WO2013017202A1 - Commande hydraulique pour une transmission automatique d'un véhicule automobile - Google Patents

Commande hydraulique pour une transmission automatique d'un véhicule automobile Download PDF

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Publication number
WO2013017202A1
WO2013017202A1 PCT/EP2012/002999 EP2012002999W WO2013017202A1 WO 2013017202 A1 WO2013017202 A1 WO 2013017202A1 EP 2012002999 W EP2012002999 W EP 2012002999W WO 2013017202 A1 WO2013017202 A1 WO 2013017202A1
Authority
WO
WIPO (PCT)
Prior art keywords
pressure
valve
control
valve unit
slide
Prior art date
Application number
PCT/EP2012/002999
Other languages
German (de)
English (en)
Inventor
Michael Baraga
Markus Brandenburg
Henrik Kalczynski
Thomas Kull
Original Assignee
Daimler Ag
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2013017202A1 publication Critical patent/WO2013017202A1/fr

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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
    • F16H61/02—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
    • F16H61/0202—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 electric
    • F16H61/0204—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 electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3483—Parking lock mechanisms or brakes in the transmission with hydraulic actuating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • F16H61/0202—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 electric
    • F16H61/0204—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 electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0206—Layout of electro-hydraulic control circuits, e.g. arrangement of valves
    • F16H2061/0209—Layout of electro-hydraulic control circuits, e.g. arrangement of valves with independent solenoid valves modulating the pressure individually for each clutch or brake
    • 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
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
    • 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
    • F16H61/68—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 specially adapted for stepped gearings
    • F16H61/684—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 specially adapted for stepped gearings without interruption of drive
    • F16H61/686—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 specially adapted for stepped gearings without interruption of drive with orbital gears

Definitions

  • the invention relates to a hydraulic control for an automatic transmission of a motor vehicle according to the preamble of claim 1.
  • the hydraulic control comprises a pilot valve, with which a pilot pressure can be set, which can be passed as a control pressure both to a first valve unit for actuating a separating clutch, as well as to a second valve unit for actuating a parking brake.
  • the hydraulic control has a third valve unit, to which the pilot control pressure set by means of the pilot control valve can be conducted as control pressure.
  • the pilot control pressure set by means of the pilot control valve can be conducted as control pressure.
  • Valve unit be prevented, so that the first or especially the second
  • Valve unit can be operated without the third valve unit is operated simultaneously. This allows a large number of different control options of the individual valve units with only one pilot valve and thus a large
  • first, second and third valve unit respectively a first, second and third pressure range provided.
  • a switching valve that changes in the state or the behavior of the switching valve result from changes in the control pressure within the pressure range assigned to the switching valve.
  • a change in the switching position of the slide valve is achieved by changing the control pressure from one boundary to the other limit of the pressure range.
  • An increase in the control pressure above an upper limit or a reduction below a lower limit of the respective associated pressure range then has no further
  • the adjusted pressure or the flow rate changes with changes within the pressure range. It is also possible that in the case in which the control pressure is outside the assigned pressure range, it still has influence on the adjusted pressure or the flow rate.
  • Pressure ranges may overlap, but it is also possible that there is an area between each of the pressure ranges that is not associated with any of the pressure ranges.
  • the first, second and third pressure region are in particular in the direction
  • the first valve unit is a pressure range of about 0 to 3 bar
  • the second valve unit a pressure range of 4 to 5 bar
  • the third valve unit associated with a pressure range of 6 to 8 bar.
  • Pressure ranges and thus come to unwanted operations of the third valve unit.
  • safe operation of the hydraulic control can be enabled.
  • the third pressure range is arranged between the first and the second pressure range.
  • the first valve unit a pressure range of about 0 to 3 bar
  • the third valve unit a pressure range of 4 to 5 bar
  • the second valve unit a pressure range of 6 to 8 bar are assigned.
