CN117515147A - 8AT automatic transmission hydraulic system - Google Patents
8AT automatic transmission hydraulic system Download PDFInfo
- Publication number
- CN117515147A CN117515147A CN202311487364.2A CN202311487364A CN117515147A CN 117515147 A CN117515147 A CN 117515147A CN 202311487364 A CN202311487364 A CN 202311487364A CN 117515147 A CN117515147 A CN 117515147A
- Authority
- CN
- China
- Prior art keywords
- valve
- oil
- electromagnetic valve
- pressure
- clutch
- 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.)
- Pending
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 56
- 239000003921 oil Substances 0.000 claims abstract description 287
- 230000001105 regulatory effect Effects 0.000 claims abstract description 66
- 239000012208 gear oil Substances 0.000 claims abstract description 30
- 230000006837 decompression Effects 0.000 claims abstract description 5
- 238000001816 cooling Methods 0.000 claims description 27
- 230000003139 buffering effect Effects 0.000 claims description 18
- 239000010687 lubricating oil Substances 0.000 claims description 10
- 230000000903 blocking effect Effects 0.000 claims description 2
- 230000008901 benefit Effects 0.000 abstract description 5
- 230000009471 action Effects 0.000 description 5
- 230000007246 mechanism Effects 0.000 description 5
- 239000010742 number 1 fuel oil Substances 0.000 description 5
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 230000001276 controlling effect Effects 0.000 description 3
- 238000005461 lubrication Methods 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000005856 abnormality Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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
- 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
- F16H61/0003—Arrangement or mounting of elements of the control apparatus, e.g. valve assemblies or snapfittings of valves; Arrangements of the control unit on or in the transmission gearbox
- F16H61/0009—Hydraulic control units for transmission control, e.g. assembly of valve plates or valve units
-
- 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
- F16H61/0021—Generation or control of line pressure
- F16H61/0025—Supply of control fluid; Pumps therefore
-
- 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
- F16H61/0021—Generation or control of line pressure
- F16H2061/0037—Generation or control of line pressure characterised by controlled fluid supply to lubrication circuits of the gearing
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses an 8AT automatic transmission hydraulic system which comprises a first pressure regulating valve, a second pressure regulating valve, a first switching valve, a main oil way, a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve and a sixth electromagnetic valve, wherein the first electromagnetic valve and the fifth electromagnetic valve are connected with an advance gear oil way, the sixth electromagnetic valve is connected with the main oil way, the second electromagnetic valve and the fourth electromagnetic valve are connected with a decompression oil way, the first electromagnetic valve, the fifth electromagnetic valve, the third electromagnetic valve and the sixth electromagnetic valve are direct-drive electromagnetic valves, and the second electromagnetic valve and the fourth electromagnetic valve are pilot electromagnetic valves. According to the 8AT automatic transmission hydraulic system, the control of each clutch of the transmission is realized by adopting the direct-drive electromagnetic valve and the pilot electromagnetic valve, the failure mode of the clutch is realized by utilizing the two normally-high pilot electromagnetic valves, the design of the pressure regulating valve core is simplified, the structure is simple, the design is compact, the cost advantage is realized, and the occupied space is reduced.
Description
Technical Field
The invention belongs to the technical field of automatic transmissions, and particularly relates to an 8AT automatic transmission hydraulic system.
Background
An 8AT automatic transmission refers to an automatic transmission having 8 forward gears.
In the related art, a pilot electromagnetic valve and a pressure regulating valve are mostly adopted in an 8AT automatic transmission hydraulic system to control and regulate pressure, and a switching valve is adopted to realize a failure mode of the transmission, so that the structure is complex and the cost is high.
The patent document as publication No. CN107975594a discloses a hydraulic system of an automatic transmission including a first fail valve, a second fail valve connected to the first fail valve, a normally high solenoid valve for controlling the first fail valve, a clutch system connected to the first fail valve, and a normally low solenoid valve for controlling the second fail valve and for forming two fail gears.
