CN103671897B - Safety control in a kind of hydraulic control system of automatic speed changer - Google Patents
Safety control in a kind of hydraulic control system of automatic speed changer Download PDFInfo
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- CN103671897B CN103671897B CN201310724800.3A CN201310724800A CN103671897B CN 103671897 B CN103671897 B CN 103671897B CN 201310724800 A CN201310724800 A CN 201310724800A CN 103671897 B CN103671897 B CN 103671897B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0003—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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0265—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
- F16H61/0267—Layout of hydraulic control circuits, e.g. arrangement of valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/22—Locking of the control input devices
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The present invention relates to the safety control in a kind of hydraulic control system of automatic speed changer, comprise oil pump, oil pump is connected with hand control valve, hand control valve is connected with clutch C1, clutch C2, clutch C3, clutch C4 and break B1, the second gearshift control valve is provided with between clutch C1 and hand control valve, the first gearshift control valve is provided with between clutch C2 and hand control valve, be provided with the 3rd between clutch C3 and hand control valve to shift gears control valve, be provided with the 5th between clutch C4 and hand control valve to shift gears control valve, be provided with the 4th between break B1 and hand control valve to shift gears control valve, first gearshift control valve, 4th gearshift control valve and the 5th gearshift control valve are connected to bi-bit bi-pass interlock valve, first gearshift control valve and the 5th gearshift control valve are connected to 3-position 4-way interlock valve, ensure that automatic transmission R, the interlocking of D gear, more reliable than automatically controlled control.
Description
Technical field
The present invention relates to a kind of safety control system, be applicable to hydraulic control system of automatic speed changer, specifically, relate to the safety control in a kind of hydraulic control system of automatic speed changer, belong to automatic transmission technical field.
Background technique
At present, in vehicle hydraulic automatic transmission controls, for the consideration of reliability and security, not only to realize the electricity interlocking between gear in automatically controlled, and it is mechanical interlocked to realize between executive component, i.e. forward gear and mechanical interlocked between reversing gear, and prevent multi-execution component from engaging generation phenomenon of " hanging two gear " simultaneously.
Along with the raising of magnetic valve performance and automatical control system reliability, automatical control system the interlocked that rises with also increasing, this is also the development trend of automatic speed transmission electrohydraulic control system, because automatic transmission gear constantly increases, shifting element also increases thereupon, at present, automatic transmission generally only need consider forward gear and reverse gear mechanical interlocked, its main cause is once forward gear and occurred mutual string between reversing gear, the accident of car crash will be there will be, for this consideration, therefore forward gear and the interlocking of reversing gear are necessary very much to exist.
Nowadays ripe automatic transmission needs when realizing a gear in conjunction with two executive components, i.e. so-called Three Degree Of Freedom automatic transmission, and closely in two years, novel high gear automatic transmission realizes a gear often to be needed in conjunction with three executive components, this is so-called four-degree-of-freedom automatic transmission namely, in the automatic transmission of four-degree-of-freedom controls, three executive components are needed owing to often realizing a gear, and between each executive component, have cooperation each other, substantially reduce the number the number of executive component, but increase the complexity of gearshift logic, also indirectly increase and realize mechanical interlocked difficulty.
The Chinese patent of notification number CN202579990U discloses a kind of hydraulic control device of automatic transmission, comprise oil pump, hand control valve, four clutches and a break, hand control valve is provided with filler opening, first oil outlet and the second oil outlet, filler opening connects oily delivery side of pump, first oil outlet of hand control valve connects the first oil inlet and outlet of shuttle valve, second oil outlet of hand control valve connects the second oil inlet and outlet of shuttle valve, the oil outlet of shuttle valve controls second clutch through the first gearshift control valve, first oil inlet and outlet of shuttle valve controls first clutch through the second gearshift control valve and controls the 3rd clutch through the 3rd gearshift control valve, oil delivery side of pump through the 4th gearshift control valve control brake and through the 5th gearshift control valve control four clutches, achieve when vehicle reverses gear and forward gear mechanical interlocked, vehicle is when the R gear that reverses gear travels, forward gear can not be entered travel, adopt described hydraulic control device, not only can realize automatic transmission to reverse gear and the electric controlled interlocking of forward gear, also achieve simultaneously and reverse gear and forward gear mechanical interlocked, improve reliability and Security.
