Transmission hydraulic system with brake system and transmission

Abstract

The invention discloses a transmission hydraulic system with a brake system and a transmission, and the transmission hydraulic system comprises an oil supply module A, a gear shifting, parking and lubricating module B and a brake module C; the gear shifting, parking and lubricating module B comprises a pressure reducing valve, a first energy accumulator, a main oil pressure control valve, an oil cooler, a first back pressure valve, a first clutch control valve, a second clutch control valve, a third clutch control valve, a parking switch valve, a parking one-way valve, a first clutch execution block, a second clutch execution block and a third clutch execution block. A fourth clutch execution block and a clutch oil supply path a; the braking module C comprises a flushing liquid adjusting valve module, a second energy accumulator, a first foot valve, a second foot valve, a connecting rod, a first pressure difference switch, a second pressure difference switch, a first braking executing mechanism and a second braking executing mechanism; a brake system oil way and a transmission body oil way are effectively integrated, the structure is simple, and the modularization degree is high.

Description

Technical Field

[0001] The present invention belongs to the technical field of transmissions, and relates to a transmission hydraulic system and a transmission with a braking system. Background Art

[0002] The automation and intelligence of agricultural harvesting machinery have been one of the development directions strongly supported and encouraged in the agricultural field in China in recent years. An extremely important part is to achieve the automatic control of the traveling system. To achieve automatic control, a transmission capable of automatic shifting needs to be used in the traveling system. However, most current harvesting machines use mechanical manual shifting transmissions, resulting in low overall operating efficiency and the inability to achieve the automation and intelligence of harvesting machines. Currently, all the automatic shifting harvesting machines put into the market are imported products from abroad, which have the problem of high costs.

[0003] One of the development difficulties of the transmission for automatic shifting harvesting machines lies in the development of the integral box hydraulic system. Since its shifting relies on the wet clutch inside the transmission, the control requirements for the hydraulic system are relatively high. At the same time, in existing automatic shifting products, the control oil circuit of the braking part is connected to the vehicle fuel tank, that is, controlled by the external oil circuit of the transmission, while the shifting oil circuit of the transmission is integrated with the transmission, that is, controlled by the internal oil circuit of the transmission. This results in low modularity of such products. If repair and replacement are required, adjustments to the external oil circuit are also needed. Therefore, it is very necessary to integrate the oil circuit of the braking part on the transmission. There are also difficulties in oil circuit integration. The oil pressure required for transmission shifting is not the same as that required for the braking part, and the difference between the two is very large. Therefore, this also poses high requirements for the design of the hydraulic system. Summary of the Invention

[0004] Aiming at the defects and deficiencies in the prior art, the present invention provides a transmission hydraulic system and a transmission with a braking system to solve the technical problems of low modularity and high repair and replacement costs of the transmission for harvesting machines in the prior art.

[0005] To achieve the above object, the present invention adopts the following technical solutions:

[0006] A transmission hydraulic system with a braking system includes an oil supply module A, a shifting, parking and lubrication module B, and a braking module C;

[0007] The shifting, parking and lubrication module B includes a pressure reducing valve, a first accumulator, a main oil pressure control valve, an oil cooler, a first back pressure valve, a first clutch control valve, a second clutch control valve, a third clutch control valve, a parking switch valve, a parking one-way valve, a first clutch actuator block, a second clutch actuator block, a third clutch actuator block, a fourth clutch actuator block, and a clutch oil supply circuit a;

[0008] The braking module C includes a hydraulic fluid regulating valve module, a second accumulator, a first foot valve, a second foot valve, a connecting rod, a first differential pressure switch, a second differential pressure switch, a first braking actuator and a second braking actuator;

[0009] The first clutch control valve includes a first hydraulic control proportional valve and a first proportional solenoid valve. The second clutch control valve includes a second hydraulic control proportional valve and a second proportional solenoid valve. The third clutch control valve includes a third hydraulic control proportional valve and a third proportional solenoid valve;

[0010] The oil inlet of the main oil pressure control valve, the oil inlets of the first, second and third hydraulic control proportional valves, and the oil inlet of the parking switch valve are all connected to the clutch oil supply circuit a;

[0011] The oil return ports of the first, second and third hydraulic control proportional valves are all connected to the main oil return circuit c; the oil outlet of the main oil pressure control valve is connected to the lubricating oil circuit b through an oil cooler;

[0012] The oil inlets of the first proportional solenoid valve, the second hydraulic control proportional valve, and the third proportional solenoid valve can all be connected to the clutch oil supply circuit a; the oil outlets of the first, second and third proportional solenoid valves can all be connected to the main oil return circuit c.

