阅读说明：本技术 液压自动变速器故障行驶系统及液压自动变速器 (Hydraulic automatic transmission fault running system and hydraulic automatic transmission ) 是由 严思敏 王凯峰 郭君宝 高佩 于 2020-06-23 设计创作，主要内容包括：本发明涉及一种液压自动变速器故障行驶系统及液压自动变速器,克服因液力自动变速器的电控单元、连接线束,传感器,电磁阀等电控元件故障引起的电控系统罢工,导致变速器不受控制,车辆突然停止运行的问题。包括电磁阀组件、换向阀组件、开关阀及先导阀；当变速器在某一档位正常工作时,本发明系统电磁阀组件中的第一电磁阀和第二电磁阀必有一个或两个此时通电工作,此时离合器C1和离合器C2有一个或两个结合,实现汽车在某指定档位下行驶；当变速器进入故障行驶模式即故障行驶模式后,自动使离合器C1和C3、C2和C3或C1和C2结合,保证车辆能够以合适的档位运行到合适的停车点进行故障检修,不影响交通,避免发生安全事故。(The invention relates to a fault running system of a hydraulic automatic transmission and the hydraulic automatic transmission, which overcome the problems that an electric control system is disabled, the transmission is not controlled and a vehicle stops running suddenly, which are caused by the faults of electric control elements such as an electric control unit, a connecting wire harness, a sensor, an electromagnetic valve and the like of the hydraulic automatic transmission. The electromagnetic valve assembly comprises an electromagnetic valve assembly, a reversing valve assembly, a switching valve and a pilot valve; when the transmission normally works in a certain gear, one or two of the first electromagnetic valve and the second electromagnetic valve in the electromagnetic valve component of the system are electrified to work, and at the time, one or two of the clutch C1 and the clutch C2 are combined, so that the automobile can run in a certain specified gear; when the transmission enters a fault running mode, namely a fault running mode, the clutches C1 and C3, C2 and C3 or C1 and C2 are automatically combined, so that the vehicle can run to a proper stopping point at a proper gear to carry out fault maintenance, the traffic is not influenced, and safety accidents are avoided.)

1. A fail-over system of a hydraulic automatic transmission, wherein the hydraulic automatic transmission includes a clutch C1, a clutch C2, a clutch C3, a clutch C4, a clutch C5 and a clutch C6;

the method is characterized in that:

comprises a solenoid valve component, a reversing valve component, a switch valve (1) and a pilot valve (2);

the electromagnetic valve assembly comprises a first electromagnetic valve (5), a second electromagnetic valve (8), a third electromagnetic valve (10), a fourth electromagnetic valve (11), a fifth electromagnetic valve (12) and a sixth electromagnetic valve (13);

the reversing valve component comprises a first reversing valve (3), a second reversing valve (6) and a third reversing valve (9);

wherein the switch valve (1) is a two-position three-way inverse proportion electromagnetic valve; the first reversing valve (3), the second reversing valve (6) and the third reversing valve (9) are two-position three-way reversing valves; the first electromagnetic valve (5), the second electromagnetic valve (8), the third electromagnetic valve (10), the fourth electromagnetic valve (11), the fifth electromagnetic valve (12) and the sixth electromagnetic valve (13) are pilot-operated electromagnetic valves;

the C oil notch of the first electromagnetic valve (5), the pilot control X1 oil notch of the first reversing valve (3) and the P1 oil notch of the pilot valve (2) are connected through oil passages; the oil groove C of the first electromagnetic valve (5) is used for being connected with an oil supply path of the clutch C1;

an oil tank opening A of the first reversing valve (3) is connected with an oil tank opening B of the first electromagnetic valve (5);

the C oil notch of the second electromagnetic valve (8), the pilot control X1 oil notch of the second reversing valve (6) and the P2 oil notch of the pilot valve (2) are connected through oil passages; the oil groove C of the second electromagnetic valve (8) is used for being connected with an oil supply path of the clutch C2;

an oil tank opening A of the second reversing valve (6) is connected with an oil tank opening B of the second electromagnetic valve (8);

the oil groove C of the third electromagnetic valve (10) is used for being connected with an oil supply path of the clutch C3;

an oil tank opening A of the third reversing valve (9) is connected with an oil tank opening B of the third electromagnetic valve (10);

the oil grooves C of the fourth electromagnetic valve (11), the fifth electromagnetic valve (12) and the sixth electromagnetic valve (13) are respectively used for being connected with oil supply passages of a clutch C4, a clutch C5 and a clutch C6; oil grooves B of a fourth electromagnetic valve (11), a fifth electromagnetic valve (12) and a sixth electromagnetic valve (13) are connected with an oil drainage groove T;

