WO2012028248A1

WO2012028248A1 - Hydraulic valve arrangement

Info

Publication number: WO2012028248A1
Application number: PCT/EP2011/003958
Authority: WO
Inventors: Michael Baraga; Markus Brandenburg; Henrik Kalczynski; Nico Kronimus
Original assignee: Daimler Ag
Priority date: 2010-09-01
Filing date: 2011-08-06
Publication date: 2012-03-08
Also published as: DE102010036125A1

Abstract

The invention relates to a valve arrangement for a clutch of an automatic transmission of a motor vehicle. The valve arrangement has a quick draining device (2), which has a first check valve (13), an anti-draining device (1), which has a second check valve (10), and a throttle (3). An oil connection (12) of the clutch (5) is connected to the quick draining device (2) and to the anti-draining device (1), wherein said devices can be supplied with oil or discharge oil by means of an oil connection line (6). The first check valve of the quick draining device (2) is arranged such that oil can flow through the check valve to the oil connection line (6) in order to remove oil from the clutch (5). The second check valve (10) is arranged such that oil can flow from the oil connection line (6) through the second check valve (10) in order to fill the clutch (5) with oil, wherein the throttle (3) is arranged such that the oil flow for filling the clutch (5) with oil is throttled.

Description

Hydraulic valve arrangement

The invention relates to a hydraulic valve arrangement for a hydraulic

Consumer, in particular a valve assembly for a clutch of an automatic transmission of a motor vehicle.

To carry out circuits in a hydraulically actuated automatic transmission of a motor vehicle switching elements in particular in the form of

Multi-plate clutches and multi-disc brakes are opened and closed. For this purpose, the switching elements are acted upon by an actuating pressure, which is set at least indirectly by a control solenoid valve. Between the desired actuation pressure and the actual actuation pressure in one

Actuation pressure chamber on the switching element may cause deviations. This may, for example, be the result of switching on in a pressure room

Switching element is an unknown amount of oil or that at a

Switching off switching element oil from the pressure chamber can not drain fast enough. Due to the above deviations, the switching elements may not react as desired, which may have negative effects on the circuits being implemented.

It is therefore an object of the invention to provide a hydraulic valve assembly for a clutch of an automatic transmission of a motor vehicle, by means of which comfortable circuits of the automatic transmission are possible. According to the invention the object is achieved by a hydraulic valve arrangement with the features of claim 1.

According to the invention, the valve arrangement has a fast deflation device with a first non-return valve and an antilock device with a second non-return valve

Check valve and a throttle on. An oil connection of the clutch, over the one Actual pressure chamber of the clutch can be filled and emptied with the

Quick tray device and connected to the Antileerlaufvorrichtung. A

Olanschlussleitung for an oil supply of the clutch is also with the

Fast deflation device and connected to the Antileerlaufvorrichtung so that the fast emptying device and the Antileerlaufvorrichtung parallel between the

Olanschlussleitung and the oil connection are arranged. The first check valve of the fast discharge device is arranged so that an oil flow for removing oil from the clutch through the first check valve to the Olanschlussleitung can be done. The second check valve of the Antileerlaufvorrichtung is arranged so that an oil flow for filling oil in the clutch from the Olanschlussleitung can be done by the second check valve. The throttle is arranged so that the oil flow is throttled for filling oil in the clutch.

To open the check valves in particular a spring force must be overcome, so that only through the check valves in the flow direction oil flows when there is a pressure difference between the inlet and outlet of the check valve. This minimum pressure difference, which is necessary for an oil flow, is referred to below as the opening pressure.

Under a clutch to be understood in this context, both a clutch and a brake.

The valve assembly according to the invention is characterized in that is prevented at an oil supply to the pressure chamber of the clutch, so when closing the clutch by throttling the oil supply to the clutch that flows too fast too large amount of oil to clutch. This is a pressure drop in the hydraulic system of the

Automatic transmission prevented when filling the clutch. In addition, oil from the pressure chamber of the clutch via the unthrottled quick-release device can be removed quickly, but the emptying of the pressure chamber ends when the opening pressure of the first check valve of the fast discharge device and thus an emptying of the pressure chamber, which would make a later refilling necessary is prevented.