  • the first or second valve unit can be actuated without the activation having effects on the third valve unit.
  • the second Valve unit can be controlled without the third valve unit is actuated.
  • the second and third valve unit can be controlled independently of each other by only one pilot valve.
  • the automatic transmission is designed, for example, as a transmission with several coupled planetary gear sets. It is designed in particular as an automatic transmission according to DE 10 2008 055 626 A1 of the applicant.
  • the automatic transmission can also be used, for example, as an automated change-speed gearbox, as
  • Double clutch transmission or be designed as a continuously variable transmission.
  • the pilot valve is designed, for example, as a control solenoid valve, in particular as a so-called direct control valve.
  • the pilot valve is with a
  • Supply pressure for example in the form of a working pressure or a
  • Valve supply pressure supplied and derived therefrom according to the control by an electronic transmission control from a desired pilot pressure.
  • valve units are in particular as slide valves, for example as
  • Valve unit set pressure or flow to understand.
  • the third valve unit is designed in particular as a slide switch, on the slider on one side of the pilot pressure as the control pressure and on a
  • the third valve unit in particular has a spring which can apply a force acting counter to the pilot pressure on the slide.
  • the pressure ranges of the pilot and the counter pressure and optionally the spring can be ensured that an actuation of the valve unit can be prevented by applying a back pressure to the third valve unit. In this case, an actuation of the valve unit to understand the change in the switching position of the switching valve.
  • the back pressure which can act on the third valve unit against the control pressure, derived from a pressure, mainly a fulfills another function.
  • a different function is meant, in particular, that this pressure is not primarily adjusted to derive therefrom the backpressure
  • Is derived backpressure is selected in particular so that the back pressure in the situations in which a control of the second valve unit is useful or necessary, is sufficiently high, to an unwanted operation of the third
  • Valve unit to prevent.
  • the hydraulic control to a switching valve by means of which the back pressure can be derived from a first or a second pressure.
  • the switching valve is designed in particular as an automatically switching valve, which derives the back pressure from the higher of the two pressures mentioned.
  • the switching valve is designed in particular as a ball switching valve.
  • Control of the second valve unit without affecting the third valve unit is thus possible in many situations.
  • the back pressure is derived from an actuation pressure of a switching element of the automatic transmission.
  • Control of the second valve unit is necessary or useful only in certain courses.
  • the invention can be used particularly advantageously when the first valve unit is provided for adjusting a lubricating pressure, the second valve unit a
  • Switching valve is assigned in the form of a Fliehölventils, by means of which an inflow to a Fliehölraum a switching element of the automatic transmission can be increased and the third valve unit is associated with a parking brake actuation system.
  • the first valve unit is designed in particular so that an increasing control pressure causes an increasing lubrication pressure.
  • associated pressure ranges means that when driving the parking lock actuation system or the centrifugal oil valve, a high lubricating pressure is set.
  • a parking lock of the parking lock actuation system must only be controlled, in particular closed when no gear is engaged in the automatic transmission. Thus, it represents for the parking brake actuation system no functional restriction, if in some gears because of the back pressure no control of the parking brake is possible.
  • filling the Fliehölhauben is only necessary if certain gears are engaged in the automatic transmission.
  • the parking lock is activated only when no gear is engaged in the automatic transmission. Thus, the centrifugal oil valve can be controlled in all necessary situations. The activation of the
  • Control solenoid valve does not restrict the functionality of the two systems.
  • Fig. 1 is a hydraulic diagram of a hydraulic control of a
  • a main pump 10 Motor vehicle to a main pump 10 which is driven by an internal combustion engine 11.
  • the main pump 10 sucks operating fluid in the form of transmission oil from a tank 13 via a suction filter 12.
  • Fig. 1 drains to a tank are shown at several points. This is to be understood that transmission oil from these drains enters the tank 13 directly or indirectly.
  • the main pump 10 delivers gear oil into a working pressure line 14, which supplies a working pressure slide 15 with gear oil.
