CN114017450B - Hydraulic control device of automatic transmission - Google Patents
Hydraulic control device of automatic transmission Download PDFInfo
- Publication number
- CN114017450B CN114017450B CN202111270794.XA CN202111270794A CN114017450B CN 114017450 B CN114017450 B CN 114017450B CN 202111270794 A CN202111270794 A CN 202111270794A CN 114017450 B CN114017450 B CN 114017450B
- Authority
- CN
- China
- Prior art keywords
- oil
- parking
- pressure
- valve
- automatic transmission
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- 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
-
- 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
-
- 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
-
- 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
-
- 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
Landscapes
- 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 the position for releasing 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 that oil pressure in the parking cavity is increased to enable the parking piston to be kept at the position for releasing the P gear, the energy accumulator does not need to supply oil to the parking cavity through the parking control valve, frequent adjustment of the parking control valve is avoided, the energy accumulator supplies oil to the parking cavity, and energy consumption is reduced; when the parking control valve and the unloading compensation one-way valve are used for keeping the parking piston at the position for releasing the P gear, 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 speed variators, in particular to a hydraulic control device of an automatic speed changer.
Background
The existing automatic transmission hydraulic control device generally builds pressure by continuously outputting flow through a pump, and comprises a low-pressure pump for supplying oil to a low-pressure oil circuit and a high-pressure pump for supplying oil to a high-pressure oil circuit, wherein the low-pressure oil circuit is used for supplying cooling lubricating oil to a clutch, the high-pressure oil circuit is divided into two circuits, one circuit is output to a gear shifting and clutch executing module, the other circuit is used for supplying oil to an energy accumulator, the energy accumulator is used for supplying high-pressure oil to a parking oil cylinder and gear shifting, and the energy accumulator is used for supplying oil to the parking oil cylinder through a parking pressure regulating valve.
When the hydraulic braking is carried out in the driving process, the energy accumulator is communicated with the parking cavity of the parking oil cylinder by adjusting the state of the parking pressure adjusting valve, and the oil pressure is adjusted by the parking pressure adjusting valve, so that the piston of the parking oil cylinder is moved and kept at the position for releasing the P gear.
In the existing hydraulic control device for automatic transmission, when the hydraulic lock is released, the parking pressure regulating valve needs to be kept in a state of supplying oil to the parking cylinder continuously, so that the pressure maintaining time of the accumulator is too short. Because the outlet of the accumulator is also communicated with the inlets of the gear shifting module and the clutch executing module, when the oil pressure of the accumulator is insufficient, the electric pump needs to be started, and the oil is supplied to the accumulator 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 some extreme conditions.
Disclosure of Invention
The invention aims to provide a hydraulic control device of an automatic transmission, which avoids an accumulator from continuously supplying oil to a parking oil cylinder during hydraulic braking.
To achieve the purpose, the invention adopts the following technical scheme:
an automatic transmission hydraulic control apparatus comprising:
the clutch actuator 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 executing module;
the inner cavity of the parking oil cylinder is divided into a parking cavity and a pressure release cavity by a parking piston of the parking oil cylinder, one end of the parking piston penetrates through the parking cavity and is connected with a parking cone, and an elastic reset piece is arranged in the pressure release cavity;
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 way, 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 alternative solution of the hydraulic control device for an automatic transmission, the other end of the parking piston passes through the pressure release chamber and is provided with a brake groove;
the automatic transmission hydraulic control device further comprises a parking lock driving piece and a brake protrusion, wherein the parking lock driving piece is used for driving the brake protrusion to move, so that the brake protrusion is selectively inserted into the brake groove when the parking piston is in a position for releasing the P gear, or is pulled out of the brake groove when the parking piston is in a position for locking the P gear.
As an alternative aspect of the automatic transmission hydraulic control apparatus described above, the automatic transmission hydraulic control apparatus further includes:
the oil inlet of the parking control valve can be selectively communicated with the energy 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 which is communicated with the parking pressure regulating valve and the parking control valve, and the other end of the gear shifting oil way is used for being communicated with an oil supply port of a gear shifting element.