the main oil path oil supply path is respectively connected with P oil groove openings of a first electromagnetic valve (5), a second electromagnetic valve (8), a third electromagnetic valve (10), a fourth electromagnetic valve (11), a fifth electromagnetic valve (12), a sixth electromagnetic valve (13), a first reversing valve (3), a second reversing valve (6), a third reversing valve (9) and a switch valve (1);

the pressure relief port is respectively connected with T oil groove ports of a switching valve (1), a pilot valve (2), a first reversing valve (3), a second reversing valve (6), a third reversing valve (9), a first electromagnetic valve (5), a second electromagnetic valve (8), a third electromagnetic valve (10), a fourth electromagnetic valve (11), a fifth electromagnetic valve (12) and a sixth electromagnetic valve (13);

the oil tank A of the switch valve (1) is connected with oil tank ports of a pilot control X2 at the spring positions of the first reversing valve (3), the second reversing valve (6) and the third reversing valve (9);

the oil notch A of the pilot valve (2) is connected with the oil notch of the pilot control X1 of the third reversing valve (9);

when an electric control system of the hydraulic automatic transmission is electrified, an oil groove opening A of the switch valve (1) is communicated with an oil groove opening P; when the electric control system of the hydraulic automatic transmission is powered off, the oil groove opening A is communicated with the oil groove opening T.

2. The hydraulic automatic transmission failure travel system according to claim 1, characterized in that: further comprising a trim valve assembly comprising a first trim valve (4) and a second trim valve (7);

wherein the first cushion valve (4) is connected with an oil supply path of the clutch C1, a pilot control X1 oil notch of the first reversing valve (3) and a P1 oil notch of the pilot valve (2); the second buffer valve (7) is connected with an oil supply path of the clutch C2, a pilot control X1 oil notch of the second reversing valve (6) and a P2 oil notch of the pilot valve (2).

3. The hydraulic automatic transmission failure travel system according to claim 2, characterized in that: throttle orifices (2-1) are arranged on oil passages connected with the first electromagnetic valve (5), the first buffer valve (4) and the first reversing valve (3);

and throttling ports (2-2) are arranged on oil passages connected with the second electromagnetic valve (8), the second buffer valve (7) and the second reversing valve (6).

4. The hydraulic automatic transmission failure travel system according to claim 3, characterized in that: the valve core area difference of the P oil notch and the A oil notch of the first reversing valve (3) is ensured: when the first reversing valve (3) starts to move the main oil pressure P, oil starts to enter the oil groove, so that the first reversing valve (3) is completely changed into a left position;

the valve core area difference of the P oil notch and the A oil notch of the third reversing valve (9) is ensured: when the third reversing valve (9) starts to move the main oil pressure P, oil starts to enter the oil groove, so that the third reversing valve (9) is completely changed into a left position.

5. A hydraulic automatic transmission characterized in that: the fail-safe system of a hydraulic automatic transmission including any one of claims 1 to 4, wherein oil supply paths of a clutch C1, a clutch C2, a clutch C3, a clutch C4, a clutch C5 and a clutch C6 in the hydraulic automatic transmission are connected to C oil tanks of a first solenoid valve (5), a second solenoid valve (8), a third solenoid valve (10), a fourth solenoid valve (11), a fifth solenoid valve (12) and a sixth solenoid valve (13), respectively.

Technical Field

The invention relates to a hydraulic automatic transmission, in particular to a fault running system of the hydraulic automatic transmission. When the electronic control module breaks down when the automobile is running, the electronic control module can ensure that the automobile can still run to a maintenance place with the lowest required performance level, and serious safety accidents possibly caused by sudden stop of the broken-down automobile in the running process are avoided.

Background

AT present, vehicle transmission systems in the market are mainly classified into four types, namely, a mechanical manual transmission, an Automatic Mechanical Transmission (AMT) or a Dual Clutch Transmission (DCT), a Continuously Variable Transmission (CVT), and an automatic hydraulic transmission (AT). For a mechanical manual transmission, when a gear of the transmission is in fault, the transmission can be manually selected not to run in the fault gear. For an Automated Mechanical Transmission (AMT) or a Dual Clutch Transmission (DCT), when a fault is detected, or the controller is powered down, the transmission remains in neutral and the vehicle loses power. For a Continuously Variable Transmission (CVT), at an emergency moment, a controller is driven to be closed, a hydraulic torque converter is locked, a clutch is opened, and a vehicle can be enabled to be in a neutral gear or a fixed speed ratio gear through a gear shifting handle. For a hydraulic Automatic Transmission (AT), when a TCU detects a gearbox fault, the situation AT the moment can be dealt with according to a control strategy set before, but the situation that the TCU is unavailable can not be dealt with when an electric control system is completely powered off, and a vehicle can be stopped without power.

