CN213839499U - Hydraulic control system applied to automatic transmission - Google Patents
Hydraulic control system applied to automatic transmission Download PDFInfo
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- CN213839499U CN213839499U CN202022176033.5U CN202022176033U CN213839499U CN 213839499 U CN213839499 U CN 213839499U CN 202022176033 U CN202022176033 U CN 202022176033U CN 213839499 U CN213839499 U CN 213839499U
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Abstract
The utility model relates to a hydraulic control system applied to an automatic transmission, which comprises a plurality of clutches, a plurality of gear shifting control valves, a plurality of solenoid valves, a main oil circuit and a pilot oil circuit, wherein each solenoid valve controls one gear shifting control valve corresponding to each solenoid valve, and each gear shifting control valve controls one clutch corresponding to each solenoid valve; a main oil way pressure reducing valve is arranged on the main oil way; the oil inlet end of the pressure reducing solenoid valve is communicated with the pilot oil way, and the oil outlet end of the pressure reducing solenoid valve is communicated with the control end of the main oil way pressure reducing valve and the control end of the pilot oil way through the oil way. The hydraulic control system avoids the pressurized start of the speed changer, reduces the starting resistance of the speed changer, greatly improves the cold start performance of the speed changer, and still has good starting effect at minus thirty-five degrees.
Description
Technical Field
The utility model relates to a derailleur technical field especially relates to be applied to automatic transmission's hydraulic control system.
Background
An automatic transmission mounted in a vehicle at present controls engagement states of a plurality of clutches or brakes by a hydraulic control device to realize shifting of each gear and reverse gear at the time of forward movement.
When a system of some vehicles fails, the forward gear and the reverse gear can be realized, but the functions are realized through the functions of different types of electromagnetic valves, and the working principle is as follows: the normally open type electromagnetic valve and the normally closed type electromagnetic valve are adopted, the output pressure of the normally closed electromagnetic valve is reduced along with the increase of current, when no current exists, the maximum control pressure is generated, so that the action of the gear shifting valve is controlled, the output pressure of the normally open electromagnetic valve is increased along with the increase of the current, when no current exists, the generated control pressure is zero, so that the action of the gear shifting valve is controlled, the normally open electromagnetic valve and the normally closed electromagnetic valve cannot be interchanged, and the pressure control is easy to break, so that the assembly and the maintenance are not facilitated.
The invention patent No. 2017110638987 discloses a hydraulic control system for an automatic transmission that is capable of overcoming the above problems. But in order to ensure the normal operation of the transmission, the safety oil way needs to be closed when the transmission is started; and the pilot valve core end of the pilot valve is communicated with the pilot oil way of the C2 clutch and the C4 clutch through a shuttle valve, and the pilot oil way of the C2 clutch or the C4 clutch drives the valve core of the pilot valve to close, so that the C2 clutch or the C4 clutch always works in any gear. This results in the transmission being started, and at least one of the C2 clutch and the C4 clutch must be filled with oil when being started, and the transmission is started under pressure, so that the starting performance is poor, and especially the cold start effect is not good.
Disclosure of Invention
The utility model aims to solve the technical problem that a hydraulic control system for automatic gearbox is provided, above-mentioned problem of avoiding that can be fine improves the cold start performance of derailleur.
In order to solve the technical problem, the technical scheme of the utility model is that: the hydraulic control system applied to the automatic transmission comprises a plurality of clutches, a plurality of gear shifting control valves, a plurality of electromagnetic valves, a main oil way and a pilot oil way, wherein each electromagnetic valve controls one gear shifting control valve corresponding to the electromagnetic valve, and each gear shifting control valve controls one clutch corresponding to the gear shifting control valve; a main oil way pressure reducing valve is arranged on the main oil way; the safety control module comprises a pilot valve and is used for opening or closing a safety control oil way; the oil inlet end of the pressure reducing solenoid valve is communicated with the pilot oil way, and the oil outlet end of the pressure reducing solenoid valve is communicated with the control end of the main oil way pressure reducing valve and the control end of the pilot oil way through the oil way.
