CN109307068B - Hydraulic system of manual-automatic integrated automatic transmission - Google Patents

Abstract

The invention relates to the field of hydraulic systems of vehicle transmissions, and specifically discloses a hydraulic system of an automated manual transmission, which includes three clutches and two brakes, a clutch control valve, a selector valve, two normally open solenoid valves and two Normally closed solenoid valve, normally closed switch valve and shift manual valve. When the clutch control valve is in the first valve position, the first clutch is connected to the third oil port of the shift manual valve. When it is in the second valve position, the third oil port is connected. A clutch is connected to the second solenoid valve. When the selector valve is in the third valve position, the second brake is connected to the third solenoid valve. When it is in the fourth valve position, the second clutch is connected to the third solenoid valve. The first brake is connected to the third solenoid valve. The four solenoid valves are connected, the third clutch is connected with the first solenoid valve, and the third solenoid valve is connected with the oil supply system. This hydraulic system can switch to the emergency gear when the transmission control unit loses power, ensuring driving safety, simplifying the structure, reducing cost and weight.

Description

Hydraulic system of automated manual transmission

Technical field

The present invention relates to the technical field of hydraulic systems of vehicle transmissions, and in particular to a hydraulic system of an automated manual transmission.

Background technique

An automated manual transmission is a transmission device that combines manual transmission and automatic transmission functions. The automatic shifting function of the automatic transmission is generally realized by controlling the shift servo and execution system through the transmission control unit (TCU, Transmission Control Unit). The shift servo and execution system can be divided into three types: electric, pneumatic and hydraulic. Most of them at home and abroad use hydraulic systems.

Most of the currently commonly used hydraulic shifting systems of automatic transmissions, when the electronic control system suffers a power outage or failure, the transmission will lose its shifting function and the vehicle will be unable to drive, which is not conducive to the vehicle's adaptation to extreme situations. Some transmissions have automatic switching emergency gears, but they add more hydraulic components, have complex structures, high costs, and difficult control. Some have manual emergency gears, but when the electronic control system loses power or malfunctions, the vehicle will instantly lose power, causing the engine speed to skyrocket, posing safety risks. Therefore, it is necessary to design an automated manual transmission that can automatically switch to the emergency gear when the electronic control system loses power to ensure that the vehicle can continue to drive, and can minimize the number of hydraulic components, simplify the structure, reduce costs, and save energy. Hydraulic systems have become a hot research topic in the current automotive field.

Contents of the invention

In order to solve the above-mentioned problems in the background technology, the object of the present invention is to provide a hydraulic system for an automated manual transmission, which can automatically switch to emergency gear when a power outage or failure occurs in the electronic control system, and has a simple structure and can reduce the energy consumption of the automatic transmission. The small number of hydraulic components reduces costs and is conducive to lightweighting.

Based on this, the present invention provides a hydraulic system for an automated manual transmission, which includes an oil supply system, a pressure regulating system, and a plurality of hydraulic friction engagement devices that are combined with each other to establish the gear position of the automatic transmission for controlling the hydraulic pressure. A control valve device for the combined state of the friction engagement device, a shift manual valve for adjusting the state of the control valve device, and a parking gear, a reverse gear, a neutral gear, and a forward gear; the hydraulic friction engagement device includes a first clutch, a third Second clutch, third clutch, first brake and second brake;

The control valve device includes a clutch control valve and a selector valve with multiple working valve positions, as well as a normally open first solenoid valve, a normally closed second solenoid valve, and a normally open third solenoid valve controlled by a transmission control unit. Normally closed fourth solenoid valve, normally closed switch valve;

The manual shift valve has a plurality of oil ports, the first oil port of the manual shift valve is connected to the oil supply system, and the second oil port of the manual shift valve is connected to the first solenoid valve and the The second solenoid valve and the fourth solenoid valve are connected to each other, and the third oil port of the manual shift valve is connected to the clutch control valve;

The clutch control valve has a first valve position, a second valve position and a control end for controlling the valve position. When in the first valve position, the first clutch and the third oil of the shift manual valve are connected. The port is connected, and when in the second valve position, the first clutch is connected to the second solenoid valve;

The selector valve has a third valve position, a fourth valve position and a control end for controlling the valve position. When it is in the third valve position, the second brake is connected to the third solenoid valve. When it is in the fourth valve position, When the valve is in the valve position, the second clutch is connected to the third solenoid valve;

The first brake is connected to the fourth solenoid valve, the third clutch is connected to the first solenoid valve, the third solenoid valve is connected to the oil supply system, and the switch valve is connected to the connected to the pressure regulating system.

As a preferred solution, the clutch control valve has a first control end connected to the third oil port of the manual shift valve and a second control end connected to the second oil port of the manual shift valve; The selector valve has a third control end connected to the second oil port of the manual shift valve and a fourth control end connected to the switch valve;

The first control end of the clutch control valve and the fourth control end of the selector valve are both connected with springs.

As a preferred solution, the oil supply system includes a first hydraulic pump, a second hydraulic pump and a suction filter, the first hydraulic pump is a mechanical pump, the second hydraulic pump is an electronic pump; the suction filter One end of the filter is connected to the first hydraulic pump and the second hydraulic pump, and the other end of the suction filter is connected to the oil pan.

As a preferred solution, the pressure regulating system includes a main pressure valve, a pressure reducing valve, a secondary pressure regulating valve and a first pilot solenoid valve. The main pressure valve, the pressure reducing valve, the secondary pressure regulating valve and The first pilot solenoid valve each has an input port, an output port and an oil return port, and the main pressure valve and the secondary pressure regulating valve each have a control end and a feedback end;

The output port of the first hydraulic pump is connected to the input port of the main pressure valve, the control end of the main pressure valve, the input port of the pressure reducing valve, and the first oil port of the manual shift valve. and the third solenoid valve;

The output port of the main pressure valve is connected to the input port of the secondary pressure regulating valve and the control end of the secondary pressure regulating valve, and the output port of the first pilot solenoid valve is connected to the main pressure valve. The feedback end and the feedback end of the two-stage pressure regulating valve; the output port of the pressure reducing valve is connected to the input port of the first pilot solenoid valve and the switch valve.

As a preferred solution, it also includes a start-stop control valve, which has a plurality of oil ports, a fifth valve position, a sixth valve position, and an output for controlling the valve position and connected to the pressure reducing valve. The control end of the port, when the start-stop control valve is in the fifth valve position, the first solenoid valve supplies oil to the third clutch, and when the start-stop control valve is in the sixth valve position, the second solenoid valve A hydraulic pump supplies oil to the third clutch; the start-stop control valve is connected to the oil pan through a one-way valve, and the opening pressure of the one-way valve is greater than the minimum pressure required to maintain the combination of the third clutch.