Disclosure of Invention
The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, the present invention provides an 8AT automatic transmission hydraulic system with the aim of improving the compactness of the structure.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows: the 8AT automatic transmission hydraulic system comprises a first pressure regulating valve, a second pressure regulating valve, a first switching valve, a main oil way, a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve, a sixth electromagnetic valve and a main pressure regulating valve, wherein the first electromagnetic valve and the fifth electromagnetic valve are connected with a forward gear oil way, the sixth electromagnetic valve is connected with the main oil way, the second electromagnetic valve and the fourth electromagnetic valve are connected with a decompression oil way, the first electromagnetic valve, the fifth electromagnetic valve, the third electromagnetic valve and the sixth electromagnetic valve are direct-drive electromagnetic valves, the second electromagnetic valve and the fourth electromagnetic valve are pilot electromagnetic valves, the first pressure regulating valve is connected with the forward gear oil way and a C2 clutch of the 8AT automatic transmission, the third electromagnetic valve is connected with a C3 clutch of the 8AT automatic transmission, the second pressure regulating valve is connected with the forward gear oil way and a C4 clutch of the 8AT automatic transmission, and the first switching valve is connected with the first electromagnetic valve and an oil starting and stopping oil way, and the oil starting and stopping way is set to be used for providing an oil source for the C1 clutch.
The pressure reducing oil way is connected with the locking prohibiting valve, the TC electromagnetic valve is connected with the locking prohibiting valve, the shuttle valve is connected with the forward gear oil way and the reverse gear oil way, and the third electromagnetic valve is connected with the shuttle valve.
The shuttle valve is provided with a first oil inlet, a second oil inlet and an oil outlet, the first oil inlet of the shuttle valve is connected with the forward gear oil way, the second oil inlet of the shuttle valve is connected with the reverse gear oil way, and the oil outlet of the shuttle valve is connected with the oil inlet of the third electromagnetic valve.
And an oil inlet of the first pressure regulating valve is connected with the forward gear oil way, and an oil outlet of the first pressure regulating valve is connected with the C2 clutch.
And an oil inlet of the second pressure regulating valve is connected with the forward gear oil way, and an oil outlet of the second pressure regulating valve is connected with the C4 clutch.
The start-stop oil path comprises a start-stop pump, the first switching valve is provided with a first oil inlet and a second oil inlet, the first oil inlet of the first switching valve is connected with the oil outlet of the first electromagnetic valve, and the second oil inlet of the first switching valve is connected with the oil outlet of the start-stop pump.
The pressure reducing oil way comprises a pressure reducing valve, an oil inlet of the pressure reducing oil way comprising the pressure reducing valve is connected with the main oil way, and an oil outlet of the pressure reducing valve is connected with the second electromagnetic valve and the fourth electromagnetic valve.
The main pressure regulating valve is connected with the P2 oil way, the P2 oil way is arranged to supply oil for a cooling and lubricating oil way, the cooling and lubricating oil way comprises a cooling pressure regulating valve and an oil cooler, the cooling pressure regulating valve is connected with a PL electromagnetic valve, the PL electromagnetic valve is connected with the main pressure regulating valve and the decompression oil way, and the PL electromagnetic valve is a pilot electromagnetic valve.
The 8AT automatic transmission hydraulic system further comprises a first pressure maintaining valve, a second pressure maintaining valve, a third pressure maintaining valve, a fourth pressure maintaining valve, a fifth pressure maintaining valve, a sixth pressure maintaining valve and a seventh pressure maintaining valve, wherein the first pressure maintaining valve is positioned on the oil unloading oil path of the first electromagnetic valve, the second pressure maintaining valve and the third pressure maintaining valve are positioned on the oil unloading oil path of the C2 clutch, the fourth pressure maintaining valve and the fifth pressure maintaining valve are positioned on the oil unloading oil path of the C4 clutch, the sixth pressure maintaining valve is positioned on the oil unloading oil path of the sixth electromagnetic valve, the seventh pressure maintaining valve is positioned between the shuttle valve and the manual valve, and the seventh pressure maintaining valve is used for maintaining pressure when the forward gear oil path is used for unloading oil.
The 8AT automatic transmission hydraulic system further comprises a first energy accumulator, a second energy accumulator, a third energy accumulator, a fourth energy accumulator, a fifth energy accumulator, a sixth energy accumulator and a seventh energy accumulator, wherein the first energy accumulator is positioned in the C1 clutch oil path and is used for buffering pressure fluctuation of the C1 clutch oil path, the second energy accumulator is positioned in the B1 clutch oil path and is used for buffering pressure fluctuation of the B1 clutch oil path, the third energy accumulator is positioned in the B2 clutch oil path and is used for buffering pressure fluctuation of the B2 clutch oil path, the fourth energy accumulator is positioned in the C3 clutch oil path and is used for buffering pressure fluctuation of the C3 clutch oil path, the fifth energy accumulator is positioned between the oil outlet of the second electromagnetic valve and the first pressure regulating valve and is used for buffering pressure fluctuation of the C2 clutch oil path, the sixth energy accumulator is positioned between the oil outlet of the fourth electromagnetic valve and the second pressure regulating valve and is used for buffering pressure fluctuation of the C4 clutch oil path, and the seventh energy accumulator is positioned between the oil outlet of the PL electromagnetic valve and the main pressure regulating valve and is used for buffering pressure fluctuation of the main oil path.
