in the second direction to abut or separate the parking member 334 from the parking pawl, the second direction and the first direction form an included angle.
Specifically, the pushing member 331 includes a push rod and a piston, the piston is fixedly mounted on the push rod and can be in sealed sliding connection with the inner wall of the chamber, and an orifice is arranged on a pipeline between the second discharge port of the oil drain sliding valve 32 and the second chamber 33304, and the added orifice can control the movement speed of the pushing member 331 and prevent the pushing member from impacting the housing 333 too fast to generate noise.
It should be noted that the dotted lines in fig. 1 and 2 indicate hydraulic lines for controlling the valves, and the operating states of the valves are changed by adjusting the pressure of the oil in the hydraulic lines, so that the states of the valves are switched. In this embodiment, the first oil inlet is a port P of the oil inlet slide valve 31 in fig. 1, the first working oil inlet is a port a of the oil inlet slide valve 31 in fig. 1, the first oil return port is a port T of the oil inlet slide valve 31 in fig. 1, the second oil inlet is a port P of the oil drain slide valve 32 in fig. 1, the second working oil inlet is a port a of the oil drain slide valve 32 in fig. 1, and the second oil return port is a port T of the oil drain slide valve 32 in fig. 1.
Further, the first direction of the present embodiment is a vertical direction as shown in fig. 1, and when the stop piece 332 is gradually disengaged from the pusher 331, the stop piece 332 moves downward in the vertical direction; when the stop piece 332 gradually abuts against the pusher 331, the stop piece 332 moves upward in the vertical direction. The second direction of this embodiment is the horizontal direction as shown in fig. 1, the included angle between the first direction and the second direction is 90 °, when the parking member 334 is gradually abutted against the parking pawl, the pushing member 331 moves to the right along the horizontal direction, and when the parking member 334 is gradually disengaged from the parking pawl, the pushing member 331 moves to the left along the horizontal direction. In other embodiments, the first direction and the second direction are not limited to this limitation of the embodiment, and may be other directions, and the specific directions may be set according to actual needs.
According to the hydraulic control system of the automatic transmission, the additionally arranged oil inlet slide valve 31 and the oil discharge slide valve 32 are mechanical valves, the oil inlet slide valve 31 and the oil discharge slide valve 32 are controlled through the pilot pressure regulating valve 1, the production cost of the hydraulic parking function is reduced, and the control difficulty is reduced.
As shown in fig. 1, the parking locking structure of this embodiment further includes a first check valve 34 and a pressure retaining valve 35, an inlet of the first check valve 34 communicates with the first working oil port, an outlet of the first check valve 34 communicates with the first pressure retaining chamber of the first oil discharge chamber and the pressure retaining valve 35, an inlet of the pressure retaining valve 35 communicates with an outlet of the pressure regulating valve, an outlet of the pressure retaining valve 35 communicates with the second oil inlet, when the first check valve 34 is opened, the oil discharged from the first working oil port enters the first oil discharge chamber and the first pressure retaining chamber through the first check valve 34, the oil discharged from an outlet of the pressure regulating valve can sequentially pass through the pressure retaining valve 35, the second oil inlet, the second working oil port, the second communicating port 33302 enters the second chamber 33304.
Specifically, the operation process of engaging the parking gear is as follows:
first, the output pressure of the pilot pressure regulating valve 1 is regulated so that the oil introduced into the first oil chamber of the oil feed spool 31 pushes the oil feed spool 31 to be switched from the basic position to the non-basic position while the pressure of the oil discharged from the outlet of the pressure regulating valve is changed, at which time the port P of the oil feed spool 31 communicates with the port a of the oil feed spool 31, the oil of the port a of the oil feed spool 31 is introduced into the first chamber 33303 through the first communication port 33301, at which time the port a of the oil drain spool 32 communicates with the port T of the oil drain spool 32, the stopper 332 is moved downward in the first direction to separate the stopper 332 from the pusher 331, the oil in the second chamber 33304 can reach the port T of the oil drain spool 32 through the second communication port 33302, the port a of the oil drain spool 32, the pusher 331 is moved rightward in the second direction to bring the parking piece 334 into abutment with the parking pawl, and then, the output pressure of the pilot pressure regulating valve 1 is regulated, when the inlet spool 31 is switched from the non-basic position to the basic position, the port a of the inlet spool 31 communicates with the port T of the inlet spool 31, the oil in the first oil chamber can be discharged from the port T of the inlet spool 31 through the first communication port 33301 and the port a of the inlet spool 31 in this order, and the stopper 332 is restored and abuts against the left end surface of the pusher 331.
