CN114017450A - Hydraulic control device of automatic transmission - Google Patents
Hydraulic control device of automatic transmission Download PDFInfo
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- CN114017450A CN114017450A CN202111270794.XA CN202111270794A CN114017450A CN 114017450 A CN114017450 A CN 114017450A CN 202111270794 A CN202111270794 A CN 202111270794A CN 114017450 A CN114017450 A CN 114017450A
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- parking
- oil
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- valve
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
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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
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0203—Control by fluid pressure with an accumulator; Details thereof
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
- F16D2048/0287—Hydraulic circuits combining clutch actuation and other hydraulic systems
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D2048/0257—Hydraulic circuit layouts, i.e. details of hydraulic circuit elements or the arrangement thereof
- F16D2048/0287—Hydraulic circuits combining clutch actuation and other hydraulic systems
- F16D2048/029—Hydraulic circuits combining clutch actuation with clutch lubrication or cooling
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention relates to the field of vehicles and discloses a hydraulic control device of an automatic transmission. When the parking piston is positioned at a position for removing the P gear, the parking control valve enables pressure oil output by the electric pump to enter the parking cavity through the unloading compensation valve so as to increase the oil pressure in the parking cavity and enable the parking piston to be kept at the position for removing the P gear, an energy accumulator is not required to supply oil to the parking cavity through the parking control valve, the energy accumulator is prevented from supplying oil to the parking cavity through frequently adjusting the parking control valve, and energy consumption is reduced; when the parking piston is kept at the position for releasing the P gear by using the parking control valve and the unloading compensation one-way valve, the sealing requirement and the pressure loss of a valve structure between the parking control valve and the energy accumulator are reduced.
Description
Technical Field
The invention relates to the field of transmissions, in particular to a hydraulic control device of an automatic transmission.
Background
The existing hydraulic control device of the automatic transmission generally builds pressure by continuously outputting flow through a pump, and comprises a low-pressure pump for supplying oil to a low-pressure oil way and a high-pressure pump for supplying oil to a high-pressure oil way, wherein the low-pressure oil way is used for supplying cooling lubricating oil to a clutch, the high-pressure oil way is divided into two ways, one way of the high-pressure oil way is output to a gear shifting and clutch execution module, the other way of the high-pressure oil way is used for supplying oil to an energy accumulator, and the energy accumulator is used for supplying high-pressure oil to a parking oil cylinder and gear shifting and supplying oil to the parking oil cylinder through a parking pressure regulating valve.
When hydraulic braking is carried out in the driving process, the energy accumulator is communicated with a parking cavity of the parking oil cylinder by adjusting the state of the parking pressure adjusting valve, the oil pressure is adjusted by the parking pressure adjusting valve, and a piston of the parking oil cylinder is moved and kept at a position for releasing the P gear.
In the existing hydraulic control device of the automatic transmission, when hydraulic locking is released, a parking pressure regulating valve needs to continuously maintain the state of supplying oil to a parking oil cylinder, so that the pressure maintaining time of an energy accumulator is too short. Because the outlet of the energy accumulator is communicated with the inlets of the gear shifting module and the clutch execution module, when the oil pressure of the energy accumulator is insufficient, the electric pump needs to be started, the energy accumulator is supplied with oil through the electric pump, so that the electric pump is frequently started, the working time of the electric pump is prolonged, the energy consumption is increased, and the performance of the whole vehicle can be reduced under extreme conditions.
Disclosure of Invention
The invention aims to provide a hydraulic control device of an automatic transmission, which avoids an energy accumulator from continuously supplying oil to a parking oil cylinder during hydraulic braking.