According to the 8AT automatic transmission hydraulic system, the control of each clutch of the transmission is realized by adopting the direct-drive electromagnetic valve and the pilot electromagnetic valve, the failure mode of the clutch is realized by utilizing the two normally-high pilot electromagnetic valves, the design of the pressure regulating valve core is simplified, the structure is simple, the design is compact, the cost advantage is realized, and the occupied space is reduced.
Drawings
The present specification includes the following drawings, the contents of which are respectively:
FIG. 1 is a schematic diagram of the hydraulic system of the 8AT automatic transmission of the present invention;
marked in the figure as:
1. an oil pump; 2. a filter; 3. an electromagnetic pump; 4. a first switching valve; 5. a first accumulator; 6. a first electromagnetic valve; 7. a first pressure maintaining valve; 8. a fifth electromagnetic valve; 9. a fifth accumulator; 10. a first pressure regulating valve; 11. a second electromagnetic valve; 12. a second pressure regulating valve; 13. a fourth electromagnetic valve; 14. cooling the pressure regulating valve; 15. an oil cooler; 16. a cooling back pressure valve; 17. a one-way valve; 18. a cooling safety valve; 19. a TC locking valve; 20. a TC release valve; 21. a TC solenoid valve; 22. a sixth electromagnetic valve; 23. a third electromagnetic valve; 24. a shuttle valve; 25. a manual valve; 26. a main pressure regulating valve; 27. a first filter; 28. a main oil line safety valve; 29. a pressure reducing valve; 30. a lock-up prohibiting valve;
31. a PL solenoid valve; 32. an advance oil-blocking path; 33. a main oil path; 34. p2 oil way; 35. a pressure reducing oil path; 36. cooling and lubricating oil paths; 37. a pilot oil path; 38. reverse gear oil way; 39. starting and stopping an oil way; 40. a second pressure maintaining valve; 41. a third pressure maintaining valve; 42. a fourth pressure maintaining valve; 43. a fifth pressure maintaining valve; 44. a sixth pressure maintaining valve; 45. a seventh pressure maintaining valve; 46. a second accumulator; 47. a third accumulator; 48. a fourth accumulator; 49. a sixth accumulator; 50. a TC pressure maintaining valve; 51. a second filter; 52. a pressure sensor; 53. an oil temperature sensor; 54. a seventh accumulator; 55. STC oil circuit.
Detailed Description
The following detailed description of the embodiments of the invention, given by way of example only, is presented in the accompanying drawings to aid in a more complete, accurate and thorough understanding of the concepts and aspects of the invention, and to aid in its practice, by those skilled in the art.
In the following embodiments, the terms "first", "second", "third", "fourth", "fifth", "sixth" and "seventh" do not denote absolute differences in structure and/or function, but do not denote sequential order of execution, and are merely for convenience of description.
As shown in fig. 1, the present invention provides an 8AT automatic transmission hydraulic system including an oil pump 1, a start-stop pump 3, a main pressure regulating valve 26 connected to the oil pump 3, a forward gear oil passage 32 connected to a manual valve 25, a main oil passage 33 connected to the main pressure regulating valve 26, a P2 oil passage 34 connected to the main pressure regulating valve 26, a pressure reducing oil passage 35 connected to a pressure reducing valve 29, a cooling lubrication oil passage 36 connected to a TC lock valve 19 and a TC release valve 20, a pilot oil passage 37 connected to a PL solenoid valve 31, a reverse gear oil passage 38 connected to the manual valve 25, and a start-stop oil passage 39 connected to the start-stop pump 3.
Specifically, as shown in fig. 1, the oil pump 1 is a gear pump, the first solenoid valve 6, the fifth solenoid valve 8, the third solenoid valve 23, and the sixth solenoid valve 22 are direct-drive solenoid valves, the second solenoid valve 11, the fourth solenoid valve 13, the TC solenoid valve 21, and the PL solenoid valve 31 are pilot solenoid valves, the first solenoid valve 6, the fifth solenoid valve 8, and the forward gear oil passage 32 are connected, the sixth solenoid valve 22 is connected to the line oil passage 33, the second solenoid valve 11, the fourth solenoid valve 13, and the PL solenoid valve 31 are connected to the pressure reducing oil passage 35, the lock prohibiting valve 30 is connected to the pressure reducing oil passage 35, the TC solenoid valve 21 is connected to the lock prohibiting valve 30, the shuttle valve 24 is connected to the forward gear oil passage 32 and the reverse gear oil passage 38, and the third solenoid valve is connected to the shuttle valve 24. The corresponding clutch in the transmission can be controlled to be combined and released by adjusting the corresponding electromagnetic valve, so that the forward gears 1-8 of the transmission and the commands of parking, neutral gear and reverse gear are realized.