As a preferred solution, a torque converter control system is also included. The torque converter control system includes a torque converter, a relay valve, a torque converter control valve and a second pilot solenoid valve; the torque converter has an input port and an output port;

The torque converter control valve has an input port connected to the output port of the main pressure valve, an output port connected to the relay valve, an oil return port connected to the oil pan, respectively connected to the The input port and the output port of the torque converter have two feedback ends and a control end. The torque converter control valve has a seventh valve position that connects its output port to the input port and a seventh valve position that connects its output port to the oil return port. Eighth valve position;

The relay valve has a ninth valve position, a tenth valve position and a control end for controlling the valve position. When the relay valve is in the ninth valve position, the output port of the main pressure valve is connected with the variable speed valve. The input port of the torque converter is connected, and when the relay valve is in the tenth valve position, the output port of the main pressure valve is connected with the output port of the torque converter;

When the second pilot solenoid valve is not energized, the control ends of the relay valve and the torque converter control valve are connected to the oil pan. When the second pilot solenoid valve is energized, the relay valve and the control ends of the torque converter control valve are connected to the oil pan. The control end of the torque converter control valve is connected to the output port of the pressure reducing valve.

As a preferred solution, a lubrication system is also included, and the lubrication system includes a cooler arranged in series, a fine filter, a first bypass valve arranged in parallel with the cooler, and a second bypass valve arranged in parallel with the fine filter. valve, a plurality of orifices; when the relay valve is in the ninth valve position, the input port of the cooler is connected to the output port of the torque converter, and when the relay valve is in the tenth valve position, all The input port of the cooler is connected to the output port of the secondary pressure regulating valve.

As a preferred solution, the cooler, the fine filter, the first bypass valve and the second bypass valve are of an integrated structure.

As a preferred solution, the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve and the first pilot solenoid valve and the second pilot solenoid valve are three through proportional valve.

As a preferred solution, the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the second pilot solenoid valve, the switch valve, the selection valve, The first hydraulic pump and the suction filter are each provided with an oil return port connected to the oil pan, and the first solenoid valve, the second solenoid valve, the third solenoid valve, and the fourth solenoid valve A back pressure valve is respectively provided between the solenoid valve, the selector valve, the first hydraulic pump and the oil pan; the first brake, the first clutch, the third clutch, the first Accumulators are connected to the pilot solenoid valve, the selector valve and the manual shift valve respectively.

Compared with the existing technology, the beneficial effects of the present invention are:

The hydraulic system of the automated manual transmission of the present invention includes an oil supply system, a pressure regulating system, a first clutch, a second clutch, a third clutch, a first brake, a second brake, a clutch control valve, a selector valve, a normally open The first solenoid valve, the normally closed second solenoid valve, the third normally open solenoid valve, the fourth normally closed solenoid valve, the normally closed switch valve and the shift manual valve are controlled by switching the shift manual valve and the clutch The valve position of the valve and the selector valve, as well as the energization state of each solenoid valve, control the oil supply to each clutch and brake, so that the clutch and brake are combined. The combination of different clutch and brake combinations can realize the parking gear (P gear) , neutral gear (N gear), forward gear (D gear), and 1 reverse gear (R gear). The normally open first solenoid valve supplies oil to the third clutch, and the normally open third solenoid valve supplies oil to the second brake. Or the second clutch supplies oil, and the manual shift valve supplies oil to the first clutch, which can realize that when the electronic control system loses power or fails, some clutches and brakes are still in working condition, allowing the car to switch to the medium speed gear or R gear. , to be used in emergency gear to ensure the safety of vehicle driving. At the same time, by switching the valve position of the selector valve, the third solenoid valve can supply oil to the second brake or the second clutch, which can reduce the use of one solenoid valve, simplify the system structure, save manufacturing costs, and reduce the weight of the system. Purpose.

Description of the drawings

Figure 1 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in P gear;

Figure 2 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in R gear;

Figure 3 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in N gear;

Figure 4 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in D1 gear;

Figure 5 is a schematic diagram of the TCU switching to the emergency fourth gear when the hydraulic system of an automated manual transmission is in D gear according to an embodiment of the present invention;

Figure 6 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in D2 gear;

Figure 7 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in D3 gear;

Figure 8 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in D4 gear;

Figure 9 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in D5 gear;

Figure 10 is a schematic diagram of the hydraulic system of an automated manual transmission provided by an embodiment of the present invention when it is in D6 gear;

Figure 11 is a schematic diagram of the working status of the solenoid valve, clutch and brake in each gear;

Figure 12 is a schematic diagram of the torque converter when unlocked according to the embodiment of the present invention;

Figure 13 is a schematic diagram of the torque converter provided by the embodiment of the present invention when it is in the locking stage;

FIG. 14 is a schematic diagram of the torque converter provided by the embodiment of the present invention when it has completed locking.

Among them, 10. Hydraulic friction engagement device; 11. First clutch; 12. Second clutch; 13. Third clutch; 14. First brake; 15. Second brake; 20. Control valve device; 21. Clutch control valve ; 22. Selector valve; 23. First solenoid valve; 24. Second solenoid valve; 25. Third solenoid valve; 26. Fourth solenoid valve; 27. On/off valve; 30. Shift manual valve; 31. First Oil port; 32. Second oil port; 33. Third oil port; 40. Oil supply system; 41. First hydraulic pump; 42. Second hydraulic pump; 43. Suction filter; 50. Pressure regulating system; 51. Main pressure valve; 52. Pressure reducing valve; 53. Secondary pressure regulating valve; 54. First pilot solenoid valve; 60. Torque converter control system; 61. Torque converter; 62. Torque converter control valve; 63. Relay valve; 64. Second pilot solenoid valve; 70. Lubrication system; 71. Cooler; 72. Fine filter; 73. First bypass valve; 74. Second bypass valve; 80. Start-stop control Valve; 81, fourth oil port; 82, fifth oil port; 83, sixth oil port.

Detailed ways

Specific implementations of the present invention will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate the invention but are not intended to limit the scope of the invention.

In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", etc. are based on the orientation or positional relationship shown in the drawings, and are only for the purpose of To facilitate the description of the present invention and to simplify the description, it is not intended to indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be construed as a limitation of the present invention. Furthermore, the terms “first”, “second”, “third”, “fourth”, etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

Please refer to Figure 1, which schematically shows the hydraulic system of the automated manual transmission of the present invention, including an oil supply system 40, a pressure regulating system 50, and multiple hydraulic pressures that are combined with each other to establish the gears of the automatic transmission. Friction engagement device 10, a control valve device 20 for controlling the combined state of the hydraulic friction engagement device 10, and a control valve device 20 for adjusting the state of the control valve device 20 and having a parking P gear, a reverse R gear, a neutral N gear, and a forward D gear. In the manual shift valve 30, in this embodiment, the D gear has 1st to 6th gears. The hydraulic friction coupling device 10 includes a first clutch 11, a second clutch 12, a third clutch 13, a first brake 14 and a second brake 15. The second brake 15 is in working state when the car is in P gear and N gear. When in R gear, the first clutch 11 and the second brake 15 are in the working state; when in the D1 gear, the third clutch 13 and the second brake 15 are in the working state; in the D2 gear, the third clutch 13 and the first brake 14 are in the working state, the first clutch 11 and the third clutch 13 are in the working state when in the D3 gear, and the second clutch 12 and the third clutch 13 are in the D4 gear. In the working state, the first clutch 11 and the second clutch 12 are in the working state when in the D5 gear, the second clutch 12 and the first brake 14 are in the working state when in the D6 gear, and when in the S gear The combination of clutch and brake is used in the same way as D gear.