The clutch comprises a C2 clutch, a C4 clutch, a C1 clutch and a B1 clutch;
the C2 clutch is communicated with the main oil way through a C2 gear shifting control valve;
the C4 clutch is communicated with the main oil way through a C4 gear shifting control valve;
the C1 clutch is communicated with the main oil way through a C1 gear shifting control valve;
the B1 clutch is communicated with the main oil way through a B1 gear shifting control valve;
the safety control module further comprises a manual control valve, a C2/C4 mechanical valve, a B1 mechanical valve and a C1 mechanical valve;
the C2/C4 mechanical valve is communicated with the oil drain ports of the C2 clutch and the C4 clutch;
the B1 mechanical valve is communicated with the oil drain port of the B1 clutch;
the C1 mechanical valve is communicated with the oil drain port of the C1 clutch;
after the pilot valve opens the safety control oil path, oil is supplied to oil drainage ports of a C2 gear shifting control valve, a C4 gear shifting control valve, a C1 gear shifting control valve and a B1 gear shifting control valve respectively through a C2/C4 mechanical valve, a B1 mechanical valve and a C1 mechanical valve, and a forward gear or a reverse gear is selected through a manual control valve.
As a preferable technical scheme, the C2/C4 mechanical valve, the B1 mechanical valve and the C1 mechanical valve are respectively provided with a first port, a second port and a third port, the first port is communicated with an oil drainage port of the clutch, the second port drains oil to an oil pan, and the third port is connected with an oil supply oil path;
an oil inlet of the pilot valve is communicated with a main oil way, and an oil outlet of the pilot valve is respectively communicated with a third port of the C2/C4 mechanical valve and an oil inlet of the manual control valve through an oil supply way;
the oil outlet of the manual control valve is communicated with the third port of the B1 mechanical valve and the third port of the C1 mechanical valve through oil supply passages respectively.
Preferably, the control system further comprises a C2 electromagnetic valve, a C4 electromagnetic valve, a B1 electromagnetic valve and a C1 electromagnetic valve which are respectively used for controlling the C2 shift control valve, the C4 shift control valve, the B1 shift control valve and the C1 shift control valve.
As a preferred technical scheme, a high-pressure oil way branch is further arranged on the main oil way and is positioned on the upstream side of the main oil way pressure reducing valve; an overflow valve is arranged on the high-pressure oil way branch, and an oil outlet of the overflow valve is communicated with the pilot oil way.
By adopting the technical scheme, the hydraulic control system is applied to the hydraulic control system of the automatic transmission, the pressure is taken from the oil outlet end of the pressure reducing solenoid valve to control the opening and closing of the safety mode, the pressurized starting of the transmission is avoided, the starting resistance of the transmission is reduced, the cold starting performance of the transmission is greatly improved, and the hydraulic control system still has a good starting effect at thirty-five degrees below zero.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without inventive exercise.
Fig. 1 is a schematic structural diagram of an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a C2/C4 mechanical valve, a B1 mechanical valve and a C1 mechanical valve in an embodiment of the present invention.
In the figure:
11-C2/C4 mechanical valve, 12-B1 mechanical valve, 13-C1 mechanical valve, 14-pilot valve, 15-manual control valve;
a 21-B1 shift control valve, a 22-C4 shift control valve, a 23-C1 shift control valve, a 24-C2 shift control valve;
a 31-C4 solenoid valve, a 32-B1 solenoid valve, a 33-C1 solenoid valve and a 34-C2 solenoid valve;
41-C4 clutch, 42-B1 clutch, 43-C1 clutch, 44-C2 clutch;
5-main oil path, 51-main oil path pressure reducing valve, 52-high pressure oil path branch, 53-overflow valve, 54-pressure reducing solenoid valve;
6-pilot oil way.
Detailed Description
The hydraulic control system applied to the automatic transmission comprises a plurality of clutches, a plurality of gear shifting control valves for controlling oil charging and oil discharging of the clutches, a plurality of electromagnetic valves for driving the gear shifting control valves, a main oil path 5 and a pilot oil path 6; each solenoid valve controls a corresponding shift control valve, and each shift control valve controls a corresponding clutch.
As shown in fig. 1, a main line pressure reducing valve 51 is provided in the main line 5, and high-pressure oil reduced in pressure by the main line pressure reducing valve 51 is supplied through the main line 5 to supply oil to each clutch. The main oil passage 5 is also communicated with a high-pressure oil passage branch 52, and the high-pressure oil passage branch 52 is positioned on the upstream side of the main oil passage reducing valve 51; an overflow valve 53 is arranged on the high-pressure oil path branch 52, and low-pressure oil flowing out of the overflow valve 53 is supplied to the electromagnetic valve through the pilot oil path 6.