  • a check valve 16 is arranged, which is designed so that transmission oil from the main pump 10 for
  • Working pressure slide 15 can flow, but not vice versa.
  • the working pressure slide 15 is designed as a normally constructed control slide on which acts as a control pressure set by a control solenoid valve working pressure 17 pressure. Together with a spring force, which is a basic pressure of the
  • the control pressure acts against the recirculated from the working pressure line 14 working pressure.
  • the level of the working pressure can be adjusted.
  • the working pressure reaches the desired value set by the control solenoid valve working pressure 17
  • a connection between the working pressure line 14 and a lubricating pressure slide 19 is established by the working pressure slide 15 via a lubricating pressure line 18.
  • the lubricating pressure slide 19 is thus only supplied with gear oil when the
  • Working pressure has reached its set by the control solenoid valve working pressure 17 setpoint.
  • the working pressure slide 15 thus regulates the working pressure in the
  • the lubricating pressure slide 19 is also designed as a standard constructed control slide on which acts as a control pressure set by a control solenoid lubrication pressure 20 pressure.
  • the control solenoid lubrication pressure 20 may thus be referred to as a pilot valve.
  • the control pressure acts against the returned from the lubricating pressure line 18 lubricating pressure.
  • Lubricating pressure can be adjusted.
  • the lubrication pressure slide 19 establishes a connection between the
  • Lubricating pressure line 18 and a return line 21 made.
  • Return line 21 is gear oil to an intake passage 22, which connects the main pump 10 with the suction filter 12, returned.
  • the lubricating pressure slide 19 thus controls the lubricating pressure in the lubricating pressure line to the set by Regelmagnetventil- lubricating pressure 20 setpoint.
  • the lubricating pressure slide 19 is designed so that the maximum required lubrication pressure is achieved at a control pressure of about 3 bar.
  • the lubricating pressure slide is thus assigned a pressure range of 0 to 3 bar. If the control pressure continues to rise, so does the set
  • the control solenoid valve working pressure 17 and the control solenoid valve lubrication pressure 20 are both configured as so-called direct control valves.
  • direct control valves a force acts from an electronic control device, not shown controlled electromagnet directly as a control force on a slider.
  • a spring force and a recirculated pressure whose height is to be set by the direct control valve according to the control of the electronic control device.
  • the pressure set by a direct control valve is derived from a supply pressure.
  • the working pressure in the control solenoid valve working pressure 17 and the control solenoid valve lubrication pressure 20 the working pressure in the
  • the hydraulic control can also have a connection, not shown, via which a controllable Drehmomentverteilvortechnisch for an all-wheel drive of the motor vehicle can be supplied with working pressure.
  • the hydraulic control has in addition to the main pump 10 via an additional pump 23 which can be driven by an electric motor 24 controlled by the electronic control device.
  • the main pump 10 in situations where the delivery rate of the main pump 10 is insufficient, support, with a maximum achievable pressure of the auxiliary pump 23 is significantly lower than a maximum pressure of the main pump 10.
  • Booster pump 23 to ensure a basic supply of the hydraulic control with the internal combustion engine 11 and thus standing main pump 10.
  • Additional pump 23 also sucks on the suction filter 12 from the tank 13 transmission oil. It conveys transmission oil into an auxiliary pump line 25, which is connected via a check valve 26 to the working pressure line 14.
  • the check valve 26 is arranged so that transmission oil can flow from the auxiliary pump line 25 into the working pressure line 14, but not vice versa.
  • the auxiliary pump 23 in the case in which the working pressure is less than its maximum achievable pressure, promote together with the main pump 10 in the working pressure line 14.
  • the auxiliary pump line 25 is also connected to an auxiliary pump slide 27.
  • Auxiliary pump spool 27 and lubricating pressure line 18, a check valve 28 is arranged so that transmission oil from the auxiliary pump spool 27 in the
  • Lubricating pressure line 18 can flow, but not vice versa.
