CN114135595B - Hydraulic control oil way of rear-drive transmission - Google Patents
Hydraulic control oil way of rear-drive transmission Download PDFInfo
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- CN114135595B CN114135595B CN202111455252.XA CN202111455252A CN114135595B CN 114135595 B CN114135595 B CN 114135595B CN 202111455252 A CN202111455252 A CN 202111455252A CN 114135595 B CN114135595 B CN 114135595B
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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
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D65/00—Parts or details
- F16D65/14—Actuating mechanisms for brakes; Means for initiating operation at a predetermined position
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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
- 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
- F16D2121/00—Type of actuator operation force
- F16D2121/02—Fluid pressure
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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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
A hydraulic control oil way of a rear-drive transmission belongs to the technical field of transmissions. The clutch and the brake of the control oil way are filled with oil, so that the gear shifting time can be shortened, and the gear shifting response is improved. The hydraulic control system comprises a mechanical oil pump, a system pressure valve, a TC pressure switching valve, a TC locking valve, a parking control valve, a solenoid valve pressure limiting valve, a parking release valve, an A position valve, a B position valve, an A control valve, an A holding valve, a B control valve, a B holding valve, a C control valve, a C holding valve, a D control valve, a D holding valve, an E control valve, an E holding valve, a switching valve S1, a solenoid valve SLA, a solenoid valve SLB, a solenoid valve SLC, a solenoid valve SLD, a solenoid valve SLE, a solenoid valve SL, a solenoid valve SLU, a parking solenoid valve and an EOP start-stop energy storage pump. All clutches and brakes of the oil way are pre-filled with oil when not working, so that the gear shifting time is effectively shortened, and the gear shifting responsiveness is improved; built-in electronic parking, electronic gear shifting and electronic start-stop, and the electronic parking device is compact in structure, convenient to drive, energy-saving and emission-reducing.
Description
Technical Field
The invention belongs to the technical field of speed variators, and particularly relates to the technical field of a rear-drive speed changer hydraulic control oil circuit.
Background
In response to challenges of world energy and environmental systems, automobiles are an important source of petroleum consumption and carbon dioxide emission, huge reform is needed, and China is a large country of automobile consumption, and the challenges and technical innovation are more urgent. Over a long period of time, various forms of plug-in hybrid, hybrid electric technology will be the primary overroute. The technology upgrading is carried out based on the traditional power, the mixing technology can be divided into P architecture mixing and power splitting mixing, the P architecture mixing technology is the technology upgrading of the traditional power, the development period is short, the industrialization cost is low, but the whole machine efficiency is low; the power split hybrid is a brand new developed hybrid dedicated drive transmission, with obvious advantages in layout space, efficiency and cost, and is considered to be the hybrid technology closest to the electric-only technology.
Disclosure of Invention
In order to solve the problems in the background art, the invention provides a hydraulic control oil way of a rear-drive transmission, which aims to solve the problems of slow gear shifting response and poor oil saving capability of the traditional transmission hydraulic oil way.
The technical scheme adopted for solving the technical problems is as follows: a hydraulic control oil way of a rear-drive transmission comprises a mechanical oil pump, a system pressure valve, a parking control valve, an electromagnetic valve pressure limiting valve, a parking release valve, an A position valve, a B position valve, a C control valve, a D control valve, an E control valve, a switch valve S, a parking electromagnetic valve and an EOP start-stop energy storage pump; the parking valve is communicated with a main oil way, the mechanical oil pump is respectively communicated with a system pressure valve, an electromagnetic valve pressure limiting valve, a parking release valve, an A position valve and a parking control valve through the main oil way, the parking valve is electrically connected with a parking electromagnetic valve, the parking electromagnetic valve controls the action of the parking valve, the parking electromagnetic valve is powered off, the parking valve moves into a P gear under the thrust action provided by the parking electromagnetic valve, the switching valve S is communicated with the parking release valve, the electromagnetic valve pressure limiting valve, the A position valve and the B position valve, the movement of the parking release valve and the A position valve is controlled by the on-off of the switching valve S, and the switching valve S is electrified to enable the main oil pressure to form a passage with the C control valve, the D control valve, the E control valve and the parking valve, so that the parking valve moves to a non-P position to realize a non-P state; the switch valve S simultaneously electrifies the parking electromagnetic valve to enable the parking electromagnetic valve to start to work so as to clamp the parking valve core and lock the parking valve core at a non-P gear position; and an EOP start-stop energy storage pump is arranged on a main oil way which goes to the brake and the clutch.
The system pressure valve is communicated with the TC pressure valve and the electromagnetic valve SL through an oil way, the TC pressure valve is communicated with the system pressure valve, the TC pressure conversion valve, the TC locking valve, the A control valve, the B control valve, the C control valve, the D control valve, the E control valve and the electromagnetic valve SL through the oil way, the electromagnetic valve SL is communicated with the electromagnetic valve pressure limiting valve, the system pressure valve and the TC pressure valve, the oil pressure of the system pressure valve and the TC pressure valve is controlled through controlling the on-off of the electromagnetic valve SL, and the system pressure valve and the TC pressure valve are in balance states at different positions, so that the regulation of different main oil pressures of the system is realized.