The control valve device 20 includes a clutch control valve 21 and a selector valve 22 with multiple working valve positions, as well as a normally open first solenoid valve 23, a normally closed second solenoid valve 24, and a normally open third solenoid valve controlled by the transmission control unit. The solenoid valve 25, the normally closed fourth solenoid valve 26, and the normally closed switch valve 27. The manual shift valve 30 has a plurality of oil ports. The first oil port 31 of the manual shift valve 30 is connected to the oil supply system 40 . The second oil port 32 of the manual shift valve 30 is connected to the first solenoid valve 23 and the second solenoid valve. The valve 24 and the fourth solenoid valve 26 are both connected, and the third oil port 33 of the manual shift valve 30 is connected to the clutch control valve 21 . The clutch control valve 21 has a first valve position (the left position of the clutch control valve 21 in Figure 1), a second valve position (the right position of the clutch control valve 21 in Figure 1) and a control end for controlling the valve position, When the valve is in the first valve position, the first clutch 11 is connected to the third oil port 33 of the manual shift valve 30 . When the valve is in the second valve position, the first clutch 11 is connected to the second solenoid valve 24 . The selection valve 22 has a third valve position (the right position of the selection valve 22 in Figure 1), a fourth valve position (the left position of the selection valve 22 in Figure 1) and a control end for controlling the valve position, which is in the third position. When the valve is in the valve position, the second brake 15 is connected to the third solenoid valve 25 , and when it is in the fourth valve position, the second clutch 12 is connected to the third solenoid valve 25 . The first brake 14 is connected to the fourth solenoid valve 26 , the third clutch 13 is connected to the first solenoid valve 23 , the third solenoid valve 25 is connected to the oil supply system 40 , and the switching valve 27 is connected to the pressure regulating system 50 .

In this way, when the manual shift valve 30 is in the P position, the second oil port 32 and the third oil port 33 of the manual shift valve 30 are connected to the oil pan, and the TCU controls the normally open first solenoid valve 23 to be energized. The solenoid valve 23 is closed, the third clutch 13 is connected to the first solenoid valve 23, and oil supply cannot be obtained, so the third clutch 13 is in a separated state; the clutch control valve 21 is in the first valve position under the control of its control end, so that the first The clutch 11 is connected to the third oil port 33 of the manual shift valve 30. Because the third oil port 33 of the manual shift valve 30 is connected to the oil pan at this time, the first clutch 11 cannot receive oil supply. The first clutch 11 In the separated state; the selector valve 22 is in the third valve position under the control of its control end, the second brake 15 is connected with the third solenoid valve 25, the normally open third solenoid valve 25 is not energized and is in the open state, and the oil supply system 40 The main oil pressure enters the second brake 15 through the third solenoid valve 25, and the second brake 15 is supplied with oil and is in a combined state; the second clutch 12 cannot receive oil supply from the third solenoid valve 25 and is in a separated state; normally closed The fourth solenoid valve 26 is not energized and is in a closed state. The first brake 14 connected to the fourth solenoid valve 26 cannot receive oil supply and is in a separated state. It can be seen that when the manual shift valve 30 is in the P position, the second brake 15 is engaged, the remaining clutches and brakes are disengaged, and the transmission enters the P gear.

When the TCU is powered off in P gear, because the third solenoid valve 25 is normally open and is still in the open state, the main oil pressure of the oil supply system 40 can still enter the second brake 15 through the third solenoid valve 25 , the second brake 15 remains coupled; the first solenoid valve 23 switches to the open state after power off, and the third clutch 13 communicates with the second oil port 32 of the shift manual valve 30 through the first solenoid valve 23. Since the gear is shifted at this time The second oil port 32 of the manual valve 30 is connected to the oil pan, so the third clutch 13 cannot obtain oil supply and is still in a separated state. The first clutch 11, the second clutch 12 and the first brake 14 remain unchanged. in a state of separation. Therefore, when the TCU loses power, the transmission is still in P gear.

Please refer to Figure 2. When the manual shift valve 30 is in the R position, the second oil port 32 of the manual shift valve 30 is connected to the oil pan, and the third oil port 33 is connected to the first oil port 31. The TCU controls The normally open first solenoid valve 23 is energized, the first solenoid valve 23 is closed, the third clutch 13 is connected to the first solenoid valve 23, and oil supply cannot be obtained, so the third clutch 13 is in a separated state; the clutch control valve 21 is under its control is in the first valve position under end control, so that the first clutch 11 is connected to the third oil port 33 of the manual shift valve 30, because at this time, the third oil port 33 of the manual shift valve 30 is connected to the first oil port 31, The first oil port 31 is connected to the oil supply system 40. The R-gear oil pressure PR output from the third oil port 33 of the manual shift valve 30 enters the first clutch 11. The first clutch 11 is in a combined state; the selector valve 22 is under its control. It is in the third valve position under the control of the end, the second brake 15 is connected with the third solenoid valve 25, the normally open third solenoid valve 25 is not energized and is in an open state, and the main oil pressure of the oil supply system 40 enters through the third solenoid valve 25 to the second brake 15, the second brake 15 is supplied with oil and is in a combined state; the second clutch 12 cannot obtain oil supply from the third solenoid valve 25 at this time and is in a separated state; the normally closed fourth solenoid valve 26 is not energized. In the closed state, the first brake 14 connected to the fourth solenoid valve 26 cannot receive oil supply and is in the separated state. It can be seen that when the manual shift valve 30 is in the R position, the first clutch 11 and the second brake 15 are combined, the remaining clutches and brakes are separated, and the transmission enters the R position.

When the TCU is powered off in R gear, the valve positions of the second solenoid valve 24, the third solenoid valve 25, the fourth solenoid valve 26, the clutch control valve 21, and the selector valve 22 do not change, and the first clutch 11, The oil circuits of the second brake 15 and the first brake 14 remain unchanged and remain in the combined state; the first solenoid valve 23 is switched to the open state after power failure, and the third clutch 13 passes through the connection between the first solenoid valve 23 and the shift manual valve 30 The second oil port 32 is connected. Since the second oil port 32 of the manual shift valve 30 is connected to the oil pan at this time, the third clutch 13 cannot obtain oil supply and is still in a separated state. The state of the second clutch 12 remains unchanged. , still in a separated state. Therefore, when the TCU loses power, the transmission is still in R position.

Please refer to Figure 3. When the manual shift valve 30 is in the N position, the second oil port 32 and the third oil port 33 of the manual shift valve 30 are connected to the oil pan, and the TCU controls the normally open first solenoid valve. 23 is powered on. At this time, the oil circuit of the hydraulic system is the same as that in P gear. Only the second brake 15 is combined, the other clutches and brakes are in a separated state, and the transmission enters N gear. When the TCU loses power in the N position, it is consistent with the TCU power loss in the P position, so the N position can be kept unchanged.