The operation process of picking and parking gear is as follows:
first, the output pressure of the pilot pressure regulating valve 1 is regulated so that the oil introduced into the first oil chamber of the oil inlet spool 31 pushes the oil inlet spool 31 to be switched from the basic position to the non-basic position, and simultaneously the pressure of the oil discharged from the outlet of the pressure regulating valve is changed, the port P of the oil inlet spool 31 communicates with the port a of the oil inlet spool 31, the oil of the port a of the oil inlet spool 31 enters the first chamber 33303 through the first communication port 33301, the oil in the first chamber 33303 pushes the stopper 332 to move downward in the first direction to separate the stopper 332 from the pusher 331, the pusher 331 moves leftward in the second direction to separate the parking member 334 from the parking pawl, and at this time, the pressure of the oil discharged from the outlet of the pressure regulating valve is increased, the first check valve 34 is opened, the ports of the first check valve 34 communicate, and the oil in the second oil chamber can enter the first discharge chamber and the first pressure maintaining chamber through the first check valve 34, so that the second oil inlet of the oil discharge sliding valve 32 can be communicated with the second working oil port, the inlet and outlet of the pressure retaining valve 35 can be communicated, at this time, the oil pressure of the inlet of the first check valve 34 is the same as the oil pressure of the inlet of the first check valve 34, so that the first check valve 34 is closed again, the second oil inlet is communicated with the second working oil port and the inlet and outlet of the pressure retaining valve 35 are communicated, the oil at the outlet of the pressure regulating valve can enter the second chamber 33304 through the pressure retaining valve 35, the second oil inlet and the second working oil port in sequence, the pushing member 331 moves leftwards along the second direction to separate the parking member 334 from the parking pawl, after the pushing member 331 reaches the set position, the pilot pressure regulating valve 1 controls the oil pressure entering the first oil chamber, so that the oil inlet sliding valve 31 is switched to the basic position, the oil in the first oil chamber can be discharged from the T port of the oil inlet sliding valve 31 through the first communication port 33301 and the a port of the oil inlet sliding valve 31 in sequence, the stopper 332 is reset and abuts the pusher 331.
The basic position is a position where the spool is located when no power is supplied or no control pressure is applied, and the non-basic position is a position other than the basic position.
The opening pressure of the pressure retaining valve 35 of the present embodiment is the same as the opening pressure of the oil drain spool 32 and the opening pressure of the first check valve 34, and when the pressure retaining valve 35 opens, the oil drain spool 32 and the first check valve 34 also switch from the basic position to the non-basic position. As shown in fig. 1, the pressure retaining valve 35 of this embodiment is a two-position two-way spool valve, the inlet of the pressure retaining valve 35 is the port P of the pressure retaining valve 35 in fig. 1, the inlet of the pressure retaining valve 35 is the port a of the pressure retaining valve 35 in fig. 1, when the pressure retaining valve 35 is in a closed state, the port P of the pressure retaining valve 35 is not communicated with the port a of the pressure retaining valve 35, and when the pressure retaining valve 35 is in an open state, the port P of the pressure retaining valve 35 is communicated with the port a of the pressure retaining valve 35.