It also includes a safety control module including a pilot valve 14 for opening or closing the safety control oil path, and a pressure reducing solenoid 54. The pressure reducing solenoid valve 54 is used for controlling the main oil path pressure reducing valve 51, and specifically, an oil inlet end of the pressure reducing solenoid valve 54 is communicated with the pilot oil path 6, and an oil outlet end is respectively communicated with a control end of the main oil path pressure reducing valve 51 and a control end of the pilot valve 14 through oil paths.
When the electronic control system normally controls, the pressure reducing solenoid valve 54 is electrified, the oil outlet end of the pressure reducing solenoid valve 54 is communicated with the pilot oil path 6, the hydraulic oil output from the pressure reducing solenoid valve 54 not only drives the main oil path pressure reducing valve 51, but also maintains the opening of the main oil path pressure reducing valve 51, and the oil pressure of the main oil path 7 is stable; at the same time, the control end of the pilot valve 14 is also pushed, so that the pilot valve 14 is in a closed state, i.e., the safety control oil path is closed. When the electric control system fails, the pressure reducing solenoid valve 54 loses power, the oil outlet end of the pressure reducing solenoid valve 54 is disconnected with the pilot oil path 6, oil is drained from the control end of the pilot valve 14, the pilot valve 14 is opened, and the safety control oil path is opened.
The oil outlet end of the pressure reducing solenoid valve 54 is provided for pressure taking innovatively, so that the opening and closing of the safety mode are controlled, the starting of the speed changer under pressure is avoided, the starting resistance of the speed changer is reduced, the cold starting performance of the speed changer is greatly improved, and the starting effect is good at thirty-five degrees below zero.
As shown in FIG. 1, the transmission is provided with at least a C2 clutch 44, a C4 clutch 41, a C1 clutch 43, a B1 clutch 42; of course, the C3 clutch may also be provided as actually required. The C2 clutch 44 is in communication with the main oil passage 5 through the C2 shift control valve 24; the C4 clutch 41 is in communication with the main oil passage through the C4 shift control valve 22; the C1 clutch 43 is in communication with the main oil passage through the C1 shift control valve 23; the B1 clutch 42 communicates with the main oil passage through the B1 shift control valve 21. And the system also comprises a C2 electromagnetic valve 34, a C4 electromagnetic valve 31, a B1 electromagnetic valve 32 and a C1 electromagnetic valve 33 which are respectively used for controlling the C2 shift control valve 24, the C4 shift control valve 22, the B1 shift control valve 21 and the C1 shift control valve 23.
The safety control module also includes a manual control valve 15, a C2/C4 mechanical valve 11, a B1 mechanical valve 12, and a C1 mechanical valve 13. Wherein, the C2/C4 mechanical valve 11 is communicated with the oil drain ports of the C2 clutch 44 and the C4 clutch 41 simultaneously; the B1 mechanical valve 12 is communicated with the oil drain port of the B1 clutch 42; the C1 mechanical valve 13 communicates with the drain port of the C1 clutch 43. After the safety control oil path is opened, oil is supplied to oil drainage ports of a C2 shift control valve 24, a C4 shift control valve 22, a C1 shift control valve 23 and a B1 shift control valve 21 through a C2/C4 mechanical valve 11, a B1 mechanical valve 12 and a C1 mechanical valve 13 respectively, and corresponding clutches are controlled; the forward gear or the reverse gear is selected by the manual control valve 15.
Specifically, as shown in fig. 1 and 2, the C2/C4 mechanical valve 11, the B1 mechanical valve 12 and the C1 mechanical valve 13 are each provided with a first port 91, a second port 92 and a third port 93, the first port 91 is communicated with a drain port of the shift control valve, the second port 92 drains oil from the oil pan, and the third port 93 is connected to an oil supply passage. An oil inlet of the pilot valve 14 is communicated with the main oil path 7, and the communication position is positioned on the upstream side of the overflow valve 53; the oil outlet is respectively communicated with the third port of the C2/C4 mechanical valve 11 and the oil inlet of the manual control valve 15 through an oil supply way; the oil outlet of the manual control valve 15 is communicated with the third port of the B1 mechanical valve 12 and the third port of the C1 mechanical valve 13 through oil supply passages, respectively.