As shown in fig. 1, the oil inlet of the first pressure regulating valve 10 is connected to the forward gear oil path 32, and the oil outlet of the first pressure regulating valve 10 is connected to the C2 clutch of the 8AT automatic transmission. The oil inlet of the second pressure regulating valve 12 is connected with the forward gear oil path 32, and the oil outlet of the second pressure regulating valve 12 is connected with a C4 clutch of the 8AT automatic transmission.
As shown in fig. 1, the first switching valve 4 has a first oil inlet, a second oil inlet, a control port and an oil outlet, the first oil inlet of the first switching valve 4 is connected with the oil outlet of the first solenoid valve 6, and the second oil inlet of the first switching valve 4 is connected with the oil outlet of the start-stop pump 3 through a start-stop oil path.
As shown in fig. 1, the oil inlet of the pressure reducing valve 29 is connected to the main oil passage 33, and the oil outlet of the pressure reducing valve 29 is connected to the pressure reducing oil passage 35.
As shown in fig. 1, the shuttle valve 24 has a first oil inlet, a second oil inlet, and an oil outlet, the first oil inlet of the shuttle valve 24 is connected to the forward gear oil path 32, the second oil inlet of the shuttle valve 24 is connected to the reverse gear oil path 38, and the oil outlet of the shuttle valve 24 is connected to the oil inlet of the third solenoid valve 23.
As shown in fig. 1, the oil inlet of the cooling and pressure regulating valve 14 is connected to a cooling and lubrication oil passage 36, and the oil outlet of the cooling and pressure regulating valve 14 is connected to the oil cooler 15.
As shown in fig. 1, the oil inlet of the lock-up prohibiting valve 30 is connected to the relief oil passage 35, and the oil outlet of the lock-up prohibiting valve 30 is connected to the oil inlet of the TC solenoid valve 21. The oil inlet of the TC lock valve 19 is connected to the main oil passage 33, and the oil outlet of the TC lock valve 19 is connected to the TC coupling end (coupling end of the hydraulic torque converter). An oil inlet of the TC release valve 20 is connected with the P2 oil circuit 34, and an oil outlet of the TC release valve 20 is connected with a TC release end.
As shown in fig. 1, when the transmission is in the D range, the manual valve 25 is in the leftmost position, the main oil path 33 is communicated with the forward range oil path 32, and the forward range oil path 32 is connected to the oil inlet of the first solenoid valve 6, the oil inlet of the fifth solenoid valve 8, the oil inlet of the first pressure regulating valve 10, the oil inlet of the second pressure regulating valve 12, and the first oil inlet of the shuttle valve 24, and the forward range oil path 32 pushes the steel ball inside the shuttle valve 24 to the right end, and at this time, the forward range oil path 32 can be communicated with the oil inlet of the third solenoid valve 23 through the shuttle valve 24. After the pressure of the main oil path 33 is regulated by the main pressure regulating valve 26, the main oil path enters the first filter 27 and the second filter 51, is connected with the oil inlet of the pressure reducing valve 29, and the oil outlet of the pressure reducing valve 29 is connected with the fourth electromagnetic valve 13.
The main oil passage 33 pushes the valve element of the main regulator valve 26 rightward through the rightmost control port of the main regulator valve 26, and the main oil passage 33 is connected to the P2 oil passage 34. The rightmost end of the valve core of the main pressure regulating valve 26 is connected with the pilot oil passage 37, the valve core of the main pressure regulating valve 26 keeps balance under the action of the pressure of the main oil passage 33 at the leftmost end of the valve core, the spring force at the rightmost end of the valve core and the pressure of the pilot oil passage 37, the pressure of the pilot oil passage 37 is controlled by adjusting the current of the PL electromagnetic valve 31, the purpose of adjusting the oil pressure of the main oil passage 33 is achieved, the pressure range of the main oil passage 33 is set to be 0-18.3 bar, the pressure sensor 52 can monitor the oil pressure of the main oil passage 33, the main oil passage safety valve 28 is arranged on the main oil passage 33, and the overload operation abnormality of the system is prevented.