Specifically, when the pilot pressure regulating valve 1 regulates the pressure of the oil entering the first oil chamber to increase, and the first oil inlet of the oil inlet slide valve 31 is communicated with the first working oil port, if the oil pressure of the inlet of the first check valve 34 is greater than the oil pressure of the inlet of the first check valve 34 and the difference between the two values reaches the pressure when the first check valve 34 is opened, the inlet and the outlet of the first check valve 34 are communicated, the oil in the second oil chamber can enter the first oil discharge chamber and the first pressure maintaining chamber through the first check valve 34, so that the second oil inlet of the oil discharge slide valve 32 can be communicated with the second working oil port, the inlet and the outlet of the pressure maintaining valve 35 can be communicated, at this time, the oil pressure of the inlet of the first check valve 34 is the same as the oil pressure of the inlet of the first check valve 34, so that the first check valve 34 is closed again, and the second oil inlet is communicated with the second working oil port and the inlet and the outlet of the pressure maintaining valve 35 are communicated, the oil at the outlet of the pressure regulating valve can sequentially enter the second chamber 33304 through the pressure retaining valve 35, the second oil inlet and the second working oil port.
As shown in fig. 1 and 2, the number of the pressure regulating valves of the present embodiment is two, the two pressure regulating valves are the first pressure regulating valve 211 and the second pressure regulating valve 221 respectively, the main functions of the first pressure regulating valve 211 and the second pressure regulating valve 221 are to perform pressure regulation by changing oil pressure at the outlets of the first pressure regulating valve 211 and the second pressure regulating valve 221 when the clutch needs to be engaged or the gear shifting is performed, the parking lock structure further includes a shuttle valve 36, two inlets of the shuttle valve 36 are respectively communicated with the first pressure regulating valve 211 and the second pressure regulating valve 221, an outlet of the shuttle valve 36 is communicated with the first oil inlet, and an inlet of the pressure retaining valve 35 is respectively communicated with the first oil inlet and an inlet of the pressure retaining valve 35.
Specifically, when the outlet pressure of the first pressure regulating valve 211 is greater than the outlet pressure of the second pressure regulating valve 221, the first pressure regulating valve 211 communicates with the shuttle valve 36, and when the outlet pressure of the second pressure regulating valve 221 is greater than the outlet pressure of the first pressure regulating valve 211, the second pressure regulating valve 221 communicates with the shuttle valve 36, and the oil can flow only from the first pressure regulating valve 211 or the second pressure regulating valve 221 through the shuttle valve 36, but cannot flow from the shuttle valve 36 through the first pressure regulating valve 211 or the second pressure regulating valve 221.
When the vehicle of the embodiment is switched between the first shift position and the parking position, one of the first pressure regulating valve 211 and the second pressure regulating valve 221 is in communication with the shuttle valve 36 and the oil-inlet spool 31, and the first shift position is any one of neutral, reverse, forward, and moving gears of the vehicle. For example, in the neutral, forward, and moving and parking shifts of the present embodiment, the first pressure regulating valve 211 communicates with the shuttle valve 36 and the oil inlet spool 31, and in the reverse and parking shifts, the second pressure regulating valve 221 communicates with the shuttle valve 36 and the oil inlet spool 31. Of course, in other embodiments, the state where the first pressure regulating valve 211 or the second pressure regulating valve 221 communicates with the shuttle valve 36 and the oil inlet spool 31 when the first gear is switched to the parking gear is not limited to this limitation of the embodiment, and other control strategies are also possible, but it is ensured that one of the first pressure regulating valve 211 and the second pressure regulating valve 221 communicates with the shuttle valve 36 and the oil inlet spool 31 when the first gear is switched to the parking gear.
As shown in fig. 1, the stopping member 332 of the present embodiment is provided with a limiting protrusion 3321, the pushing member 331 is provided with a groove 3310 engaged with the limiting protrusion 3321, as shown in fig. 1, the parking lock assembly 33 includes a restoring elastic member 335 and a loading elastic member 336, both the restoring elastic member 335 and the loading elastic member 336 are springs, the restoring elastic member 335 is located in the first chamber 33303, one end of the restoring elastic member 335 is connected to the housing 333, the other end is connected to the stopping member 332, the restoring elastic member 335 is compressed when the stopping member 332 is separated from the pushing member 331, the restoring elastic member 335 can restore the stopping member 332, so that the limiting protrusion 3321 is located in the groove 3310 or the stopping member 332 abuts against the end surface of the pushing member 331, the loading elastic member 336 is sleeved on the pushing member 331 and located outside the housing 333, one end of the loading elastic member 336 is connected to the housing 333, the other end is connected to the pushing member 331, and when the parking member 334 is separated from the parking pawl, the loading elastic member 336 is compressed, and the loading elastic member 336 can push the pushing member 331 to move in the second direction, so that the pushing member 331 drives the parking member 334 to abut against the parking pawl.