[0013] The present invention further has the following technical features:

[0014] Specifically, the oil outlet of the parking switch valve is connected to the oil inlet of the parking check valve. The oil outlets of the first, second and third hydraulic control proportional valves and the oil outlet of the parking check valve are respectively provided with a first clutch actuator block, a second clutch actuator block, a third clutch actuator block and a fourth clutch actuator block.

[0015] Furthermore, the oil supply module A includes an oil sump, an oil pump, a relief valve, a filter, a third differential pressure switch and a main oil circuit d; the oil inlet of the oil pump is communicated with the oil sump, and the oil outlet of the oil pump is communicated with the main oil circuit d;

[0016] The filter is arranged on the oil outlet pipeline of the oil pump, and the filter is connected in parallel with the third differential pressure switch;

[0017] The oil inlet of the relief valve is communicated with the oil outlet of the oil pump, and the oil outlet of the relief valve is communicated with the oil sump.

[0018] Further, the shifting, parking and lubrication module B further includes a temperature sensor, a first pressure sensor and a second pressure sensor. The temperature sensor and the first pressure sensor are both arranged on the oil path at the oil outlet of the pressure reducing valve, and the second pressure sensor is connected to the parking one-way valve.

[0019] Further, the flushing regulating valve module includes a first hydraulic control reversing valve and a second hydraulic control reversing valve. The oil inlet of the first hydraulic control reversing valve is connected to the main oil path d through the first hydraulic control reversing valve inlet oil path; the oil return path of the first hydraulic control reversing valve is connected to the oil sump; the oil outlet is respectively connected to the second hydraulic control reversing valve inlet oil path, the second hydraulic control reversing valve control oil path and the oil supply branch; an oil filter, a throttle valve and a second back pressure valve are sequentially arranged on the oil outlet path of the first hydraulic control reversing valve; the oil outlet of the second hydraulic control reversing valve is connected to the first hydraulic control reversing valve through the first feedback oil path of the second hydraulic control reversing valve, and the oil return port of the second hydraulic control reversing valve is communicated with the main oil return path c through the second hydraulic control reversing valve unloading oil path.

[0020] Further, the first foot valve and the second foot valve are connected by a connecting rod. The oil inlets of the first foot valve and the second foot valve are both connected to the oil pump. The end of the oil outlet path of the first foot valve is connected to the first braking actuator, and the end of the oil outlet path of the second foot valve is connected to the second braking actuator. The first differential pressure switch is arranged on the oil outlet path of the first foot valve, and the second differential pressure switch is arranged on the oil outlet path of the second foot valve.

[0021] Further, the oil return port of the parking switch valve is connected to the main oil return path c through the parking oil return path e.

[0022] Further, the oil cooler is arranged in parallel with the first back pressure valve; the control ports of the main oil pressure control valve are also respectively connected to the clutch oil supply path a and the main oil return path c.

[0023] The present invention also protects a transmission, and the above-mentioned transmission hydraulic system with a braking system is arranged on the transmission.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] (1) The present invention effectively integrates the braking system oil path and the transmission body oil path. Compared with the split oil path, the structure of the present invention is simple and the modularization degree is high; the braking module C can be completely disconnected from the vehicle oil path, so that the hydraulic system of the transmission is completely independent of the vehicle hydraulic system, which is more conducive to the subsequent maintenance, replacement and update of the product.

[0026] (2) The present invention adopts a simple structure of one oil pump, one pressure reducing valve and one flushing regulating valve module, realizing the simultaneous oil supply for two systems with completely different required oil pressures of the transmission body and the braking module C; meanwhile, the structure of a single pump plus the flushing regulating valve of the braking system enables the braking module C to dispense with a separate oil supply mechanism, simplifies the physical structure of the transmission, and reduces energy loss.