As shown in fig. 1, when the transmission is in D range, the forward range oil path 32 provides oil sources for 3 direct-drive solenoid valves, namely, the first solenoid valve 6, the fifth solenoid valve 8 and the third solenoid valve 23, and the oil path pressure entering the corresponding clutch can be controlled by adjusting the current of the corresponding solenoid valve.
The pressure reducing oil passage 35 supplies oil to the second solenoid valve 11, the third solenoid valve 13, the PL solenoid valve 31, and the TC solenoid valve 21 for 4 pilot solenoid valves, and the oil passage pressure into the corresponding clutch can be controlled by adjusting the current of the corresponding solenoid valve. The valve core of the pressure reducing valve 29 is balanced under the action of the oil pressure of the pressure reducing oil passage 35 at the leftmost end of the valve core and the spring force at the rightmost end of the valve core, and the pressure reducing valve 29 controls the pressure of the pressure reducing oil passage 35 to be 7.8bar or below so as to adapt to the pressure regulating range of the pilot electromagnetic valve, namely 7.8-0 bar or 0-7.8 bar. The main oil passage 33 supplies oil to the sixth solenoid valve 22, and the sixth solenoid valve 22 is connected to the B2 clutch of the AT automatic transmission, and the oil passage pressure into the B2 clutch of the AT automatic transmission can be controlled by adjusting the current of the sixth solenoid valve 22.
As shown in fig. 1, the first accumulator 5 is located in a C1 clutch oil path, and the first accumulator 5 is used for buffering pressure fluctuation of the C1 clutch oil path, and the C1 clutch oil path is connected with the C1 clutch. The second accumulator 46 is located in the B1 clutch oil path, and is configured to buffer pressure fluctuations of the B1 clutch oil path, where the B1 clutch oil path is connected to the B1 clutch. The third accumulator 47 is located in the B2 clutch oil path, and is configured to buffer pressure fluctuation of the B2 clutch oil path, where the B2 clutch oil path is connected to the B2 clutch. The fourth accumulator 48 is located in the C3 clutch oil path, and is configured to buffer pressure fluctuations in the C3 clutch oil path, where the C3 clutch oil path is connected to the C3 clutch. The fifth accumulator 9 is located between the oil outlet of the second electromagnetic valve 11 and the first pressure regulating valve 10, and is used for buffering pressure fluctuation of a C2 clutch oil path, and the C2 clutch oil path is connected with the C2 clutch. The sixth accumulator 49 is located between the oil outlet of the fourth solenoid valve 13 and the second pressure regulating valve 12, and is used for buffering pressure fluctuation of a C4 clutch oil path, and the C4 clutch oil path is connected with the C4 clutch. The seventh accumulator 54 is located between the oil outlet of the PL solenoid valve 31 and the line regulator valve 26, and is used to buffer line pressure fluctuations. The pressure maintaining valve has the function of enabling the oil way to always keep the oil state, and increasing the response speed of the system.
As shown in fig. 1, the first pressure maintaining valve 7 is located on the oil discharge path of the first solenoid valve 6, the second pressure maintaining valve 40 and the third pressure maintaining valve 41 are located on the C2 clutch oil discharge path, the fourth pressure maintaining valve 42 and the fifth pressure maintaining valve 43 are located on the C4 clutch oil discharge path, the sixth pressure maintaining valve 44 is located on the oil discharge path of the sixth solenoid valve 22, the seventh pressure maintaining valve 45 is located between the shuttle valve 24 and the manual valve 25, and the seventh pressure maintaining valve is used for maintaining pressure when the forward oil blocking path 32 discharges oil.
As shown in fig. 1, the cooling and lubricating oil path 36 is provided with a cooling and safety valve 18, and the cooling and safety valve 18 is used for controlling the highest pressure of the cooling and lubricating oil path 36 and protecting the normal operation of the system. The cooling and lubricating oil passage 36 is regulated by the cooling and pressure regulating valve 14 and then enters the oil cooler 15, and when the valve element of the cooling and pressure regulating valve 14 is balanced between the pressure of the leftmost cooling and lubricating oil passage 36 and the pressure of the rightmost pilot oil passage 37, the pressure of the cooling and pressure regulating valve 36 can be controlled by regulating the current of the PL solenoid valve 31. The cooling and lubricating oil path 36 enters the front-row transmission mechanism and the rear-row transmission mechanism of the transmission after passing through the oil cooler 15, and enters the front-row transmission mechanism and the rear-row transmission mechanism of the transmission through the one-way valve 16 through the bypass oil path when the oil cooler 15 is blocked.