When the manual shift valve 30 is in the D position, the second oil port 32 of the manual shift valve 30 is connected to the first oil port 31 , and the third oil port 33 is connected to the oil pan. Please refer to Figure 4. When the manual shift valve 30 is in the D1 position, the TCU controls the switch valve 27 to be energized. The normally open first solenoid valve 23 is not energized and is in an open state. The third clutch 13 is connected to the switch through the first solenoid valve 23. The second oil port 32 of the manual shift valve 30 is connected, because the second oil port 32 of the manual shift valve 30 is connected with the first oil port 31, and the second oil port 32 of the manual shift valve 30 outputs the forward gear oil pressure PD. , PD enters the third clutch 13 through the first solenoid valve 23, so that the third clutch 13 is in the combined state; the clutch control valve 21 is in the second valve position under the control of the control end, so that the first clutch 11 and the second solenoid valve 24 Connected, the normally closed second solenoid valve 24 is not energized and is in a closed state, the first clutch 11 cannot receive oil supply and is in a separated state; the clutch control valve 21 is in the first valve position under the control of the control end, and the normally open third solenoid valve 24 is in the first valve position under the control of the control end. The valve 25 is not energized and is in an open state, so the main oil pressure of the oil supply system 40 enters the second brake 15, causing the second brake 15 to be in a combined state; the second clutch 12 cannot obtain oil supply from the third solenoid valve 25 at this time and is in a Separated state; the normally closed fourth solenoid valve 26 is not energized and is in a closed state, so that the first brake 14 cannot obtain oil supply and is in a separated state. It can be seen that when the manual shift valve 30 is in the D1 position, the second brake 15 and the third clutch 13 are combined, the remaining clutches and brakes are separated, and the transmission enters the D1 gear.

When the TCU is powered off in D1 gear, please refer to Figure 5 for the status of the first solenoid valve 23, the second solenoid valve 24, the third solenoid valve 25, the fourth solenoid valve 26 and the clutch control valve 21. have not changed, so the states of the first clutch 11, the third clutch 13 and the first brake 14 remain unchanged; the selector valve 22 is switched to the fourth valve position under the control of the control end, and the second clutch 12 is connected to the third solenoid valve 25 , thereby obtaining the forward gear oil pressure PD, and the second clutch 12 switches to the engaged state; the second brake 15 cannot receive oil supply from the third solenoid valve 25 and switches to the disengaged state. At this time, the second clutch 12 and the third clutch 13 are combined, and the remaining clutches and brakes are separated. The status of the clutches and brakes is the same as the medium speed D4 gear described in the following paragraphs, that is, the emergency fourth gear, and the car can still drive.

When the shift manual valve 30 is in the D2 position, as shown in Figure 6, the TCU controls the third solenoid valve 25 and the fourth solenoid valve 26 to be energized, the normally open third solenoid valve 25 is closed, and the selector valve 22 is at its control end. Under control, it is in the fourth valve position, and the second clutch 12 is connected to the third solenoid valve 25 through the selector valve 22. Therefore, the second clutch 12 cannot receive oil supply and is in a separated state, and the second brake 15 cannot supply oil from the third solenoid valve 25. Oil is supplied and is in a separated state; at this time, the normally open first solenoid valve 23 is not energized and is in an open state, and the third clutch 13 can obtain the forward gear oil pressure PD and is in a combined state; the normally closed fourth solenoid valve 26 is open and forward. The gear oil pressure PD enters the first brake 14 through the fourth solenoid valve 26, so that the first brake 14 is in the combined state; the clutch control valve 21 is in the second valve position under the control of the control end, so that the first clutch 11 and the second solenoid The valve 24 is connected, the normally closed second solenoid valve 24 is not energized and is in a closed state, and the first clutch 11 cannot receive oil supply and is in a disengaged state. It can be seen that when the manual shift valve 30 is in the D2 position, the first brake 14 and the third clutch 13 are combined, the remaining clutches and brakes are separated, and the transmission enters the D2 gear.

When the TCU loses power in the D2 gear, the normally closed fourth solenoid valve 26 is closed, and the first brake 14 cannot receive oil supply and is in a separated state; the normally open third solenoid valve 25 is opened, and the oil supply system 40 The main oil pressure enters the second clutch 12 through the third solenoid valve 25 and the selector valve 22, so that the second clutch 12 is in the combined state; the oil circuits of the first clutch 11, the third clutch brake and the second brake 15 remain unchanged. Maintain the status before power off. At this time, the second clutch 12 and the third clutch 13 are combined, and the remaining clutches and brakes are separated, entering the emergency fourth gear state.

When the shift manual valve 30 is in the D3 position, as shown in Figure 7, the TCU controls the second solenoid valve 24 and the third solenoid valve 25 to be energized, and the clutch control valve 21 is in the second valve position under the control of the control end, so that the third solenoid valve 24 is energized. A clutch 11 is connected to the second solenoid valve 24. The normally closed second solenoid valve 24 is in an open state when energized. The main oil pressure of the oil supply system 40 passes through the first oil port 31 and the second oil port 32 of the shift manual valve 30. , forming the forward gear oil pressure PD, PD enters the first clutch 11 through the second solenoid valve 24 and the clutch control valve 21, so that the first clutch 11 is in the combined state; the normally open first solenoid valve 23 is not energized and opens, and PD passes through the second solenoid valve 24 and the clutch control valve 21. A solenoid valve 23 enters the third clutch 13 so that the third clutch 13 is in a combined state. The normally open third solenoid valve 25 is closed. The selector valve 22 is in the fourth valve position under the control of its control end. The second clutch 12 passes through the selector valve. 22 is connected to the third solenoid valve 25, so the second clutch 12 cannot receive oil supply and is in a separated state, and the second brake 15 cannot receive oil supply from the third solenoid valve 25 and is in a separated state; the normally closed fourth solenoid valve 26 is in a closed state without power, so that the first brake valve is in a separated state. It can be seen that when the manual shift valve 30 is in the D3 position, the first clutch 11 and the third clutch 13 are combined, the remaining clutches and brakes are separated, and the transmission enters the D3 gear.

When the TCU loses power in the D3 gear, the normally closed second solenoid valve 24 closes, and the first clutch 11 cannot receive oil supply and switches to the separated state; the normally open third solenoid valve 25 opens, and the oil supply system The main oil pressure of 40 enters the second clutch 12 through the third solenoid valve 25 and the selector valve 22, so that the second clutch 12 is combined; the oil circuits of the third clutch 13, the first brake 14 and the second brake 15 are not changed, and the status remains unchanged. Change. At this time, the second clutch 12 and the third clutch 13 are combined, and the remaining clutches and brakes are separated, entering the emergency fourth gear state.

When the shift manual valve 30 is in the D4 position, as shown in Figure 8, the TCU controls each solenoid valve to be de-energized, the clutch control valve 21 is in the second valve position under the control of its control end, and the normally closed second solenoid valve 24 is closed, the first clutch 11 cannot receive oil supply and is in a separated state; the selector valve 22 is in the fourth valve position under the control of its control end, the normally open third solenoid valve 25 is opened, and the second clutch 12 receives the oil supply system 40 The main oil pressure is in the combined state, the second brake 15 cannot receive oil supply from the selector valve 22 and is in the separated state; the normally open first solenoid valve 23 is opened, and the third clutch 13 receives PD and is in the combined state; the normally closed type The fourth solenoid valve 26 is closed, and the first brake 14 cannot receive oil supply and is in a disconnected state. It can be seen that when the manual shift valve 30 is in the D4 position, the second clutch 12 and the third clutch 13 are combined, the remaining clutches and brakes are separated, and the transmission enters the D4 position. Since all solenoid valves are not energized in D4 gear, the TCU power failure in D4 gear does not affect the oil circuits and directly switches to the emergency fourth gear state.