The mechanical oil pump is connected with the hydraulic torque converter; the TC pressure switching valve is communicated with the TC locking valve, the electromagnetic valve SLU and the pump impeller and the guide pulley of the hydraulic torque converter through an oil way, the TC locking valve is communicated with the A position valve, the A control valve, the B control valve, the C control valve, the D control valve, the E control valve, the parking release valve, the electromagnetic valve pressure limiting valve, the electromagnetic valve SLU and the locking clutch through oil ways, the electromagnetic valve SLU is communicated with the electromagnetic valve pressure limiting valve, the TC pressure switching valve and the TC locking valve, and the movement of the TC pressure switching valve and the TC locking valve is controlled by the on-off of the electromagnetic valve SLU, so that the main oil pressure is the same as the locking clutch, and the direct/indirect state is realized.
The parking valve, the parking control valve, the parking release valve, the parking electromagnetic valve and the switch valve S are combined to realize the control of the P/non-P state; the parking control valve is communicated with a parking release valve, an A position valve, an A control valve, an A holding valve, a C control valve, a D control valve, an E control valve and an A brake through oil passages, the electromagnetic valve pressure limiting valve is communicated with the parking release valve, the A position valve, the TC locking valve, the A control valve, the B control valve, a switch valve S, an electromagnetic valve SLA, an electromagnetic valve SLB, an electromagnetic valve SLC, an electromagnetic valve SLD, an electromagnetic valve SLE, an electromagnetic valve SL and an electromagnetic valve SLU through oil passages, the parking release valve is communicated with the electromagnetic valve pressure limiting valve, the A position valve, the TC locking valve, the A control valve, the B control valve, the parking control valve, the switch valve S, B position valve, the C control valve, the C holding valve, the E control valve, the E holding valve, the C clutch and the E clutch through oil passages, the A position valve is communicated with the B position valve, the TC locking valve, the parking control valve, the electromagnetic valve pressure limiting valve, the parking release valve, the A control valve, the B control valve, the C control valve, the D control valve, the E control valve, the switching valve S, C holding valve, the E holding valve, the C clutch and the E clutch through an oil path, and the B position valve is communicated with the parking release valve, the A position valve, the C control valve, the C holding valve, the E control valve, the E holding valve, the switching valve S, C clutch and the E clutch through oil paths.
The control valve A is communicated with the control valve A, the control valve B, the TC locking valve, the parking releasing valve, the position valve A, the solenoid valve pressure limiting valve, the control valve C, the control valve D, the control valve E, the parking control valve, the solenoid valve SLA and the brake A through an oil way, the control valve A is communicated with the control valve A, the parking control valve, the solenoid valve SLA and the brake A through an oil way, the solenoid valve SLA is communicated with the solenoid valve pressure limiting valve, the control valve A and the brake A, the movement of the control valve A and the brake A is controlled by the on-off of the solenoid valve SLA, and then the main oil pressure and the brake A form a passage/break so as to realize the engagement/separation of the brake A.
The control valve B is communicated with the control valve B, the control valve A, the TC locking valve, the parking release valve, the position valve A, the solenoid valve pressure limiting valve, the control valve C, the control valve D, the control valve E, the solenoid valve SLB and the brake B through an oil way, the control valve B is communicated with the control valve B, the solenoid valve SLB and the brake B through an oil way, the solenoid valve SLB is communicated with the solenoid valve pressure limiting valve, the control valve B and the brake B, and the movement of the control valve B and the brake B is controlled by the on-off of the solenoid valve SLB, so that the main oil pressure and the brake B form a passage/break so as to realize the engagement/separation of the brake B.
The C control valve is communicated with the C control valve, the parking control valve, the A control valve, the B control valve, the D control valve, the E control valve, the TC locking valve, the parking release valve, the A position valve, the B position valve, the electromagnetic valve SLC and the C clutch through an oil way, the C control valve is communicated with the C control valve, the parking release valve, the A position valve, the B position valve, the electromagnetic valve SLC and the C clutch through an oil way, the electromagnetic valve SLC is communicated with the electromagnetic valve pressure limiting valve, the C control valve and the C holding valve, the movement of the C control valve and the C holding valve is controlled by the on-off of the electromagnetic valve SLC, and then the main oil pressure and the C clutch form a passage/break so as to realize the engagement/separation of the C clutch.
The D control valve is communicated with the D control valve, the parking control valve, the A control valve, the B control valve, the C control valve, the E control valve, the TC locking valve, the A position valve, the electromagnetic valve SLD and the D clutch through oil passages, the D control valve is communicated with the D control valve, the electromagnetic valve SLD and the D clutch through oil passages, the electromagnetic valve SLD is communicated with the electromagnetic valve pressure limiting valve, the D control valve and the D holding valve, and the movement of the D control valve and the D holding valve is controlled by the on-off of the electromagnetic valve SLD, so that the main oil pressure and the D clutch form the same way, and the D clutch is engaged.