  • the said connection between the auxiliary pump line 25 and the Schmierdruckleituhg 18 is interrupted, in a switched position of the auxiliary pump slide 27, said connection is made.
  • On the auxiliary pump slide 27 acts as a control pressure of the working pressure in the working pressure line 14 against a spring force.
  • the spring force is designed so that the auxiliary pump slide 27 remains in the normal position until the working pressure exceeds the maximum achievable pressure of the auxiliary pump 23. If this pressure is reached, the connection between the auxiliary pump line 25 and the
  • Lubricating pressure line 18 made via the auxiliary pump slide 27 and the
  • Booster pump 23 can promote transmission oil in the lubricating pressure line 18, in which a significantly lower pressure than the working pressure prevails.
  • the auxiliary oil pump 23 may also support the main pump 10 when the working pressure is greater than their maximum achievable pressure and therefore they can no longer promote the working pressure line 14.
  • solenoid valves 29, 30, 31, 32, 33 and 34 for the actuation of switching elements of the automatic transmission in the form of
  • Multi-plate clutches and brakes supplied with working pressure are shown schematically by gear change piston-cylinder units 35, 36, 37, 38, 39 and 40, by means of which the multi-plate clutches and - brakes can be closed and opened.
  • the speed change piston-cylinder units 35, 38 and 40 are multi-disc brakes, and the speed change piston-cylinder units 36, 37 and 39 are associated with multi-plate clutches.
  • the control solenoid valves 29, 30, 31, 32, 33 and 34 are constructed identically, so that only the control solenoid valve 29 is explained in more detail.
  • the control solenoid valve 29 is also designed as a direct control valve, which is controlled by the electronic control device, not shown.
  • the control solenoid valve 29 is supplied via a connection with working pressure. It is used to set an actuating pressure in a gear change pressure chamber 41 of the gear change piston-cylinder unit 35, to which it is connected via a line 42.
  • the actuating pressure in the line 42 is returned as control pressure to the control solenoid valve 29.
  • the actuation pressure is additionally fed back to two further connections of the control solenoid valve 29.
  • the line 42 is connected via the control solenoid valve 29 to a pressure accumulator 43.
  • a tank discharge line 87 is the control solenoid valve 29 and the
  • Tankabhus Gustav 87 a spring-loaded check valve 44 is arranged.
  • the check valve 44 is arranged so that transmission oil can flow into the tank 13. It is also designed so that it opens the flow in the direction of the tank 13 only when there is a minimum pressure, for example, 0.2 to 0.4 bar in the tank discharge line 87. This ensures that in the tank discharge line 87 always at least the said minimum pressure is applied. This causes the line 42 and the
  • Gear change pressure chamber 41 can not idle, but are always filled with gear oil.
  • control solenoid valve 29 By appropriate control of the control solenoid valve 29 can thus a
  • the multi-plate clutches and brakes of the automatic transmission are closed and opened, allowing the individual gears to be engaged and disengaged.
  • the control solenoid valves 29, 30, 31, 32, 33 and 34 and the speed change piston-cylinder units 35, 36, 37, 38, 39 and 40 may thus be referred to as a speed change system 61. With the gear change system 61 shown here, a total of nine forward gears and one reverse gear can be switched.
  • the lubricating pressure line 18 is connected via a centrifugal oil valve 45 and a first supply line 63, which is designed as a controllable slide switch, with a converter inlet 46 of a hydrodynamic torque converter 47.
  • On the centrifugal oil valve 45 acts as a control pressure set by the control solenoid valve lubrication pressure 20 against a spring force.
  • the spring force is designed so that the centrifugal oil valve 45 changes when a pressure limit of, for example, 4 bar is exceeded from a basic position shown in a switching position.
  • the set by the control solenoid valve lubrication pressure 20 thus acts both on the lubricating pressure slide 19, and the centrifugal oil valve 45 as the control pressure.