When the shift manual valve 30 is in the D5 position, as shown in Figure 9, the TCU controls the first solenoid valve 23 and the second solenoid valve 24 to be energized, the normally open first solenoid valve 23 is closed, and the third clutch 13 cannot obtain PD. And in the separated state; the clutch control valve 21 is in the second valve position under the control of its control end, the normally closed second solenoid valve 24 is opened, the first clutch 11 gets PD and is in the combined state; the selection valve 22 is controlled by its control end is in the fourth valve position, the normally open third solenoid valve 25 is open, the second clutch 12 receives the main oil pressure of the oil supply system 40 and is in a combined state, and the second brake 15 cannot receive oil supply from the selector valve 22 and is in a separated state. state; the normally closed fourth solenoid valve 26 is closed, and the first brake 14 cannot receive oil supply and is in a disconnected state. It can be seen that when the manual shift valve 30 is in the D5 position, the first clutch 11 and the second clutch 12 are combined, the remaining clutches and brakes are separated, and the transmission enters the D5 position.

When the TCU loses power in the D5 gear, the normally closed second solenoid valve 24 is closed, and the first clutch 11 cannot receive oil supply and is in a separated state; the normally open first solenoid valve 23 is opened, and the third clutch 13 The main oil pressure of the oil supply system 40 is obtained and is in a combined state; the third solenoid valve 25, the fourth solenoid valve 26 and the switch valve 27 remain in a non-energized state, and the oil circuits of the first brake 14, the second brake 15 and the second clutch 12 are not changes and still maintains the state before power off. At this time, the second clutch 12 and the third clutch 13 are combined, and the remaining clutches and brakes are separated, entering the emergency fourth gear state.

When the shift manual valve 30 is in the D6 position, as shown in Figure 10, the TCU controls the first solenoid valve 23 and the fourth solenoid valve 26 to be energized, the normally open first solenoid valve 23 is closed, and the third clutch 13 cannot obtain PD. And is in the combined state; the clutch control valve 21 is in the second valve position under the control of its control end, the normally closed second solenoid valve 24 is closed, the first clutch 11 cannot obtain PD and is in the separated state; the selector valve 22 is in its control end Under control, it is in the fourth valve position, the normally open third solenoid valve 25 is opened, the second clutch 12 receives the main oil pressure of the oil supply system 40 and is in the combined state, and the second brake 15 cannot receive oil supply from the selector valve 22 and is in the Disengagement state: the normally closed fourth solenoid valve 26 is opened, and the forward gear oil pressure PD enters the first brake 14 through the fourth solenoid valve 26, so that the first brake 14 is in the combined state. It can be seen that when the manual shift valve 30 is in the D6 position, the first brake 14 and the second clutch 12 are combined, the remaining clutches and brakes are separated, and the transmission enters the D6 position.

When the TCU loses power in the D6 gear, the energization status of the second solenoid valve 24, the third solenoid valve 25 and the switch valve 27 does not change, so the first clutch 11, the second clutch 12 and the second brake 15 The oil circuit has not changed, the first clutch 11, the second clutch 12 and the second brake 15 all maintain the original state; the normally open first solenoid valve 23 is opened, and the third clutch 13 receives the main oil pressure of the oil supply system 40 and is in a combined state. state; the normally closed fourth solenoid valve 26 is powered off and closed, and the first brake 14 cannot obtain oil supply and switches to the separated state. At this time, the second clutch 12 and the third clutch 13 are combined, and the remaining clutches and brakes are separated, entering the emergency fourth gear state.

It can be understood that when the manual shift valve 30 is in the S position, the oil circuit connection method is the same as that in the D position, and it can also switch to the emergency fourth gear when power is lost to meet the needs of use.

In this way, please refer to Figure 11. The hydraulic system can meet the oil supply needs of each clutch and brake when the car is in P gear, N gear, R gear, D1-D6 gear and S gear. When the car is in P gear, N gear , in the R gear, the car can maintain the gear in the case of TCU power failure. The first solenoid valve 23 is connected to the forward gear oil pressure PD, and the third solenoid valve 25 is connected to the output port of the fuel supply system 40. Through the normally open The type first solenoid valve 23 supplies oil to the third clutch 13, the normally open third solenoid valve 25 supplies oil to the second brake 15 or the second clutch 12, and the shift manual valve 30 supplies oil to the first clutch 11, which can be realized When the car is in D1-D6 gear and a TCU power failure occurs, the car can be switched to the emergency fourth gear to ensure that the car can continue to drive and improve the car's adaptability to extreme situations. At the same time, by switching the valve position of the selector valve 22, the third solenoid valve 25 can supply oil to the second clutch 12 or the second brake 15, avoiding the need to configure one solenoid valve for the second clutch 12 and the second brake 15 respectively. , can reduce the use of a solenoid valve, thereby saving costs and reducing the weight of the hydraulic system.

Based on the above structure, the clutch control valve 21 has a first control end connected to the third oil port 33 of the manual shift valve 30 (the left control end of the manual shift valve 30) and a first control end connected to the manual shift valve 30. The selector valve 22 has a third control end (selector valve 22 ) connected to the second oil port 32 of the second oil port 32 (the right control end of the manual shift valve 30 ). The left control end of the clutch control valve 21 and the fourth control end of the selector valve 22 are connected to a spring. . Specifically, the first control end of the clutch control valve 21 receives the oil pressure from the third oil port 33 of the manual shift valve 30 and generates a rightward force Fr1 on the clutch control valve 21. The first control end of the clutch control valve 21 is installed on the left side of the clutch control valve 21. The spring exerts a rightward force Ft1 on the clutch control valve 21. The second control end of the clutch control valve 21 receives the oil pressure from the second oil port 32 of the shift manual valve 30, and exerts a leftward force F1 on the clutch control valve 21. , when Fr1+Ft1 is greater than or equal to Fl1, the clutch control valve 21 is in the first valve position (ie, the left position), and the first clutch 11 is connected to the third oil port 33 of the shift manual valve 30; when Fr1+Ft1 is less than Fl1 When , the clutch control valve 21 is in the second valve position (ie, the right position), and the first clutch 11 is connected with the second solenoid valve 24 . In this way, when the shift manual valve 30 is in the R position, the oil pressure PR acts on the first control end of the clutch control valve 21, the clutch control valve 21 is in the first valve position, and the oil pressure PR supplies oil to the first clutch 11; when When the shift manual valve 30 is in the D position, the oil pressure PD acts on the second control end of the clutch control valve 21, the clutch control valve 21 is in the second valve position, and the oil pressure PD supplies oil to the first clutch 11. Similarly, the third control end of the selector valve 22 receives the oil pressure from the second oil port 32 of the manual shift valve 30, which generates a rightward force Fr2 on the clutch control valve 21. The fourth control end of the selector valve 22 receives the oil pressure from the second oil port 32 of the manual shift valve 30. The oil pressure of the switch valve 27 generates a leftward force Fl2 on the selector valve 22. The spring installed on the left side of the clutch control valve 21 exerts a leftward force Ft2 on the clutch control valve 21. When Fr2 is greater than Fl2+Ft2, the selector valve 22 is in the fourth valve position (i.e., left position), and the second clutch 12 is connected with the third solenoid valve 25; when Fr2 is less than or equal to Fl2+Ft2, the selection valve 22 is in the third valve position (i.e., right position), and the second clutch 12 is in the third valve position (i.e., right position). The brake 15 communicates with the third solenoid valve 25 . Of course, in other embodiments, the clutch control valve 21 and the brake control valve can also be controlled in other ways, as long as the functions of the present invention can be achieved, which will not be described again here.