The hydraulic automatic transmission has the characteristics of convenience in operation, stable gear shifting, low oil consumption, riding comfort and the like due to electro-hydraulic control, and has an increasingly larger market application share in commercial vehicles and engineering vehicles. However, this construction has the disadvantage that the entire transmission will not be controlled in any way when the electrical control system is selected to be automatically de-energized in the event of a failure of the electrical control system mentioned above, which is a relatively minor effect on passenger vehicles but a major effect on engineering work vehicles.

Disclosure of Invention

The invention aims to solve the problems that an electric control system is disabled due to the faults of electric control elements such as an electric control unit, a connecting wire harness, a sensor, an electromagnetic valve and the like caused by the lack of reasonable maintenance or other accidents of a hydraulic automatic transmission, so that the transmission is not controlled, and a vehicle stops running suddenly, and provides a fault running system of the hydraulic automatic transmission. When the electric control system is powered off, the system automatically jumps into a fault running mode, so that the vehicle runs to a proper stopping point to carry out fault maintenance.

The invention provides a hydraulic automatic transmission fault running system, wherein the hydraulic automatic transmission comprises a clutch C1, a clutch C2, a clutch C3, a clutch C4, a clutch C5 and a clutch C6;

it is characterized in that:

the electromagnetic valve assembly comprises an electromagnetic valve assembly, a reversing valve assembly, a switching valve and a pilot valve;

the electromagnetic valve assembly comprises a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve and a sixth electromagnetic valve;

the reversing valve component comprises a first reversing valve, a second reversing valve and a third reversing valve;

the switch valve is a two-position three-way inverse proportion electromagnetic valve, is a trigger point of fault running, and is used for realizing pressure maintaining of a reversing valve back pressure cavity when the hydraulic transmission normally works and pressure relief of the reversing valve back pressure cavity when the hydraulic transmission runs in a fault. The high pressure oil of the main oil pressure in the normal process can ensure that the fault running function can not be started. When power is off, the oil drainage of the back pressure cavity can start to trigger the fault running function.

The pilot valve is used for providing pilot oil pressure for the third reversing valve, the control oil source of the third reversing valve is from the switch valve, and after the switch valve is electrified, the main oil pressure is communicated with the clutch C1 or C2 and flows to the P1 or P2 of the pilot valve 2 through the throttle hole. The pilot valve is a secondary protection device after the limp function is realized, can realize the logic switching of the fault running function gear, and does not influence the normal gear engagement of the transmission.

The first reversing valve, the second reversing valve and the third reversing valve are two-position three-way reversing valves; the first electromagnetic valve, the second electromagnetic valve, the third electromagnetic valve, the fourth electromagnetic valve, the fifth electromagnetic valve and the sixth electromagnetic valve are pilot-operated electromagnetic valves;

the C oil groove opening of the first electromagnetic valve, the pilot control X1 oil groove opening of the first reversing valve and the P1 oil groove opening of the pilot valve are connected through oil passages; the oil groove C of the first electromagnetic valve is used for being connected with an oil supply path of the clutch C1;

the oil tank A port of the first reversing valve is connected with the oil tank B port of the first electromagnetic valve; the first reversing valve and the first electromagnetic valve work together to enable the clutch C1 to be communicated with the main oil path, main oil pressure is provided for the clutch C1, and normal combination of the clutch C1 is achieved.

The C oil groove opening of the second electromagnetic valve, the pilot control X1 oil groove opening of the second reversing valve and the P2 oil groove opening of the pilot valve are connected through oil passages; the oil groove C of the second electromagnetic valve is used for being connected with an oil supply path of the clutch C2;

the oil tank A port of the second reversing valve is connected with the oil tank B port of the second electromagnetic valve; the second reversing valve and the second electromagnetic valve work together to enable the clutch C2 to be communicated with the main oil path, main oil pressure is provided for the clutch C2, and normal combination of the clutch C2 is achieved.

The oil groove C of the third electromagnetic valve is used for being connected with an oil supply path of the clutch C3;

the oil tank A port of the third reversing valve is connected with the oil tank B port of the third electromagnetic valve;

the oil grooves C of the fourth electromagnetic valve, the fifth electromagnetic valve and the sixth electromagnetic valve are respectively used for being connected with oil supply passages of the clutch C4, the clutch C5 and the clutch C6; oil grooves B of the fourth electromagnetic valve, the fifth electromagnetic valve and the sixth electromagnetic valve are connected with an oil drainage groove T;

the main oil path oil supply path is respectively connected with P oil groove ports of a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve, a sixth electromagnetic valve, a first reversing valve, a second reversing valve, a third reversing valve and a switch valve;

the pressure relief port is respectively connected with T oil groove ports of a switching valve, a pilot valve, a first reversing valve, a second reversing valve, a third reversing valve, a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve and a sixth electromagnetic valve;

an oil groove opening A of the switch valve is connected with pilot control X2 oil groove openings at springs of the first reversing valve, the second reversing valve and the third reversing valve;

the oil notch A of the pilot valve is connected with the oil groove port of the pilot control X1 of the third reversing valve;

when an electric control system of the hydraulic automatic transmission is electrified, an oil groove opening A of the switch valve is communicated with an oil groove opening P; when the electric control system of the hydraulic automatic transmission is powered off, the oil groove opening A is communicated with the oil groove opening T.