  • the centrifugal oil valve 45 is thus assigned a pressure range of 3 to 5 bar.
  • the lubricating pressure line 18 is connected via the centrifugal oil valve 45 via two connections with the Wandlerzumann 46.
  • a diaphragm 49 is disposed in a second, to the first portion 48 parallel portion 50 is no corresponding hydraulic component arranged.
  • the second section 50 is connected to the lubricating pressure line 18 only in the basic position of the centrifugal oil valve 45.
  • the first section 48 is always connected to the lubricating pressure line 18.
  • the transmission oil After flowing through the torque converter 47, the transmission oil flows via a converter outflow 51 to a transmission oil cooler 52.
  • the transmission oil cooler 52 supplies various lubrication points 53 in the automatic transmission with cooled transmission oil.
  • the torque converter 47 has a lockup clutch 54, which is controlled by a control solenoid valve converter 55.
  • the control solenoid valve converter 55 according to a control by the electronic control device in a line 56 which is connected to a not shown pressure chamber of the lock-up clutch 54, an actuating pressure.
  • the torque converter 47 is thus designed as a so-called 3-channel converter.
  • the control solenoid valve converter 55 is also designed as a direct control valve and is supplied with working pressure.
  • the control solenoid valve converter 55 is supplied with a corresponding pressure to an internal pressure of the torque converter 47, which counteracts the actuating pressure at the lockup clutch 54, as pilot control. Said pressure acts in the same direction to the force of the solenoid of the solenoid valve converter 55 and is tapped in a line 58, which via a first aperture 59 with the
  • the pressure in the line 58 corresponds to the internal pressure of the torque converter 47.
  • the operation of the return and the derivative of the internal pressure are described in detail in DE 10 2004 012 117 A1.
  • the speed change piston-cylinder units 36, 37 and 39 of the multi-plate clutches each have a Fliehölraum 62, which via a Fliehöl effet 64 with the
  • the centrifugal oil space 62 is arranged relative to the gear change pressure chamber 41 with respect to a gear change piston 65, which acts on the multi-plate clutches. If the centrifugal oil space 62 is sufficiently filled with gear oil, the same result from the rotation of the gear change piston-cylinder units 36, 37 and 39
  • centrifugal oil valve 45 In some situations, for example in certain circuits in the automatic transmission, a functioning centrifugal oil balance, ie, sufficiently filled centrifugal oil spaces 62, is important. In these situations, over a corresponding pressure of the Regelmagnetventil lubricating pressure 20 the centrifugal oil valve 45 are brought into its switching position as described above. In this switching position, a connection between the lubricating oil line 18 and a second supply line 66, which opens into the centrifugal oil line 64, is produced via the centrifugal oil valve 45. Thus, the centrifugal oil pipe 64 is supplied not only via the first supply line 63 but also via the second supply line 66 gear oil. Thus, the Fliehölmaschine 62 of the gear change piston-cylinder units 36, 37 and 39 can be filled very quickly and thus a functioning Fliehölausmaschine be achieved.
  • a diaphragm 67 is arranged in the second supply line 66. About this aperture 67 and the aperture 49 in the first portion 48 of the first supply line 63 can
  • Flow rates of the transmission oil in the first and second supply line 63, 66 can be adjusted.
  • a check valve may be so arranged that a return flow of transmission oil from the second supply line 66 in the direction
  • Transmission cooler 52 is prevented.
  • the hydraulic control also has a parking lock actuation system 68, by means of which a parking lock, not shown, can be switched on and laid out.
  • the parking lock actuation system 68 has a parking lock piston-cylinder unit 69 with a parking lock piston 70 which is at least indirectly connected to a so-called, not shown, parking pawl.
  • the parking lock piston cylinder unit 69 has a first parking brake pressure chamber 73. By supplying transmission oil to the first parking lock pressure space 73, the parking lock piston 70 can be displaced toward non-P (first operation direction 71).