It should be noted that in the present embodiment, the oil in the first chamber 33303 pushes the pushing member 331 to move, so that the resultant force of the forces required for loading the elastic member 336 and disengaging the gear must be overcome, and therefore the pressure of the oil at the outlet of the first pressure regulating valve 211 or the second pressure regulating valve 221 is greater than the opening pressure of the first check valve 34.
In other embodiments, a position-limiting protrusion 3321 may be provided on the pushing member 331, and a groove 3310 cooperating with the position-limiting protrusion 3321 may be provided on the stopping member 332, so as to achieve the abutment or separation of the pushing member 331 and the stopping member 332.
Further, as shown in fig. 1, the parking lock assembly 33 of the present embodiment further includes a parking push-pull rod 337, a parking elastic member 338 and a position sensor (not shown in the drawings), where the parking elastic member 338 is a spring, one end of the parking push-pull rod 337 is connected to the pushing member 331, the other end is connected to the parking member 334, the parking elastic member 338 is sleeved on the parking push-pull rod 337, the parking elastic member 338 is a parking spring, the position sensor is disposed on the housing 333, and when the position sensor detects that 331 reaches the set position, the pilot pressure regulating valve 1 controls the pressure of the oil entering the first oil chamber, so that the oil inlet spool 31 is switched to the basic position.
In the present embodiment, the elastic force of the return elastic member 335 is a first pressure when the stopping member 332 is separated from the pushing member 331, and the difference between the inlet and outlet pressures of the first check valve 34 when the first check valve 34 is opened is a second pressure, which is greater than the first pressure. Specifically, the first pressure is smaller than the second pressure, and it can be ensured that the first check valve 34 is still in the closed state when the stopper 332 is separated from the pusher 331, so that the second check valve 44 is opened when the outlet pressure of the oil of the pressure regulating valve is further increased and the difference between the inlet and outlet pressures of the first check valve 34 is not smaller than the second pressure.
As shown in fig. 1, the parking lock assembly 33 of the present embodiment further includes a bushing 339, the bushing 339 is located in the second chamber 33304, the push member 331 is connected to the bushing 339 in a sealing and sliding manner, the push member 331 divides the second chamber 33304 into an isolated exhaust chamber and an isolated oil chamber, the housing 333 is further provided with a third communication port 33305, the third communication port 33305 is communicated with the exhaust chamber, the second communication port 33302 is communicated with the oil chamber, and the third communication port 33305 and the exhaust chamber enable the gas pressure in the exhaust chamber to be the same as the external gas pressure when the push member 331 moves.
The elastic force of the loading elastic member 336 is a third pressure when the position-limiting protrusion 3321 of the present embodiment is located in the groove 3310, and the third pressure is greater than the first pressure. When the parking gear is just started to be hung, the pressure of the oil discharged from the first working oil port entering the first chamber 33303 is equal to the first pressure, and the first pressure is smaller than the third pressure, so that when the stopping piece 332 is separated from the pushing piece 331, the loading elastic piece 336 tends to push the pushing piece 331 to the right.
When the inlet and the outlet of the pressure retaining valve 35 of this embodiment are communicated, the elastic force of the pressure retaining elastic member of the pressure retaining valve 35 is the fourth pressure, and the fourth pressure is smaller than the third pressure. Specifically, when the pressure is further increased, the oil at the outlet of the shuttle valve 36 sequentially passes through the pressure retaining valve 35 and the oil discharge spool 32 to enter the second chamber 33304, the oil pressure at the second discharge port of the oil discharge spool 32 is equal to a third pressure, the third pressure is greater than the first pressure, and since the fourth pressure is less than the third pressure, the resistance of the oil in the second chamber 33304 to the pushing member 331 is smaller than the maximum elastic force of the pressure retaining elastic member, so that the loading elastic member 336 can push the pushing member 331 to move rightward in the horizontal direction.