In order to achieve the purpose, the invention adopts the following technical scheme:
an automatic transmission hydraulic control apparatus comprising:
the clutch control system comprises an electric pump, an energy accumulator and an oil-filling switching valve, wherein the oil-filling switching valve can enable an outlet of the electric pump to be selectively communicated with the energy accumulator or a hydraulic oil tank, and the energy accumulator is used for supplying oil to a clutch execution module;
the parking device comprises a parking oil cylinder, a parking piston, a pressure relief cavity, a parking piston, a parking cone and an elastic reset piece, wherein the inner cavity of the parking oil cylinder is divided into the parking cavity and the pressure relief cavity by the parking piston;
the automatic transmission hydraulic control apparatus further includes:
the parking pressure regulating valve can enable an oil inlet of the parking control valve to be selectively communicated with the energy accumulator, or disconnected with the hydraulic oil tank, or disconnected with both the energy accumulator and the hydraulic oil tank, the parking cavity is communicated with a working oil port of the parking control valve through a first oil path, and the parking control valve can enable the working oil port to be selectively communicated with the oil inlet, or communicated with the hydraulic oil tank, or not communicated with the working oil port, the oil inlet and the hydraulic oil tank;
and the outlet of the electric pump is in one-way conduction with the first oil way through the unloading compensation one-way valve.
As an optional technical solution of the above automatic transmission hydraulic control apparatus, the other end of the parking piston passes through the pressure relief cavity and is provided with a braking groove;
the hydraulic control device of the automatic transmission further comprises a parking locking driving piece and a braking protrusion, wherein the parking locking driving piece is used for driving the braking protrusion to move, so that the braking protrusion is selectively inserted into the braking groove when the parking piston is located at a position for releasing the P gear, or is separated from the braking groove when the parking piston is located at a position for locking the P gear.
As an alternative aspect of the above automatic transmission hydraulic control apparatus, the automatic transmission hydraulic control apparatus further includes:
the oil inlet of the parking control valve can be selectively communicated with the accumulator or the hydraulic oil tank through the parking pressure regulating valve;
and one end of the gear shifting oil way is communicated with a second oil way communicated with the parking pressure regulating valve and the parking control valve, and the other end of the gear shifting oil way is communicated with an oil supply port of the gear shifting element.
As an optional technical solution of the hydraulic control apparatus for an automatic transmission, a first filter element is provided on the second oil passage, and the first filter element is located upstream of a position where the second oil passage communicates with the shift oil passage.
As an alternative solution to the above-described hydraulic control apparatus for an automatic transmission, the electric pump is a dual oil pump, and the electric pump includes:
the outlet of the low-pressure pump is communicated with a cooling and lubricating oil way of the clutch through a low-pressure oil way, and the low-pressure oil way is communicated with the first oil way in a one-way mode through the unloading compensation one-way valve;
and the high-pressure pump is connected with the shaft of the low-pressure pump, and the outlet of the high-pressure pump is selectively communicated with the energy accumulator or the hydraulic oil tank through the oil-filling switching valve.
As an alternative solution to the above-described hydraulic control apparatus for an automatic transmission, the low-pressure oil passage is selectively communicated with or disconnected from the hydraulic oil tank by a pressure-limiting valve;
the pressure limiting valve is a hydraulic control valve, and the low-pressure oil path is communicated with a hydraulic control end of the pressure limiting valve through a first throttling valve.
As an alternative to the above-described hydraulic control apparatus for an automatic transmission, an outlet of the low-pressure pump is communicated with the cooling and lubricating oil passage through a cooler.
As an alternative to the above-described hydraulic control apparatus for an automatic transmission, an outlet of the cooler is communicated with the cooling lubrication oil passage through a second filter element.
As an alternative to the above-described automatic transmission hydraulic control apparatus, the inlet of the second filter element communicates with the outlet of the second filter element through a bypass check valve.
As an optional technical solution of the above hydraulic control device for an automatic transmission, a detection unit is provided on the parking cylinder for detecting whether the parking piston is in a position for releasing the P range.
The invention has the beneficial effects that: according to the hydraulic control device of the automatic transmission, when the electric pump is started at a low temperature, the parking control valve enables the parking cavity to be communicated with the hydraulic oil tank through the first oil way, pressure oil output by the electric pump enters the first oil way through the unloading compensation one-way valve, the pressure oil in the first oil way flows back to the hydraulic oil tank through the parking control valve, the oil pressure at the outlet of the electric pump is reduced, the load of the electric pump is reduced, and the situation that the electric pump is difficult to start due to the fact that the viscosity of the pressure oil is increased at the low temperature is avoided.