As an optional technical scheme of the automatic transmission hydraulic control device, the second oil path is provided with a first filter element, and the first filter element is located at the upstream of the communication position of the second oil path and the gear shifting oil path.
As an optional technical solution of the hydraulic control device for an automatic transmission, the electric pump is a duplex 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 in one-way conduction with the first oil way through the unloading compensation one-way valve;
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 accumulator or the hydraulic oil tank through the oil charge switching valve.
As an alternative solution of the hydraulic control device for an automatic transmission, the low-pressure oil line is selectively connected to or disconnected from the hydraulic oil tank through a pressure limiting valve;
the pressure limiting valve is a hydraulic control valve, and the low-pressure oil way is communicated with the hydraulic control end of the pressure limiting valve through a first throttle valve.
As an alternative solution of the hydraulic control device for an automatic transmission, the outlet of the low-pressure pump is communicated with the cooling and lubricating oil path through a cooler.
As an alternative solution of the hydraulic control device for an automatic transmission, the outlet of the cooler is communicated with the cooling and lubrication oil path through a second filter element.
As an alternative to the hydraulic control device for an automatic transmission, the inlet of the second filter element is communicated with the outlet of the second filter element through a bypass check valve.
As an optional technical scheme of the automatic transmission hydraulic control device, the parking cylinder is provided with a detection unit for detecting whether the parking piston is at a position for releasing the P gear.
The invention has the beneficial effects that: according to the hydraulic control device for 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 of an 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 increase of viscosity at the low temperature of the pressure oil is avoided.
In the normal running process of the vehicle, the parking piston is positioned at the position for releasing 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 that the oil pressure in the parking cavity is increased to enable the parking piston to be kept at the position for releasing the P gear, the energy accumulator is not required to supply oil to the parking cavity through the parking control valve, frequent adjustment of the parking control valve to enable the energy accumulator to supply oil to the parking cavity is avoided, energy consumption is reduced, and the performance of the whole vehicle is improved. When the parking control valve and the unloading compensation one-way valve are used for enabling the parking piston to be kept at the position for releasing the P gear, pressure oil cannot flow through a valve structure between the energy accumulator and the parking control valve, and pressure loss and sealing requirements 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 of the embodiments of the present invention, the following description will briefly explain the drawings needed in the description of the embodiments of the present invention, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the contents of the embodiments of the present invention and these drawings without inventive effort for those skilled in the art.
Fig. 1 is a hydraulic schematic diagram of an automatic transmission hydraulic control apparatus provided by 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 one-way 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. unloading compensation oil way; 52. an unloading compensation one-way valve;
6. a parking control valve;
71. parking oil cylinder; 711. a parking piston; 712. an elastic reset piece; 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 lubrication pressure regulating valve;
10. cooling and lubricating oil paths;
100. a low-pressure oil path; 200. a first oil passage; 300. a second oil path; 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 scheme adopted and the technical effects achieved by the invention more clear, the technical scheme of the invention is further described below by a specific embodiment in combination with the attached drawings. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the drawings related to the present invention are shown.
As shown in fig. 1, the present embodiment provides an automatic transmission hydraulic control apparatus 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 be selectively communicated with the accumulator 23 or a hydraulic tank, the accumulator 23 being used to supply oil to a clutch executing module 3. An oil-filled one-way valve 22 is arranged on an oil path between the oil-filled switching valve 21 and the accumulator 23, an outlet of the electric pump is in one-way conduction with the accumulator 23 through the oil-filled one-way valve 22, and pressure oil in the accumulator 23 is prevented from flowing back through the oil-filled one-way 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 a parking piston 711 in the parking oil cylinder 71 divides the inner cavity of the parking oil cylinder 71 into a parking cavity and a pressure release cavity, 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 release cavity and is provided with a braking groove, and an elastic reset piece 712 is arranged in the pressure release cavity. A brake projection is connected to the movable end of the parking lock drive member 72, and the parking lock drive member 72 is configured to drive the brake projection to move so that the brake projection is selectively inserted into the brake recess when the parking piston 711 is in the P-range release position 500 or is released from the brake recess when the parking piston 711 is in the P-range lock position 400.