The E control valve is communicated with the E holding valve, the parking control valve, the A control valve, the B control valve, the C control valve, the D control valve, the TC locking valve, the parking release valve, the A position valve, the B position valve, the electromagnetic valve SLE and the E clutch through an oil way, the E holding valve is communicated with the E control valve, the electromagnetic valve SLE and the E clutch through an oil way, the electromagnetic valve SLE is communicated with the electromagnetic valve pressure limiting valve, the E control valve and the E holding valve, and the movement of the E control valve and the E holding valve is controlled by the on-off of the electromagnetic valve SLE, so that the main oil pressure and the E clutch form the same way, and the E clutch is connected.
The TC pressure valve provides the required oil pressure for the hydraulic torque converter, and part of the oil pressure passing through the TC pressure valve is used for prefilling all clutches and brakes, and all clutch and brake prefilling oil paths are provided with pressure limiting valves for ensuring safety.
The invention has the beneficial effects that: all clutches and brakes of the control oil way are pre-filled with oil when not working, and the safety of the pre-filled oil pressure is ensured by a pressure limiting valve, so that the gear shifting time is greatly shortened, and the gear shifting response is improved;
an EOP start-stop energy storage pump is designed in the main oil way, and is used for replacing an oil pump to ensure the oil pressure of a brake and a clutch which are required to be combined in a D1 gear in an idle stop stage, so that the fuel waste and carbon dioxide emission of an engine in a congestion section at a low rotating speed are reduced;
an electronic parking control oil way is designed, the traditional stay wire control is canceled, a mechanical parking electromagnetic valve and a parking valve are used for replacing an original manual valve, and the on-off of the parking electromagnetic valve is controlled through an electric signal, so that the action of the parking valve is controlled, and the switching between P and non-P (R/N/D) gears is realized;
the electronic gear shifting structure is designed, the movement of the valve core is further controlled by controlling the on-off of the electromagnetic valve, the switching between non-P gears (R/N/D) is realized, and the dual-function safety protection of the mechanical parking electromagnetic valve and the feedback oil way is arranged at the non-P gears to prevent the mistaken entering into the P gears in the running process;
built-in electronic parking, electronic gear shifting and electronic start-stop, compact structural arrangement, convenient driving, energy conservation and emission reduction.
Drawings
In the drawings:
FIG. 1 is a schematic diagram of a control oil circuit according to the present invention;
in the figure: 1. a mechanical oil pump; 2. a system pressure valve; 3. a TC pressure valve; 4. a TC pressure switching valve; 5. a TC locking valve; 6. a parking valve; 7. a parking control valve; 8. a solenoid valve pressure limiting valve; 9. a parking release valve; 10. a position A valve; 11. a B-position valve; 12. a, a control valve; 13. a holding valve; 14. b, controlling a valve; 15. b a holding valve; 16. a control valve; 17. c a holding valve; 18. a control valve; 19. a holding valve; 20. e, controlling a valve; 21. e a holding valve; 22. a switch valve S; 23. an electromagnetic valve SLA; 24. a solenoid valve SLB; 25. an electromagnetic valve SLC; 26. a solenoid valve SLD; 27. a solenoid valve SLE; 28. a solenoid valve SL; 29. a solenoid valve SLU; 30. a parking electromagnetic valve; 31. the EOP starts and stops the energy storage pump; 32. a lockup clutch; 33. a C clutch; 34. e clutch; 35. a D clutch; 36. a brake B; 37. a brake; 38. a torque converter; 39. a main oil path; 40. parking control oil passage.
Detailed Description
The present invention will now be described in further detail with reference to the accompanying drawings. The drawings are simplified schematic views illustrating the basic structure of the present invention by way of illustration only, and thus show only the constitution related to the present invention.
The hydraulic control oil way of the rear-drive transmission comprises a mechanical oil pump 1, a system pressure valve 2, a parking valve 6, a parking control valve 7, an electromagnetic valve pressure limiting valve 8, a parking release valve 9, an A position valve 10, a B position valve 11, a C control valve 16, a D control valve 18, an E control valve 20, a switch valve S22, a parking electromagnetic valve 30, an EOP start-stop energy storage pump 31, a main oil way 39 and a parking control oil way 40;
the parking valve 6 is communicated with a main oil way 39, the mechanical oil pump 1 is respectively communicated with the system pressure valve 2, the electromagnetic valve pressure limiting valve 8, the parking release valve 9, the A position valve 10 and the parking control valve 7 through the main oil way 39, the parking valve 6 is electrically connected with the parking electromagnetic valve 30, the action of the parking valve 6 is controlled by the parking electromagnetic valve 30, the parking electromagnetic valve 30 is powered off, the parking valve 6 moves into the P gear under the thrust provided by the parking electromagnetic valve 30, the parking release valve 9 is controlled to move by utilizing the switch valve S22 so as to disconnect the main oil way 39 and the parking control oil way 40,
the switch valve S22 is communicated with the parking release valve 9, the electromagnetic valve pressure limiting valve 8, the A position valve 10 and the B position valve 11, the on-off of the switch valve S22 controls the movement of the parking release valve 9 and the A position valve 10, the switch valve S22 is electrified to enable a main oil way 39 to form a passage with the C control valve 16, the D control valve 18, the E control valve 20 and the parking valve 6, and the parking valve 6 is moved to a non-P position to realize a non-P (R/N/D) state; the switch valve S22 simultaneously energizes the parking electromagnetic valve 30 to enable the parking electromagnetic valve 30 to start working to clamp the parking valve core to be locked at the non-P gear position; an EOP start-stop accumulator pump 31 is installed on a main oil passage 39 leading to a brake and a clutch.