The second oil inlet chamber of the oil inlet slide valve 31 of the present embodiment is communicated with the outlet of the shuttle valve 36, and one end of the oil inlet elastic member of the oil inlet slide valve 31 extends into the second oil inlet chamber. When the oil inlet slide valve 31 actually works, the oil in the second oil inlet cavity and the oil inlet elastic piece of the oil inlet slide valve 31 exert a leftward acting force on the oil inlet piston of the oil inlet slide valve 31, and the oil in the first oil inlet cavity exerts a rightward acting force on the oil inlet piston, so that the oil inlet piston moves leftward or rightward, the opening state of the oil inlet slide valve 31 is changed, and the phenomenon that the pilot pressure regulating valve 1 operates the oil inlet slide valve 31 by mistake is avoided.
As shown in fig. 1, the parking lock structure of this embodiment further includes a first oil tank 37 and a second oil tank 38, the first oil tank 37 is communicated with the first oil return port, so that the first oil tank 37 can contain the oil discharged through the first oil return port, and the second oil tank 38 is communicated with the second oil return port, so that the second oil tank 38 can contain the oil discharged through the second oil return port.
The hydraulic control system of the automatic transmission of the present embodiment further includes a low-pressure cooling and lubricating structure, as shown in fig. 2, which includes a first oil tank 41, a high-pressure oil pump 42, a high-pressure filter 43, a second check valve 44, and an accumulator 45 that are sequentially communicated, the accumulator 45 being respectively communicated with the first pressure adjusting chamber of the first pressure adjusting valve 211 and the second pressure adjusting chamber of the second pressure adjusting valve 221, the oil in the first pressure adjusting cavity can adjust the opening state of the first pressure adjusting valve 211, the oil in the second pressure adjusting cavity can adjust the opening state of the second pressure adjusting valve 221, the low-pressure cooling and lubricating structure further comprises a switching valve 46, an inlet of the switching valve 46 is communicated with a pipeline between the high-pressure filter 43 and the second check valve 44, the second check valve 44 can be opened when the switching valve 46 is powered off, and the high-pressure oil pump 42 can charge the energy accumulator 45; when the switching valve 46 is energized, the high-pressure oil pump 42 can pump out the oil in the first oil tank 41 through the switching valve 46, the high-pressure oil pump 42 releases the pressure, the second check valve 44 is in a closed state, and the accumulator 45 maintains the pressure.
As shown in fig. 2, the low-pressure cooling and lubricating structure of the present embodiment further includes a relief valve 47 and a pressure sensor 48, the relief valve 47 is disposed between the high-pressure oil pump 42 and the high-pressure filter 43, and the pressure sensor 48 is configured to detect the pressure of the accumulator 45.
As shown in fig. 2, the low-pressure cooling and lubricating structure of the present embodiment further includes a second oil tank 51, a low-pressure oil pump 52, a cooler 53, and a low-pressure filter 54, which are sequentially communicated with each other, wherein the height of the second oil tank 51 is lower than that of the first oil tank 41, the second oil tank 51 is communicated with the first oil tank 41, when oil needs to be added, oil is added into the first oil tank 41, when the first oil tank 41 is filled with oil, the oil gradually flows to the second oil tank 51 to be added to the second oil tank 51, an outlet of the low-pressure filter 54 is respectively communicated with a cooling pipeline 55 and a lubricating pipeline 56, one of the cooling pipeline 55 and the lubricating pipeline 56 is provided with a flow regulating valve 57, the flow regulating valve 57 is connected to the pilot pressure regulating valve 1, the pilot pressure regulating valve has a main function of flow regulation for the flow regulating valve 57, and the flow regulating valve 57 is a two-position two-way spool.