In this embodiment, the parking lock driving member 72 is an electromagnet, and the movable end of the electromagnet is connected to the brake protrusion, so as to control the electromagnet to power off and power on, thereby realizing the extension and retraction of the brake protrusion. The brake projection is inserted into the brake recess to hold the parking piston 711 in the P-range release position 500, and the resilient return member 712 can hold the parking piston 711 in the P-range lock position 400 when the brake projection is disengaged from the brake recess.
The above-described automatic transmission hydraulic control apparatus further includes a parking pressure adjusting valve 42, a parking control valve 6, and an unloading compensation check valve 52, wherein the parking pressure adjusting valve 42 enables an oil inlet of the parking control valve 6 to be selectively communicated with the accumulator 23, or disconnected from the hydraulic oil tank, or disconnected from both the 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 way 200, and the parking control valve 6 can enable the working oil port to be selectively communicated with an 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 in one-way conduction with the first oil passage 200 through the unloading compensation check 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 a working oil port and an oil inlet of the parking control valve 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.
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, wherein an outlet of the low-pressure pump 11 is communicated with a cooling and lubricating oil path 10 of a clutch through a low-pressure oil path 100, the low-pressure oil path 100 is in one-way conduction with a first oil path 200 through an unloading compensation one-way valve 52, and an outlet of the high-pressure pump 12 is selectively communicated with an inlet of an oil filling one-way valve 22 or a hydraulic oil tank through an oil filling 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 duplex oil pump.
In this embodiment, the low pressure oil passage 100 is communicated with the inlet of the oil charge check valve 22 through the unloading compensation oil passage 51, and the outlet of the oil charge check valve 22 is communicated with the first oil passage 200.
When the electric pump is operated, the low pressure pump 11 supplies pressure oil to the low pressure oil passage 100, and the pressure oil is supplied to the clutch cooling and lubrication oil passage 10 through the low pressure oil passage 100 to cool the clutch. When the accumulator 23 is required to be filled with oil, the oil filling switching valve 21 enables the outlet of the high-pressure pump 12 to be in one-way conduction with the accumulator 23 through the oil filling one-way valve 22, and oil is supplied to the clutch executing module 3 through the accumulator 23. When the accumulator 23 is not charged with oil, the charge switching valve 21 communicates the outlet of the high-pressure pump 12 with the hydraulic tank to discharge 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 whole vehicle requirement 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 path 51, the pressure oil in the unloading compensation oil path 51 enters the first oil path 200 through the unloading compensation check valve 52, the pressure oil in the first oil path 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 viscosity at a low temperature.
In the normal running process of the vehicle, the parking piston 711 is at 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 path 200 through the unloading compensation valve and enters the parking cavity through the first oil path 200 so as to increase oil pressure in the parking cavity, so that the parking piston 711 is kept at the position 500 for releasing the P gear, the accumulator 23 is not required to supply oil to the parking cavity through the parking control valve 6, frequent adjustment of the parking control valve 6 to enable the accumulator 23 to supply oil to the parking cavity is avoided, and energy consumption is reduced. In addition, when the parking piston 711 is held at the P range release position 500 by the parking control valve 6 and the load compensation check valve 52, pressure oil does not flow through the valve structure between the accumulator 23 and the parking control valve 6, and pressure loss and sealing requirements for the valve structure between the parking control valve 6 and the accumulator 23 are reduced.