Summary of the invention
The technical problem to be solved in the present invention is for above deficiency, provides the safety control in a kind of hydraulic control system of automatic speed changer, ensure that the interlocking of automatic transmission R, D gear, more reliable than automatically controlled control.
For solving above technical problem, the present invention is by the following technical solutions: the safety control in a kind of hydraulic control system of automatic speed changer, comprise oil pump, oil pump is connected with hand control valve, hand control valve is connected with first clutch C1, second clutch C2, 3rd clutch C3, four clutches C4 and break B1, the second gearshift control valve is provided with between first clutch C1 and hand control valve, the first gearshift control valve is provided with between second clutch C2 and hand control valve, be provided with the 3rd between 3rd clutch C3 and hand control valve to shift gears control valve, be provided with the 5th between four clutches C4 and hand control valve to shift gears control valve, be provided with the 4th between break B1 and hand control valve to shift gears control valve, it is characterized in that: described first gearshift control valve is connected with the 5th interlock valve,
Described 4th gearshift control valve is connected with the first interlock valve;
Described 5th gearshift control valve is connected with the second interlock valve;
The 4th interlock valve is communicated with between described first gearshift control valve and second clutch C2;
The 3rd interlock valve is communicated with between described 5th gearshift control valve and four clutches C4;
The second shuttle valve is provided with between described 3rd interlock valve and the 4th interlock valve.
A kind of optimized project, the described lower control end of the 5th interlock valve, the lower control end of the first interlock valve are communicated with hand control valve respectively with the lower control end of the second interlock valve.
Another kind of optimized project, the oil inlet end of described first interlock valve is communicated with the working connection of oil pump respectively with the oil inlet end of the second interlock valve.
Another optimized project, the oil inlet end of described 5th interlock valve is connected with the first shuttle valve.
Further optimized project, the oil outlet end of the described oil outlet end of the 5th interlock valve, the oil outlet end of the first interlock valve and the second interlock valve respectively with the oil inlet end of corresponding gearshift control valve.
Further optimized project, the described pressure oil oil inlet P of the 3rd interlock valve is communicated with the first filler opening of the second shuttle valve;
The inlet port T of described 3rd interlock valve is communicated with the upper control end of the 5th interlock valve;
The actuator port A of described 3rd interlock valve is communicated with four clutches C4 respectively with the actuator port B of the 3rd interlock valve;
The upper control end of described 3rd interlock valve is communicated with the 3rd clutch C3;
The lower control end of described 3rd interlock valve is communicated with break B1.
Further optimized project, the described pressure oil oil inlet P of the 4th interlock valve is communicated with the second filler opening of the second shuttle valve;
The described inlet port T of the 4th interlock valve is communicated with the upper control end of the second interlock valve;
The actuator port A of described 4th interlock valve is communicated with first clutch C1;
The actuator port B of described 4th interlock valve is communicated with second clutch C2;
In described 4th interlock valve, control end is communicated with second clutch C2;
Under described 4th interlock valve, control end is communicated with break B1.
A kind of optimized project, described first interlock valve, the second interlock valve and the 5th interlock valve adopt 2/2-way guiding valve respectively.
Another kind of optimized project, described 3rd interlock valve and the 4th interlock valve adopt 3-position 4-way guiding valve respectively.
Another optimized project, the working connection of described oil pump is provided with flow control valve.
After the present invention adopts above technological scheme, compared with prior art, have the following advantages: the first gearshift control valve is connected with the 5th interlock valve, 4th gearshift control valve is connected with the first interlock valve, 5th gearshift control valve is connected with the second interlock valve, the 4th interlock valve is communicated with between first gearshift control valve and second clutch C2, the 3rd interlock valve is communicated with between 5th gearshift control valve and four clutches C4, the second shuttle valve is provided with between 3rd interlock valve and the 4th interlock valve, ensure that the interlocking of automatic transmission R, D gear, more reliable than automatically controlled control.