In the normal running process of the vehicle, the parking piston is in the position for removing the P gear, the parking control valve enables pressure oil output by the electric pump to enter the first oil way through the unloading compensation valve and enter the parking cavity through the first oil way so as to increase the oil pressure in the parking cavity to keep the parking piston at the position for removing the P gear, an energy accumulator is not required to supply oil to the parking cavity through the parking control valve, the energy accumulator is prevented from supplying oil to the parking cavity through frequently adjusting the parking control valve, the energy consumption is reduced, and the performance of the whole vehicle is improved. When the parking piston is kept at the position for releasing the P gear by using the parking control valve and the unloading compensation one-way valve, pressure oil cannot flow through a valve structure between the energy accumulator and the parking control valve, so that pressure loss and the sealing requirement on the valve structure between the parking control valve and the energy accumulator are 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 hydraulic schematic diagram of a hydraulic control apparatus for an automatic transmission according to an embodiment of the present invention.
In the figure:
11. a low pressure pump; 12. a high pressure pump;
21. an oil-filled switching valve; 22. an oil-filled check valve; 23. an accumulator;
3. a clutch execution module;
41. a shift element; 42. a parking pressure regulating valve; 43. a first filter element;
51. an unloading compensation oil way; 52. an unloading compensation one-way valve;
6. a parking control valve;
71. a parking cylinder; 711. a parking piston; 712. an elastic reset member; 72. a parking lock drive; 73. a parking cone;
8. a pressure limiting valve;
91. a cooler; 92. a second filter element; 93. a bypass check valve; 94. a cooling and lubricating pressure regulating valve;
10. cooling the lubricating oil path;
100. a low pressure oil circuit; 200. a first oil passage; 300. a second oil passage; 400. locking the position of the P gear; 500. and releasing the position of the P gear.
Detailed Description
In order to make the technical problems solved, the technical solutions adopted and the technical effects achieved by the present invention clearer, the technical solutions of the present invention are further described below by way of specific embodiments with reference to the accompanying drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some but not all of the elements associated with the present invention are shown in the drawings.
As shown in fig. 1, the present embodiment provides a hydraulic control apparatus for an automatic transmission, including an electric pump, an accumulator 23, and an oil-charge switching valve 21, wherein the oil-charge switching valve 21 enables an outlet of the electric pump to selectively communicate with the accumulator 23 or a hydraulic oil tank, and the accumulator 23 is used to supply oil to a clutch actuation module 3. An oil-filled check valve 22 is arranged on an oil path between the oil-filled switching valve 21 and the energy accumulator 23, the outlet of the electric pump is communicated with the energy accumulator 23 in a one-way mode through the oil-filled check valve 22, and pressure oil in the energy accumulator 23 is prevented from flowing back through the oil-filled check valve 22.
The hydraulic control device of the automatic transmission further comprises a parking oil cylinder 71, a parking control valve 6 and a parking locking driving piece 72, wherein an inner cavity of the parking oil cylinder 71 is divided into a parking cavity and a pressure relief cavity by a parking piston 711 in the parking oil cylinder 71, one end of the parking piston 711 penetrates through the parking cavity and is connected with a parking cone 73, the other end of the parking piston 711 penetrates through the pressure relief cavity and is provided with a braking groove, and an elastic resetting piece 712 is arranged in the pressure relief cavity. A braking protrusion is connected to a movable end of the parking lock actuator 72, and the parking lock actuator 72 is configured to drive the braking protrusion to move, so that the braking protrusion is selectively inserted into the braking groove when the parking piston 711 is in the position 500 for releasing the P range, or is disengaged from the braking groove when the parking piston 711 is in the position 400 for locking the P range.
In this embodiment, the parking lock driving member 72 is an electromagnet, the movable end of the electromagnet is connected to the braking protrusion, and the braking protrusion is extended and retracted by controlling the electromagnet to be powered on or powered off. The parking piston 711 is held at the P-range releasing position 500 by inserting the braking protrusion into the braking groove, and the parking piston 711 is held at the P-range locking position 400 by the elastic restoring member 712 when the braking protrusion is released from the braking groove.