As shown in fig. 1, when the TC solenoid valve 21 is not energized, the P2 oil passage 34 communicates with the oil inlet of the TC release valve 20, and the P2 oil passage 34 supplies oil to the TC release end, at which time TC is in a released state. The left end and the right end of the oil inlet cavity of the TC release valve 20 have area differences, so that the oil inlet cavity of the TC release valve can generate rightward pressure differences, and at the moment, the valve core of the TC release valve 20 is balanced under the action of the pressure differences of the oil inlet cavity and the spring force of the rightmost end. When the TC solenoid valve 21 is energized, the spool of the TC release valve 20 moves rightward under the pressure of the STC oil passage 55, the P2 oil passage 34 is disconnected from the rear end oil passage of the TC release valve 20, the spool of the TC lock valve 19 moves leftward under the pressure of the STC oil passage 55, the main oil passage 33 communicates with the oil inlet of the TC lock valve 19, and the main oil passage 33 supplies oil to the TC coupling end, at which time the TC (torque converter) is in a coupled state. The spool of the TC lock valve 19 is balanced by the leftmost TC coupling end pressure, the spring force, and the spool rightmost STC oil passage 55 pressure.
When the transmission is in R-range, the manual valve 25 is in the third left position, the main oil passage 33 communicates with the reverse oil passage 38, the reverse oil passage 38 is connected to the second oil inlet of the shuttle valve 24, the reverse oil passage 38 pushes the steel ball inside the shuttle valve 24 to the left, and the reverse oil passage 38 communicates with the third solenoid valve 23 through the shuttle valve 24, as shown in fig. 1. When the sixth electromagnetic valve 22 is electrified, the valve core of the locking prohibiting valve 30 moves leftwards under the action of the pressure of the B2 clutch oil way, the connection between the pressure reducing oil way 35 and the oil inlet of the TC electromagnetic valve 21 is disconnected, and the phenomenon of TC error combination is avoided under the condition that the forward 1 gear, the parking gear, the neutral gear and the reverse gear B2 clutch are combined.
As shown in fig. 1, after the D-gear engine is turned off, the start-stop pump 3 is powered on, the start-stop pump 3 sucks oil from the oil tank, and the oil passes through the filter 2 and enters the start-stop oil path 39, the engine is turned off, the oil pump 1 does not work, the main oil path 33 at the control port of the first switching valve 4 is not pressurized, the valve core of the first switching valve 4 moves to the right end under the action of the left spring force, at this time, the start-stop oil path 39 is communicated with the oil path of the C1 clutch, the start-stop oil path 39 provides an oil source for the C1 clutch, and the C1 clutch is combined. After the engine is ignited, the main oil way 33 starts to build pressure, the valve core of the first switching valve 4 moves leftwards, the oil source of the C1 clutch oil way is switched to the oil outlet oil way of the first electromagnetic valve 6, the system is fast in response, and the forward gear C1 clutch is guaranteed to be in a combined state.
As shown in fig. 1, the second solenoid valve 12 and the fourth solenoid valve 13 are normal Gao Xiandao solenoid valves, when TCU (automatic transmission control unit) control fails, the second solenoid valve 12 controls C2 clutch engagement, the fourth solenoid valve 13 controls C4 clutch engagement, the transmission enters a 6-speed mode, further damage to the transmission is prevented, and it is ensured that the vehicle owner smoothly drives the vehicle to a maintenance point for maintenance.
In the present embodiment, the automatic transmission is an 8AT automatic transmission.
The 8AT automatic transmission hydraulic system with the structure has the following advantages:
(1) The advantage of simple structure of the direct-drive electromagnetic valve control transmission clutch is fully utilized, the application of the switching electromagnetic valve is canceled, the characteristic of the normal high electromagnetic valve is directly utilized to control the transmission to enter the clutch corresponding to the failure gear, and the structural design of the valve body is greatly simplified;
(2) And a pressure maintaining valve is adopted, so that the response speed of the system is improved. The clutch oil way is provided with an energy accumulator for buffering pressure fluctuation of the oil way, so that pressure control is more stable, and driving comfort is improved;
(3) Under the condition of ensuring the functions, the valve is simplified as much as possible, the use of a large number of pressure regulating valves and switching slide valves is reduced, the use of a part of pressure regulating valve core return springs is eliminated, the valve core design is simplified, the design is compact, and the cost advantage is realized;
(4) The design of the oil way of the valve body is simplified, the leakage point of the valve body is reduced, cooling lubrication can be better provided for a planetary gear mechanism of the gearbox, and the normal operation of the gearbox is protected.