Specifically, the opening pressure of the flow regulating valve 57 of the present embodiment is greater than the acting force of the oil inlet elastic member on the oil inlet piston when the first oil inlet and the first working oil port of the oil inlet slide valve 31 are communicated, and this arrangement makes the vehicle not affect the oil inlet slide valve 31 when the flow regulating valve 57 is regulated in the driving process.
As shown in fig. 2, the low-pressure cooling and lubricating structure of the present embodiment further includes a suction filter 58 and a pressure relief valve 59, the suction filter 58 is positioned between the second oil tank 51 and the low-pressure oil pump 52, the suction filter 58 can enable oil to pass through filter cloth of the suction filter 58 by means of vacuum to separate solid particles in the oil, an inlet of the pressure relief valve 59 is communicated with a pipeline between the low-pressure oil pump 52 and the cooler 53, an outlet of the pressure relief valve 59 is communicated with a pipeline between the second oil tank 51 and the suction filter 58, the pressure relief valve 59 can be opened when the oil pressure at an outlet of the low-pressure oil pump 52 is high to enable the oil at the outlet of the low-pressure oil pump 52 to return to the second oil tank 51 through the pressure relief valve 59, the bypass valve 510 is connected in parallel with a serial pipeline of the cooler 53 and the low-pressure filter 54, and the bypass valve 510 can be opened when the oil temperature in the cooling pipeline 55 and the lubricating pipeline 56 is low to prevent the oil at the outlet of the low-pressure oil pump 52 from being continuously cooled.
Further, as shown in fig. 2, the gear operating structure of the present embodiment further includes an odd-numbered clutch pressure regulating valve 212, an odd-numbered emergency drain spool 32213, a first odd-numbered gear shift valve 214, a second odd-numbered gear shift valve 215, an even-numbered clutch pressure regulating valve 222, an even-numbered emergency drain spool 32223, a first even-numbered gear shift valve 224, and a second even-numbered gear shift valve 225, wherein the second odd-numbered gear shift valve 215 is connected to the first pressure regulating valve 211, the first pressure regulating valve 211 is capable of regulating the flow rates of the oil of the first odd-numbered gear shift valve 214 and the second odd-numbered gear shift valve 215 to achieve the shifting of the first, third, fifth, and seventh gears, the second even-numbered gear shift valve 225 is connected to the second pressure regulating valve 221, and the second pressure regulating valve 221 is capable of regulating the flow rates of the oil of the first even-numbered gear shift valve 224 and the second even-numbered valve 225 to achieve the shifting of the second, fourth, sixth, and reverse gears.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (9)
1. A hydraulic control system of an automatic transmission, characterized by comprising:
a pilot pressure regulating valve (1);
a gear operating structure comprising a pressure regulating valve;
the parking locking structure comprises an oil inlet slide valve (31), an oil discharge slide valve (32) and a parking locking assembly (33), wherein the parking locking assembly (33) comprises an pushing piece (331), a stop piece (332), a shell (333) with a cavity and a parking piece (334), the parking piece (334) is connected with the pushing piece (331), a first communicating port (33301) and a second communicating port (33302) which are communicated with the cavity are arranged on the shell (333), part of the pushing piece (331) extends into the cavity and divides the cavity into a first cavity (33303) and a second cavity (33304), the stop piece (332) is arranged in the first cavity (33303), the first oil inlet cavity of the oil inlet slide valve (31) is communicated with a pilot pressure regulating valve (1), and a first oil inlet of the oil inlet slide valve (31) can be communicated with the pressure regulating valve, a first working oil port and a first oil return port are arranged on the oil inlet slide valve (31), oil in the first oil inlet cavity can push an oil inlet piston of the oil inlet slide valve (31) to enable the first working oil port to be communicated with the first oil return port or the first oil inlet, the first working oil port can be communicated with the first communication port (33301) and a first oil discharge cavity of the oil discharge slide valve (32) respectively, a second oil inlet of the oil discharge slide valve (32) can be communicated with a pipeline between the pressure regulating valve and the first oil inlet, the second communication port (33302) is communicated with a second working oil port of the oil discharge slide valve (32), and the oil in the first oil discharge cavity can push the oil discharge piston of the oil discharge slide valve (32) to enable the second working oil port to be communicated with the second oil return port or the second oil inlet of the oil discharge slide valve (32), the oil in the first chamber (33303) is capable of pushing the stop member (332) to move in a first direction to bring the stop member (332) into or out of abutment with the pusher (331), and the oil in the second chamber (33304) is capable of pushing the pusher (331) to move in a second direction to bring the parking member (334) into or out of abutment with a parking pawl, the second direction being disposed at an angle to the first direction;