The hydraulic control device of the automatic transmission further comprises a parking pressure regulating valve 42, a parking control valve 6 and an unloading compensation one-way valve 52, wherein the parking pressure regulating valve 42 can enable an oil inlet of the parking control valve 6 to be selectively communicated with the energy accumulator 23, or disconnected with a hydraulic oil tank, or disconnected with both the energy accumulator 23 and the hydraulic oil tank; the parking cavity is communicated with a working oil port of the parking control valve 6 through a first oil path 200, and the parking control valve 6 can enable the working oil port to be selectively communicated with the oil inlet, or communicated with a hydraulic oil tank, or not communicated with the working oil port, the oil inlet and the hydraulic oil tank; the outlet of the electric pump is communicated with the first oil passage 200 in a one-way mode through the unloading compensation one-way valve 52.
In this embodiment, the parking control valve 6 is a two-position three-way electromagnetic valve, and the parking control valve 6 has a first state in which the working oil port and the oil inlet are communicated, a second state in which the working oil port and the hydraulic oil tank are communicated, and a third state in which the working oil port, the oil inlet and the hydraulic oil tank are not communicated with each other.
The electric pump is a duplex oil pump and comprises a low-pressure pump 11 and a high-pressure pump 12 connected with the low-pressure pump through a shaft, wherein the outlet of the low-pressure pump 11 is communicated with a cooling and lubricating oil path 10 of the clutch through a low-pressure oil path 100, the low-pressure oil path 100 is communicated with a first oil path 200 in a one-way mode through an unloading compensation one-way valve 52, and the outlet of the high-pressure pump 12 is selectively communicated with the inlet of an oil-filled one-way valve 22 or a hydraulic oil tank through an oil-filled switching valve 21. The output shaft of the motor is connected with the shaft of the low-pressure pump 11, and the efficiency of the automatic transmission can be effectively improved by adopting an electric dual oil pump.
In this embodiment, the low-pressure oil passage 100 is communicated with the inlet of the oil-filled check valve 22 through the unloading compensation oil passage 51, and the outlet of the oil-filled check valve 22 is communicated with the first oil passage 200.
When the electric pump works, the low-pressure pump 11 provides pressure oil to the low-pressure oil path 100, and the pressure oil is sent to the cooling and lubricating oil path 10 of the clutch through the low-pressure oil path 100 so as to cool the clutch. When the accumulator 23 needs to be filled with oil, the oil-filling switching valve 21 enables the outlet of the high-pressure pump 12 to be communicated with the accumulator 23 in a one-way mode through the oil-filling one-way valve 22, and oil is supplied to the clutch execution module 3 through the accumulator 23. When the accumulator 23 is not required to be filled with oil, the oil-filling switching valve 21 communicates the outlet of the high-pressure pump 12 with the hydraulic oil tank to relieve the pressure of the high-pressure pump 12.
At low temperature, the viscosity of the oil increases, and the pressure in the low-pressure oil line 100 increases exponentially, so that the electric pump is difficult to start and the requirement of the whole vehicle cannot be met. In this embodiment, when the electric pump is started at a low temperature, the parking control valve 6 is in the second state, the pressure oil output by the electric pump enters the unloading compensation oil passage 51, the pressure oil in the unloading compensation oil passage 51 enters the first oil passage 200 through the unloading compensation check valve 52, the pressure oil in the first oil passage 200 flows back to the hydraulic oil tank through the parking control valve 6, the outlet oil pressure of the electric pump is reduced, the load of the electric pump is reduced, and the electric pump is prevented from being difficult to start due to the increase of the low-temperature viscosity of the pressure oil.
In the normal running process of the vehicle, the parking piston 711 is in the position 500 for releasing the P gear, the parking control valve 6 is in the third state, pressure oil output by the electric pump enters the first oil way 200 through the unloading compensation valve and enters the parking cavity through the first oil way 200 to increase the oil pressure in the parking cavity, so that the parking piston 711 is kept in the position 500 for releasing the P gear, the oil is not required to be supplied to the parking cavity through the parking control valve 6 by the energy accumulator 23, the energy accumulator 23 is prevented from being supplied to the parking cavity by frequently adjusting the parking control valve 6, and the energy consumption is reduced. Further, when the parking piston 711 is held at the position 500 where the P range is released by the parking control valve 6 and the unload compensation check valve 52, the pressure oil does not flow through the valve structure between the accumulator 23 and the parking control valve 6, and the pressure loss and the sealing requirement for the valve structure between the parking control valve 6 and the accumulator 23 are reduced.