  • the parking lock piston-cylinder unit 69 has a second parking brake pressure chamber 74 on a side opposite the first parking brake pressure chamber 73 with respect to the parking brake piston 70.
  • the parking lock piston 70 By supplying transmission oil to the second parking brake pressure space 74, the parking lock piston 70 can be displaced in the direction P (second operation direction 72).
  • the parking lock piston-cylinder unit 69 also has a parking brake spring 75, which is arranged so that it applies a spring force in the direction P on the parking lock piston 70.
  • the parking brake piston-cylinder unit 69 also has a controllable detent 76, by means of which a position of the parking brake piston 70 can be set.
  • the detent 76 has for this purpose a controlled by the electronic control device solenoid 77, which can engage in a contour 78 of a connected to the parking brake piston 70 piston rod 79.
  • the detent 76 is designed so that it can be overpressed in the direction P.
  • the said contour 78 is so
  • Gear oil can be fed into the second parking brake pressure chamber 74 via a parking brake slide 80 supplied with working pressure and thus an actuating force in the direction P can be applied in addition to the force of the parking brake spring 75.
  • the parking lock slide 80 is designed as a slide valve with two positions. In a P-position, not shown, the working pressure line 14 via the
  • Park lock slide 80 connected to the second parking brake pressure chamber 74 so that this gear oil is supplied.
  • the parking lock actuation system 68 When moving the parking brake piston 70 in the direction P transmission oil from the first parking brake pressure chamber 73 must be removed. In order for this to be possible quickly and only with little resistance, the parking lock actuation system 68 has a drain slide 81 designed as a slide switch with two positions with large openings
  • a parking lock connecting line 82 which connects a connection of the parking lock slide 80 with the emptying slide 81, is connected via the emptying slide 81 to the first parking lock pressure chamber 73.
  • Parking lock piston 70 are moved toward non-P.
  • the pressure acts in the parking lock connecting line 82, which acts against a spring force of an emptying spring 83.
  • the emptying slide 81 is designed so that it passes through the Spring force of the emptying spring 83 can be brought into the emptying position, so this represents its basic position.
  • the parking brake connecting line 82 can be connected to the working pressure line 14.
  • the parking lock slide 80 is then in a non-P position shown.
  • the emptying slide 81 is initially still in the emptying position in which he completes the parking brake connecting line 82 so far that can build up a pressure in the parking brake connecting line 82. This then acts in the parking brake connection line 82 of the
  • Parking lock slide 80 is connected to the tank 13.
  • On the parking lock slider 80 acts as a control pressure set by Regelmagnetventil- lubricating pressure 20 against a spring force of Parksperrenschieber- spring 84.
  • This pressure acts as a control pressure on the lubricating pressure slide 19 as the first valve unit, the centrifugal valve 45 as the second valve unit and the
  • Parking lock slider 80 as the third valve unit.
  • the parking lock slider spring 84 is arranged so that it can bring the parking lock slider 80 in the non-P position, so this represents the basic position of the parking brake slide 80.
  • Parking lock slider 80 is designed so that, if no further pressures act on it, it assumes the P position from a control pressure of approx. 7 bar. Since that
  • Regulating solenoid valve lubrication pressure 20 can set a maximum of 8 bar is the
  • Parking lock slide 80 thus assigned a pressure range of 6 to 8 bar.
  • the parking lock slide 80 is also connected to a back pressure line 85, that in the back pressure line 85 pressure in the same direction with the spring force of
  • Parking lock slide spring 84 can act as back pressure against the control pressure. With a correspondingly high back pressure so that the parking lock slide 80 remains in the non-P position, even if a control pressure is set, in which the
  • Fliehölventil 45 is in its switching position, in the fast filling of the
  • the back pressure line 85 is connected via a ball switching valve 86 to the gear change pressure chambers 41 of the speed change piston-cylinder units 37 and 39.