Below in conjunction with drawings and Examples, the present invention is described in detail.
Accompanying drawing explanation
Accompanying drawing 1 is the structure principle chart of safety control in the embodiment of the present invention;
Accompanying drawing 2 is gearshift logic diagrams of safety control gear in the embodiment of the present invention;
In figure,
1-first working connection, 2-hand control valve, 3-second shifts gears control valve, 4-the 3rd shifts gears control valve, 5-the 4th shifts gears control valve, 6-first interlock valve, 7-second interlock valve, 8-the 5th shifts gears control valve, 9-the 3rd interlock valve, 10-the 5th solenoid valve, 11-first oil circuit, 12-second oil circuit, 13-the 3rd oil circuit, 14-the 4th oil circuit, 15-the 3rd solenoid valve, 16-the 5th oil circuit, 17-second solenoid valve, 18-the 6th oil circuit, 19-first solenoid valve, 20-the 4th solenoid valve, 21-the 7th oil circuit, 22-the 4th interlock valve, 23-first shifts gears control valve, 24-the 5th interlock valve, 25-the 8th oil circuit, 26-the 9th oil circuit, 27-first shuttle valve, 28-the tenth oil circuit, 29-the 11 oil circuit, 30-the 12 oil circuit, 31-the 13 oil circuit, 32-second shuttle valve, 33-the 14 oil circuit, 34-oil pump, 35-second working connection, 36-flow control valve, 37-guide's oil circuit, C1-first clutch, C2-second clutch, C3-the 3rd clutch, C4-four clutches, B1-break.
Embodiment
Embodiment, as shown in Figure 1, safety control in a kind of hydraulic control system of automatic speed changer, comprise oil pump 34, hand control valve 2, first clutch C1, second clutch C2, the 3rd clutch C3, four clutches C4 and break B1, the outlet of oil pump 34 has the first working connection 1, second working connection 35 and flow control valve 36, described flow control valve 36 for control inputs to the flow in safety control and pressure.
Described hand control valve 2 is provided with filler opening, the first oil outlet and the second oil outlet, first working connection 1 connects the filler opening of hand control valve 2, first oil outlet of hand control valve 2 connects the first filler opening of the first shuttle valve 27 through the tenth oil circuit 28, the second oil outlet of hand control valve 2 connects the second filler opening of the first shuttle valve 27 through the 11 oil circuit 29.
The first gearshift control valve 23 is provided with between the oil outlet of described first shuttle valve 27 and second clutch C2, first shuttle valve 27 and first is shifted gears between control valve 23 and is provided with the 5th interlock valve 24, the oil outlet of the first shuttle valve 27 connects the oil inlet end of the 5th interlock valve 24 through the 8th oil circuit 25, the fuel-displaced termination first of the 5th interlock valve 24 is shifted gears the oil inlet end of control valve 23, the upper control end of the 5th interlock valve 24 is connected with the 3rd interlock valve 9 through the 12 oil circuit 30, the oil outlet end of the first gearshift control valve 23 meets second clutch C2 through the 5th oil circuit 16, control termination first solenoid valve 19 of the first gearshift control valve 23.
The second gearshift control valve 3 is provided with between first filler opening of described first shuttle valve 27 and first clutch C1, first filler opening of the first shuttle valve 27 connects the oil inlet end of the second gearshift control valve 3 through the 14 oil circuit 33, the oil outlet end of the second gearshift control valve 3 connects first clutch C1 through the 3rd oil circuit 13, and the control end of the second gearshift control valve 3 connects the second solenoid valve 17.
Be provided with the 3rd between first filler opening of described first shuttle valve 27 and the 3rd clutch C3 to shift gears control valve 4, first filler opening of the first shuttle valve 27 connects the oil inlet end of the 3rd gearshift control valve 4 through the 14 oil circuit 33, the oil outlet end of the 3rd gearshift control valve 4 connects the 3rd clutch C3 through the first oil circuit 11, and the control end of the 3rd gearshift control valve 4 connects the 3rd solenoid valve 15.