When the vehicle is in normal running, if the braking convex fault is released from the braking groove, the parking control valve 6 is in the third state, the parking cavity is in the closed state, the oil pressure in the parking cavity 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, 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 gear, when the parking piston 711 is detected to be gradually released from the position 500 for releasing the P gear, 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 cavity through the gear shifting module and the parking control valve 6, the parking piston 711 is kept in the position 500 for releasing the P gear, and the TCU fault is reported, so that enough emergency processing time is provided for the vehicle, and the safety of the whole vehicle control is improved.
The detection means may be a displacement sensor or other structure capable of detecting whether the parking piston 711 is in the P range release position 500.
When the P gear needs to be disengaged, the parking control valve 6 is in the first state, the accumulator 23 can be communicated with the first oil path 200 through the parking control valve 6, so that pressure oil provided by the accumulator 23 can be sent into the parking cavity through the first oil path 200, the oil pressure in the parking cavity is increased, the parking piston 711 moves to the side where the pressure release cavity is located to the position 500 for releasing the P gear, and the parking piston 711 moves to the pressure release cavity to compress the elastic reset piece 712. When the parking piston 711 moves to the parking release position, the parking lock driving member 72 is controlled to drive the brake protrusion to extend out and insert into the brake groove, and the brake protrusion and the brake groove are matched in a plugging manner by the acting force of the pressure oil in the parking cavity applied to the parking piston 711, so that hydraulic and mechanical dual matching is realized, and the safety is improved. Then, the parking control valve 6 is adjusted to the third state, avoiding the accumulator 23 from continuously supplying oil to the parking chamber, at which time the low pressure pump 11 supplies oil to the first oil passage 200 through the unloading compensating check valve 52, so that the parking piston 711 is maintained at the P range release position 500.
Further, the low-pressure oil passage 100 is selectively connected to 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 throttle 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 normally kept in a state of disconnecting the low-pressure oil line 100 from the hydraulic oil tank; with the continuous increase of the oil pressure in the low-pressure oil line 100, the oil pressure of the hydraulic control end of the pressure limiting valve 8 increases, and when the oil pressure of the hydraulic control end of the pressure limiting valve 8 increases to a certain extent, the valve core of the pressure limiting valve 8 acts, so that the pressure limiting valve 8 is switched to a state that the low-pressure oil line 100 is communicated with the hydraulic oil tank, the pressure relief of the low-pressure oil line 100 is realized, and the normal starting of the electric pump is ensured. The electric pump is further protected against high pressure by a pressure limiting valve 8. The pressure limiting valve 8 may 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 automatic transmission hydraulic control device further includes a parking pressure adjusting valve 42 and a shift oil passage, and an 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 adjusting valve 42; the shift oil passage communicates with a second oil passage 300 that communicates the parking pressure adjusting valve 42 and the parking control valve 6. The shift oil path is used for communicating with an oil supply port of a shift element 41, the shift element 41 refers to a hydraulic control structural member in a shift structure, and the shift structure with the hydraulic control structure is determined according to the selected shift structure, and is not described in detail herein.
In this embodiment, the parking pressure adjusting valve 42 is a three-position three-way solenoid valve, which includes a left position, a middle position, and a right position, and when the parking pressure adjusting 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 passage 300 is disconnected from both the hydraulic oil tank and the accumulator 23; when the parking pressure adjusting 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 brake bulge is separated from the brake groove due to failure, the parking control valve 6 is controlled to be adjusted to a first state so that the first oil way 200 is communicated with the second oil way 300, and meanwhile, the parking pressure regulating valve 42 is controlled to a right position so that the second oil way 300 is communicated with the accumulator 23, and oil is supplied to the parking cavity through the accumulator 23.
Further, the second oil path 300 is provided with a first filter element 43, the first filter element 43 is located upstream of the position where the second oil path 300 communicates with the shift oil path, and the pressure oil sent to the shift oil path 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-lubricant oil passage 10 through the second filter element 92, and the pressure oil sent to the cooling-lubricant oil passage 10 is filtered through 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-lubrication 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 lubricating oil circuit 10 through a cooling and lubricating pressure regulating valve 94, the cooling and lubricating pressure regulating valve 94 is a two-position two-way hydraulic control valve, two hydraulic control ends of the cooling and lubricating 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 lubricating oil circuit 10 through a second throttling 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 lubricating pressure regulating valve 94 is located at the second hydraulic control end.