The system pressure valve 2 is communicated with the TC pressure valve 3 and the electromagnetic valve SL28 through oil ways, the TC pressure valve 3 is communicated with the system pressure valve 2, the TC pressure switching valve 4, the TC locking valve 5, the A control valve 12, the B control valve 14, the C control valve 16, the D control valve 18, the E control valve 20 and the electromagnetic valve SL28 through oil ways, the electromagnetic valve SL28 is communicated with the electromagnetic valve pressure limiting valve 8, the system pressure valve 2 and the TC pressure valve 3, and the oil pressure of the system pressure valve 2 and the TC pressure valve 3 is controlled through controlling the on-off of the electromagnetic valve SL28, so that the system pressure valve 2 and the TC pressure valve 3 are in balanced states at different positions, and different main oil pressure sizes of the system are adjusted.
The mechanical oil pump 1 is connected with a hydraulic torque converter 38; the TC pressure switching valve 4 is communicated with the TC locking valve 5, the electromagnetic valve SLU29 and the pump impeller and the guide pulley of the hydraulic torque converter 38 through oil passages, the TC locking valve 5 is communicated with the A-position valve 10, the A-control valve 12, the B-control valve 14, the C-control valve 16, the D-control valve 18, the E-control valve 20, the parking release valve 9, the electromagnetic valve pressure limiting valve 8, the electromagnetic valve SLU29 and the locking clutch 32 through oil passages, the electromagnetic valve SLU29 is communicated with the electromagnetic valve pressure limiting valve 8, the TC pressure switching valve 4 and the TC locking valve 5, and the movement of the TC pressure switching valve 4 and the TC locking valve 5 is controlled by the on-off of the electromagnetic valve SLU29, so that the main oil passage 39 is communicated with the locking clutch 32, and a direct/indirect state is realized.
The parking valve 6, the parking control valve 7, the parking release valve 9, the parking electromagnetic valve 30 and the switch valve S22 are combined to realize a control P/non-P state; the parking control valve 7 is communicated with the parking release valve 9, the A position valve 10, the A control valve 12, the A holding valve 13, the C control valve 16, the D control valve 18, the E control valve 20 and the A brake 37 through an oil path, the solenoid valve pressure limiting valve 8 is communicated with the parking release valve 9, the A position valve 10, the TC locking valve 5, the A control valve 12, the B control valve 14, the switch valve S22, the solenoid valve SLA23, the solenoid valve SLB24, the solenoid valve SLC25, the solenoid valve SLD26, the solenoid valve SLE27, the solenoid valve SL28 and the solenoid valve SLU29 through an oil path, the parking release valve 9 is communicated with the solenoid valve pressure limiting valve 8, the A position valve 10, the TC locking valve 5, the A control valve 12, the B control valve 14, the parking valve 6, the parking control valve 7, the switch valve S22, the B position valve 11, the C control valve 16, the C holding valve 17, the E control valve 20, the E holding valve 21, the C clutch 33 and the E clutch 34 through an oil path, the a-position valve 10 communicates with the B-position valve 11, the TC lock valve 5, the parking valve 6, the parking control valve 7, the solenoid valve pressure limiting valve 8, the parking release valve 9, the a control valve 12, the B control valve 14, the C control valve 16, the D control valve 18, the E control valve 20, the on-off valve S22, the C holding valve 17, the E holding valve 21, the C clutch 33, and the E clutch 34 through an oil passage, and the B-position valve 11 communicates with the parking release valve 9, the a-position valve 10, the C control valve 16, the C holding valve 17, the E control valve 20, the E holding valve 21, the on-off valve S22, the C clutch 33, and the E clutch 34 through an oil passage.
The A control valve 12 is communicated with the A holding valve 13, the B control valve 14, the TC locking valve 5, the parking release valve 9, the A position valve 10, the solenoid pressure limiting valve 8, the C control valve 16, the D control valve 18, the E control valve 20, the parking control valve 7, the solenoid SLA23 and the A brake 37 through oil paths, the A holding valve 13 is communicated with the A control valve 12, the parking control valve 7, the solenoid SLA23 and the A brake 37 through oil paths, the solenoid SLA23 is communicated with the solenoid pressure limiting valve 8, the A control valve 12 and the A holding valve 13, and the movement of the A control valve 12 and the A holding valve 13 is controlled by the on-off of the solenoid SLA23 so as to enable a main oil path 39 to be communicated with/disconnected from the A brake 37, so that the A brake 37 is engaged/separated.