Be provided with the 4th between described second working connection 35 and break B1 to shift gears control valve 5, second working connection 35 and the 4th is shifted gears between control valve 5 and is provided with the first interlock valve 6, the oil inlet end of the first interlock valve 6 is communicated with the second working connection 35, the oil outlet end of the first interlock valve 6 is communicated with the 4th oil inlet end of shifting gears control valve 5, the upper control end of the first interlock valve 6 is connected with the second shuttle valve 32, the oil outlet of described second shuttle valve 32 is communicated with the first interlock valve 6, first filler opening of the second shuttle valve 32 is connected with the 3rd interlock valve 9 through the 13 oil duct 31, second filler opening of the second shuttle valve 32 is connected with the 4th interlock valve 22 through the 6th oil duct 18, the oil outlet end of the 4th gearshift control valve 5 is through the 4th oil circuit 14 connecting brake B1, 4th gearshift control valve 5 control end connects the 4th solenoid valve 20.
Be provided with the 5th between described second working connection 35 and four clutches C4 to shift gears control valve 8, second working connection 35 and the 5th is shifted gears between control valve 8 and is provided with the second interlock valve 7, the oil inlet end of the second interlock valve 7 is communicated with the second working connection 35, the oil outlet end and the 5th of the second interlock valve 7 control valve 8 oil inlet end of shifting gears is communicated with, the upper control end of the second interlock valve 7 is connected with the 4th interlock valve 22 through the 7th oil circuit 21, the oil outlet end of the 5th gearshift control valve 8 connects four clutches C4 through the secondth oil circuit 12, and the control end of the 5th gearshift control valve 8 connects the 5th solenoid valve 10.
Described first gearshift control valve 23, second gearshift control valve 3, the 3rd gearshift control valve 4, the 4th gearshift control valve 5 are connected fuel tank with the drain tap of the 5th gearshift control valve 8.
The lower control end of described first interlock valve 6, second interlock valve 7 and the 5th interlock valve 24 is connected the second oil outlet of hand control valve 2 through the 9th oil circuit 26.
The pressure oil oil inlet P of described 3rd interlock valve 9 is communicated with the 13 oil circuit 31, the inlet port T of the 3rd interlock valve 9 is communicated with the 12 oil circuit 30, the actuator port A of the 3rd interlock valve 9 is communicated with four clutches C4 respectively with the actuator port B of the 3rd interlock valve 9, the upper control end of the 3rd interlock valve 9 is communicated with the 3rd clutch C3, and the lower control end of the 3rd interlock valve 9 is communicated with break B1.
The pressure oil oil inlet P of described 4th interlock valve 22 is communicated with the 6th oil circuit 18, the inlet port T of the 4th interlock valve 22 is communicated with the 7th oil circuit 21, the actuator port A of the 4th interlock valve 22 is communicated with first clutch C1, the actuator port B of the 4th interlock valve 22 is communicated with second clutch C2, in 4th interlock valve 22, control end is communicated with second clutch C2, and the 4th interlock valve 22 times control end is communicated with break B1.
Described first solenoid valve 19, second solenoid valve 17, the 3rd solenoid valve 15, the 4th solenoid valve 20 are communicated with guide's oil circuit 37 respectively with the 5th solenoid valve 10, and described guide's oil circuit 37 is for removing the oil circuit of first clutch C1, second clutch C2, the 3rd clutch C3, four clutches C4 and break B1.
As shown in Figure 2, hand control valve 2 comprises four positions: parking shifting-position P, reversing gear R, empty wagons gear N and advance gear D, shadow representation bonding state in figure, do not have shadow representation separated state, the formation of the R gear that reverses gear goes to realize by combining shift gears original paper break B1, second clutch C2 and four clutches C4.