In the normal state, the forces at both ends of the cooling and lubrication pressure regulating valve 94 are equal, and the cooling and lubrication pressure regulating valve 94 is in a state in which the outlet of the low-pressure pump 11 and the cooling and lubrication oil passage 10 are disconnected; when the outlet oil pressure of the low-pressure pump 11 increases due to the clogging of the first filter element 43, the cooling/lubrication pressure regulating valve 94 is switched to a state in which the outlet of the low-pressure pump 11 and the cooling/lubrication oil passage 10 communicate with each other by the oil pressure of the first hydraulic control end.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific 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 explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Claims (10)
1. An automatic transmission hydraulic control apparatus comprising:
an electric pump, an accumulator (23) and an oil charge switching valve (21), the oil charge switching valve (21) enabling the outlet of the electric pump to be selectively communicated with the accumulator (23) or a hydraulic oil tank, the accumulator (23) being used for supplying oil to a clutch execution module (3);
the parking cylinder (71), the inner cavity of the parking cylinder (71) is divided into a parking cavity and a pressure release 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 reset piece (712) is arranged in the pressure release cavity;
the automatic transmission hydraulic control device is characterized by further comprising:
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, the parking cavity is communicated with a working oil port of the parking control valve (6) through a first oil way (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 an 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 device according to claim 1, characterized in that the other end of the parking piston (711) passes through the pressure release chamber and is provided with a brake groove;
the automatic transmission hydraulic control device further comprises a parking lock driving member (72) and a brake protrusion, wherein the parking lock driving member (72) is used for driving the brake protrusion to move so that the brake protrusion is selectively inserted into the brake groove when the parking piston (711) is in a P gear releasing position or is released from the brake groove when the parking piston (711) is in a P gear locking position (400).
3. The automatic transmission hydraulic control apparatus according to claim 1, characterized in that the automatic transmission hydraulic control apparatus further comprises:
-a parking pressure control valve (42), an oil inlet of the parking control valve (6) being able to communicate selectively with the accumulator (23) or the hydraulic oil tank via the parking pressure control valve (42);
and one end of the gear shifting oil way is communicated with a second oil way (300) which is communicated with the parking pressure regulating valve (42) and the parking control valve (6), and the other end of the gear shifting oil way is used for being communicated with an oil supply port of the gear shifting element (41).
4. The automatic transmission hydraulic control device 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, characterized in that the electric pump is a duplex 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 in one-way conduction with the first oil path (200) through the unloading compensation one-way valve (52);
-a high pressure pump (12), the high pressure pump (12) being connected to the shaft of the low pressure pump (11), the outlet of the high pressure pump (12) being selectively in communication with the accumulator (23) or the hydraulic tank via the charge switching valve (21).
6. The automatic transmission hydraulic control apparatus according to claim 5, characterized in that the low-pressure oil circuit (100) is selectively connected to or disconnected from the hydraulic oil tank through a pressure limiting valve (8);
the pressure limiting valve (8) is a hydraulic control valve, and the low-pressure oil path (100) is communicated with the hydraulic control end of the pressure limiting valve (8) through a first throttle valve.