The B control valve 14 communicates with the B holding valve 15, the a control valve 12, the TC lock valve 5, the parking release valve 9, the a position valve 10, the solenoid pressure limiting valve 8, the C control valve 16, the D control valve 18, the E control valve 20, the solenoid valve SLB24, and the B brake 36 through an oil passage, the B holding valve 15 communicates with the B control valve 14, the solenoid valve SLB24, and the B brake 36 through an oil passage, the solenoid valve SLB24 communicates with the solenoid pressure limiting valve 8, the B control valve 14, and the B holding valve 15, and the movement of the B control valve 14 and the B holding valve 15 is controlled by the on-off of the solenoid valve SLB24, thereby causing the main oil passage 39 to be opened/closed with the B brake 36 to engage/disengage the B brake 36.
The C control valve 16 is communicated with the C holding valve 17, the parking control valve 7, the A control valve 12, the B control valve 14, the D control valve 18, the E control valve 20, the TC locking valve 5, the parking release valve 9, the A position valve 10, the B position valve 11, the electromagnetic valve SLC25 and the C clutch 33 through oil paths, the C holding valve 17 is communicated with the C control valve 16, the parking release valve 9, the A position valve 10, the B position valve 11, the electromagnetic valve SLC25 and the C clutch 33 through oil paths, the electromagnetic valve SLC25 is communicated with the electromagnetic valve pressure limiting valve 8, the C control valve 16 and the C holding valve 17, the movement of the C control valve 16 and the C holding valve 17 is controlled by the on-off of the electromagnetic valve SLC25, and then the main oil path 39 and the C clutch 33 form a path or a break path to realize the connection/disconnection of the C clutch 33, the main oil path 39 forms the same path through the A position valve 10, the C control valve 16 and the B brake 36, the movement of the B control valve 14 is controlled by the electromagnetic valve 25, the movement of the A position valve 10 is controlled by the electromagnetic valve S22, and the movement of the C control valve 16 is controlled by the electromagnetic valve 25.
The D control valve 18 is communicated with the D control valve 19, the parking control valve 7, the A control valve 12, the B control valve 14, the C control valve 16, the E control valve 20, the TC lock valve 5, the A position valve 10, the electromagnetic valve SLD26 and the D clutch 35 through oil paths, the D control valve 19 is communicated with the D control valve 18, the electromagnetic valve SLD26 and the D clutch 35 through oil paths, the electromagnetic valve SLD26 is communicated with the electromagnetic valve pressure limiting valve 8, the D control valve 18 and the D control valve 19, and the movement of the D control valve 18 and the D control valve 19 is controlled by the on-off of the electromagnetic valve SLD26 so that the main oil pressure and the D clutch 35 form the same path to realize the engagement of the D clutch 35.
The E control valve 20 is communicated with the E holding valve 21, the parking control valve 7, the A control valve 12, the B control valve 14, the C control valve 16, the D control valve 18, the TC locking valve 5, the parking release valve 9, the A position valve 10, the B position valve 11, the electromagnetic valve SLE27 and the E clutch 34 through oil paths, the E holding valve 21 is communicated with the E control valve 20, the electromagnetic valve SLE27 and the E clutch 34 through oil paths, the electromagnetic valve SLE27 is communicated with the electromagnetic valve pressure limiting valve 8, the E control valve 20 and the E holding valve 21, and the movement of the E control valve 20 and the E holding valve 21 is controlled by the on-off of the electromagnetic valve SLE27 so that the main oil pressure and the E clutch 34 form the same path to realize the engagement of the E clutch 34.
The TC pressure valve 3 provides the required oil pressure for the hydraulic torque converter, and part of the oil pressure passing through the TC pressure valve 3 is used for prefilling all clutches and brakes, and all clutch and brake prefilling oil paths are provided with pressure limiting valves for ensuring safety.
All clutches and brakes are not engaged during P range;
a brake 37 is engaged in N gear, controlled by solenoid valve SLA 23;
the A brake 37, the B brake 36 and the D clutch 35 are engaged in the R gear, and the combination of the electromagnetic valve SLA23, the electromagnetic valve SLB24 and the electromagnetic valve SLD26 is controlled;
in D1 gear, A brake 37, B brake 36 and C clutch 33 are engaged and cooperatively controlled by solenoid valve SLA23, solenoid valve SLB24 and solenoid valve SLC 25;
in the D2 gear, the A brake 37, the B brake 36 and the E clutch 34 are engaged and cooperatively controlled by the electromagnetic valve SLA23, the electromagnetic valve SLB24 and the electromagnetic valve SLE 27;
the B brake 36, the C clutch 33 and the E clutch 34 are engaged in the D3 gear, and the electromagnetic valves SLB24, SLC25 and SLE27 are cooperatively controlled;
the B brake 36, the D clutch 35 and the E clutch 34 are engaged in the D4 gear, and the electromagnetic valves SLB24, SLD26 and SLE27 are cooperatively controlled;
the B brake 36, the C clutch 33 and the D clutch 35 are engaged in the D5 gear, and are cooperatively controlled by the electromagnetic valve SLB24, the electromagnetic valve SLC25 and the electromagnetic valve SLD 26;
the C clutch 33, the D clutch 35 and the E clutch 34 are engaged in the D6 gear, and the electromagnetic valve SLC25, the electromagnetic valve SLD26 and the electromagnetic valve SLE27 are cooperatively controlled;
in D7 gear, A brake 37, C clutch 33 and D clutch 35 are engaged and cooperatively controlled by solenoid valve SLA23, solenoid valve SLC25 and solenoid valve SLD 26;
the engagement of the A brake 37, the D clutch 35 and the E clutch 34 in the D8 gear is realized, and the cooperative control is realized by the electromagnetic valve SLA23, the electromagnetic valve SLD26 and the electromagnetic valve SLE 27.