During the normal running of the vehicle, if the brake bulge is disengaged from the brake groove due to a fault, since the parking control valve 6 is in the third state and the parking chamber is in the closed state, the oil pressure in the parking chamber is gradually increased under the action of the elastic reset piece 712, so that a small amount of pressure oil is discharged from the narrow gap of the parking control valve 6, and the parking piston 711 is slowly reset under the action of the elastic reset piece 712, the parking cylinder 71 is provided with a detection unit for detecting whether the parking piston 711 is in the position 500 for releasing the P-range, when detecting that the parking piston 711 is gradually disengaged from the position 500 for releasing the P-range, the state of the parking control valve 6 is adjusted to the first state, so that the pressure oil provided by the accumulator 23 is sent to the parking chamber through the gear shifting module and the parking control valve 6, so that the parking piston 711 is kept in the position 500 for releasing the P-range, and a TCU fault is reported, so as to provide enough emergency treatment time for the vehicle, the safety of the whole vehicle control is improved.
The detection unit may be a displacement sensor or other structure capable of detecting whether the parking piston 711 is in the P-range releasing position 500.
When the P range needs to be taken off, the parking control valve 6 is in the first state, the accumulator 23 can be communicated with the first oil passage 200 through the parking control valve 6, so that pressure oil provided by the accumulator 23 is sent into a parking cavity through the first oil passage 200, the oil pressure in the parking cavity is increased, the parking piston 711 moves to the side of the pressure relief cavity to the position 500 where the P range is released, and the parking piston 711 moves to the pressure relief cavity to compress the elastic reset piece 712. When the parking piston 711 moves to the parking releasing position, the parking locking driving piece 72 is controlled to drive the braking protrusion to extend out and be inserted into the braking groove, the acting force applied to the parking piston 711 through pressure oil in the parking cavity enables the braking protrusion to be matched with the braking groove in an inserting mode, hydraulic and mechanical double matching is achieved, and safety is improved. Thereafter, the parking control valve 6 is adjusted to the third state to prevent the accumulator 23 from continuously supplying oil to the parking chamber, and at this time, the low-pressure pump 11 supplies oil to the first oil passage 200 through the unloading compensating check valve 52 to maintain the parking piston 711 at the position 500 where the P range is released.
Further, the low pressure oil passage 100 is selectively communicated with or disconnected from the hydraulic oil tank through the pressure limiting valve 8; the pressure limiting valve 8 is a hydraulic control valve, and the low-pressure oil path 100 is communicated with a hydraulic control end of the pressure limiting valve 8 through a first throttling valve.
In this embodiment, the pressure limiting valve 8 is a two-position two-way hydraulic control valve, and the pressure limiting valve 8 is usually kept in a state of disconnecting the low-pressure oil passage 100 from the hydraulic oil tank; as the oil pressure in the low-pressure oil path 100 is continuously increased, the oil pressure at the hydraulic control end of the pressure limiting valve 8 is increased, and when the oil pressure at the hydraulic control end of the pressure limiting valve 8 is increased to a certain degree, the spool of the pressure limiting valve 8 will act, so that the pressure limiting valve 8 is switched to a state in which the low-pressure oil path 100 is communicated with the hydraulic oil tank, thereby realizing the pressure relief of the low-pressure oil path 100 and ensuring the normal start of the electric pump. The electric pump is further protected against high pressure by means of a pressure-limiting valve 8. The pressure limiting valve 8 can be replaced by an overflow valve, and it should be noted that whether the pressure limiting valve 8 or the overflow valve is adopted, the opening pressure needs to be ensured to be greater than the opening pressure of the unloading compensation check valve 52.
Further, the hydraulic control device of the automatic transmission further comprises a parking pressure regulating valve 42 and a shifting oil path, wherein the oil inlet of the parking control valve 6 can be selectively communicated with the accumulator 23 or the hydraulic oil tank through the parking pressure regulating valve 42; the shift oil passage communicates with a second oil passage 300 that communicates the parking pressure regulating valve 42 and the parking control valve 6. The shifting oil path is used for communicating with an oil supply port of the shifting element 41, the shifting element 41 refers to a hydraulic control structure in the shifting structure, and the shifting structure with the hydraulic control structure is determined according to the selected shifting structure, and is not described in detail herein.