7. The automatic transmission hydraulic control device 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 device 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 device 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 device 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 the P range release position (500).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111270794.XA CN114017450B (en) | 2021-10-29 | 2021-10-29 | Hydraulic control device of automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111270794.XA CN114017450B (en) | 2021-10-29 | 2021-10-29 | Hydraulic control device of automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114017450A CN114017450A (en) | 2022-02-08 |
| CN114017450B true CN114017450B (en) | 2023-09-12 |
Family
ID=80058741
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111270794.XA Active CN114017450B (en) | 2021-10-29 | 2021-10-29 | Hydraulic control device of automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114017450B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114776802B (en) * | 2022-04-20 | 2024-05-14 | 哈尔滨东安汽车发动机制造有限公司 | Control method for automatically controlling release of parking of automatic transmission |
Citations (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60245857A (en) * | 1984-05-18 | 1985-12-05 | Iseki & Co Ltd | Retreat high-speed switching avoiding apparatus for shiftable agricultural machine |
| DE10149528A1 (en) * | 2000-11-21 | 2002-06-13 | Luk Lamellen & Kupplungsbau | Hydraulic actuation systems |
| AU2003289988A1 (en) * | 2003-12-09 | 2005-07-21 | Gkn Driveline International Gmbh | Hydraulic system |
| CN102678917A (en) * | 2010-12-22 | 2012-09-19 | 奥迪股份公司 | Device for operating parking lock |
| CN102818014A (en) * | 2012-08-31 | 2012-12-12 | 长城汽车股份有限公司 | Automatic gearbox control oil path for automobile |
| DE102014216648A1 (en) * | 2013-09-25 | 2015-03-26 | Schaeffler Technologies AG & Co. KG | Hydraulic control for a commercial vehicle dual-clutch transmission |
| DE102013220340A1 (en) * | 2013-10-09 | 2015-04-09 | Volkswagen Aktiengesellschaft | Device for controlling a hydraulically actuated clutch |
| CN107044540A (en) * | 2017-05-24 | 2017-08-15 | 捷孚传动科技有限公司 | gear box hydraulic control system |
| JP2017166636A (en) * | 2016-03-17 | 2017-09-21 | 本田技研工業株式会社 | Parking lock device for vehicle |
| CN108895095A (en) * | 2018-09-21 | 2018-11-27 | 湘潭大学 | A kind of pressure compensation control system of electro-hydraulic module |
| CN110985653A (en) * | 2019-12-19 | 2020-04-10 | 中国第一汽车股份有限公司 | Hydraulic oil supply system of automatic transmission |
| CN112178184A (en) * | 2020-10-15 | 2021-01-05 | 中国第一汽车股份有限公司 | Hydraulic control system of automatic transmission |
| DE102019129142A1 (en) * | 2019-10-29 | 2021-04-29 | Schaeffler Technologies AG & Co. KG | Hydraulic actuator system for a motor vehicle drive with passive system pressure valve; as well as drive unit |
| CN213541263U (en) * | 2020-09-14 | 2021-06-25 | 广州汽车集团股份有限公司 | Transmission parking hydraulic system |
| CN214221989U (en) * | 2020-12-25 | 2021-09-17 | 中国第一汽车股份有限公司 | Gear shifting and parking hydraulic control system of double-clutch automatic transmission |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4164020B2 (en) * | 2003-12-11 | 2008-10-08 | 株式会社豊田自動織機 | Vehicle parking brake device |
-
2021
- 2021-10-29 CN CN202111270794.XA patent/CN114017450B/en active Active
Patent Citations (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60245857A (en) * | 1984-05-18 | 1985-12-05 | Iseki & Co Ltd | Retreat high-speed switching avoiding apparatus for shiftable agricultural machine |
| DE10149528A1 (en) * | 2000-11-21 | 2002-06-13 | Luk Lamellen & Kupplungsbau | Hydraulic actuation systems |
| AU2003289988A1 (en) * | 2003-12-09 | 2005-07-21 | Gkn Driveline International Gmbh | Hydraulic system |
| CN102678917A (en) * | 2010-12-22 | 2012-09-19 | 奥迪股份公司 | Device for operating parking lock |