[0027] (3) The present invention effectively integrates the oil circuit of the braking system and the oil circuit of the transmission body, enabling the oil supply of the transmission body and the oil supply of the braking system to come from the same source, ensuring that there is always only one kind of oil inside the transmission, and avoiding the situation where parts are damaged due to the mixing of different oils inside the transmission if the oil used by the transmission is different from that of other mechanisms of the whole vehicle.

[0028] (4) The braking system in the present invention uses a flushing valve module to regulate the pressure and flow rate of the oil supplied to the braking system, ensuring that there is sufficient pressure and flow rate of oil supply even when the braking system is in an inoperative state to meet the fast response requirements of the braking system. Brief Description of the Drawings

[0029] Figure 1 is the hydraulic schematic diagram of the hydraulic control system of the present invention;

[0030] Figure 2 is the hydraulic schematic diagram of the marking module of the present invention;

[0031] Figure 3 is the partial structure schematic diagram I of the present invention;

[0032] Figure 4 is the partial structure schematic diagram II of the present invention.

[0033] Meanings of the reference numerals in the drawings:

[0034] A - oil supply module, B - shifting, parking and lubrication module, C - braking module;

[0035] 1 - Pressure reducing valve, 2 - First accumulator, 3 - Main oil pressure control valve, 4 - Oil cooler, 5 - First back pressure valve, 6 - First clutch control valve, 7 - Second clutch control valve, 8 - Third clutch control valve, 9 - Parking switch valve, 10 - Parking check valve, 11 - First clutch actuator block, 12 - Second clutch actuator block, 13 - Third clutch actuator block, 14 - Fourth clutch actuator block; 15 - Flushing regulating valve module, 16 - Second accumulator, 17 - First foot valve, 18 - Second foot valve, 19 - Connecting rod, 20 - First differential pressure switch, 21 - Second differential pressure switch, 22 - First brake actuator, 23 - Second brake actuator, 24 - Oil sump, 25 - Oil pump, 26 - Relief valve, 27 - Filter, 28 - Third differential pressure switch, 29 - Temperature sensor, 30 - First pressure sensor, 31 - Second pressure sensor, 32 - Oil filter, 33 - Throttle valve, 34 - Second back pressure valve;

[0036] 61 - First hydraulically controlled proportional valve, 62 - First proportional solenoid valve; 71 - Second hydraulically controlled proportional valve, 72 - Second proportional solenoid valve; 81 - Third hydraulically controlled proportional valve, 82 - Third proportional solenoid valve;

[0037] 151 - First hydraulically controlled directional valve, 152 - Second hydraulically controlled directional valve, 153 - Inlet oil circuit of the first hydraulically controlled directional valve, 154 - Control oil circuit of the first hydraulically controlled directional valve, 155 - Oil supply branch, 156 - Control oil circuit of the second hydraulically controlled directional valve, 157 - First feedback oil circuit of the second hydraulically controlled directional valve, 158 - Inlet oil circuit of the second hydraulically controlled directional valve, 159 - Unloading oil circuit of the second hydraulically controlled directional valve;

[0038] 611 - Inlet oil circuit of the first hydraulically controlled proportional valve, 612 - Control oil circuit of the first hydraulically controlled proportional valve, 613 - First unloading oil circuit, 614 - Second unloading oil circuit, 615 - Return oil circuit of the first hydraulically controlled proportional valve, 616 - Control oil circuit of the first clutch control valve, 617 - Oil supply circuit of the first hydraulically controlled proportional valve, 618 - Feedback oil circuit of the first hydraulically controlled proportional valve, 619 - First throttle valve;

[0039] a - Clutch oil supply circuit, b - Lubricating oil circuit, c - Main return oil circuit, d - Main oil circuit, e - Parking return oil circuit.