This ensures that the set and thus desired operating pressure on the clutch coincides very well with changes with the actual operating pressure in the pressure chamber of the clutch. This is a prerequisite for comfortable and reproducible circuits in the automatic transmission. In an embodiment of the invention, the opening pressure of the first check valve of the rapid-discharge device is greater than the opening pressure of the second

Check valve. This results in a particularly advantageous mode of operation of the valve device.

Further advantages and features of the invention will become apparent from the following description and the drawings.

Showing:

1 is an illustration of a valve assembly according to the invention,

2 shows a schematic illustration of the valve arrangement according to the invention, FIG. 3 shows a representation of states of an oil flow through the valve arrangement, FIG. 4 shows a schematic representation of states of an oil flow through the valve arrangement

Valve assembly.

Fig. 1 shows an illustration of a valve arrangement according to the invention. In this case, a control slide 4, for example, a pressure control valve, in particular a controllable 4/2-way valve, connected to an oil connection line 6. An oil pressure in the

Oil connection line 6 is controlled or regulated by the control slide 4. The control slide is controlled by a control solenoid valve, not shown, which is controlled by an electronic control device, not shown, with a

Control pressure applied. By controlling the control solenoid valve, the electronic control device can adjust the control pressure on the control slide 4 and thus the pressure in the oil connection line 6.

The control slide 4 is connected to one end of the oil connection line 6. The other end of the oil connection line 6 has a T-piece, through which the

Oil supply line 6 branches into a lower discharge line 7 and a lower filling line 8. Via the oil connection line 6 and the lower emptying line 7, the control slide 4 is connected to a quick-drain device 2. The

Quick draining device 2 has a check valve 13 which blocks a flow from the lower discharge line 7 and permits it from an upper discharge line 9 which is arranged at the other end of the fast discharge device 2. Via the oil connection line 6 and the lower filling line 8, the control slide 4 is connected to an antilock device 1. The Antileerlaufvorrichtung 1 has a second check valve 10 and a throttle 3. The second check valve 10 blocks flow from an upper fill line 11 and allows flow from the lower fill line 8. The throttle 3 is disposed in the lower filling line 8, ie between the control slide 4 and the second check valve 10. But it is also possible to arrange them in the upper filling line 11.

The first check valve of FIG. 13 of the quick-drain device 2 is connected via the upper discharge line 9 and the second check valve 10 of the anti-tracking device 1 via the upper filling line 11 to an oil connection 12 of the coupling 5. The oil port 12 is connected to a pressure chamber of the clutch 5, not shown. Depending on the oil pressure in the pressure chamber of the clutch 5, the clutch 5 is opened or closed.

The first check valve 13 of the quick-drain device 2 has a defined opening pressure. Likewise, the second check valve 10 of the

Antileerlaufvorrichtung 1 a defined opening pressure. It lies the

On the other hand, an opening cross-section of the first check valve 3 is significantly larger than an opening cross-section of the Antileerlaufvorrichtung 1, wherein the opening pressure of the second check valve 10 of the Antileerlaufvorrichtung 1 clearly below the opening pressure of the first check valve

Opening cross section of Antileerlaufvorrichtung 1 by the cross section of the throttle 3 is determined. By the combination of opening pressures and

Cross-sections, a rapid removal of oil is ensured from the clutch 5, wherein the discharge of oil from the clutch 5 ends at a certain oil pressure in the clutch 5. In addition, this ensures that a filling of the clutch 5 can be done with oil even at a low oil pressure, the filling is just throttled so much by the throttle 3 that no pressure drop takes place in the oil connection line 6.

The opening pressure of the first check valve 13 of the fast discharge device 2 is ideally in the vicinity of 0.2 bar. The opening pressure of the second

Check valve 10 of Antileerlaufvorrichtung 1 is ideally at about 0.07 bar.