During use, when speed changer be positioned at reverse gear R gear time, because the formation of the R gear that reverses gear goes to realize by combining gearshift original paper break B1/ second clutch C2/ four clutches C4, when oil circuit is arranged, 4th gearshift control valve 5 is directly connected the first working connection 1 with the 5th gearshift control valve 8, that is, as long as vehicle one starts, just have oil pressure and supply the 4th gearshift control valve 5 and the 5th gearshift control valve 8 always, and the working connection oil pressure supplying all the other gearshift control valves only have manually control valve 2 just by the tenth oil circuit 28, 11 oil circuit 29 arrives other gearshift control valve, therefore break B1 and four clutches C4 can combine due to electromagnetic valve gearshift control valve at any time, and all the other clutches, can only manually control valve 2 the position residing for action and connect the first working connection 1 and other gearshift control valve, realize combining.
When hand control valve 2 be in reverse gear R position time, first working connection 1 communicates with the 11 oil circuit 29, main oil pressure is after the first shuttle valve 27, the lower control end of the 5th interlock valve 24 is arrived respectively by the 9th oil circuit 26, 4th interlock valve 22 times control end, 3rd interlock valve 9 times control end, and enter the 5th interlock valve 24 by the 8th oil circuit 25, make the 5th interlock valve 24, 4th interlock valve 22, 3rd interlock valve 9 is in bottom, that is main oil pressure is now had to enter the 4th gearshift control valve 5 respectively, 5th gearshift control valve 8, second gearshift control valve 3, prepare in conjunction with break B1 at any time, four clutches C4 and second clutch C2, in such cases, main oil pressure is not had to lead to the first gearshift control valve 23 and the 3rd gearshift control valve 4.That is, in this case, due to the setting of oil circuit, break B1, four clutches C4, second clutch C2 can only be made to combine, all the other clutches can not be in conjunction with, therefore achieves when vehicle travels at R gear, in any case also can not enter the situation that forward gear travels.
When speed changer is positioned at advance gear, vehicle forward gear 1 keep off and 2 gear traveling time, break B1/ four clutches C4 combines, and second clutch C2 can not be in conjunction with, just can not enter and reverse gear; Equally, forward gear 3 keep off and 4 gear traveling time, the 3rd clutch C3/ four clutches C4 combines, and break B1 can not be in conjunction with, just can not enter and reverse gear; Forward gear 5 keep off and 6 gear traveling time, first clutch C1/ second clutch C2 combines, and break B1 can not be in conjunction with, just can not enter and reverse gear; Forward gear 7 keep off and 8 gear traveling time, break B1/ second clutch C2 combines, and four clutches C4 can not be in conjunction with, just can not enter and reverse gear.
Keep off and 2 situations of keeping off at forward gear 1:
When hand control valve 2 is at advance gear, first working connection 1 communicates with the 11 oil circuit 29, now, main oil pressure leads to the 3rd gearshift control valve 4 respectively, first gearshift control valve 23 and the 5th interlock valve 24, 4th interlock valve 22, 3rd interlock valve 9, break B1 and four clutches C4 is oil-filled, now, oil pressure in 4th oil circuit 14 enters the lower control end of the first interlock valve 6, the first interlock valve 6 is made to be in bottom, oil pressure in second oil circuit 12 is connected with the 12 oil circuit 30, oil pressure in 12 oil circuit 30 enters the upper control end of the 5th interlock valve 24, the 5th interlock valve 24 is made to be in upper, make main oil pressure cannot enter the first gearshift control valve 23, now main oil pressure also would not enter second clutch C2, second clutch C2 can not be in conjunction with, in this case, achieve when forward gear 1 keeps off and 2 keep off, vehicle cannot enter the situation of reversing gear.
Keep off and 4 situations of keeping off at forward gear 3:
When hand control valve 2 is at advance gear, first working connection 1 communicates with the 11 oil circuit 29, now, main oil pressure leads to the 3rd gearshift control valve 4 respectively, first gearshift control valve 23, and the 5th interlock valve 24, 4th interlock valve 22 and the 3rd interlock valve 9, 3rd clutch C3 and four clutches C4 is oil-filled, now, oil pressure in oil circuit 11 enters the upper control end of the first interlock valve 6, the first interlock valve 6 is made to be in upper, second oil circuit 12 is connected with the 13 oil circuit 31, oil in 13 oil circuit 31 enters the upper control end of the 4th interlock valve 22 through the second shuttle valve 32, the 4th interlock valve 22 is made to be in upper, make main oil pressure cannot enter the 4th gearshift control valve 5, now main oil pressure would not enter break B1, break B1 just can not be in conjunction with, in this case, achieve when forward gear 3 keeps off and 4 keep off, vehicle cannot enter the situation of reversing gear.