[0040] The present invention will be specifically described below in conjunction with the accompanying drawings of the specification and the specific embodiments. Specific Embodiments

[0041] In accordance with the above technical solution, specific embodiments of the present invention are given below. It should be noted that the present invention is not limited to the following specific embodiments, and any equivalent transformation made on the basis of the technical solution of this application falls within the protection scope of the present invention. The present invention will be further described in detail below with reference to the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0042] It should be noted that the terms "include" and "have" of the present invention and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0043] Embodiment 1

[0044] In accordance with the above technical solution, as Figures 1 to 4 shown, this embodiment provides a transmission hydraulic system with a braking system, including an oil supply module A, a shifting, parking and lubrication module B, and a braking module C;

[0045] Among them, the oil supply module A is used to provide clean and stable pressurized oil to the entire transmission hydraulic system; the shifting, parking and lubrication module B is used to provide sufficient pressurized oil to the shifting clutch, parking unlock clutch and differential lock clutch, and provide sufficient lubricating oil to the internal parts of the transmission; the braking module C is used to perform the braking function.

[0046] Among them, the oil supply module A includes an oil sump 24, an oil pump 25, a relief valve 26, a filter 27, a third differential pressure switch 28, and a main oil circuit d; the inlet of the oil pump 25 is connected to the oil sump 24, and the outlet of the oil pump 25 is connected to the main oil circuit d; the filter 27 is arranged on the oil outlet circuit of the oil pump 25, and the filter 27 is connected in parallel with the third differential pressure switch 28; the inlet of the relief valve 26 is connected to the outlet of the oil pump 25, and the outlet of the relief valve 26 is connected to the oil sump 24. The oil sump 24 is used to store hydraulic oil and provide sufficient oil to the hydraulic system to ensure the internal oil circulation during the operation of the transmission and avoid the lack of oil supply to the actuator or lubrication part. The inlet of the oil pump 25 is connected to the oil sump 24, and it is used to stably supply the oil with a certain pressure to the shifting, parking and lubrication module and the braking module; the inlet of the relief valve 26 is connected to the outlet of the oil pump 25, and the outlet of the relief valve 26 is connected to the oil sump 24. It is used as a safety valve in the system to prevent damage to the hydraulic system caused by excessive pressure in the hydraulic system; the inlet of the filter 27 is connected to the outlet of the oil pump 25, and the outlet is divided into two paths, which are respectively connected to the shifting, parking and lubrication module B and the braking module C, and it is used to filter the hydraulic oil, so as to be able to provide clean oil to the transmission hydraulic system and avoid damage to the internal parts of the transmission caused by impurity contamination of the hydraulic system; the third differential pressure switch 28 is connected in parallel with the filter 27. When the filter 27 is blocked due to impurity accumulation, the pressure at the inlet of the filter 27 increases, a pressure difference appears on both sides of the third differential pressure switch 28, and the internal circuit is connected and a signal is sent to remind the operator to clean or replace the filter 27 in time.

[0047] The shifting, parking and lubrication module B includes a pressure reducing valve 1, a first accumulator 2, a main oil pressure control valve 3, an oil cooler 4, a first back pressure valve 5, a first clutch control valve 6, a second clutch control valve 7, a third clutch control valve 8, a parking switch valve 9, a parking check valve 10, a first clutch actuator block 11, a second clutch actuator block 12, a third clutch actuator block 13, a fourth clutch actuator block 14, and a clutch oil supply circuit a; among them, the first clutch actuator block 11 and the second clutch actuator block 12 are shifting clutch control mechanisms, the third clutch control block 13 is a differential lock clutch control mechanism, and the fourth clutch actuator block 14 is a parking lock clutch module.

[0048] In this embodiment, the main oil pressure control valve 3 is a two-position two-way directional control valve. In the default state, the oil inlet and outlet of the main oil pressure control valve 3 are not connected, and no oil passes through. At this time, the excess oil entering the main oil pressure control valve 3 can enter the main return oil circuit c and flow back to the oil sump 24. When there is oil in the main oil circuit d, part of the oil enters the pre-control oil circuit on the right side of the main oil pressure control valve 3, pushing the spool to connect the oil inlet and outlet of the main oil pressure control valve 3. The oil pressure at the oil inlet is the oil pressure required for the shifting, parking, and lubrication module B. The magnitude of the required oil pressure can be changed by the compression force of the spring in the regulating valve to change the force required to push the spool, thereby changing the oil pressure at the oil inlet of the main oil pressure control valve 11.