Preferably, the oil supply system 40 includes a first hydraulic pump, a second hydraulic pump and a suction filter 43. The first hydraulic pump is a mechanical pump, the second hydraulic pump is an electronic pump, and one end of the suction filter 43 is connected to the first hydraulic pump. The first hydraulic pump and the second hydraulic pump, the other end of the suction filter 43 is connected to the oil pan. The oil pressure output by the first hydraulic pump 41 is the main oil pressure of the oil supply system 40, and passes through each oil pipe as needed. The output port of the first hydraulic pump 41 is connected to the first oil port 31 of the manual shift valve 30 and the third solenoid valve 25 .

Further preferably, the pressure regulating system 50 includes a main pressure valve 51, a pressure reducing valve 52, a secondary pressure regulating valve 53 and a first pilot solenoid valve 54. The main pressure valve 51 has an input port, an output port, and an oil outlet. The bottom shell has an oil return port, a control end and a feedback end. The input port of the main pressure valve 51 is connected to the output port of the first hydraulic pump 41. The control end of the main pressure valve 51 is connected to the first oil pressure pump 41 through an orifice. The output port of the hydraulic pump 41; the pressure reducing valve 52 has an input port, an output port and an oil return port connected to the oil pan. The input port of the pressure reducing valve 52 is connected to the output port of the first hydraulic pump 41 , the output port of the pressure reducing valve 52 is connected to the switch valve 27 and the control end of the pressure reducing valve 52; the secondary pressure regulating valve 53 also has an input port, an output port, an oil return port connected to the oil pan, A control end and a feedback end. The input port of the secondary pressure regulating valve 53 is connected to the output port of the main pressure valve 51. The control end of the secondary pressure regulating valve 53 is connected to the output port of the main pressure valve 51 through the orifice. The main function of the pressure regulating system 50 is to adjust the main oil pressure separately according to the different oil pressure requirements of each component and then provide it to each component through each oil circuit. The first pilot solenoid valve 54 has an input port, an output port and an oil return port connected to the oil pan. The input port of the first pilot solenoid valve 54 is connected to the output port of the pressure reducing valve 52. The first pilot solenoid valve 54 The output port of is connected to the feedback end of the main pressure valve 51 and the feedback end of the secondary pressure regulating valve 53 through the orifice. The first pilot solenoid valve 54 controls the feedback ends of the main pressure valve 51 and the secondary pressure regulating valve 53, It cooperates with the control ends of the main pressure valve 51 and the secondary pressure regulating valve 53 to realize valve position switching control of the main pressure valve 51 and the secondary pressure regulating valve 53 .

As a preferred embodiment, please refer to Figure 1. The hydraulic system of the automatic transmission of the present invention also includes a start-stop control valve 80. The start-stop control valve 80 has multiple oil ports and a fifth valve position (the start-stop control valve in Figure 1 The left position of the valve 80), the sixth valve position (the right position of the start-stop control valve 80 in Figure 1) and the control end used to control the valve position and connected to the output port of the pressure reducing valve 52, the start-stop control valve 80 When it is in the fifth valve position, the first solenoid valve 23 supplies oil to the third clutch 13. When the start-stop control valve 80 is in the sixth valve position, the second hydraulic pump 42 supplies oil to the third clutch 13. The start-stop control valve 80 is connected to the oil pan through a one-way valve, and the opening pressure of the one-way valve is greater than the minimum pressure required to keep the third clutch 13 combined. In this embodiment, the start-stop control valve 80 has five oil ports. The passage between the fourth oil port 81 of the start-stop control valve 80 and the output port of the second hydraulic pump 42 only allows oil to flow from the second hydraulic pump 42 . The pump 42 is connected to the back pressure valve with one-way flow to the fourth oil port 81. The passage between the fourth oil port 81 of the start-stop control valve 80 and the oil pan only allows oil to flow from the fourth oil port 81 to the oil pan. The one-way valve for one-way flow in the bottom shell is connected, the fifth oil port 82 of the start-stop control valve 80 is connected to the third clutch 13, and the sixth oil port 83 of the start-stop control valve 80 is connected to the first solenoid valve 23. The control end of the stop control valve 80 is connected to the pressure reducing valve 52 , and the start-stop control valve 80 is provided with a spring at the other end opposite to its control end. In this way, when the car is running normally, the force exerted by the oil pressure output by the pressure reducing valve 52 on the start-stop control valve 80 is greater than the force of the spring. The start-stop control valve 80 is in the fifth valve position, and the start-stop control valve 80 is in the fifth position. The oil port 82 is connected to the sixth oil port 83, so that the first solenoid valve 23 supplies oil to the third clutch 13; after braking, the engine stops working, and the output oil pressure of the pressure reducing valve 52 acts on the start-stop control valve 80. is less than the force of the spring, the start-stop control valve 80 switches to the sixth valve position, the fourth oil port 81 and the fifth oil port 82 of the start-stop control valve 80 are connected, and the second hydraulic pump 42 supplies oil to the third clutch 13 , keep the third clutch 13 in the combined state, when the engine is restarted, the third clutch 13 does not need to be refilled with oil, and the vehicle can start quickly. The opening pressure of the one-way valve between the fourth oil port 81 and the oil pan is slightly greater than the minimum pressure required for the third clutch 13 to engage. This ensures that the second hydraulic pump 42 supplies oil to the third clutch 13 during the first operation. The three clutches 13 can be combined, and at the same time, when the output pressure of the second hydraulic pump 42 is too large, the excess oil pressure will be discharged to the oil pan through the one-way valve, ensuring that the output oil pressure of the second hydraulic pump 42 will not be too high. high.