In this embodiment, the parking pressure regulating valve 42 is a three-position three-way electromagnetic valve including a left position, a middle position, and a right position, and when the parking pressure regulating valve 42 is in the left position, the second oil path 300 is communicated with the hydraulic oil tank; when the parking pressure regulating valve 42 is in the neutral position, the second oil path 300 is disconnected from both the hydraulic oil tank and the accumulator 23; when the parking pressure regulating valve 42 is in the right position, the accumulator 23 communicates with the second oil passage 300.
In the normal running process of the vehicle, once the braking protrusion is separated from the braking groove due to fault reasons, the parking control valve 6 is controlled to be adjusted to the first state to enable the first oil path 200 to be communicated with the second oil path 300, meanwhile, the parking pressure regulating valve 42 is controlled to be in the right position to enable the second oil path 300 to be communicated with the accumulator 23, and oil is supplied to the parking cavity through the accumulator 23.
Further, the second oil passage 300 is provided with a first filter element 43, the first filter element 43 is located upstream of a position where the second oil passage 300 communicates with the shift oil passage, and the pressure oil sent to the shift oil passage and the parking chamber is filtered by the first filter element 43.
Further, the outlet of the low-pressure pump 11 communicates with the cooling lubrication oil passage 10 through a cooler 91. The lubricating oil sent to the clutch is cooled by the cooler 91.
Further, the outlet of the cooler 91 communicates with the cooling/lubrication oil passage 10 through the second filter element 92, and the pressure oil sent to the cooling/lubrication oil passage 10 is filtered by the second filter element 92.
Further, the inlet of the second filter element 92 communicates with the outlet of the second filter element 92 through a bypass check valve 93. When the second filter element 92 is clogged, the pressure oil cooled by the cooler 91 can be sent to the cooling lubricating oil passage 10 through the bypass check valve 93.
Further, the outlet of the low-pressure pump 11 is selectively connected to or disconnected from the cooling and lubrication oil path 10 through a cooling and lubrication pressure regulating valve 94, the cooling and lubrication pressure regulating valve 94 is a two-position two-way hydraulic control valve, two hydraulic control ends of the cooling and lubrication pressure regulating valve 94 are respectively a first hydraulic control end and a second hydraulic control end, wherein the first hydraulic control end is communicated with the cooling and lubrication oil path 10 through a second throttle valve, the second hydraulic control end is communicated with the outlet of the low-pressure pump 11, and a return spring of the cooling and lubrication pressure regulating valve 94 is located at the second hydraulic control end.
In a normal state, the acting forces at both ends of the cooling and lubricating pressure regulating valve 94 are equal, and the cooling and lubricating pressure regulating valve 94 is in a state of disconnecting the outlet of the low-pressure pump 11 and the cooling and lubricating oil passage 10; when the outlet oil pressure of the low pressure pump 11 increases due to clogging of the first filter element 43, the cooling lubrication pressure adjustment valve 94 is switched to a state in which the outlet of the low pressure pump 11 and the cooling lubrication oil passage 10 are communicated by the oil pressure of the first pilot side.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims 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," "second," and the like 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 specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral 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.
Claims (10)
1. An automatic transmission hydraulic control apparatus comprising:
the clutch control system comprises an electric pump, an energy accumulator (23) and an oil-filling switching valve (21), wherein the oil-filling switching valve (21) can enable an outlet of the electric pump to be selectively communicated with the energy accumulator (23) or a hydraulic oil tank, and the energy accumulator (23) is used for supplying oil to a clutch execution module (3);
the parking device comprises a parking oil cylinder (71), wherein the inner cavity of the parking oil cylinder (71) is divided into a parking cavity and a pressure relief cavity by a parking piston (711), one end of the parking piston (711) penetrates through the parking cavity and is connected with a parking cone (73), and an elastic resetting piece (712) is arranged in the pressure relief cavity;
characterized in that the automatic transmission hydraulic control apparatus further includes:
the parking control system comprises a parking pressure regulating valve (42) and a parking control valve (6), wherein the parking pressure regulating valve (42) can enable an oil inlet of the parking control valve (6) to be selectively communicated with the energy accumulator (23), or disconnected with the hydraulic oil tank, or disconnected with both the energy accumulator (23) and the hydraulic oil tank, a parking cavity is communicated with a working oil port of the parking control valve (6) through a first oil path (200), and the parking control valve (6) can enable the working oil port to be selectively communicated with the oil inlet, or communicated with the hydraulic oil tank, or not communicated with the working oil port, the oil inlet and the hydraulic oil tank;
and the outlet of the electric pump is in one-way conduction with the first oil way (200) through the unloading compensation one-way valve (52).