The basic principles, main features and advantages of the present invention have been shown and described above. It will be understood by those skilled in the art that the present invention is not limited to the above embodiments, and that the foregoing embodiments and descriptions are provided only to illustrate the principles of the present invention without departing from the spirit and scope of the present invention. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (5)
1. The hydraulic control system applied to the automatic transmission comprises a plurality of clutches, a plurality of gear shifting control valves, a plurality of electromagnetic valves, a main oil way (7) and a pilot oil way (6), wherein each electromagnetic valve controls one gear shifting control valve corresponding to each electromagnetic valve, and each gear shifting control valve controls one clutch corresponding to each gear shifting control valve; a main oil way pressure reducing valve (51) is arranged on the main oil way (7); the safety control device also comprises a safety control module, wherein the safety control module comprises a pilot valve (14) for opening or closing a safety control oil path; the method is characterized in that: the oil-saving control device further comprises a pressure reducing electromagnetic valve (54) for driving the main oil way pressure reducing valve (51), wherein the oil inlet end of the pressure reducing electromagnetic valve (54) is communicated with the pilot oil way (6), and the oil outlet end of the pressure reducing electromagnetic valve is communicated with the control end of the main oil way pressure reducing valve (51) and the control end of the pilot valve (14) through oil ways.
2. The hydraulic control system applied to an automatic transmission according to claim 1, characterized in that: comprises a C2 clutch (44), a C4 clutch (41), a C1 clutch (43) and a B1 clutch (42);
the C2 clutch (44) is communicated with the main oil path through a C2 gear shifting control valve (24);
the C4 clutch (41) is communicated with the main oil path through a C4 gear shifting control valve (22);
the C1 clutch (43) is communicated with the main oil path through a C1 gear shifting control valve (23);
the B1 clutch (42) is communicated with the main oil path through a B1 gear shifting control valve (21);
the safety control module further comprises a manual control valve (15), a C2/C4 mechanical valve (11), a B1 mechanical valve (12) and a C1 mechanical valve (13);
the C2/C4 mechanical valve (11) is communicated with the oil drain ports of the C2 clutch (44) and the C4 clutch (41);
the B1 mechanical valve (12) is communicated with the oil drain port of the B1 clutch (42);
the C1 mechanical valve (13) is communicated with the oil drain port of the C1 clutch (43);
after the pilot valve (14) opens a safety control oil path, oil is supplied to oil drainage ports of a C2 gear-shifting control valve (24), a C4 gear-shifting control valve (22), a C1 gear-shifting control valve (23) and a B1 gear-shifting control valve (21) through a C2/C4 mechanical valve (11), a B1 mechanical valve (12) and a C1 mechanical valve (13), and a forward gear or a reverse gear is selected through a manual control valve (15).
3. The hydraulic control system applied to an automatic transmission according to claim 2, characterized in that:
the C2/C4 mechanical valve (11), the B1 mechanical valve (12) and the C1 mechanical valve (13) are respectively provided with a first port (91), a second port (92) and a third port (93), the first port (91) is communicated with an oil drainage port of the clutch, the second port (92) drains oil to an oil pan, and the third port (93) is connected with an oil supply oil way;
an oil inlet of the pilot valve (14) is communicated with the main oil way (7), and an oil outlet of the pilot valve is communicated with a third port of the C2/C4 mechanical valve (11) and an oil inlet of the manual control valve (15) through oil supply ways respectively;
an oil outlet of the manual control valve (15) is respectively communicated with a third port of the B1 mechanical valve (12) and a third port of the C1 mechanical valve (13) through oil supply passages.
4. The hydraulic control system applied to an automatic transmission according to claim 2, characterized in that: the control system also comprises a C2 electromagnetic valve (34), a C4 electromagnetic valve (31), a B1 electromagnetic valve (32) and a C1 electromagnetic valve (33) which are respectively used for controlling a C2 shift control valve (24), a C4 shift control valve (22), a B1 shift control valve (21) and a C1 shift control valve (23).
5. The hydraulic control system applied to an automatic transmission according to claim 1, characterized in that: the main oil way (7) is also provided with a high-pressure oil way branch (52), and the high-pressure oil way branch (52) is positioned on the upstream side of the main oil way reducing valve (51); an overflow valve (53) is arranged on the high-pressure oil path branch (52), and an oil outlet of the overflow valve (53) is communicated with the pilot oil path (6).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022176033.5U CN213839499U (en) | 2020-09-29 | 2020-09-29 | Hydraulic control system applied to automatic transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022176033.5U CN213839499U (en) | 2020-09-29 | 2020-09-29 | Hydraulic control system applied to automatic transmission |
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| Publication Number | Publication Date |
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| CN213839499U true CN213839499U (en) | 2021-07-30 |
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| CN202022176033.5U Active CN213839499U (en) | 2020-09-29 | 2020-09-29 | Hydraulic control system applied to automatic transmission |
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