Preferably, the hydraulic system also includes a torque converter control system 60 , which includes a torque converter 61 , a relay valve 63 , a torque converter control valve 62 and a second pilot solenoid valve 64 . The torque converter 61 Having an input port and an output port, the torque converter control valve 62 has an input port connected to the output port of the main pressure valve 51, an output port connected to the relay valve 63, and an oil return port connected to the oil pan. port, two feedback ports and one control port respectively connected to the input port and the output port of the torque converter 61. The torque converter control valve 62 has a seventh valve position that connects its output port to the input port (as shown in Figure 1 The lower position of the torque converter control valve 62) and the eighth valve position with its output port connected to the oil return port (the upper position of the torque converter control valve 62 in Figure 1) The relay valve 63 has a ninth valve position (as shown in Figure 1 The lower position of the relay valve 63 in Figure 1), the tenth valve position (the upper position of the relay valve 63 in Figure 1) and the control end used to control the valve position. When the relay valve 63 is in the ninth valve position, the main pressure The output port of the valve 51 is connected to the input port of the torque converter 61. When the relay valve 63 is in the tenth valve position, the output port of the main pressure valve 51 is connected to the output port of the torque converter 61. In this embodiment, the converter The torque converter control valve 62 and the relay valve 63 are provided with springs at the opposite ends of their control ends; when the second pilot solenoid valve 64 is not energized, the control ends of the relay valve 63 and the torque converter control valve 62 are connected to the oil pan. When the second pilot solenoid valve 64 is energized, the control terminals of the relay valve 63 and the torque converter control valve 62 are connected to the output port of the pressure reducing valve 52 . The hydraulic system also includes a lubrication system 70. The lubrication system 70 preferably includes a cooler 71, a fine filter 72 arranged in series, a first bypass valve 73 arranged in parallel with the cooler 71, and a second bypass valve 73 arranged in parallel with the fine filter 72. Bypass valve 74 and several orifices. When the relay valve 63 is in the ninth valve position, the input port of the cooler 71 is connected with the output port of the torque converter 61. When the relay valve 63 is in the tenth valve position, the cooler The input port of 71 is connected with the output port of the secondary pressure regulating valve 53.

Please refer to Figure 12. When the torque converter 61 is in the unlocked state, the second pilot solenoid valve 64 is not energized, the relay valve 63 is in the ninth valve position under the action of the spring, and the output port of the main pressure valve 51 is in contact with the torque converter. The input port of the converter 61 is connected, the oil pressure output by the main pressure valve 51 enters the torque converter 61 from the input port of the torque converter 61, and circulates between the turbine, stator wheel and pump wheel of the torque converter 61. The torque converter 61 Work. At the same time, the torque converter 61 will generate heat when working. Part of the oil entering the torque converter 61 enters the cooler 71 through the output port of the torque converter 61. The oil is cooled in the cooler 71 and then enters the fine filter 72 for filtering. , and then distribute the flow through several throttle holes, which are used to cool and lubricate the shaft teeth, gears, friction plates and other parts of the transmission. The cooler 71 is provided with a first bypass valve 73 in parallel, and the fine filter 72 is provided with a second bypass valve 74 in parallel, which can divert the flow when the resistance of the cooler 71 or the fine filter 72 is too large to ensure that sufficient oil passes through the throttle. Orifices enter the transmission for lubrication.

When the second pilot solenoid valve 64 is energized, as shown in Figures 13 and 14, the second pilot solenoid valve 64 opens, and the output oil pressure of the pressure reducing valve 52 reaches the control of the relay valve 63 through the second pilot solenoid valve 64. end, causing the relay valve 63 to switch to the tenth valve position, the output port of the main pressure valve 51 is connected to the output port of the torque converter 61, and the output oil pressure of the main pressure valve 51 enters the torque converter from the output port of the torque converter 61 The converter 61 blocks the piston chamber of the clutch, generating oil pressure that blocks the torque converter 61. At this time, the output flow of the second pilot solenoid valve 64 is small, the torque converter control valve 62 is still in the seventh valve position, and the torque converter The control system 60 is in blocking phase one. The locking oil pressure also acts on the feedback end connected between the torque converter control valve 62 and the output port of the torque converter 61, exerting an acting force F _f on the torque converter control valve 62. At this time, the torque converter control valve 62 is still in the seventh position. valve position, the oil pressure of the main pressure valve 51 enters the output port of the torque converter 61 through the torque converter control valve 62, generating oil pressure that unlocks the torque converter 61. At the same time, the torque converter control valve 62 and the torque converter 61 input The feedback end connected to the port is subject to the force F _b of the unlocking oil pressure. The control end of the torque converter control valve 62 is subject to the force F _a of the output oil pressure of the second pilot solenoid valve 64 . The spring exerts a force on the torque converter control valve 62 The acting force is F _{spring force} . The equation of the force on the valve core of the torque converter control valve 62 is F _a + F _b = F _f + F _{spring force} . Since the acting force of the spring F _{spring force} is very small, F _spring in the formula _{The force} is basically negligible, and the equation can be changed to F _a =F _f -F _b . By controlling the output oil pressure of the second pilot solenoid valve 64, the size of F _a can be controlled, that is, the gap between the locking oil pressure and the unlocking oil pressure can be controlled. Pressure difference to achieve smoothness of locking control. After the torque converter 61 completes blocking, the torque converter control valve 62 switches to the eighth valve position, and the input port of the torque converter 61 is connected to the oil return port of the torque converter control valve 62 to release the oil pressure.

As a preferred embodiment, the cooler 71 , the fine filter 72 , the first bypass valve 73 and the second bypass valve 74 are of an integrated structure to reduce volume and weight and save space.

Further preferably, the first solenoid valve 23, the second solenoid valve 24, the third solenoid valve 25, the fourth solenoid valve 26 and the first pilot solenoid valve 54 and the second pilot solenoid valve 64 are all three-way proportional valves, which can be The size of the control current linearly controls the oil pressure at its output end to achieve smooth shifting and locking control.

On the basis of the above structure, the first solenoid valve 23, the second solenoid valve 24, the third solenoid valve 25, the fourth solenoid valve 26, the first pilot solenoid valve 54, the second pilot solenoid valve 64, the switch valve 27, the selection The valve 22, the pressure reducing valve 52, the first hydraulic pump and the suction filter 43 are all provided with an oil return port connected to the oil pan. The first solenoid valve 23, the second solenoid valve 24, the third solenoid valve 25, the fourth A back pressure valve is provided between the solenoid valve 26, the selector valve 22, the first hydraulic pump and the oil pan, the first brake 14, the first clutch 11, the third clutch 13, the first pilot solenoid valve 54 and the selector valve. 22 and the shift manual valve 30 are respectively connected with accumulators. The back pressure valve produces a throttling effect on the hydraulic oil in each oil circuit to ensure the stability of the oil pressure of the clutch and brake. The accumulator is used to store a small amount of pressure oil. When changing When shifting, the pressure fluid quickly enters the relevant clutch or brake, and absorbs and smoothes the pressure fluctuations of the delivered oil pressure, ensuring the smoothness of the shifting process and improving the vehicle's maneuverability.

In summary, the hydraulic system of the automatic manual transmission of the present invention can realize that when the electronic control system is powered off or malfunctions, some clutches and brakes are still in working condition, so that the car can be switched to emergency fourth gear or emergency R gear. , ensure the safety of vehicle driving, and can also reduce the use of a solenoid valve to achieve the purpose of simplifying the system structure, saving manufacturing costs, and reducing the weight of the system. In addition, it can also realize the control of the torque converter and the lubrication of the transmission, ensure the smoothness of the locking control of the latch, and realize start-stop control, so that the vehicle can start quickly when the engine is restarted, so it has high application and promotion value.

The above are only preferred embodiments of the present invention. It should be noted that those of ordinary skill in the art can also make several improvements and substitutions without departing from the technical principles of the present invention. These improvements and substitutions It should also be regarded as the protection scope of the present invention.