The invention cancels the manual valve core mechanism in the automatic transmission to control all the brakes and clutches, namely five friction transmission components are controlled by two normally low VBS electromagnetic valves and 3 normally high VBS electromagnetic valves, wherein the engagement of two brakes is controlled by two normally low VBS electromagnetic valves, the engagement of three clutches is controlled by three normally high VBS electromagnetic valves (electromagnetic valve SLA23 and electromagnetic valve SLB24 are normally low VBS electromagnetic valves respectively used for controlling A brake 37 and B brake 36, electromagnetic valve SLC25, electromagnetic valve SLD26 and electromagnetic valve SLE27 are normally high VBS electromagnetic valves respectively used for controlling C clutch 33, D clutch 35 and E clutch 34), the main oil pressure is controlled by normally high VBS electromagnetic valves, the direct and indirect states of the torque converter are controlled by normally low VBS electromagnetic valves, the P state and the non-P state are controlled by a switch valve S22 and a mechanical electromagnetic valve 30, and the corresponding valve core is pushed to move by controlling different work, so that the main oil way 39 is communicated with the brakes, the clutch oil way and the clutch way, and the clutch is used for realizing the switching of the engaged position of the clutch and the clutch;
the electronic parking assembly comprises a parking electromagnetic valve 30, a switching valve S22 and a mechanical valve core assembly, wherein the parking electromagnetic valve 30 is a mechanical electromagnetic valve; the mechanical valve core assembly comprises a parking valve 6, a parking control valve 7 and a parking release valve 9, wherein the parking release valve 9 and the parking control valve 7 are controlled by an on-off valve S22.
Working principle:
when the vehicle parks and hangs P gear: the parking solenoid valve 30 is powered off, and the parking valve 6 moves into the P gear under the thrust action provided by the parking solenoid valve 30;
and (3) a P-out process: the switch valve S22 is electrified to control the parking control valve 7 and the parking release valve 9, control the main oil way to supply oil to the parking valve 6, push the parking valve 6 to move to finish the P-gear-out action, and simultaneously electrify the parking electromagnetic valve 30 to enable the parking electromagnetic valve 30 to start working to clamp the valve core of the parking valve 6 so as to lock the valve core at the non-P-gear position.
The invention adopts the method that an EOP start-stop energy storage pump 31 is arranged on a main oil way which goes to a brake and a clutch, and the working principle is as follows: the engine is stopped at idle speed in the congested road section, the mechanical oil pump 1 stops working, and the EOP start-stop energy storage pump 31 is controlled to work at the moment, so that the oil pressure of a transmission component needing to work is ensured to be kept above the KP point. The EOP start-stop accumulator pump 31 can reduce fuel waste and carbon dioxide emissions during idle start-stop conditions of the vehicle.
It will be understood that the invention has been described in terms of several embodiments, and that various changes and equivalents may be made to these features and embodiments by those skilled in the art without departing from the spirit and scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment disclosed, but that the invention will include all embodiments falling within the scope of the appended claims.