2. The automatic transmission hydraulic control apparatus according to claim 1, characterized in that the other end of the parking piston (711) passes through the pressure relief chamber and is provided with a brake groove;
the hydraulic control device of the automatic transmission further comprises a parking locking driving piece (72) and a braking protrusion, wherein the parking locking driving piece (72) is used for driving the braking protrusion to move, so that the braking protrusion is selectively inserted into the braking groove when the parking piston (711) is in a position for releasing the P gear, or is disengaged from the braking groove when the parking piston (711) is in a position (400) for locking the P gear.
3. The automatic transmission hydraulic control apparatus according to claim 1, characterized by further comprising:
a parking pressure regulating valve (42), the oil inlet of the parking control valve (6) can be selectively communicated with the accumulator (23) or the hydraulic oil tank through the parking pressure regulating valve (42);
and one end of the gear shifting oil path is communicated with a second oil path (300) communicated with the parking pressure regulating valve (42) and the parking control valve (6), and the other end of the gear shifting oil path is used for being communicated with an oil supply port of a gear shifting element (41).
4. The automatic transmission hydraulic control apparatus according to claim 3, characterized in that a first filter element (43) is provided on the second oil passage (300), the first filter element (43) being located upstream of a position where the second oil passage (300) communicates with the shift oil passage.
5. The automatic transmission hydraulic control apparatus according to claim 1, wherein the electric pump is a dual oil pump, the electric pump including:
the outlet of the low-pressure pump (11) is communicated with a cooling and lubricating oil path (10) of the clutch through a low-pressure oil path (100), and the low-pressure oil path (100) is communicated with the first oil path (200) in a one-way mode through the unloading compensation one-way valve (52);
a high-pressure pump (12), the high-pressure pump (12) and the low-pressure pump (11) being connected by a shaft, an outlet of the high-pressure pump (12) being selectively communicated with the accumulator (23) or the hydraulic tank through the oil-filling switching valve (21).
6. The automatic transmission hydraulic control apparatus according to claim 5, characterized in that the low pressure oil passage (100) is selectively communicated with or disconnected from the hydraulic oil tank by a pressure limiting valve (8);
the pressure limiting valve (8) is a hydraulic control valve, and the low-pressure oil way (100) is communicated with a hydraulic control end of the pressure limiting valve (8) through a first throttling valve.
7. The automatic transmission hydraulic control apparatus according to claim 5, characterized in that an outlet of the low-pressure pump (11) communicates with the cooling lubrication oil passage (10) through a cooler (91).
8. The automatic transmission hydraulic control apparatus according to claim 7, characterized in that an outlet of the cooler (91) communicates with the cooling lubrication oil passage (10) through a second filter element (92).
9. The automatic transmission hydraulic control apparatus according to claim 8, characterized in that an inlet of the second filter element (92) communicates with an outlet of the second filter element (92) through a bypass check valve (93).
10. The automatic transmission hydraulic control apparatus according to any one of claims 5 to 9, characterized in that a detection unit is provided on the parking cylinder (71) for detecting whether the parking piston (711) is in a position (500) for releasing the P range.
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| CN202111270794.XA CN114017450B (en) | 2021-10-29 | 2021-10-29 | Hydraulic control device of automatic transmission |
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Cited By (1)
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| CN114776802A (en) * | 2022-04-20 | 2022-07-22 | 哈尔滨东安汽车发动机制造有限公司 | Control method for automatically controlling and releasing parking of automatic transmission |
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| CN114017450B (en) | 2023-09-12 |
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