Claims (10)

1. A hydraulic system of an automatic manual transmission comprises an oil supply system, a pressure regulating system, a plurality of hydraulic friction engagement devices which are mutually combined to establish gears of the automatic transmission, a control valve device for controlling the combination state of the hydraulic friction engagement devices, and a gear shifting manual valve for adjusting the state of the control valve device and having a parking gear, a reverse gear, a neutral gear and a forward gear;

The hydraulic friction engagement device is characterized by comprising a first clutch, a second clutch, a third clutch, a first brake and a second brake;

the control valve device comprises a clutch control valve and a selection valve with a plurality of working valve positions, a normally open first electromagnetic valve, a normally closed second electromagnetic valve, a normally open third electromagnetic valve, a normally closed fourth electromagnetic valve and a normally closed switch valve which are controlled by a transmission control unit;

the first oil port of the gear shifting manual valve is connected with an oil supply system, the second oil port of the gear shifting manual valve is connected with the first electromagnetic valve, the second electromagnetic valve and the fourth electromagnetic valve, and the third oil port of the gear shifting manual valve is connected with the clutch control valve;

the clutch control valve is provided with a first valve position, a second valve position and a control end for controlling the valve positions, the first clutch is communicated with a third oil port of the gear shifting manual valve when the clutch control valve is positioned at the first valve position, and the first clutch is communicated with the second electromagnetic valve when the clutch control valve is positioned at the second valve position;

the selector valve is provided with a third valve position, a fourth valve position and a control end for controlling the valve positions, the second brake is communicated with the third electromagnetic valve when the selector valve is positioned at the third valve position, and the second clutch is communicated with the third electromagnetic valve when the selector valve is positioned at the fourth valve position;

The first brake is communicated with the fourth electromagnetic valve, the third clutch is communicated with the first electromagnetic valve, the third electromagnetic valve is connected with the oil supply system, and the switch valve is connected with the pressure regulating system;

the forward gears comprise a D1 gear, a D2 gear, a D3 gear, a D4 gear, a D5 gear and a D6 gear, the second brake is in an operating state when the automobile is in a parking gear and a neutral gear, the first clutch and the second brake are in an operating state when the automobile is in a reverse gear, the third clutch and the second brake are in an operating state when the automobile is in a D1 gear, the third clutch and the first brake are in an operating state when the automobile is in a D2 gear, the first clutch and the third clutch are in an operating state when the automobile is in a D3 gear, the second clutch and the third clutch are in an operating state when the automobile is in a D4 gear, and the first clutch and the second clutch are in an operating state when the automobile is in a D5 gear, and the second clutch and the first brake are in an operating state when the automobile is in a D6 gear.

2. The hydraulic system of the automated manual transmission of claim 1, wherein the clutch control valve has a first control end connected to a third port of the manual shift valve and a second control end connected to a second port of the manual shift valve; the selector valve is provided with a third control end connected with a second oil port of the gear shifting manual valve and a fourth control end connected with the switch valve;

The first control end of the clutch control valve and the fourth control end of the selection valve are both connected with springs.

3. The hydraulic system of an automated manual transmission according to claim 1, wherein the oil supply system comprises a first hydraulic pump, a second hydraulic pump, and a suction filter, the first hydraulic pump being a mechanical pump, the second hydraulic pump being an electronic pump;

one end of the suction filter is connected with the first hydraulic pump and the second hydraulic pump, and the other end of the suction filter is connected with the oil pan.

4. The hydraulic system of an automated manual transmission according to claim 3, wherein the pressure regulating system comprises a main pressure valve, a relief valve, a secondary pressure regulating valve, and a first pilot solenoid valve, each of the main pressure valve, the relief valve, the secondary pressure regulating valve, and the first pilot solenoid valve having an input port, an output port, and an oil return port, each of the main pressure valve and the secondary pressure regulating valve having a control end and a feedback end;

the output port of the first hydraulic pump is connected with the input port of the main pressure valve, the control end of the main pressure valve, the input port of the pressure reducing valve, the first oil port of the gear shifting manual valve and the third electromagnetic valve;

The output port of the main pressure valve is connected with the input port of the secondary pressure regulating valve and the control end of the secondary pressure regulating valve, and the output port of the first pilot electromagnetic valve is connected with the feedback end of the main pressure valve and the feedback end of the secondary pressure regulating valve; the output port of the pressure reducing valve is connected with the input port of the first pilot electromagnetic valve and the switch valve.

5. The hydraulic system of the automated manual transmission of claim 4, further comprising a start-stop control valve having a plurality of oil ports, a fifth valve position, a sixth valve position, and a control end for controlling the valve positions and connected to an output port of the pressure reducing valve, the start-stop control valve in the fifth valve position causing the first solenoid valve to supply oil to the third clutch, the start-stop control valve in the sixth valve position causing the second hydraulic pump to supply oil to the third clutch;

the start-stop control valve is connected to the oil pan through a one-way valve having a cracking pressure greater than a minimum pressure required to maintain engagement of the third clutch.

6. The hydraulic system of the automated manual transmission of claim 4, further comprising a torque converter control system including a torque converter, a relay valve, a torque converter control valve, and a second pilot solenoid valve;

The torque converter has an input port and an output port;

the torque converter control valve is provided with an input port connected with the output port of the main pressure valve, an output port connected with the relay valve, an oil return port connected with the oil pan, two feedback ends respectively connected with the input port and the output port of the torque converter, and a control end, and is provided with a seventh valve position for connecting the output port of the torque converter control valve with the input port and an eighth valve position for connecting the output port of the torque converter control valve with the oil return port;

the relay valve is provided with a ninth valve position, a tenth valve position and a control end for controlling the valve position, the relay valve is positioned at the ninth valve position, so that the output port of the main pressure valve is communicated with the input port of the torque converter, and the relay valve is positioned at the tenth valve position, so that the output port of the main pressure valve is communicated with the output port of the torque converter;

the control ends of the relay valve and the torque converter control valve are connected to the oil pan when the second pilot electromagnetic valve is not electrified, and the control ends of the relay valve and the torque converter control valve are connected to the output port of the pressure reducing valve when the second pilot electromagnetic valve is electrified.

7. The hydraulic system of an automated manual transmission according to claim 6, further comprising a lubrication system comprising a cooler, a fine filter, a first bypass valve disposed in parallel with the cooler, a second bypass valve disposed in parallel with the fine filter, and a plurality of orifices disposed in series;

And when the relay valve is in the ninth valve position, the input port of the cooler is communicated with the output port of the torque converter, and when the relay valve is in the tenth valve position, the input port of the cooler is communicated with the output port of the secondary pressure regulating valve.

8. The hydraulic system of an automated manual transmission according to claim 7, wherein the cooler, the fine filter, the first bypass valve, and the second bypass valve are of unitary construction.

9. The hydraulic system of an automated manual transmission according to claim 6, wherein the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, and the first and second pilot solenoid valves are three-way proportional valves.

10. The hydraulic system of the automated manual transmission according to claim 6, wherein the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the second pilot solenoid valve, the on-off valve, the selector valve, the first hydraulic pump, and the suction filter are each provided with an oil return port connected to an oil pan, and back pressure valves are provided between the first solenoid valve, the second solenoid valve, the third solenoid valve, the fourth solenoid valve, the selector valve, the first hydraulic pump, and the oil pan, respectively;

The first brake, the first clutch, the third clutch, the first pilot electromagnetic valve, the selection valve and the gear shifting manual valve are respectively connected with an energy accumulator.