| CN102818014A (en) * | 2012-08-31 | 2012-12-12 | 长城汽车股份有限公司 | Automatic gearbox control oil path for automobile |
| DE102014216648A1 (en) * | 2013-09-25 | 2015-03-26 | Schaeffler Technologies AG & Co. KG | Hydraulic control for a commercial vehicle dual-clutch transmission |
| DE102013220340A1 (en) * | 2013-10-09 | 2015-04-09 | Volkswagen Aktiengesellschaft | Device for controlling a hydraulically actuated clutch |
| JP2017166636A (en) * | 2016-03-17 | 2017-09-21 | 本田技研工業株式会社 | Parking lock device for vehicle |
| CN107044540A (en) * | 2017-05-24 | 2017-08-15 | 捷孚传动科技有限公司 | gear box hydraulic control system |
| CN108895095A (en) * | 2018-09-21 | 2018-11-27 | 湘潭大学 | A kind of pressure compensation control system of electro-hydraulic module |
| DE102019129142A1 (en) * | 2019-10-29 | 2021-04-29 | Schaeffler Technologies AG & Co. KG | Hydraulic actuator system for a motor vehicle drive with passive system pressure valve; as well as drive unit |
| CN110985653A (en) * | 2019-12-19 | 2020-04-10 | 中国第一汽车股份有限公司 | Hydraulic oil supply system of automatic transmission |
| CN213541263U (en) * | 2020-09-14 | 2021-06-25 | 广州汽车集团股份有限公司 | Transmission parking hydraulic system |
| CN112178184A (en) * | 2020-10-15 | 2021-01-05 | 中国第一汽车股份有限公司 | Hydraulic control system of automatic transmission |
| CN214221989U (en) * | 2020-12-25 | 2021-09-17 | 中国第一汽车股份有限公司 | Gear shifting and parking hydraulic control system of double-clutch automatic transmission |
Non-Patent Citations (1)
| Title |
|---|
| 叉车湿式负制动解除液压系统改进;徐家祥;;工程机械与维修(第01期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114017450A (en) | 2022-02-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112178184B (en) | Hydraulic control system of automatic transmission | |
| CN102168754B (en) | Hydraulic control system for wet-type double-clutch automatic transmission | |
| US8915344B2 (en) | Dual-clutch transmission | |
| US8579094B2 (en) | Hydraulic control system for an automatic transmission having a three path torque converter control subsystem | |
| KR102221374B1 (en) | Transmission device having a hydraulic system | |
| CN102128259B (en) | Transmission hydraulic control system having a dual element pump | |
| US8500600B2 (en) | Hydraulic control system for an automatic transmission having a manual valve with a two gear default strategy | |
| US11913542B2 (en) | Vehicle hydraulic control system and method | |
| US8403793B2 (en) | Hydraulic control system for an automatic transmission having a lubrication regulation valve | |
| KR102221373B1 (en) | Hydraulic system of a transmission with a plurality of pressure regulating valves | |
| CN216382530U (en) | Hydraulic control system for special hybrid power transmission and automobile | |
| CN110966400A (en) | Gearbox hydraulic control system and vehicle | |
| CN112283330A (en) | Hybrid power transmission hydraulic system and vehicle | |
| CN114017450B (en) | Hydraulic control device of automatic transmission | |
| CN212672375U (en) | Oil source device and automobile | |
| CN115516231B (en) | Hydraulic circuit for a dual clutch transmission and method for operating the same | |
| CN214118917U (en) | Hybrid power transmission hydraulic system and vehicle | |
| CN111207207B (en) | Current control composite switch valve | |
| CN207131844U (en) | Electric-liquid type control system of speed variator | |
| CN217002439U (en) | Hydraulic system of hybrid power gearbox | |
| CN112943916A (en) | Hydraulic control system for automatic transmission and working equipment | |
| CN114151541B (en) | Automatic transmission hydraulic control device and vehicle | |
| CN221300064U (en) | Lubricating main oil way of automatic transmission, hydraulic control system and vehicle | |
| CN214578788U (en) | Hydraulic control system for automatic transmission and working equipment | |
| CN117515147A (en) | 8AT automatic transmission hydraulic system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |