CN114151541B - Automatic transmission hydraulic control device and vehicle - Google Patents
Automatic transmission hydraulic control device and vehicle Download PDFInfo
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- CN114151541B CN114151541B CN202111452426.7A CN202111452426A CN114151541B CN 114151541 B CN114151541 B CN 114151541B CN 202111452426 A CN202111452426 A CN 202111452426A CN 114151541 B CN114151541 B CN 114151541B
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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
- 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
- F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- 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
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Abstract
The invention relates to the technical field of vehicles, and particularly discloses an automatic transmission hydraulic control device and a vehicle.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a hydraulic control device of an automatic transmission.
Background
To raise the level of electrification of an automatic transmission, existing vehicles often employ an automatic parking scheme. At present, the automatic parking is mainly implemented in two ways, namely a motor implementation way and a hydraulic implementation way. The motor execution mode has higher cost and larger required arrangement space. The hydraulic execution mode has relatively low cost and small arrangement space.
For the hydraulic execution mode, in order to realize the hydraulic parking function (hanging the 'P' gear), a locking electromagnetic valve, at least one pressure regulating electromagnetic valve and a plurality of mechanical valves are generally adopted to control a parking piston and a stop pin, and the scheme not only has high cost due to the fact that at least two electromagnetic valves are added, but also occupies more TCU port resources, and the control difficulty is increased due to the fact that the number of the electromagnetic valves is too large.
Disclosure of Invention
The invention aims at: an automatic transmission hydraulic control device and a vehicle are provided to solve the problem of high cost of the transmission hydraulic control device in the related art.
In one aspect, the present invention provides an automatic transmission hydraulic control apparatus including:
a hydraulic power source;
the hydraulic power source is connected with the A1 oil port through a main pressure oil way, the T1 oil port is connected with an oil tank, and the first electromagnetic valve can control the P1 oil port to be communicated with one of the A1 oil port and the T1 oil port;
the pressure regulating module is used for regulating the oil pressure of the main pressure oil way;
the oil discharge slide valve is provided with an A2 oil port, a T2 oil port and a P2 oil port, the P1 oil port of the first electromagnetic valve can be communicated with the A2 oil port of the oil discharge slide valve, the T2 oil port is connected with the oil tank, and the oil discharge slide valve can control the P2 oil port to be communicated with one of the A2 oil port and the T2 oil port;
the pressure maintaining slide valve is used for controlling the connection or disconnection of the hydraulic power source and the A2 oil port;
the parking piston comprises a piston cylinder and a piston rod penetrating through the piston cylinder in a sliding manner, the piston rod divides a piston cavity of the piston cylinder into a dry cavity and a wet cavity, a parking spring is arranged in the dry cavity, a P2 oil port of the oil discharging slide valve is communicated with the wet cavity, the piston rod is provided with a P gear position and a non-P gear position, when the piston rod is in the P gear position, the oil discharging slide valve controls the P2 oil port to be communicated with the T2 oil port, and the piston rod stretches out; when the piston rod is in a non-P gear position, the oil drain slide valve controls the P2 oil port to be communicated with the A2 oil port, and the piston rod is retracted;
the parking locking mechanism, P1 hydraulic fluid mouth is used for giving parking locking mechanism supplies fluid, when P1 hydraulic fluid mouth intercommunication the oil tank, parking locking mechanism can lock the position of piston rod, when P1 hydraulic fluid mouth intercommunication A1 hydraulic fluid mouth, parking locking mechanism can release the locking to the position of piston rod.
As a preferable aspect of the automatic transmission hydraulic control apparatus, the parking lock mechanism includes:
a stop cylinder;
the stop piston pin is arranged on the stop oil cylinder in a sliding manner, an oil cavity of the stop oil cylinder is divided into a first cavity and a second cavity by the stop oil cylinder, and a P1 oil port of the first electromagnetic valve is communicated with the first cavity;
the return spring is arranged in the second cavity and is respectively abutted against the stop piston pin and the stop oil cylinder, and when the P1 oil port is communicated with the T1 oil port, the return spring can drive the stop piston pin to extend out so as to lock the position of the piston rod; when the P1 oil port is communicated with the A1 oil port, the oil in the first cavity can drive the stop piston pin to retract so as to release the locking of the position of the piston rod.
As a preferable technical scheme of the automatic transmission hydraulic control device, two ends of the piston rod extend out of the piston cylinder, a first end of the piston rod is used for parking, a slot is arranged on the outer peripheral surface of the piston rod, and the slot is positioned between the piston cylinder and a second end of the piston rod;
the stop piston pin is capable of abutting the second end when the piston rod is in the P-range position, and is capable of plugging into the slot when the piston rod is in the non-P-range position.
As the preferable technical scheme of automatic transmission hydraulic control device, the parking piston still include fixed connection in the parking pull rod of the first end of piston rod, set up in the parking awl of parking pull rod, and the cover is located the actuating spring of parking pull rod, the parking awl is used for driving the motion of parking pawl.
As a preferable mode of the automatic transmission hydraulic control apparatus, the automatic transmission hydraulic control apparatus further includes a check valve provided between the P1 port of the first solenoid valve and the A2 port of the drain spool, the check valve being configured to allow only the flow of the oil from the P1 port of the first solenoid valve to the A2 port of the drain spool when the oil pressure exceeds a first set oil pressure; when the oil pressure is greater than a second set oil pressure, the oil entering the second cavity can drive the stop piston pin to retract so as to release the locking of the position of the piston rod, and the first set oil pressure is greater than the second set oil pressure.
As a preferable technical scheme of the automatic transmission hydraulic control device, the hydraulic power source is used for supplying oil to the clutch, the automatic transmission hydraulic control device further comprises a clutch control module, the clutch control module comprises a second electromagnetic valve, and the second electromagnetic valve is used for controlling the hydraulic power source to supply hydraulic oil to an oil inlet of the clutch or controlling the oil inlet of the clutch to be communicated with an oil tank;
the pressure maintaining slide valve is provided with a first pilot control end, and the first pilot control end is communicated with an oil inlet of the clutch.
As a preferable mode of the automatic transmission hydraulic control apparatus, the automatic transmission hydraulic control apparatus includes two clutch control modules, one of which is used to control a clutch on an even-numbered shaft of the automatic transmission, and the other of which is used to control a clutch on an odd-numbered shaft of the automatic transmission;
the automatic transmission hydraulic control device further comprises a first shuttle valve, two comparison oil ports of the first shuttle valve are respectively connected with oil inlets of the two clutches, and an output oil port of the first shuttle valve is connected with the first pilot control end.
As a preferred embodiment of the hydraulic control device of the automatic transmission, the oil drain spool has a second pilot control end;
the automatic transmission hydraulic control device further comprises a gear shifting control module, wherein the gear shifting control module comprises a third electromagnetic valve and a gear shifting element, and the third electromagnetic valve is used for controlling the hydraulic power source to provide hydraulic oil for an oil inlet of the gear shifting element or controlling the oil inlet of the gear shifting element to be communicated with an oil tank;
the automatic transmission hydraulic control device further comprises a second shuttle valve, two comparison oil ports of the second shuttle valve are respectively communicated with an oil inlet of the gear shifting element and the pressure maintaining slide valve, and an oil outlet of the second shuttle valve is connected with the second pilot control end.
As the preferable technical scheme of the automatic transmission hydraulic control device, two comparison oil ports of the second shuttle valve are arranged at intervals along the vertical direction, and the comparison oil port of the second shuttle valve connected with the pressure maintaining slide valve is lower than the comparison oil port of the second shuttle valve connected with the oil inlet of the blocking element.
In another aspect, the present invention provides a vehicle including the automatic transmission hydraulic control apparatus in any one of the above aspects, and an automatic transmission.
The beneficial effects of the invention are as follows:
the invention provides an automatic transmission hydraulic control device and a vehicle, wherein the automatic transmission hydraulic control device comprises a hydraulic power source, a first electromagnetic valve, a pressure regulating module, an oil discharging slide valve, a pressure maintaining slide valve, a parking piston and a parking locking mechanism, wherein the first electromagnetic valve is provided with an A1 oil port, a P1 oil port and a T1 oil port, the oil discharging slide valve is provided with an A2 oil port, a T2 oil port and a P2 oil port, the P1 oil port is used for supplying oil to the parking locking mechanism and the P1 oil port is also used for supplying oil to the A2 oil port of the oil discharging slide valve, the T1 oil port is connected with an oil tank, the first electromagnetic valve can control the P1 oil port to be selectively communicated with the A1 oil port and the T1 oil port, the T2 oil port is connected with the oil tank, the P2 oil port is used for supplying oil to the parking piston, and the pressure maintaining slide valve is used for controlling the hydraulic power source to be communicated with or disconnected from the A2 oil port; the parking piston comprises a piston cylinder and a piston rod penetrating through the piston cylinder in a sliding manner, a piston cavity of the piston cylinder is divided into a dry cavity and a wet cavity by the piston rod, a parking spring is arranged in the dry cavity, and a P2 oil port of the oil discharge slide valve is communicated with the wet cavity. The piston rod is provided with a P gear position and a non-P gear position, when the piston rod is positioned at the P gear position, the oil discharge slide valve controls the P2 oil port to be communicated with the T2 oil port, and the piston rod stretches out and is used for parking operation under the driving of the parking spring; when the piston rod is in a non-P gear position, the oil discharging slide valve controls the P2 oil port to be communicated with the A2 oil port, oil provided by a hydraulic power source can flow into the wet cavity through the first electromagnetic valve or the pressure maintaining slide valve, and the oil in the wet cavity drives the piston rod to compress the parking spring to retract, so that parking operation can be relieved. The hydraulic control device of the automatic transmission can realize the automatic parking function only by a first electromagnetic valve and two mechanical valves of the pressure maintaining slide valve and the oil discharging slide valve, and has simple structure and lower cost.
Drawings
Fig. 1 is a schematic diagram of a hydraulic control apparatus for an automatic transmission according to an embodiment of the present invention.
In the figure:
1. a hydraulic power source;
2. a first electromagnetic valve;
3. a pressure regulating module;
4. an oil discharge slide valve;
5. a pressure maintaining slide valve;
6. a parking piston; 61. a piston cylinder; 62. a piston rod; 621. a slot; 63. a parking spring; 64. a parking pull rod; 65. a parking cone; 66. a drive spring;
7. a parking lock mechanism; 71. a stop cylinder; 72. a stop piston pin; 73. a return spring;
8. a second electromagnetic valve;
9. a first shuttle valve;
10. a hybrid solenoid valve;
20. a shift control module; 201. a third electromagnetic valve; 202. a shift element;
30. a second shuttle valve;
40. a clutch;
50. a main pressure oil path;
60. a check valve.
Detailed Description
The following description of the embodiments of the present invention will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the invention are shown. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first location" and "second location" are two distinct locations and wherein the first feature is "above," "over" and "over" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is level above the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.
Existing vehicles typically employ an automatic parking scheme. At present, the automatic parking is mainly implemented in two ways, namely a motor implementation way and a hydraulic implementation way. The motor execution mode has higher cost and larger required arrangement space. The hydraulic execution mode has relatively low cost and small arrangement space. For the hydraulic execution mode, in order to realize the hydraulic parking function and hang "P" gear, a locking electromagnetic valve, at least one pressure regulating electromagnetic valve and a plurality of mechanical valves are generally adopted to control the parking piston 6 and the stop pin, and the scheme not only has high cost due to the fact that at least two electromagnetic valves are added newly, but also occupies more TCU port resources, and the control difficulty is increased due to the fact that the number of the electromagnetic valves is too large.
In this regard, this embodiment provides an automatic transmission hydraulic control device, and this automatic transmission hydraulic control device realizes the parking function through hydraulic execution mode, can reduce the demand to arranging the space, and the parking function just increases an solenoid valve and can realize automatic parking, can effectively reduce cost.
Specifically, as shown in fig. 1, the automatic transmission hydraulic control apparatus includes a hydraulic power source 1, a first solenoid valve 2, a pressure regulating module 3, an oil drain spool 4, a pressure maintaining spool 5, a parking piston 6, and a parking lock mechanism 7.
The hydraulic power source 1 may include an oil tank and a hydraulic pump connected to the oil tank, wherein the hydraulic pump may be a variable pump or a constant displacement pump. The hydraulic power source 1 is connected with the oil port A1 through the main pressure oil way 50, and the oil pressure of the main pressure oil way 50 can be regulated through the pressure regulating module 3. Wherein the pressure regulating module 3 may comprise a pressure reducing valve and a pressure increasing valve.
The first electromagnetic valve 2 is provided with an A1 oil port, a P1 oil port and a T1 oil port, wherein the P1 oil port is used for supplying oil to the parking locking mechanism 7, the P1 oil port is also used for supplying oil to an A2 oil port of the oil discharging slide valve 4, the T1 oil port is connected with an oil tank, and the first electromagnetic valve 2 can control the P1 oil port to be communicated with one of the A1 oil port and the T1 oil port. Specifically, when the first electromagnetic valve 2 controls the P1 oil port to be communicated with the A1 oil port, the P1 oil port and the T1 oil port are disconnected, and at the moment, the oil provided by the hydraulic power source 1 can flow to the parking locking mechanism 7 and the oil discharge slide valve 4 through the first electromagnetic valve 2; when the first electromagnetic valve 2 controls the P1 oil port to be communicated with the T1 oil port, the P1 oil port is disconnected from the A1 oil port, and oil in the parking locking mechanism 7 can flow to the oil tank through the first electromagnetic valve 2. In this embodiment, the first electromagnetic valve 2 adopts a three-position three-way electromagnetic valve, when the electromagnetic valve is in a power-off state, the P1 oil port is communicated with the T1 oil port, and when the electromagnetic valve is in a power-on state, the P1 oil port is communicated with the A1 oil port.
The oil drain spool 4 has an A2 port, a T2 port, and a P2 port. The oil port T2 is connected with an oil tank, the oil port P2 is used for supplying oil to the parking piston 6, and the pressure maintaining slide valve 5 is used for controlling the hydraulic power source 1 to be communicated with or disconnected from the oil port A2; therefore, when the first electromagnetic valve 2 controls the P1 oil port to be communicated with the A1 oil port, oil can flow to the A2 oil port of the oil discharging slide valve 4 through the first electromagnetic valve 2, and when the first electromagnetic valve 2 controls the P1 oil port to be communicated with the T1 oil port, the pressure maintaining slide valve 5 can also control the hydraulic power source 1 to supply oil to the A2 oil port of the oil discharging slide valve 4. The oil discharge slide valve 4 can control the P2 oil port to be communicated with one of the A2 oil port and the T2 oil port; when the oil discharge slide valve 4 controls the P2 oil port to be communicated with the A2 oil port, the P2 oil port and the T2 oil port are disconnected, oil can enter the parking piston 6, and the parking piston 6 can be driven to finish the parking operation; when the oil discharging slide valve 4 controls the P2 oil port to be communicated with the T2 oil port, the P2 oil port is disconnected with the A2 oil port, oil in the parking piston 6 can flow into an oil tank, and the parking piston 6 can return to finish the parking releasing operation. In this embodiment, the oil drain slide valve 4 adopts a two-position three-way valve, and the pressure maintaining slide valve 5 adopts a two-position three-way electromagnetic valve.
Specifically, the parking piston 6 includes a piston cylinder 61, and a piston rod 62 slidably penetrating the piston cylinder 61, the piston rod 62 dividing a piston chamber of the piston cylinder 61 into a dry chamber and a wet chamber, a parking spring 63 being provided in the dry chamber, and a P2 oil port of the oil drain spool 4 being communicated with the wet chamber. The piston rod 62 has a P gear position and a non-P gear position, when the piston rod 62 is in the P gear position, the oil drain slide valve 4 controls the P2 oil port to be communicated with the T2 oil port, at the moment, oil in the wet cavity can flow into an oil tank, the piston rod 62 stretches out under the driving of the parking spring 63, and the piston rod 62 can drive the parking pawl to lock and lock the parking gear, so that the parking operation is realized; when the piston rod 62 is in the non-P gear position, the oil discharge slide valve 4 controls the P2 oil port to be communicated with the A2 oil port, oil provided by the hydraulic power source 1 can flow into the wet cavity through the first electromagnetic valve 2 or the pressure maintaining slide valve 5, and then the oil pressure of the wet cavity is larger than the elastic force of the parking spring 63 through the oil discharge slide valve 4, so that under the action of the combined force of the two elastic forces, the piston rod 62 compresses the parking spring 63 to retract, and the parking pawl is separated from the parking gear under the action of an elastic piece connected with the parking pawl, so that the parking operation is released.
The parking lock mechanism 7 in the present embodiment, when the P1 port communicates with the oil tank, the parking lock mechanism 7 can lock the position of the piston rod 62 to ensure parking or release of parking stability; when the P1 oil port is communicated with the A1 oil port, the parking lock mechanism 7 can unlock the position of the piston rod 62, and at this time, the piston rod 62 can move under the action of the oil in the wet cavity and the parking spring 63, so as to switch the piston rod 62 between the P-gear position and the non-P-gear position.
The hydraulic control device for the automatic transmission provided by the embodiment can realize the automatic parking function only by matching the two mechanical valves of the pressure maintaining slide valve 5 and the oil discharging slide valve 4 through the first electromagnetic valve 2, and has the advantages of simple structure and lower cost.
In the present embodiment, the parking lock mechanism 7 includes a detent cylinder 71, a detent piston pin 72, and a return spring 73. The stop piston pin 72 is slidably arranged on the stop oil cylinder 71, the stop oil cylinder 71 divides an oil cavity of the stop oil cylinder 71 into a first cavity and a second cavity, and a P1 oil port of the first electromagnetic valve 2 is communicated with the first cavity; the return spring 73 is arranged in the second cavity, the return spring 73 is respectively abutted against the stop piston pin 72 and the stop oil cylinder 71, and when the P1 oil port is communicated with the T1 oil port, the return spring 73 can drive the stop piston pin 72 to extend out so as to lock the position of the piston rod 62; when the P1 port communicates with the A1 port, the oil in the first chamber can drive the check piston pin 72 to retract to unlock the position of the piston rod 62. Thus, when the P1 oil port is communicated with the T1 oil port, the piston rod 62 can be locked at the P gear position or the non-P gear position by the stop piston pin 72 to keep the position of the piston rod 62 stable, particularly, when the piston rod 62 is locked at the P gear position by the stop piston pin 72, the oil in the wet cavity flows back to the oil tank through the T2 oil port, and the parking spring 63 can also drive the piston rod 62 to be stable at the P gear position, so as to further ensure that the piston rod 62 is stably stopped at the P gear position; when the P1 port communicates with the A1 port, the piston rod 62 is switchable between a P range position and a non-P range position.
Further, both ends of the piston rod 62 extend out of the piston cylinder 61, a first end of the piston rod 62 is used for parking, an insertion groove 621 is formed in the outer circumferential surface of the piston rod 62, and the insertion groove 621 is located between the piston cylinder 61 and a second end of the piston rod 62; when the piston rod 62 is at the P-gear position, if the P1 oil port is communicated with the T1 oil port, the stop piston pin 72 extends and can be abutted against the second end, at the moment, the stop piston can prevent the piston rod 62 from retracting so as to keep the piston rod 62 at the P-gear position, and if the P1 oil port is communicated with the A1 oil port, the stop piston pin 72 retracts, at the moment, the switching of the piston rod 62 between the P-gear position and the non-P-gear position can be realized by controlling the oil drain slide valve 4; when the piston rod 62 is in the non-P-gear position, if the P1 oil port is communicated with the T1 oil port, the stop piston pin 72 extends and can be inserted into the slot 621, at this time, the stop piston can prevent the piston rod 62 from extending, so that the piston rod 62 is kept in the non-P-gear position, and if the P1 oil port is communicated with the A1 oil port, the stop piston pin 72 retracts, at this time, by controlling the oil drain slide valve 4, the piston rod 62 can be switched between the non-P-gear position and the P-gear position.
Optionally, the parking piston 6 further includes a parking pull rod 64 fixedly connected to the first end of the piston rod 62, a parking cone 65 disposed on the parking pull rod 64, and a driving spring 66 sleeved on the parking pull rod 64, where the parking cone 65 is used for driving the parking pawl to move.
Optionally, the automatic transmission hydraulic control apparatus further includes a check valve 60, the check valve 60 being disposed between the P1 port of the first solenoid valve 2 and the A2 port of the drain spool 4, the check valve 60 being configured to allow only the flow of the oil from the P1 port of the first solenoid valve 2 to the A2 port of the drain spool 4 when the oil pressure exceeds the first set oil pressure; when the oil pressure is greater than the second set oil pressure, the oil that enters the second chamber can drive the check piston pin 72 to retract to unlock the position of the piston rod 62, the first set oil pressure being greater than the second set oil pressure. Specifically, when the parking is released, the first battery valve controls the P1 oil port to be communicated with the A1 oil port, the pressure of the oil input to the A1 oil port is controlled to be between the second set oil pressure and the first set oil pressure through the pressure regulating module 3, the check valve 60 is not opened at this time, but the stop piston pin 72 can be driven to retract after the oil flows into the stop oil cylinder 71, the stop piston pin 72 releases the locking of the position of the piston rod 62, when the pressure of the oil input to the A1 oil port is continuously regulated to be above the first set oil pressure through the pressure regulating module 3, the check valve 60 is opened, the oil output by the P1 oil port can flow to the oil discharging slide valve 4 through the check valve 60 and then flow into the parking piston 6, and the parking piston 6 can be driven to move from the P gear position to the non-P gear position; at this time, the pressure maintaining slide valve 5 controls the oil of the hydraulic power source 1 to be input into the oil discharging slide valve 4 and enter into the parking piston 6, so that the oil pressure is continuously kept in the wet cavity, the piston rod 62 is kept at the non-P gear position, then the first electromagnetic valve 2 is controlled to enable the P1 oil port to be communicated with the T1 oil port, the oil in the stopping oil cylinder 71 flows back to the oil tank through the first battery valve, the stopping piston rod 62 extends out and is inserted into the slot 621, and the piston rod 62 can be locked at the non-P gear position.
It will be appreciated that when the oil pressure is greater than the first set oil pressure, the oil is able to drive the piston rod 62 to retract against the park spring 63 and move to the non-park position after entering the wet chamber. The check valve 60 comprises a valve housing, a valve ball and an elastic element, wherein the valve housing is provided with a valve cavity, and an inlet and an outlet which are communicated with the valve cavity, the elastic element and the valve ball are positioned in the valve cavity, the elastic element can drive the valve ball to seal and block the inlet, when the oil pressure at the inlet is a first set oil pressure, the oil can drive the valve ball to overcome the elastic force provided by the elastic element to open the inlet, at the moment, the inlet and the outlet are communicated, and the oil can flow to an A2 oil port of the oil discharge slide valve 4.
In this embodiment, the pressure maintaining slide valve 5 has a first pilot control end, the hydraulic power source 1 is further used for supplying oil to the clutch 40, the automatic transmission hydraulic control device further includes a clutch control module, the clutch control module includes a second electromagnetic valve 8, and the second electromagnetic valve 8 is used for controlling the hydraulic power source 1 to provide hydraulic oil for an oil inlet of the clutch 40 or controlling the oil inlet of the clutch 40 to be communicated with an oil tank. Specifically, the second electromagnetic valve 8 adopts a three-position three-way electromagnetic valve, when the second electromagnetic valve is in a power-off state, the oil inlet of the control clutch 40 is communicated with the oil tank, and when the second electromagnetic valve is in a power-on state, the hydraulic power source 1 is controlled to provide hydraulic oil for the oil inlet of the clutch 40. When the vehicle is in a running state, the second electromagnetic valve 8 controls the hydraulic power source 1 to supply oil to an oil inlet of the clutch 40, and the clutch 40 is combined; when the vehicle is in a stationary state, the second electromagnetic valve 8 controls the hydraulic power source 1 to be disconnected from the oil inlet of the clutch 40, and the clutch 40 is separated. The precondition for the vehicle running is that the piston rod 62 is in the non-P position, so that the first pilot end is continuously supplied with oil while the vehicle is running and is maintained in a state of communicating the hydraulic power source 1 and the port of the oil drain spool 4A2, and when the port A2 and the port P2 of the oil drain spool 4 are communicated, the wet chamber is continuously provided with oil pressure so that the piston rod 62 is continuously maintained in the non-P position. At this time, the P1 port and the T1 port of the first solenoid valve 2 may be communicated such that the stopper piston pin 72 locks the position of the piston rod 62.
Alternatively, the automatic transmission hydraulic control apparatus includes two clutch control modules, one of which is used to control the clutch 40 on the even-numbered shaft of the automatic transmission, and the other of which is used to control the clutch 40 on the odd-numbered shaft of the automatic transmission; the automatic transmission hydraulic control device further comprises a first shuttle valve 9, two comparison oil ports of the first shuttle valve 9 are respectively connected with oil inlets of the two clutches 40, and an output oil port of the first shuttle valve 9 is connected with a first pilot control end. It can be understood that the automatic transmission is a dual clutch transmission, when the vehicle is running, one clutch 40 of the odd-numbered shaft and the even-numbered shaft is engaged, and the other is disengaged, so that one of the two second solenoid valves 8 communicates the hydraulic power source 1 and the corresponding clutch 40, and the other disconnects the hydraulic power source 1 and the corresponding clutch 40, and by providing the first shuttle valve 9, the first shuttle valve 9 compares the larger one of the inlet oil pressures of the two clutches 40 and delivers it to the first control end of the pressure maintaining spool 5, and it can be ensured that the first pilot end of the pressure maintaining spool 5 can continuously have the oil pressure while the vehicle is running, and the pressure maintaining spool 5 is kept continuously in a state of conducting the A2 oil ports of the hydraulic power source 1 and the oil discharging spool 4. Specifically, when the oil pressure of the first pilot control end exceeds the first set value, the pressure maintaining slide valve 5 conducts the A2 oil ports of the hydraulic power source 1 and the oil drain slide valve 4, and when the oil pressure of the first pilot control end does not exceed the first set value, the pressure maintaining slide valve 5 disconnects the A2 oil ports of the hydraulic power source 1 and the oil drain slide valve 4.
Alternatively, when the hybrid DCT transmission is used in a vehicle, the automatic transmission hydraulic control apparatus further includes a hybrid module including a hybrid solenoid valve 10 for controlling the oil from the hydraulic power source 1 to enter an oil inlet of the clutch 40 for hybrid or for allowing the oil in the clutch 40 for hybrid to communicate with an oil tank, on the basis of the above two clutch control modules. Preferably, the oil inlet of the clutch 40 for the mixing is connected to the first pilot end of the pressure-retaining slide valve 5. In the present embodiment, the hybrid electromagnetic valve 10 employs a three-position three-way electromagnetic valve. When the hydraulic power source 1 is powered on, oil is controlled to enter an oil inlet of the clutch 40 for mixing; when the electric motor is powered off, oil is controlled to flow from the oil inlet of the hybrid clutch 40 into the oil tank.
Optionally, the oil drain spool 4 has a second pilot control end; the automatic transmission hydraulic control device further comprises a gear shifting control module 20, wherein the gear shifting control module 20 comprises a third electromagnetic valve 201 and a gear shifting element 202, and the third electromagnetic valve 201 is used for controlling the hydraulic power source 1 to provide hydraulic oil for an oil inlet of the gear shifting element 202 or controlling the oil inlet of the gear shifting element 202 to be communicated with an oil tank; the automatic transmission hydraulic control device further comprises a second shuttle valve 30, two comparison oil ports of the second shuttle valve 30 are respectively communicated with an oil inlet of the gear shifting element 202 and the pressure maintaining slide valve 5, and an oil outlet of the second shuttle valve 30 is connected with a second pilot control end. In this embodiment, the third electromagnetic valve 201 is a three-position three-way electromagnetic valve, when it is powered, the oil is controlled to flow into the oil inlet of the shift element 202 from the hydraulic power source 1, and when it is powered off, the oil in the shift element 202 is controlled to flow into the oil tank. The shift element 202 may be a hydraulic shift lever, the oil pressure of the oil inlet of the shift element 202 and the oil pressure of the output end of the pressure maintaining slide valve 5 are compared through the second shuttle valve 30, and the larger one of the oil pressures is output to the second pilot control end of the oil discharging slide valve 4, when the oil pressure of the second pilot control end exceeds a second set value, the oil discharging slide valve 4 controls the P2 oil port to communicate with the A2 oil port, and when the oil pressure of the second pilot control end does not exceed the second set value, the oil discharging slide valve 4 controls the P2 oil port to communicate with the T2 oil port. When the vehicle runs, the pressure maintaining slide valve 5 is communicated with the hydraulic power source 1 and the A2 oil port of the oil discharging slide valve 4, so that the second pilot end can be ensured to continuously have oil pressure, the P2 oil port of the oil discharging slide valve 4 is controlled to be communicated with the A2 oil port, and the oil is further ensured to enter the wet cavity, so that the piston rod 62 is not driven to compress the parking spring 63, and the piston rod 62 is ensured to be stable at the non-P gear position.