Further, the system also includes a trim valve assembly including a first trim valve and a second trim valve;

the first cushion valve is connected with an oil supply path of the clutch C1, a pilot control X1 oil groove port of the first reversing valve and a P1 oil groove port of the pilot valve; the second cushion valve is connected with an oil supply path of the clutch C2, a pilot control X1 oil groove port of the second reversing valve and a P2 oil groove port of the pilot valve.

The first cushion valve provides pilot-switched oil pressure for the first direction changing valve when the fault running function is started, and simultaneously ensures that the third direction changing valve works smoothly, so that the combination impact of the clutch C1 and the clutch C3 can be reduced. The second buffer valve provides pilot reversing oil pressure for the second reversing valve when the fault running function is started, and meanwhile, the third reversing valve is guaranteed to work stably, and impact on the clutch C2 and the clutch C3 is reduced.

Meanwhile, the pressure of the first buffer valve is adjusted in the process of oil filling and combining of the clutch C1 and the clutch C3, and the situation that the clutch is filled with oil too fast and combined too fast to cause impact is avoided. The pressure of the second buffer valve is adjusted in the process of oil filling and combining of the clutch C2 and the clutch C3, and the phenomenon that the clutch is filled with oil too fast and combined too fast to generate impact is avoided.

Furthermore, a throttling port 2-1 is arranged on an oil passage connected with the first electromagnetic valve, the first buffer valve and the first reversing valve;

and throttling ports 2-2 are arranged on an oil duct connected with the second electromagnetic valve, the second buffer valve and the second reversing valve.

Further, the valve core area difference of the oil notch P and the oil notch A of the first reversing valve is ensured: when the first reversing valve starts to move the main oil pressure P, oil starts to enter the oil groove port, so that the first reversing valve is completely changed into a left position;

the valve core area difference of the P oil notch and the A oil notch of the third reversing valve is ensured: when the third reversing valve starts to move the main oil pressure P, the oil tank port starts to take oil, so that the third reversing valve is completely changed into a left position.

The invention also provides a hydraulic automatic transmission, which is characterized in that: the hydraulic automatic transmission fault running system comprises the hydraulic automatic transmission fault running system, wherein oil supply paths of a clutch C1, a clutch C2, a clutch C3, a clutch C4, a clutch C5 and a clutch C6 in the hydraulic automatic transmission are respectively connected with oil grooves C of a first electromagnetic valve, a second electromagnetic valve, a third electromagnetic valve, a fourth electromagnetic valve, a fifth electromagnetic valve and a sixth electromagnetic valve.

When the transmission normally works in a certain gear, one or two of the first electromagnetic valve and the second electromagnetic valve are electrified to work, and at the time, one or two of the clutch C1 and the clutch C2 are combined, so that the automobile can run in a certain specified gear;

when the transmission enters a failure driving mode, the clutches C1 and C3, C2 and C3 or C1 and C2 are automatically combined, and the 'limp' home of a certain gear is realized.

The invention relates to a hydraulic automatic transmission fault running system, which is characterized in that when the hydraulic automatic transmission fault running system runs in 1, 2, 3 and 4 gears normally, a switch valve is opened to enable an oil way to be communicated after an electric control system of the hydraulic automatic transmission is powered off, and the hydraulic automatic transmission fault running system comprises the following components:

after the electric control system of the hydraulic transmission is powered off, the oil groove A of the switch valve is communicated with the oil groove T, the back pressure cavity of the first reversing valve is decompressed through the switch valve, the valve core moves and reverses by overcoming the spring force and becomes a right position, the oil groove P of the first reversing valve is communicated with the oil groove A, main oil pressure is communicated with the oil groove B of the first electromagnetic valve, the first electromagnetic valve pushes the electromagnetic valve to control the valve core to reverse by pilot pressure and becomes a left position, the main oil pressure is communicated with the clutch C1, oil is filled into the clutch C1, and the clutch C1 is compressed. Meanwhile, the supply oil pressure to the clutch C1 flows to the P1 oil notch of the pilot valve, the pilot control X1 oil notch of the first direction change valve, and the pressure regulating hole of the first cushion valve through the orifice 2-2. The P1 oil groove mouth of the pilot valve receives the pressure from clutch C1, the valve core overcomes the spring force to move, become the left position, make the oil groove mouth of pilot valve P1 communicate with A oil groove mouth leading to the pilot control X1 of the third reversal valve, the oil groove mouth of pilot control X2 of the third reversal valve communicates with relief port of the pilot valve and relieves pressure through the switching valve at the same time, the third reversal valve is in the right position at this moment; the pilot control port B of the third electromagnetic valve is communicated with the main oil pressure through a third reversing valve, the third electromagnetic valve is pushed by the oil pressure, the electromagnetic valve of the third electromagnetic valve controls the valve core to reverse and become a left position, and therefore the P oil groove port of the clutch C3 is communicated with the main oil pressure. The second reversing valve is in the right position, the pilot control port B of the second electromagnetic valve is communicated with the second reversing valve without oil pressure, the second electromagnetic valve is not electrified and becomes the right position at the moment, and the oil groove opening leading to the clutch C2 is communicated with the oil drainage groove opening. The fourth electromagnetic valve, the fifth electromagnetic valve and the sixth electromagnetic valve are located at the right position by the power-down valve spool at the moment, and the oil supply notch and the oil drain notch of the clutch C4, the clutch C5 and the clutch C6 are communicated. With the transmission clutches C1 and C3 engaged, the transmission can travel normally in this fixed gear. In the same manner, the system may engage clutches C1 and C2 when driving normally in 5, and clutches C2 and C3 when driving normally in 6, 7.

The invention has the beneficial effects that:

1. when the transmission normally works in a certain gear, one or two of the first electromagnetic valve and the second electromagnetic valve in the system are electrified to work, and at the time, one or two of the clutch C1 and the clutch C2 are combined, so that the automobile can run in a certain specified gear;

when the transmission enters a failure driving mode, namely a failure driving mode, clutches C1 and C3, C2 and C3 or C1 and C2 are automatically combined, and the 'limp' home of a certain gear is realized. When guaranteeing electric control system and cutting down, the vehicle can carry out the troubleshooting with suitable gear operation to suitable parking point, does not influence the traffic, avoids taking place the incident.

2. The fault running system of the hydraulic automatic transmission has double protection in the implementation process, not only realizes the basic function of limp home, but also applies secondary protection in the hydraulic system to ensure that the hydraulic automatic transmission stably runs under normal conditions and cannot jump to a limp mode.

3. The hydraulic automatic transmission fault running system also has a clutch protection function, and the first buffer valve and the second buffer valve arranged on the hydraulic automatic transmission fault running system can prevent the clutch C1, the clutch C2 and the clutch C3 from suddenly separating, quickly and smoothly combine, and avoid the impact at the moment of switching the fault running mode and damage a friction pair.

Drawings

FIG. 1 is a schematic structural diagram of a hydraulic automatic transmission fault running system;

FIG. 2 is a hydraulic schematic diagram of a hydraulic automatic transmission fault travel system;

FIG. 3 is a hydraulic schematic diagram of a normal drive 1-gear of the automatic hydraulic transmission;

FIG. 4 is a schematic diagram of a 4-gear hydraulic system for a failed drive of an automatic hydraulic transmission;

FIG. 5 is a schematic diagram of a hydraulic schematic of a hydraulic automatic transmission in a fault running 5-gear state;

FIG. 6 is a hydraulic schematic diagram of a hydraulic automatic transmission with a failed drive 6-gear;

FIG. 7 is a detailed schematic view of the diverter valve;

fig. 8 is a hydraulic automatic transmission gear logic diagram.

The reference numbers in the figures are: 1-a switching valve, 2-a pilot valve, 3-a first reversing valve, 4-a first cushion valve, 5-a first electromagnetic valve, 6-a second reversing valve, 7-a second cushion valve, 8-a second electromagnetic valve, 9-a third reversing valve, 10-a third electromagnetic valve, 11-a fourth electromagnetic valve, 12-a fifth electromagnetic valve and 13-a sixth electromagnetic valve.

Detailed Description

The invention is further described with reference to the following figures and specific embodiments.

With reference to fig. 1 and 2, the hydraulic control failure driving system of the automatic transmission in the embodiment of the present invention includes a switching valve 1, a pilot valve 2, a first direction changing valve 3, a first cushion valve 4, a first electromagnetic valve 5, a second direction changing valve 6, a second cushion valve 7, a second electromagnetic valve 8, a third direction changing valve 9, a third electromagnetic valve 10, a fourth electromagnetic valve 11, a fifth electromagnetic valve 12, and a sixth electromagnetic valve 13. Wherein the switch valve 1 is a two-position three-way inverse proportion electromagnetic valve; the first reversing valve 3, the second reversing valve 6 and the third reversing valve 9 are two-position three-way reversing valves; the first solenoid valve 5, the second solenoid valve 8, the third solenoid valve 10, the fourth solenoid valve 11, the fifth solenoid valve 12, and the sixth solenoid valve 13 are pilot-operated solenoid valves (spool-control valves).

The oil supply path of the clutch C1 is connected with the C oil notch of the first electromagnetic valve 5, the first buffer valve 4, the pilot control X1 oil notch of the first reversing valve 3 and the P1 oil notch of the pilot valve 2, wherein the A oil notch of the first reversing valve 3 is connected with the B oil notch of the first electromagnetic valve 5.