The invention is described above by way of example with reference to the accompanying drawings. It will be clear that the invention is not limited to the embodiments described above. As long as various insubstantial improvements are made using the method concepts and technical solutions of the present invention; or the invention is not improved, and the conception and the technical scheme are directly applied to other occasions and are all within the protection scope of the invention.
Claims (10)
1.8AT automatic transmission hydraulic system, its characterized in that: the hydraulic control system comprises a first pressure regulating valve, a second pressure regulating valve, a first switching valve, a main oil way, a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve, a sixth electromagnetic valve and a main pressure regulating valve, wherein the first electromagnetic valve and the fifth electromagnetic valve are connected with a forward gear oil way, the sixth electromagnetic valve is connected with the main oil way, the second electromagnetic valve and the fourth electromagnetic valve are connected with a decompression oil way, the first electromagnetic valve, the fifth electromagnetic valve, the third electromagnetic valve and the sixth electromagnetic valve are direct-drive electromagnetic valves, the second electromagnetic valve and the fourth electromagnetic valve are pilot electromagnetic valves, the first pressure regulating valve is connected with the forward gear oil way and a C2 clutch, the third electromagnetic valve is connected with a C3 clutch, the second pressure regulating valve is connected with the forward gear oil way and a C4 clutch, the first switching valve is connected with the first electromagnetic valve and a start-stop oil way, and the start-stop oil way is set to be used for providing an oil source for the C1 clutch.
2. The 8AT automatic transmission hydraulic system of claim 1, wherein: the pressure reducing oil way is connected with the locking prohibiting valve, the TC electromagnetic valve is connected with the locking prohibiting valve, the shuttle valve is connected with the forward gear oil way and the reverse gear oil way, and the third electromagnetic valve is connected with the shuttle valve.
3. The 8AT automatic transmission hydraulic system of claim 2, wherein: the shuttle valve is provided with a first oil inlet, a second oil inlet and an oil outlet, the first oil inlet of the shuttle valve is connected with the forward gear oil way, the second oil inlet of the shuttle valve is connected with the reverse gear oil way, and the oil outlet of the shuttle valve is connected with the oil inlet of the third electromagnetic valve.
4. The 8AT automatic transmission hydraulic system according to any one of claims 1 to 3, characterized in that: and an oil inlet of the first pressure regulating valve is connected with the forward gear oil way, and an oil outlet of the first pressure regulating valve is connected with the C2 clutch.
5. The 8AT automatic transmission hydraulic system according to any one of claims 1 to 3, characterized in that: and an oil inlet of the second pressure regulating valve is connected with the forward gear oil way, and an oil outlet of the second pressure regulating valve is connected with the C4 clutch.
6. The 8AT automatic transmission hydraulic system according to any one of claims 1 to 3, characterized in that: the start-stop oil path comprises a start-stop pump, the first switching valve is provided with a first oil inlet and a second oil inlet, the first oil inlet of the first switching valve is connected with the oil outlet of the first electromagnetic valve, and the second oil inlet of the first switching valve is connected with the oil outlet of the start-stop pump.
7. The 8AT automatic transmission hydraulic system according to any one of claims 1 to 3, characterized in that: the pressure reducing oil way comprises a pressure reducing valve, an oil inlet of the pressure reducing oil way comprising the pressure reducing valve is connected with the main oil way, and an oil outlet of the pressure reducing valve is connected with the second electromagnetic valve and the fourth electromagnetic valve.
8. The 8AT automatic transmission hydraulic system according to any one of claims 1 to 3, characterized in that: the main pressure regulating valve is connected with the P2 oil way, the P2 oil way is arranged to supply oil for a cooling and lubricating oil way, the cooling and lubricating oil way comprises a cooling pressure regulating valve and an oil cooler, the cooling pressure regulating valve is connected with a PL electromagnetic valve, the PL electromagnetic valve is connected with the main pressure regulating valve and the decompression oil way, and the PL electromagnetic valve is a pilot electromagnetic valve.
9. The 8AT automatic transmission hydraulic system according to any one of claims 1 to 3, characterized in that: the hydraulic control system further comprises a first pressure maintaining valve, a second pressure maintaining valve, a third pressure maintaining valve, a fourth pressure maintaining valve, a fifth pressure maintaining valve, a sixth pressure maintaining valve and a seventh pressure maintaining valve, wherein the first pressure maintaining valve is located on the oil unloading path of the first electromagnetic valve, the second pressure maintaining valve and the third pressure maintaining valve are located on the oil unloading path of the C2 clutch, the fourth pressure maintaining valve and the fifth pressure maintaining valve are located on the oil unloading path of the C4 clutch, the sixth pressure maintaining valve is located on the oil unloading path of the sixth electromagnetic valve, the seventh pressure maintaining valve is located between the shuttle valve and the manual valve, and the seventh pressure maintaining valve is used for maintaining pressure when the oil is unloaded from the forward oil blocking path.