  • the ball switching valve 86 is arranged so that the higher of the two acts in the mentioned spinning chambers 41 as back pressure on the parking lock slide 80. Is one of the two gear change piston-cylinder units 37 and 39 associated with multi-plate clutches operated and thus closed, the back pressure is sufficiently large to prevent the change of the parking brake slide 80 in the P position.
  • the hydraulic control is designed to be one of the two
  • Fliehölventils 45 may be necessary.
  • the parking brake spring 75 is used.
  • the solenoid 77 and thus the detent 76 is deactivated and the parking brake spring 75 can
  • the transmission oil could therefore drain only very slowly towards the tank 13. Since no or only a slight pressure prevails in the parking brake connecting line 82 in this case, the emptying slide 81 is in its emptying position as described above. Thus, the transmission oil from the first parking lock pressure chamber 73 can be very quickly discharged via the discharge slide 81 to the tank 13 and the parking brake are inserted with it.

Abstract

L'invention concerne une commande hydraulique destinée à une transmission automatique et comportant une soupape pilote (20) permettant de régler une pression pilote qui peut être dirigée en tant que pression de commande aussi bien vers une première unité soupape (19) que vers une deuxième unité soupape (45). Selon l'invention, la commande hydraulique présente une troisième unité soupape (80) vers laquelle la pression pilote réglée au moyen de la soupape pilote (20) peut être dirigée en tant que pression de commande. En outre, une contre-pression agissant à l'encontre de la pression de commande peut être appliquée à la troisième unité soupape (80) par l'intermédiaire d'une conduite de contre-pression (85), empêchant ainsi l'actionnement de la troisième unité soupape (80) même en cas de pression pilote élevée. On peut ainsi, de manière avantageuse, piloter trois unités soupapes avec une seule soupape pilote.
PCT/EP2012/002999 2011-08-04 2012-07-17 Commande hydraulique pour une transmission automatique d'un véhicule automobile WO2013017202A1 (fr)

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DE102011109377A DE102011109377A1 (de) 2011-08-04 2011-08-04 Hydraulische Steuerung für ein Automatikgetriebe eines Kraftfahrzeugs
DE102011109377.3 2011-08-04

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DE102013209757A1 (de) * 2013-05-27 2014-12-11 Zf Friedrichshafen Ag Verfahren zur Durchführung eines Reversiervorgangs in einem Automatgetriebe eines Kraftfahrzeugs
CN105042065A (zh) * 2015-07-16 2015-11-11 重庆青山工业有限责任公司 一种双离合器自动变速器液压换挡控制系统
US10816091B2 (en) 2016-04-19 2020-10-27 Zf Friedrichshafen Ag Method for operating a parking lock device by means of a hydraulic system
US11073207B2 (en) 2016-04-19 2021-07-27 Zf Friedrichshafen Ag Method for operating a parking lock device by means of a hydraulic system

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DE102017223150A1 (de) * 2017-12-19 2019-06-19 Zf Friedrichshafen Ag Hydrauliksystem eines Automatgetriebes
DE102019216673A1 (de) * 2019-10-29 2021-04-29 Zf Friedrichshafen Ag Ventilsystem eines Automatgetriebes

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013209757A1 (de) * 2013-05-27 2014-12-11 Zf Friedrichshafen Ag Verfahren zur Durchführung eines Reversiervorgangs in einem Automatgetriebe eines Kraftfahrzeugs
CN105042065A (zh) * 2015-07-16 2015-11-11 重庆青山工业有限责任公司 一种双离合器自动变速器液压换挡控制系统
US10816091B2 (en) 2016-04-19 2020-10-27 Zf Friedrichshafen Ag Method for operating a parking lock device by means of a hydraulic system
US11073207B2 (en) 2016-04-19 2021-07-27 Zf Friedrichshafen Ag Method for operating a parking lock device by means of a hydraulic system

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