Keep off and 6 situations of keeping off at forward gear 5:
When hand control valve 2 is at advance gear, first working connection 1 communicates with the tenth oil circuit 28, now, main oil pressure leads to the 3rd gearshift control valve 4 respectively, first gearshift control valve 23, and the 5th interlock valve, 4th interlock valve 22, 3rd interlock valve 9, first clutch C1 and second clutch C2 is oil-filled, now, oil in oil circuit 12 enters the upper control end of the second interlock valve 7, the second interlock valve 7 is made to be in upper, 3rd oil circuit 13 is connected with the 6th oil circuit 18, oil in 6th oil circuit 18 enters the upper control end of the 4th interlock valve 22 through the second interlock valve 7, 4th interlock valve 22 is in upper, make main oil pressure cannot enter the 4th gearshift control valve 5, now main oil pressure would not enter break B1, break B1 just can not be in conjunction with.In this case, achieve when forward gear 5 keeps off and 6 keep off, vehicle cannot enter the situation of reversing gear.
Keep off and 8 situations of keeping off at forward gear 7:
When hand control valve 2 is at advance gear, first working connection 1 communicates with the 11 oil circuit 29, now, main oil pressure leads to the 3rd gearshift control valve 4 respectively, first gearshift control valve 23, and the 5th interlock valve 24, 4th interlock valve 22, 3rd interlock valve 9, break B1 and second clutch C2 is oil-filled, now, oil in 4th oil circuit 14 enters the lower control end of the second interlock valve 7, the second interlock valve 7 is made to be in bottom, 5th oil circuit 16 is connected with the 7th oil circuit 21, oil in 7th oil circuit 21 enters the upper control end of the 3rd interlock valve 9, the 3rd interlock valve 9 is made to be in upper, main oil pressure cannot enter the 5th gearshift control valve 8, now main oil pressure would not enter four clutches C4, four clutches C4 just can not be in conjunction with.In this case, achieve when forward gear 7 keeps off and 8 keep off, vehicle cannot enter the situation of reversing gear.Therefore, achieve vehicle when advance gear, the situation of reversing gear and travelling cannot be entered.
In above-described embodiment, described first solenoid valve 19, second solenoid valve 17, the 3rd solenoid valve 15, between the 4th solenoid valve 20 and the 5th solenoid valve 10, use can be exchanged, use can be exchanged between 3rd interlock valve 9 and the 4th interlock valve 22, all adopt three-position four-way valve, can use be exchanged between described first interlock valve 6, second interlock valve 7 and the 5th interlock valve 24, all adopt 2/2-way valve.
In above-described embodiment, described first interlock valve 6, second interlock valve 7, the 3rd interlock valve 9, the 4th interlock valve 22 and the 5th interlock valve 24 are the conventional machinery guiding valve that market is sold.
The above is the citing of best mode for carrying out the invention, and the part wherein do not addressed in detail is the common practise of those of ordinary skill in the art.Protection scope of the present invention is as the criterion with the content of claim, and any equivalent transformation carried out based on technology enlightenment of the present invention, also within protection scope of the present invention.
Claims (10)
1. the safety control in a hydraulic control system of automatic speed changer, comprise oil pump (34), oil pump (34) is connected with hand control valve (2), hand control valve (2) is connected with first clutch C1, second clutch C2, 3rd clutch C3, four clutches C4 and break B1, the second gearshift control valve (3) is provided with between first clutch C1 and hand control valve (2), the first gearshift control valve (23) is provided with between second clutch C2 and hand control valve (2), be provided with the 3rd between 3rd clutch C3 and hand control valve (2) to shift gears control valve (4), be provided with the 5th between four clutches C4 and hand control valve (2) to shift gears control valve (8), be provided with the 4th between break B1 and hand control valve (2) to shift gears control valve (5), it is characterized in that: described first gearshift control valve (23) is connected with the 5th interlock valve (24),
Described 4th gearshift control valve (5) is connected with the first interlock valve (6);
Described 5th gearshift control valve (8) is connected with the second interlock valve (7);
The 4th interlock valve (22) is communicated with between described first gearshift control valve (23) and second clutch C2;
The 3rd interlock valve (9) is communicated with between described 5th gearshift control valve (8) and four clutches C4;
The second shuttle valve (32) is provided with between described 3rd interlock valve (9) and the 4th interlock valve (22).
2. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the described lower control end of the 5th interlock valve (24), the lower control end of the first interlock valve (6) are communicated with hand control valve (2) respectively with the lower control end of the second interlock valve (7).
3. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 2, is characterized in that: the oil inlet end of described first interlock valve (6) is communicated with the working connection of oil pump (34) respectively with the oil inlet end of the second interlock valve (7).
4. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 2, is characterized in that: the oil inlet end of described 5th interlock valve (24) is connected with the first shuttle valve (27).
5. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the shift gears oil inlet end of control valve (23) of the oil outlet end and first of described 5th interlock valve (24) is communicated with;
The shift gears oil inlet end of control valve (5) of the oil outlet end and the 4th of the first interlock valve (6) is communicated with;
The shift gears oil inlet end of control valve (8) of the oil outlet end and the 5th of the second interlock valve (7) is communicated with.
6. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the pressure oil oil inlet P of described 3rd interlock valve (9) is communicated with the first filler opening of the second shuttle valve (32);
The inlet port T of described 3rd interlock valve (9) is communicated with the upper control end of the 5th interlock valve (24);
The actuator port A of described 3rd interlock valve (9) is communicated with four clutches C4 respectively with the actuator port B of the 3rd interlock valve (9);
The upper control end of described 3rd interlock valve (9) is communicated with the 3rd clutch C3;
The lower control end of described 3rd interlock valve (9) is communicated with break B1.
7. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the pressure oil oil inlet P of described 4th interlock valve (22) is communicated with the second filler opening of the second shuttle valve (32);
The inlet port T of described 4th interlock valve (22) is communicated with the upper control end of the second interlock valve (7);
The actuator port A of described 4th interlock valve (22) is communicated with first clutch C1;
The actuator port B of described 4th interlock valve (22) is communicated with second clutch C2;
The upper control end of described 4th interlock valve (22) is communicated with second clutch C2;
Under described 4th interlock valve (22), control end is communicated with break B1.
8. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: described first interlock valve (6), the second interlock valve (7) and the 5th interlock valve (24) adopt 2/2-way guiding valve respectively.
9. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: described 3rd interlock valve (9) and the 4th interlock valve (22) adopt 3-position 4-way guiding valve respectively.
10. the safety control in a kind of hydraulic control system of automatic speed changer as claimed in claim 1, is characterized in that: the working connection of described oil pump (34) is provided with flow control valve (36).
Priority Applications (1)
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN104019224B (en) * | 2014-06-12 | 2017-10-24 | 盛瑞传动股份有限公司 | A kind of automatic transmission prevents the clutch from missing associated methods and system |
| CN104265875A (en) * | 2014-08-12 | 2015-01-07 | 盛瑞传动股份有限公司 | Gear shifting system of speed changing box |
| CN104405865A (en) * | 2014-11-18 | 2015-03-11 | 盛瑞传动股份有限公司 | Automatic transmission gearbox and gear shifting oil pressure regulating system thereof |
| CN106838292B (en) * | 2016-12-26 | 2018-06-05 | 湖北航天技术研究院特种车辆技术中心 | A kind of self shifter hydraulic control system |
| CN107816546B (en) * | 2017-11-02 | 2019-07-12 | 盛瑞传动股份有限公司 | A kind of hydraulic control system of automatic speed changer and the method using the system |
| CN109404528B (en) * | 2019-01-24 | 2019-05-10 | 盛瑞传动股份有限公司 | Gear keeps hydraulic control system and gearbox |
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