The oil supply path of the clutch C2 is connected with the C oil notch of the second electromagnetic valve 8, the second buffer valve 7, the second reversing valve 6 for pilot control of the X1 oil notch and the P2 oil notch of the pilot valve 2; the a port of the second direction valve 6 is connected to the B port of the second solenoid valve 8.

The first buffer valve 4 and the second buffer valve 7 are respectively connected with pilot control oil paths of the first reversing valve 3 and the second reversing valve 6, so that the reversing process can be stably and quickly generated in the case of power failure, and stable oil pressure can be provided for a control oil path of the third reversing valve 9. Meanwhile, throttling ports 2-2 can be arranged in oil ducts connected with the first solenoid valve 5, the first buffer valve 4 and the first reversing valve 3, and throttling ports 2-1 can be arranged in oil ducts connected with the second solenoid valve 8, the second buffer valve 7 and the second reversing valve 6. The throttle opening is started to slow the speed to fill oil for the clutch, so that the switching moment of power impact and limping is reduced, and the oil drainage speed of an oil way is slowed down.

The clutch C3 oil supply path is connected to the C oil sump port of the third solenoid valve 10, where the B oil sump port of the third solenoid valve 10 is connected to the a oil sump port of the third directional valve 9.

The main oil path is connected with the P oil groove ports of the first electromagnetic valve 5, the third electromagnetic valve 10, the second electromagnetic valve 8, the fourth electromagnetic valve 11, the fifth electromagnetic valve 12, the first reversing valve 3, the third reversing valve 9, the second reversing valve 6 and the switch valve 1 respectively, and provides main oil pressure for a fault running system.

The switch valve 1 is used as a 'limp' home (fault driving) switch valve, and the oil groove opening A of the switch valve is connected with the oil groove openings of the pilot control X2 at the reversing valve springs of the first reversing valve 3, the third reversing valve 9 and the second reversing valve 6.

The oil supply paths of the clutch C4, the clutch C5 and the clutch C6 are respectively connected with the oil grooves C of the fourth electromagnetic valve 11, the fifth electromagnetic valve 12 and the sixth electromagnetic valve 13, and the oil grooves B of the fourth electromagnetic valve 11, the fifth electromagnetic valve 12 and the sixth electromagnetic valve 13 are connected with the oil drainage groove T.

The pressure relief port is respectively connected with T oil grooves of a switch valve 1, a pilot valve 2, a first reversing valve 3, a second reversing valve 6, a third reversing valve 9, a first electromagnetic valve 5, a second electromagnetic valve 8, a third electromagnetic valve 10, a fourth electromagnetic valve 11, a fifth electromagnetic valve 12 and a sixth electromagnetic valve 13.

The logic of the hydraulic automatic transmission gear is shown in figure 8:

1, gear 1: clutches C1 and C6 compress;

and 2, gear: clutches C1 and C5 compress;

and 3, gear shifting: clutches C1 and C4 compress;

4, gear shifting: clutches C1 and C3 compress;

and 5, gear shifting: clutches C1 and C2 compress;

6, gear 6: clutches C2 and C3 compress;

and 7, gear shifting: clutches C2 and C4 compress;

when the vehicle normally runs in the 1 gear, the 2 gear, the 3 gear and the 4 gear, the limp gear is the 4 gear, and the clutches C1 and C3 are controlled to be pressed; when the vehicle is normally driven in the 5-gear, the limp gear is the 5-gear, and the clutches C1 and C2 are controlled to be pressed; when the vehicle normally runs in the 6 th gear and the 7 th gear, the limp gear is the 6 th gear, and the clutches C2 and C3 are controlled to be pressed.

The following describes the operation of the system, taking the normal 1-gear operation as an example:

as shown in fig. 3, when the automatic hydraulic transmission normally operates in the 1 st gear, the switch valve 1 is normally energized to the left, the oil groove opening P of the switch valve 1 is communicated with the oil groove opening a, and the main oil pressure for oil supply is supplied to the oil groove openings X2 through the switch valve 1 to the first direction valve 3, the second direction valve 6 and the third direction valve 9, so that each direction valve is maintained at the right. The pilot control X1 oil slot of the first change valve 3 is connected to the C1 clutch oil feed, but now the first change valve 3 remains in the right position due to the spring and pilot control of the pilot control X2.