the parking lock structure further includes a first check valve (34) and a pressure retaining valve (35), an inlet of the first check valve (34) is communicated with the first working oil port, an outlet of the first check valve (34) is respectively communicated with the first oil discharge cavity and a first pressure maintaining cavity of the pressure maintaining valve (35), the inlet of the pressure retaining valve (35) is communicated with the outlet of the pressure regulating valve, the outlet of the pressure retaining valve (35) is communicated with the second oil inlet, when the first check valve (34) is opened, oil discharged from the first working oil port respectively enters the first oil discharge cavity and the first pressure maintaining cavity through the first check valve (34), oil discharged from the outlet of the pressure regulating valve can enter the second chamber (33304) through the pressure retaining valve (35), the second oil inlet, the second working oil port and the second communication port (33302).
2. The hydraulic control system of an automatic transmission according to claim 1, wherein the number of the pressure regulating valves is two, the two pressure regulating valves are a first pressure regulating valve (211) and a second pressure regulating valve (221), respectively, the parking lock structure further includes a shuttle valve (36), two inlets of the shuttle valve (36) are communicated with the first pressure regulating valve (211) and the second pressure regulating valve (221), respectively, and an outlet of the shuttle valve (36) is communicated with the first oil inlet and an inlet of the pressure retaining valve (35), respectively.
3. The hydraulic control system of an automatic transmission according to claim 2, wherein one of the first pressure regulating valve (211) and the second pressure regulating valve (221) communicates with the shuttle valve (36) and the oil-feed spool valve (31) when a vehicle shifts between a first gear and a parking gear.
4. The hydraulic control system of an automatic transmission according to claim 2, wherein one of the stopper (332) and the urging member (331) is provided with a stopper projection (3321) and the other is provided with a recess (3310) that fits the stopper projection (3321), and the parking lock assembly (33) comprises:
a return spring (335), the return spring (335) being located in the first chamber (33303), one end of the return spring (335) being connected to the housing (333) and the other end being connected to the stopper (332), the return spring (335) being compressed when the stopper (332) is separated from the pusher (331), the return spring (335) being capable of returning the stopper (332) such that the limit projection (3321) is located in the groove (3310) or the stopper (332) abuts against the end surface of the pusher (331);
the loading elastic piece (336) is sleeved on the pushing piece (331) and located on the outer side of the shell (333), one end of the loading elastic piece (336) is connected with the shell (333), the other end of the loading elastic piece is connected with the pushing piece (331), when the parking piece (334) is separated from the parking pawl, the loading elastic piece (336) is compressed, and the loading elastic piece (336) can push the pushing piece (331) to move along the second direction, so that the pushing piece (331) drives the parking piece (334) to abut against the parking pawl.
5. The hydraulic control system of an automatic transmission according to claim 4, wherein the elastic force of the return elastic member (335) when the stopper member (332) is disengaged from the urging member (331) is a first pressure, and the difference in the inlet-outlet pressure of the first check valve (34) when the first check valve (34) opens is a second pressure that is greater than the first pressure; spacing arch (3321) are located when recess (3310) in the elastic force of loading elastic component (336) is the third pressure, the third pressure is greater than first pressure, when the exit intercommunication of pressure retaining valve (35) the elastic force of the pressurize elastic component of pressure retaining valve (35) is the fourth pressure, the fourth pressure is less than the third pressure.
6. The hydraulic control system of an automatic transmission according to claim 4, wherein the parking lock assembly (33) further includes a bushing (339), the bushing (339) is located in the second chamber (33304), the urging member (331) is in sealed sliding connection with the bushing (339), the urging member (331) divides the second chamber (33304) into an isolated exhaust chamber and an oil chamber, the housing (333) is further provided with a third communication port (33305), the third communication port (33305) is communicated with the exhaust chamber, and the second communication port (33302) is communicated with the oil chamber.