Claims (8)
1. The utility model provides a rear-drive derailleur hydraulic control oil circuit which characterized in that: the hydraulic control system comprises a mechanical oil pump (1), a system pressure valve (2), a parking valve (6), a parking control valve (7), an electromagnetic valve pressure limiting valve (8), a parking release valve (9), an A-position valve (10), a B-position valve (11), a C-control valve (16), a D-control valve (18), an E-control valve (20), a switching valve S (22), a parking electromagnetic valve (30), an EOP start-stop energy storage pump (31), a main oil way (39) and a parking control oil way (40);
the parking valve (6) is communicated with the main oil way (39), the mechanical oil pump (1) is respectively communicated with the system pressure valve (2), the electromagnetic valve pressure limiting valve (8), the parking release valve (9), the A position valve (10) and the parking control valve (7) through the main oil way (39), the parking valve (6) is electrically connected with the parking electromagnetic valve (30), the action of the parking valve (6) is controlled by the parking electromagnetic valve (30), the parking electromagnetic valve (30) is powered off, the parking valve (6) moves into the P gear under the thrust provided by the parking electromagnetic valve (30), the parking release valve (9) is controlled to move by the switch valve S (22) so as to disconnect the main oil way (39) and the parking control oil way (40),
the switch valve S (22) is communicated with the parking release valve (9), the electromagnetic valve pressure limiting valve (8), the A position valve (10) and the B position valve (11), the on-off of the switch valve S (22) controls the movement of the parking release valve (9) and the A position valve (10), the switch valve S (22) is electrified, a main oil way (39) forms a passage with the C control valve (16), the D control valve (18), the E control valve (20) and the parking valve (6), and the parking valve (6) is moved to a non-P position to realize a non-P state; the switch valve S (22) simultaneously electrifies the parking electromagnetic valve (30) to enable the parking electromagnetic valve (30) to start working to clamp the parking valve core to be locked at a non-P gear position; an EOP start-stop energy storage pump (31) is arranged on a main oil way (39) which goes to a brake and a clutch,
the system pressure valve (2) is communicated with the TC pressure valve (3) and the electromagnetic valve SL (28) through oil ways, the TC pressure valve (3) is communicated with the system pressure valve (2), the TC pressure switching valve (4), the TC locking valve (5), the A control valve (12), the B control valve (14), the C control valve (16), the D control valve (18), the E control valve (20) and the electromagnetic valve SL (28) through oil ways, the electromagnetic valve SL (28) is communicated with the electromagnetic valve pressure limiting valve (8), the system pressure valve (2) and the TC pressure valve (3), the oil pressure of the system pressure valve (2) and the TC pressure valve (3) is controlled through controlling the on-off of the electromagnetic valve SL (28), so that the system pressure valve (2) and the TC pressure valve (3) are in balanced states at different positions to realize the regulation of different main oil pressures of the system,
the mechanical oil pump (1) is connected with the hydraulic torque converter (38); the TC pressure switching valve (4) is communicated with a TC locking valve (5), an electromagnetic valve SLU (29) and a pump impeller and a guide pulley of the hydraulic torque converter (38) through oil ways, the TC locking valve (5) is communicated with an A-position valve (10), an A-control valve (12), a B-control valve (14), a C-control valve (16), a D-control valve (18), an E-control valve (20), a parking release valve (9), an electromagnetic valve pressure limiting valve (8), an electromagnetic valve SLU (29) and a locking clutch (32) through oil ways, the electromagnetic valve SLU (29) is communicated with the electromagnetic valve pressure limiting valve (8), the TC pressure switching valve (4) and the TC locking valve (5), and the movement of the TC pressure switching valve (4) and the TC locking valve (5) is controlled by the on-off of the electromagnetic valve SLU (29), so that a main oil way (39) is communicated with the locking clutch (32) to realize a direct/indirect state.
2. The rear drive transmission hydraulic control oil passage according to claim 1, characterized in that: the parking valve (6), the parking control valve (7), the parking release valve (9), the parking electromagnetic valve (30) and the switch valve S (22) are combined to realize the control P/non-P state; the parking control valve (7) is communicated with the parking release valve (9), the A position valve (10), the A control valve (12), the A holding valve (13), the C control valve (16), the D control valve (18), the E control valve (20) and the A brake (37) through oil paths, the electromagnetic valve pressure limiting valve (8) is communicated with the parking release valve (9), the A position valve (10), the TC locking valve (5), the A control valve (12), the B control valve (14), the switch valve S (22), the electromagnetic valve SLA (23), the electromagnetic valve SLB (24), the electromagnetic valve SLC (25), the electromagnetic valve SLD (26), the electromagnetic valve SLE (27), the electromagnetic valve SL (28) and the electromagnetic valve SLU (29) through oil paths, the parking release valve (9) is communicated with the electromagnetic valve pressure limiting valve (8), the A position valve (10), the TC locking valve (5), the A control valve (12), the B control valve (14), the parking valve (6), the control valve (7), the switch valve S (22), the B position valve (11), the C control valve (16), the C holding valve (17), the parking clutch E (34) and the parking clutch (34), the A-position valve (10) is communicated with the B-position valve (11), the TC locking valve (5), the parking valve (6), the parking control valve (7), the electromagnetic valve pressure limiting valve (8), the parking release valve (9), the A control valve (12), the B control valve (14), the C control valve (16), the D control valve (18), the E control valve (20), the switch valve S (22), the C holding valve (17), the E holding valve (21), the C clutch (33) and the E clutch (34) through oil paths, and the B-position valve (11) is communicated with the parking release valve (9), the A-position valve (10), the C control valve (16), the C holding valve (17), the E control valve (20), the E holding valve (21), the switch valve S (22), the C clutch (33) and the E clutch (34) through oil paths.