The first electromagnetic valve 5 is electrified to normally work, main oil pressure is used for flushing oil for the clutch C1 through the first electromagnetic valve 5, the first buffer valve 4 is connected with an oil supply oil way of the clutch C1 through an orifice 2-2, and at the moment, oil pressure is arranged at the top end of the buffer valve, and a spring is compressed; the P1 oil notch of pilot valve 2 is connected with clutch C1 oil supply oil circuit, the case inside of pilot valve 2 makes it keep the left position through oil pressure and spring this moment, P1 oil notch and A oil groove intercommunication, pilot valve 2A oil notch is connected with third switching-over valve 9 pilot control X1 oil groove simultaneously, X1 oil groove has the oil pressure effect this moment, but the oil pressure and the spring force combined action of pilot control X2 oil groove make third switching-over valve 9 still keep the right position.

The oil supply path of the clutch C6 is connected with the oil groove C of the sixth electromagnetic valve 13, the main oil pressure is connected with the oil groove P, the sixth electromagnetic valve 13 is electrified, the oil groove P is communicated with the oil groove C, and the oil flushing of the clutch C6 is combined. At this time, the second electromagnetic valve 8 is not electrified, the clutch C2 is not supplied with oil, the pilot control X1 of the second reversing valve 6 has no oil pressure, and the right position is kept under the action of the oil pressure of the pilot control X2 and the spring.

The following describes the operation process of the automatic transmission electronic control system when the transmission runs in different gears and the system fails:

as shown in fig. 4, when the transmission runs in 1, 2, 3, 4 gears, the electronic control system of the automatic transmission breaks down, the switch valve 1 in the system is powered off and is in the right position, the oil supply main oil path P oil groove port is closed, and the oil groove port a is communicated with the oil groove port T (oil drain groove port). Taking the 2 nd gear of normal driving as an example, the power failure of the fifth electromagnetic valve 12 is at the right position, the main oil path is connected with the oil groove port B (connected with the pressure relief port) through the oil groove port P, the oil groove port P is blocked due to the movement of the valve core under the action of the spring force, the oil supply path C5 is connected with the oil drainage groove port, and the clutch C5 is separated. At this time, the oil groove ports of the pilot control X2 of the first change valve 3, the second change valve 6 and the third change valve 9 are connected with the oil drainage groove port through the switch valve 1, the spring of the first buffer valve 4 is compressed, the top of the first buffer valve is provided with oil pressure, the oil pressure provides pressure for the oil groove port of the pilot control X1 of the first change valve 3 to enable the first change valve 3 to start moving, when the first change valve 3 starts moving, the main oil pressure P oil groove port starts oil feeding, due to the valve core area difference design of the oil groove port P and the oil groove port A, as shown in figure 7, the detailed schematic diagram of the change valve is shown, wherein S1 is more than S2, at this time, the pressure is generated to accelerate the valve core to overcome the spring to rapidly move downwards to enable the first change valve 3 to be completely in the left position, the oil groove A at this time is communicated with the oil groove port P, so that the main oil pressure for oil feeding is enabled to pass through the, the oil pressure pushes the electromagnetic valve to control the valve core to move, so that the P oil groove port of the first electromagnetic valve 5 is still communicated with the C oil groove port, oil is supplied to the clutch C1, and the clutch C1 is combined. The throttle hole 2-2 slows down the oil drainage time of the oil supply path of the clutch C1 at the moment when the first electromagnetic valve 5 is powered off, so that the first buffer valve 4 and the first reversing valve 3 have time to rapidly act and timely flush oil again for the clutch C1, the impact of switching the limp mode is reduced, and meanwhile, the oil path of the pilot control X1 of the third reversing valve 9 plays a stable role. The P1 oil notch of pilot valve 2 is connected with clutch C1 oil supply oil circuit, the combined action of oil pressure and spring makes the case be in the left position, P1 oil notch is connected with A oil notch, the pilot control X1 of third switching-over valve 9 has the oil pressure effect this moment, the pilot control X2 draining case right-hand member is only spring force effect, the case begins the downstream this moment, the area difference design of third switching-over valve 9 is treated in the same way, third switching-over valve 9 becomes the left position fast. The main oil pressure of supplying oil is connected to the third electromagnetic valve 10 through the third reversing valve 9, and the power failure of the third electromagnetic valve 10 at this time, the oil notch B is connected with the main oil pressure, and in the same way as the first electromagnetic valve 5, the third electromagnetic valve 10 is powered down, but the electromagnetic valve control valve core is pushed under the oil pressure action of the oil notch B to move, so that the third electromagnetic valve 10 is located at the left position at this time, and the oil notch P is communicated with the oil notch C to supply oil for the clutch C3. As shown in fig. 4, at this time, the clutches C1 and C3 are engaged, the oil supply path of the clutch C2 has no oil pressure before power failure, the pilot control X1 of the second directional control valve 6 is close to 0bar, the spool maintains the right position under the action of the spring, the P oil groove is not communicated, the B oil groove of the second electromagnetic valve 8 is communicated with the oil drain groove, the control spool of the second electromagnetic valve 8 is in the right position under the action of the spring without oil pressure, and the oil supply path of the clutch C2 is connected with the oil drain groove. The fourth electromagnetic valve 11, the fifth electromagnetic valve 12 and the sixth electromagnetic valve 13 are in the right position after power failure, and oil supply paths of the clutch C4, the clutch C5 and the clutch C6 are communicated with the oil drain notch.