[0049] Among them, the oil inlet of the pressure reducing valve 1 is connected to the oil outlet of the filter 27, which is used to reduce the pressure of the high-pressure oil supplied by the oil pump 25 to a fixed value and stably supply the reduced-pressure oil to the main oil pressure control valve 3, the first clutch control valve 6, the second clutch control valve 7, the third clutch control valve 8, and the parking switch valve 9.

[0050] Specifically, the oil pressure in the main oil circuit d between the pressure reducing valve 1 and the oil sump 24 is regulated by the flushing regulating valve module 15 and is high-pressure oil. However, the shifting, parking, and lubrication module B requires low-pressure oil. When the oil pressure at the oil outlet of the pressure reducing valve 1 is higher than the set value, the oil pressure at the oil outlet feeds back to the pressure reducing valve 1 itself, causing the internal spool to move under pressure to reduce the size of the oil outlet of the pressure reducing valve 1, thereby reducing the oil pressure. The excess oil flowing through the inside of the pressure reducing valve 1 after pressure reduction can flow into the main return oil circuit c through the second oil outlet on the pressure reducing valve 1 and finally flow back to the oil sump 24.

[0051] The first accumulator 2 is connected to the oil outlet of the pressure reducing valve 1 and is used to store oil with a certain pressure to ensure the stability of the hydraulic system oil pressure.

[0052] The oil inlet of the main oil pressure control valve 3 is connected to the oil outlet of the pressure reducing valve 1 and is used to regulate the system oil pressure of the shifting, parking, and lubrication module B to ensure the stability of the oil pressure going to each clutch actuator block and the lubrication part.

[0053] The oil inlet of the oil cooler 4 is connected to the oil outlet of the main oil pressure control valve 3, and the oil outlet of the oil cooler 4 is connected to the lubricating oil circuit b. It is used to cool the oil and transfer the cooled oil to various components inside the transmission through the lubricating oil circuit to ensure the lubrication and effective cooling of the internal parts of the transmission.

[0054] The first backpressure valve 5 is connected in parallel with the oil cooler 4. When the oil cooler 4 is blocked, the lubricating oil can pass through the first backpressure valve 5 to ensure that there is sufficient lubrication for the internal parts of the transmission when the oil cooler 4 is blocked, acting as a bypass valve.

[0055] The structures of the first clutch control valve 6, the second clutch control valve 7, and the third clutch control valve 8 are the same. Their oil inlets are all connected to the oil outlet of the pressure reducing valve 1, and their oil outlets are respectively connected to the first clutch actuator block 11, the second clutch actuator block 12, and the third clutch control block 13, for stably controlling the pressure of the oil flowing to the first clutch actuator block 11, the second clutch actuator block 12, and the third clutch control block 13.

[0056] As a preferred solution of this embodiment, the first clutch control valve 6 includes a first hydraulic control proportional valve 61 and a first proportional solenoid valve 62, the second clutch control valve 7 includes a second hydraulic control proportional valve 71 and a second proportional solenoid valve 72, and the third clutch control valve 8 includes a third hydraulic control proportional valve 81 and a third proportional solenoid valve 82; the structures of the first clutch control valve 6, the second clutch control valve 7, and the third clutch control valve 8 are the same.

[0057] Taking the first clutch control valve 6 as an example, as Figure 3 shown, its working modes include: in the default state, both the proportional solenoid valve 62 and the hydraulic control proportional valve 61 are in the right position. The oil flowing into the oil inlet circuit 611 of the first hydraulic control proportional valve passes through the first hydraulic control proportional valve control circuit 612, the first unloading circuit 613, the first proportional solenoid valve 62, and the second unloading circuit 614, and then enters the oil return circuit 615 of the first hydraulic control proportional valve, and finally flows back to the oil sump 24 via the main oil return circuit c; in the working state, the first proportional solenoid valve 62 receives an electrical signal to make the spool act and be in the left position. The oil in the hydraulic control proportional valve control circuit 612 flows into the first clutch control valve control circuit 616, making the spool of the first hydraulic control proportional valve 61 act, and then connecting the oil inlet and outlet of the hydraulic control proportional valve 61. The oil inlet circuit 611 of the first hydraulic control proportional valve is connected to the oil supply circuit 617 of the first hydraulic control proportional valve. The oil flows to the first clutch actuator block 11 and finally flows to the clutch module in the transmission, realizing the engagement of the gear clutch.