7. The hydraulic control system of an automatic transmission according to claim 1, characterized in that the parking lock structure further includes a first oil tank (37) and a second oil tank (38), the first oil tank (37) communicating with the first oil return port, the second oil tank (38) communicating with the second oil return port.
8. The hydraulic control system of an automatic transmission according to claim 1, further comprising a low-pressure cooling and lubricating structure including a first oil groove (41), a high-pressure oil pump (42), a high-pressure filter (43), a second check valve (44), and an accumulator (45) that are sequentially communicated, the low-pressure cooling and lubricating structure further comprising a switching valve (46), an inlet of the switching valve (46) being communicated with a pipe between the high-pressure filter (43) and the second check valve (44), the second check valve (44) being openable when the switching valve (46) is de-energized, the high-pressure oil pump (42) being capable of pressurizing the accumulator (45); when the switching valve (46) is electrified, the high-pressure oil pump (42) can pump oil in the first oil groove (41) out through the switching valve (46), the high-pressure oil pump (42) is decompressed, the second check valve (44) is in a closed state, and the energy accumulator (45) maintains pressure.
9. The hydraulic control system of an automatic transmission according to claim 8, wherein the low pressure cooling and lubricating structure further comprises a second oil tank (51), a low pressure oil pump (52), a cooler (53), and a low pressure filter (54) which are sequentially communicated, an outlet of the low pressure filter (54) is respectively communicated with a cooling pipeline (55) and a lubricating pipeline (56), one of the cooling pipeline (55) and the lubricating pipeline (56) is provided with a flow regulating valve (57), and the flow regulating valve (57) is connected with the pilot pressure regulating valve (1).
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011104880.9A CN112178184B (en) | 2020-10-15 | 2020-10-15 | Hydraulic control system of automatic transmission |
| PCT/CN2021/123980 WO2022078478A1 (en) | 2020-10-15 | 2021-10-15 | Hydraulic control system for automatic transmission |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202011104880.9A CN112178184B (en) | 2020-10-15 | 2020-10-15 | Hydraulic control system of automatic transmission |
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| CN112178184A CN112178184A (en) | 2021-01-05 |
| CN112178184B true CN112178184B (en) | 2022-02-15 |
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| CN112178184B (en) * | 2020-10-15 | 2022-02-15 | 中国第一汽车股份有限公司 | Hydraulic control system of automatic transmission |
| CN113357365B (en) * | 2021-05-27 | 2022-07-05 | 重庆长安汽车股份有限公司 | Hydraulic parking system of double-clutch transmission and vehicle |
| CN114017450B (en) * | 2021-10-29 | 2023-09-12 | 中国第一汽车股份有限公司 | Hydraulic control device of automatic transmission |
| CN113944668A (en) * | 2021-11-03 | 2022-01-18 | 山推工程机械股份有限公司 | Pilot control system |
| WO2023088513A1 (en) * | 2021-11-18 | 2023-05-25 | Schaeffler Technologies AG & Co. KG | Hydraulic assembly, and method for operating a hydraulic assembly |
| WO2023088509A1 (en) * | 2021-11-18 | 2023-05-25 | Schaeffler Technologies AG & Co. KG | Method for actuating a parking lock device |
| CN114151541B (en) * | 2021-12-01 | 2023-06-02 | 中国第一汽车股份有限公司 | Automatic transmission hydraulic control device and vehicle |
| DE102022101251B3 (en) * | 2022-01-20 | 2023-03-09 | Schaeffler Technologies AG & Co. KG | Method for controlling a parking lock device and fluid supply device |
| CN116572909B (en) * | 2023-04-26 | 2023-10-13 | 中国矿业大学 | Single track hangs oil pressure regulation formula overspeed protector and hydraulic system |
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| CN112178184A (en) | 2021-01-05 |
| WO2022078478A1 (en) | 2022-04-21 |
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