When the hydraulic automatic transmission normally works in a 5-gear state, the clutch C1 and the clutch C2 are combined by oil flushing, the switch valve 1 of the system is electrified to keep a left position, a P oil groove opening of the switch valve 1 is communicated with an A oil groove opening, main oil pressure passes through the switch valve 1 to a first reversing valve 3, a pilot control X2 oil groove opening of a second reversing valve 6 and a third reversing valve 9, and all the reversing valves are kept at a right position. The pilot control X1 oil slot of the first change valve 3 is connected to the C1 clutch oil feed, but now the first change valve 3 remains in the right position due to the spring and pilot control of the pilot control X2. At the same time, the pilot control X1 oil notch of the second direction valve 6 is connected with the C2 clutch oil supply path, but at this time, the second direction valve 6 is kept at the right position due to the combined action of the spring and the pilot control X2.

The first electromagnetic valve 5 and the second electromagnetic valve 8 are electrified to work normally, main oil pressure is used for flushing oil for the clutch C1 and the clutch C2 through the first electromagnetic valve 5 and the second electromagnetic valve 8, the first buffer valve 4 is connected with an oil supply oil way of the clutch C1 through an orifice 2-2, and at the moment, oil pressure is arranged at the top end of the buffer valve, and a spring is compressed; the second trim valve 7 is connected to the clutch C2 oil supply path through orifice 2-1, with the trim valve spring compressed. The P1 oil notch of the pilot valve 2 is connected with the oil supply circuit of the clutch C1, and the P2 oil notch is connected with the oil supply circuit of the clutch C2. At the moment, the valve core of the pilot valve 2 is kept at a middle position through oil pressure and a spring, and the oil groove A of the pilot valve 2 is connected with the oil drainage port T. Meanwhile, the oil groove opening of the pilot valve 2A is connected with the oil groove opening of the pilot control X1 of the third reversing valve 9, and at the moment, the oil groove opening of the X1 has no oil pressure effect. The third solenoid valve 10, the fourth solenoid valve 11, the fifth solenoid valve 12 and the sixth solenoid valve 13 are kept in a power-off state under the control of the TCU, and the clutches C3, C4, C5 and C6 are not combined.

As shown in fig. 5, when power failure occurs, the P1 oil slot of the pilot valve 2 and the P2 oil slot have oil pressure function at the same time, that is, the oil supply paths of the clutch C1 and the clutch C2 have oil pressure, the pilot valve 2 keeps the middle position, the a oil slot is connected with the T oil slot (oil drainage slot), the pilot control X1 of the third directional valve 9 is connected with the oil drainage slot at this time, the right position is kept when power failure occurs, the B oil slot of the third electromagnetic valve 10 is connected with the oil drainage slot through the third directional valve 9, the spool of the third electromagnetic valve 10 is in the right position under the action of the spring at this time, the P oil slot is blocked, the C oil slot is communicated with the oil drainage slot, and the clutch C3 clutch is not combined. The clutches C1 and C2 are now engaged in 5 gear "limp". Namely, the pilot valve 2 is used as a shifting logic valve and is a secondary protection device of a 'limp' home returning module, and the process of shifting the transmission is not confused.

As shown in fig. 6, when the transmission normally works in 6 and 7 gears, clutches C2 and C3 or C4 are used, when power failure occurs, the second electromagnetic valve 8 of the clutch C2 is connected with the oil supply line through the second reversing valve 6 to flush oil for the clutch C2, at this time, the P2 oil notch of the pilot valve 2 is connected with the oil supply line for the clutch C2, the oil pressure of the pilot valve 2 and the spring action are enabled to be in the right position, and the reversed pilot X1 oil pressure is also provided for the third reversing valve 9, so that the third electromagnetic valve 10 of the clutch C3 is connected with the oil supply main oil pressure, and the clutch C3 is enabled to be combined. At the moment, the clutches C2 and C3 are combined, the oil supply path of the clutch C1 has no oil pressure before power failure, the pilot control X1 of the first reversing valve 3 is close to 0bar, the valve core keeps the right position under the action of the spring, the oil groove opening P is not communicated, the oil groove opening B of the first electromagnetic valve 5 is communicated with the oil drainage groove opening, the control valve core of the first electromagnetic valve 5 is positioned at the right position under the action of the spring without oil pressure, and the oil supply path C1 is connected with the oil drainage groove opening. The fourth electromagnetic valve 11, the fifth electromagnetic valve 12 and the sixth electromagnetic valve 13 are in the right position after power failure, and oil supply paths of the clutch C4, the clutch C5 and the clutch C6 are communicated with the oil drain notch.