10. The 8AT automatic transmission hydraulic system according to any one of claims 1 to 3, characterized in that: the hydraulic control system further comprises a first energy accumulator, a second energy accumulator, a third energy accumulator, a fourth energy accumulator, a fifth energy accumulator, a sixth energy accumulator and a seventh energy accumulator, wherein the first energy accumulator is positioned in a C1 clutch oil way and is used for buffering pressure fluctuation of the C1 clutch oil way, the second energy accumulator is positioned in a B1 clutch oil way and is used for buffering pressure fluctuation of the B1 clutch oil way, the third energy accumulator is positioned in a B2 clutch oil way and is used for buffering pressure fluctuation of the B2 clutch oil way, the fourth energy accumulator is positioned in a C3 clutch oil way and is used for buffering pressure fluctuation of the C3 clutch oil way, the fifth energy accumulator is positioned between an oil outlet of the second electromagnetic valve and the first pressure regulating valve and is used for buffering pressure fluctuation of the C2 clutch oil way, the sixth energy accumulator is positioned between an oil outlet of the fourth electromagnetic valve and the second pressure regulating valve and is used for buffering pressure fluctuation of the C4 clutch oil way, and the seventh energy accumulator is positioned between an oil outlet of the PL electromagnetic valve and a main pressure regulating valve and is used for buffering pressure fluctuation of the main oil way.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311487364.2A CN117515147A (en) | 2023-11-09 | 2023-11-09 | 8AT automatic transmission hydraulic system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311487364.2A CN117515147A (en) | 2023-11-09 | 2023-11-09 | 8AT automatic transmission hydraulic system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117515147A true CN117515147A (en) | 2024-02-06 |
Family
ID=89752435
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311487364.2A Pending CN117515147A (en) | 2023-11-09 | 2023-11-09 | 8AT automatic transmission hydraulic system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117515147A (en) |
-
2023
- 2023-11-09 CN CN202311487364.2A patent/CN117515147A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8915344B2 (en) | Dual-clutch transmission | |
| US8413437B2 (en) | Transmission hydraulic control system having independently controlled stator cooling flow | |
| US10167948B2 (en) | Hydraulic control system for an automatic transmission | |
| US20110118081A1 (en) | Transmission hydraulic control system having a main line feed accumulator | |
| US11725724B2 (en) | Control system and method thereof for multispeed transmission | |
| US20170370468A1 (en) | Hydraulic Valve System of a Parking Lock Device | |
| US20070240776A1 (en) | Hydraulic pressure control system for automatic transmission device | |
| CN112112956A (en) | Hydraulic control system of gearbox | |
| US20070026990A1 (en) | Oil pressure control apparatus for automatic transmission | |
| US10161508B2 (en) | Hydraulic control system for an automatic transmission having default gears applied through a clutch hydraulic exhaust circuit | |
| CN111051743B (en) | Valve system for a hydraulic emergency drive function of an automatic transmission of a motor vehicle | |
| CN117515147A (en) | 8AT automatic transmission hydraulic system | |
| US10293795B2 (en) | Hydraulic valve system for actuating a parking lock device | |
| CN111750062B (en) | Control system of hydraulic transmission and vehicle | |
| CN110296211B (en) | Hydraulic control system of automatic transmission | |
| CN213871072U (en) | Hydraulic control system of double-clutch transmission | |
| CN112178183B (en) | Electro-hydraulic control system of multi-gear hybrid power gearbox | |
| CN213871073U (en) | Hydraulic control system of gearbox | |
| CN113700856B (en) | Hydraulic parking oil supply system of automatic transmission | |
| CN218845083U (en) | Hydraulic control system of hybrid power transmission and hybrid power transmission | |
| CN113883251A (en) | Hydraulic system and speed change device of high-power hydraulic automatic transmission | |
| CN114838119A (en) | Hydraulic control system for hybrid transmission | |
| CN118274114A (en) | Vehicle and hydraulic system thereof | |
| JP4919828B2 (en) | Hydraulic control device for automatic transmission for vehicle | |
| CN115585257A (en) | Hydraulic control system of hybrid power transmission and hybrid power transmission |
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 |