Optionally, two comparison oil ports of the second shuttle valve 30 are arranged at intervals along the vertical direction, and the comparison oil port of the second shuttle valve 30 connected with the P1 oil port is lower than the comparison oil port of the second shuttle valve 30 connected with the oil inlet of the blocking element. So set up, when the case in the second shuttle valve 30 moves under the effect of the pressure difference of two comparison hydraulic fluid ports, can guarantee that it moves in place as soon as possible, avoid two comparison hydraulic fluid ports intercommunication.
The embodiment also provides a vehicle, which comprises the hydraulic control device of the automatic transmission and the automatic transmission. Wherein the automatic transmission may be a dual clutch transmission or a hybrid DCT transmission.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Other variations or modifications of the above teachings will be apparent to those of ordinary skill in the art. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.
Claims (8)
1. An automatic transmission hydraulic control apparatus, characterized by comprising:
a hydraulic power source (1);
the hydraulic power source (1) is connected with the A1 oil port through a main pressure oil way (50), the T1 oil port is connected with an oil tank, and the first electromagnetic valve (2) can control the P1 oil port to be communicated with one of the A1 oil port and the T1 oil port;
a pressure regulating module (3) for regulating the oil pressure of the main pressure oil passage (50);
the oil discharge slide valve (4) is provided with an A2 oil port, a T2 oil port and a P2 oil port, the P1 oil port of the first electromagnetic valve (2) can be communicated with the A2 oil port of the oil discharge slide valve (4), the T2 oil port is connected with the oil tank, and the oil discharge slide valve (4) can control the P2 oil port to be communicated with one of the A2 oil port and the T2 oil port;
the pressure maintaining slide valve (5) is used for controlling the connection or disconnection of the hydraulic power source (1) and the A2 oil port;
the parking piston (6), the parking piston (6) comprises a piston cylinder (61) and a piston rod (62) penetrating through the piston cylinder (61) in a sliding manner, the piston rod (62) divides a piston cavity of the piston cylinder (61) into a dry cavity and a wet cavity, a parking spring (63) is arranged in the dry cavity, a P2 oil port of the oil discharging slide valve (4) is communicated with the wet cavity, the piston rod (62) is provided with a P gear position and a non-P gear position, when the piston rod (62) is positioned at the P gear position, the oil discharging slide valve (4) controls the P2 oil port to be communicated with the T2 oil port, and the piston rod (62) stretches out; when the piston rod (62) is in a non-P gear position, the oil drain slide valve (4) controls the P2 oil port to be communicated with the A2 oil port, and the piston rod (62) is retracted;
a parking lock mechanism (7) in which an oil is supplied to the parking lock mechanism (7) through a P1 oil port, the parking lock mechanism (7) being capable of locking the position of the piston rod (62) when the P1 oil port is in communication with the oil tank, and the parking lock mechanism (7) being capable of unlocking the position of the piston rod (62) when the P1 oil port is in communication with the A1 oil port;
the oil drain slide valve (4) is provided with a second pilot control end;
the automatic transmission hydraulic control device further comprises a gear shifting control module (20), wherein the gear shifting control module (20) comprises a third electromagnetic valve (201) and a gear shifting element (202), and the third electromagnetic valve (201) is used for controlling the hydraulic power source (1) to provide hydraulic oil for an oil inlet of the gear shifting element (202) or controlling the oil inlet of the gear shifting element (202) to be communicated with an oil tank;
the automatic transmission hydraulic control device further comprises a second shuttle valve (30), two comparison oil ports of the second shuttle valve (30) are respectively communicated with an oil inlet of the gear shifting element (202) and the pressure maintaining slide valve (5), and an oil outlet of the second shuttle valve (30) is connected with the second pilot control end;
two comparison oil ports of the second shuttle valve (30) are arranged at intervals along the vertical direction, and the comparison oil port of the second shuttle valve (30) connected with the pressure maintaining slide valve (5) is lower than the comparison oil port of the second shuttle valve (30) connected with the oil inlet of the gear shifting element (202).
2. The automatic transmission hydraulic control apparatus according to claim 1, characterized in that the parking lock mechanism (7) includes:
a stopper cylinder (71);
the stop piston pin (72) is arranged on the stop oil cylinder (71) in a sliding manner, an oil cavity of the stop oil cylinder (71) is divided into a first cavity and a second cavity by the stop oil cylinder (71), and a P1 oil port of the first electromagnetic valve (2) is communicated with the first cavity;
the return spring (73) is arranged in the second cavity, the return spring (73) is respectively abutted against the stop piston pin (72) and the stop oil cylinder (71), and when the P1 oil port is communicated with the T1 oil port, the return spring (73) can drive the stop piston pin (72) to extend out so as to lock the position of the piston rod (62); when the P1 oil port is communicated with the A1 oil port, the oil in the first cavity can drive the stop piston pin (72) to retract so as to unlock the position of the piston rod (62).
3. The automatic transmission hydraulic control device according to claim 2, wherein both ends of the piston rod (62) extend out of the piston cylinder (61), a first end of the piston rod (62) is used for parking, an outer peripheral surface of the piston rod (62) is provided with a slot (621), and the slot (621) is located between the piston cylinder (61) and a second end of the piston rod (62);
the stop piston pin (72) is capable of abutting the second end when the piston rod (62) is in the P range position, and the stop piston pin (72) is capable of plugging into the slot (621) when the piston rod (62) is in the non-P range position.
4. The automatic transmission hydraulic control device according to claim 3, wherein the parking piston (6) further includes a parking rod (64) fixedly connected to the first end of the piston rod (62), a parking cone (65) provided to the parking rod (64), and a driving spring (66) fitted around the parking rod (64), the parking cone (65) being for driving a parking pawl to move.
5. The automatic transmission hydraulic control apparatus according to claim 2, further comprising a check valve (60), the check valve (60) being disposed between a P1 port of the first solenoid valve (2) and an A2 port of the drain spool (4), the check valve (60) being configured to allow only flow from the P1 port of the first solenoid valve (2) to the A2 port of the drain spool (4) when the oil pressure exceeds a first set oil pressure; when the oil pressure is greater than a second set oil pressure, the oil entering the first chamber can drive the stop piston pin (72) to retract to unlock the position of the piston rod (62), and the first set oil pressure is greater than the second set oil pressure.
6. The automatic transmission hydraulic control device according to claim 1, characterized in that the hydraulic power source (1) is configured to supply oil to a clutch (40), the automatic transmission hydraulic control device further comprising a clutch control module including a second solenoid valve (8), the second solenoid valve (8) being configured to control the hydraulic power source (1) to supply hydraulic oil to an oil inlet of the clutch (40) or to control the oil inlet of the clutch (40) to communicate with an oil tank;
the pressure maintaining slide valve (5) is provided with a first pilot control end, and the first pilot control end is communicated with an oil inlet of the clutch (40).
7. The automatic transmission hydraulic control apparatus according to claim 6, characterized in that the automatic transmission hydraulic control apparatus includes two of the clutch control modules, one of which is for controlling a clutch (40) on an even-numbered shaft of an automatic transmission, and the other of which is for controlling a clutch (40) on an odd-numbered shaft of an automatic transmission;
the automatic transmission hydraulic control device further comprises a first shuttle valve (9), two comparison oil ports of the first shuttle valve (9) are respectively connected with oil inlets of the two clutches (40), and an output oil port of the first shuttle valve (9) is connected with the first pilot control end.
8. A vehicle comprising the automatic transmission hydraulic control apparatus according to any one of claims 1 to 7, and an automatic transmission.
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| CN202111452426.7A CN114151541B (en) | 2021-12-01 | 2021-12-01 | Automatic transmission hydraulic control device and vehicle |
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| CN202111452426.7A CN114151541B (en) | 2021-12-01 | 2021-12-01 | Automatic transmission hydraulic control device and vehicle |
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Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH11139276A (en) * | 1997-11-06 | 1999-05-25 | Hitachi Constr Mach Co Ltd | Parking brake control device of working vehicle |
| JP2004060752A (en) * | 2002-07-29 | 2004-02-26 | Fuji Heavy Ind Ltd | Gear change mechanism of transmission for vehicle |
| CN103498821B (en) * | 2013-10-16 | 2015-11-11 | 合肥工业大学 | For the hydraulic control system of the speed changer of parallel planetary gear train |
| CN105459992B (en) * | 2015-03-16 | 2018-02-09 | 贵州詹阳动力重工有限公司 | A kind of parking control method and device of wheel type hydraulic engineering truck |
| JP6187533B2 (en) * | 2015-04-27 | 2017-08-30 | マツダ株式会社 | Automatic transmission parking device |
| CN110966400A (en) * | 2019-12-09 | 2020-04-07 | 义乌吉利自动变速器有限公司 | Gearbox hydraulic control system and vehicle |
| JP7419934B2 (en) * | 2020-03-31 | 2024-01-23 | 株式会社アイシン | Hydraulic control device for vehicle drive system |
| CN111895079A (en) * | 2020-07-31 | 2020-11-06 | 盛瑞传动股份有限公司 | Vehicle hydraulic system |
| CN112178184B (en) * | 2020-10-15 | 2022-02-15 | 中国第一汽车股份有限公司 | Hydraulic control system of automatic transmission |
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