By this arrangement, the rapid removal of oil from the clutch 5 is guaranteed up to a pressure level of about 0.2 bar, if via the control slide 4 a Opening the clutch 5 and thus ambient pressure in the oil connection line 6 is set.

In addition, at elevated pressure in the oil connection line 6, the filling of the clutch 5 with oil on the Antileerlaufvorrichtung 1, which is ensured by the throttle 3, that a pressure level in the oil connection line 6 does not collapse by a too fast outflow of the oil to the clutch 5 ,

Fig. 2 shows a schematic representation of the valve assembly. In this illustration, in particular, the opening and closing directions of the first and second

Check valve 13, 10 can be seen.

3a to 3c show a representation of states of an oil flow through the

Valve assembly. A direction of the oil flow is represented by arrows in the individual lines.

In Fig. 3a, an oil flow is shown in a filling of the clutch 5 with oil. When filling the clutch 5, the oil flows through the Antileerlaufvorrichtung 1 and thus through the throttle 3 and an oil flow through the fast discharge device 2 is blocked by the first check valve 13.

In Fig. 3b, an oil flow at a discharge of oil from the clutch 5 is shown. When discharging oil from the clutch 5, the oil flows through the quick deflation device 2, and an oil flow through the antilock device 1 is blocked by the second check valve 10. The discharge of oil from the clutch 5 ends when in the clutch 5, the closing pressure of the first check valve 13 of the fast discharge device 2 is achieved.

FIG. 3c shows a state after removal of oil according to FIG. 3b. In the

Clutch 5 and the directly connected to the clutch 5 upper drain line 9 and upper filling line 1 1 prevails the closing pressure of the first check valve 13 of the fast discharge device 2. As a result, a defined oil pressure is maintained in the clutch 5 and prevents idling of the clutch 5 ,

FIGS. 4a to 4c show a schematic representation of states of an oil flow through the valve arrangement. The oil flow is additionally indicated by dotted lines with arrows clarified. Blocked pressurized oil lines are indicated by dotted lines with solid circles at their ends.

In this case, Fig. 4a is an alternative view to Fig. 3a, Fig. 4b an alternative

Representation to Fig. 3b, Fig. 4c shows an alternative view to Fig. 3c.

When refilling the clutch 5, so when the clutch 5 is open and should be closed again, this is already pre-filled because of the above

valve assembly described the oil can not drain completely. This pre-filling causes a fast and reproducible filling time for the filling of the clutch 5 with oil and thus a fast and reproducible pressure build-up in the pressure chamber

Coupling 5.

Claims

claims

1. Valve arrangement for a clutch (5) of an automatic transmission of a

Motor vehicle, having

a rapid discharge device (2) having a first check valve (13),

an anti-tracking device (1) having a second check valve (10) and a throttle (3),

in which

an oil port (12) of the clutch (5) is connected to the quick deflation device (2) and to the antilock device (1),

- An oil connection line (6) for an oil supply of the clutch (5) with the fast defroster device (2) and with the Antileerlaufvorrichtung (1) is connected, so that the quick deflation device (2) and the Antileerlaufvorrichtung (1) in parallel between the oil connection line (6) and the oil port (12) of the clutch (5) are arranged,

- wherein the first check valve (13) of the quick deflation device (2) is arranged so that an oil flow for discharging oil from the clutch (5) through the first check valve (13) can be made to the oil connection line (6), the second check valve (10 ) of the Antileerlaufvorrichtung (1) is arranged so that an oil flow for filling of oil in the clutch (5) from the oil connection line (6) through the second check valve (10) can be carried out, and the throttle (3) is arranged so that the oil flow is throttled to fill oil in the clutch (5).

2. Valve arrangement according to claim 1,

characterized in that

an opening pressure of the first check valve (13) of

Quick drain device (2) is greater than an opening pressure of the second

Check valve (10) of anti-tracking device (1).