3. The rear drive transmission hydraulic control oil passage according to claim 2, characterized in that: the A control valve (12) is communicated with the A holding valve (13), the B control valve (14), the TC locking valve (5), the parking release valve (9), the A position valve (10), the electromagnetic valve pressure limiting valve (8), the C control valve (16), the D control valve (18), the E control valve (20), the parking control valve (7), the electromagnetic valve SLA (23) and the A brake (37) through oil paths, the A holding valve (13) is communicated with the A control valve (12), the parking control valve (7), the electromagnetic valve SLA (23) and the A brake (37) through oil paths, the electromagnetic valve SLA (23) is communicated with the electromagnetic valve pressure limiting valve (8), the A control valve (12) and the A holding valve (13), and the movement of the A control valve (12) and the A holding valve (13) are controlled by the on-off of the electromagnetic valve SLA (23), so that a main oil path (39) and the A brake (37) form a path/break so as to realize the connection/disconnection of the A brake (37).
4. A rear drive transmission hydraulic control oil passage according to claim 3, wherein: the B control valve (14) is communicated with the B holding valve (15), the A control valve (12), the TC locking valve (5), the parking release valve (9), the A position valve (10), the solenoid valve pressure limiting valve (8), the C control valve (16), the D control valve (18), the E control valve (20), the solenoid valve SLB (24) and the B brake (36) through oil paths, the B holding valve (15) is communicated with the B control valve (14), the solenoid valve SLB (24) and the B brake (36) through oil paths, the solenoid valve SLB (24) is communicated with the solenoid valve pressure limiting valve (8), the B control valve (14) and the B holding valve (15), and the movement of the B control valve (14) and the B holding valve (15) is controlled by the on-off of the solenoid valve SLB (24), so that a main oil path (39) and the B brake (36) form a path/break so as to realize the engagement/disengagement of the B brake (36).
5. The rear drive transmission hydraulic control oil passage according to claim 4, wherein: the C control valve (16) is communicated with the C holding valve (17), the parking control valve (7), the A control valve (12), the B control valve (14), the D control valve (18), the E control valve (20), the TC locking valve (5), the parking release valve (9), the A position valve (10), the B position valve (11), the electromagnetic valve SLC (25) and the C clutch (33) through oil paths, the C holding valve (17) is communicated with the C control valve (16), the parking release valve (9), the A position valve (10), the B position valve (11), the electromagnetic valve SLC (25) and the C clutch (33) through oil paths, the electromagnetic valve SLC (25) is communicated with the electromagnetic valve pressure limiting valve (8), the C control valve (16) and the C holding valve (17), and the movement of the C control valve (16) and the C holding valve (17) are controlled by the on-off of the electromagnetic valve SLC (25), so that a main oil path (39) and the C clutch (33) form a path/break so as to realize the engagement/disengagement of the C clutch (33).
6. The rear drive transmission hydraulic control oil passage according to claim 5, characterized in that: the D control valve (18) is communicated with the D control valve (19), the parking control valve (7), the A control valve (12), the B control valve (14), the C control valve (16), the E control valve (20), the TC locking valve (5), the A position valve (10), the electromagnetic valve SLD (26) and the D clutch (35) through oil passages, the D control valve (19) is communicated with the D control valve (18), the electromagnetic valve SLD (26) and the D clutch (35) through oil passages, the electromagnetic valve SLD (26) is communicated with the electromagnetic valve pressure limiting valve (8), the D control valve (18) and the D holding valve (19), and the movement of the D control valve (18) and the D holding valve (19) is controlled by the on-off of the electromagnetic valve SLD (26), so that the main oil pressure and the D clutch (35) form the same path, and the engagement of the D clutch (35) is realized.
7. The rear drive transmission hydraulic control oil passage according to claim 6, characterized in that: the E control valve (20) is communicated with the E holding valve (21), the parking control valve (7), the A control valve (12), the B control valve (14), the C control valve (16), the D control valve (18), the TC locking valve (5), the parking release valve (9), the A position valve (10), the B position valve (11), the electromagnetic valve SLE (27) and the E clutch (34) through oil paths, the E holding valve (21) is communicated with the E control valve (20), the electromagnetic valve SLE (27) and the E clutch (34) through oil paths, the electromagnetic valve SLE (27) is communicated with the electromagnetic valve pressure limiting valve (8), the E control valve (20) and the E holding valve (21), and the movement of the E control valve (20) and the E holding valve (21) is controlled by the on-off of the electromagnetic valve SLE (27), so that the main oil pressure and the E clutch (34) form the same path, and the E clutch (34) can be connected.
8. The rear drive transmission hydraulic control oil passage according to claim 7, characterized in that: the TC pressure valve (3) provides required oil pressure for the hydraulic torque converter, and part of the oil pressure passing through the TC pressure valve (3) is used for prefilling all clutches and brakes, and all clutch and brake prefilling oil ways are provided with pressure limiting valves for ensuring safety.
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| CN202111455252.XA CN114135595B (en) | 2021-12-01 | 2021-12-01 | Hydraulic control oil way of rear-drive transmission |
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| CN202111455252.XA CN114135595B (en) | 2021-12-01 | 2021-12-01 | Hydraulic control oil way of rear-drive transmission |
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| CN115059746B (en) * | 2022-06-17 | 2024-09-20 | 哈尔滨东安汽车发动机制造有限公司 | Rear-drive two-oil-way TC hydraulic system and control method |
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| CN114135595A (en) | 2022-03-04 |
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