[0058] In the default state, if there is oil flowing through the oil supply circuit 617 of the first hydraulic control proportional valve, the oil in the feedback circuit 618 of the first hydraulic control proportional valve immediately pushes the spool of the hydraulic control proportional valve 61. At the same time, the oil in the oil inlet circuit 611 of the first hydraulic control proportional valve passes through the first hydraulic control proportional valve control circuit 612 and the first clutch control valve control circuit 616, pushing the first proportional solenoid valve 62, making both the first proportional solenoid valve 62 and the hydraulic control proportional valve 61 in the right position, unloading the oil, and preventing oil in the transmission gear clutch from causing damage to parts in the non-working state.

[0059] A first throttle valve 619 is provided on the hydraulic control proportional valve control oil circuit 612. The first throttle valve 619 is used to ensure that the oil discharge flow rate of the first clutch control valve 6 in the default state is not too large, so as to avoid low working efficiency of the first clutch actuator block 11 due to insufficient flow rate during the working state.

[0060] The oil inlet of the main oil pressure control valve 3, the oil inlet of the first hydraulic control proportional valve 61, the oil inlet of the second hydraulic control proportional valve 71, the oil inlet of the third hydraulic control proportional valve 81, and the oil inlet of the parking switch valve 9 are all connected to the clutch oil supply circuit a;

[0061] The oil return ports of the first hydraulic control proportional valve 61, the second hydraulic control proportional valve 71, and the third hydraulic control proportional valve 81 are all connected to the main oil return circuit c; the oil outlet of the main oil pressure control valve 3 is connected to the lubricating oil circuit b through the oil cooler 4;

[0062] The oil inlets of the first proportional solenoid valve 62, the second proportional solenoid valve 72, and the third proportional solenoid valve 82 can all be connected to the clutch oil supply circuit a; the oil outlets of the first proportional solenoid valve 62, the second proportional solenoid valve 72, and the third proportional solenoid valve 82 can all be connected to the main oil return circuit c.

[0063] The oil inlet of the parking switch valve 9 is connected to the clutch oil supply circuit a, and the oil outlet of the parking switch valve 9 is connected to the parking oil return circuit f; the oil outlet of the parking switch valve 9 is connected to the oil inlet of the parking check valve 10, and the oil outlet of the parking check valve 10 is connected to the fourth clutch actuator block 14. During operation, the internal check valve position of the parking check valve 10 is turned on. The parking switch valve 9 and the parking check valve 10 together form a parking control valve, which is used to stably control the oil pressure going to the fourth clutch actuator block 14. Specifically, in the default state, the parking switch valve 9 is in the left position and no oil enters; in the working state, both the parking switch valve 9 and the parking check valve 10 are in the right position under the action of an electric signal. At this time, the oil flows through the parking switch valve 9 and the parking check valve 10 to the fourth clutch actuator block 14 and finally flows to the clutch module in the transmission structure to realize parking unlocking, enabling the vehicle to drive normally. In the working state, when the parking switch valve 9 fails and returns to the left position, there is no oil supply to the parking part, and the parking check valve 10 can ensure that the oil in the fourth clutch actuator block 14 will not leak, keeping the parking mechanism in the unlocked state and avoiding the danger of sudden braking of the whole vehicle.

[0064] As a preferred solution of this embodiment, the shifting, parking and lubrication module B further includes a temperature sensor 29, a first pressure sensor 30 and a second pressure sensor 31. The temperature sensor 29 and the first pressure sensor 30 are both arranged on the oil outlet oil circuit of the pressure reducing valve 1, and the second pressure sensor 31 is connected to the parking check valve 10.

[0065] The temperature sensor 29 is used to monitor the oil temperature of the system in real time, and the first pressure sensor 30 and the second pressure sensor 31 are respectively used to monitor the main oil pressure of the system and the oil pressure of the parking part in real time.

[0066] The brake module C includes a fluid charging regulating valve module 15, a second accumulator 16, a first foot valve 17, a second foot valve 18, a connecting rod 19, a first differential pressure switch 20, a second differential pressure switch 21, a first brake actuator 22 and a second brake actuator 23; the fluid charging regulating valve module 15 is used to regulate and stabilize the oil flow rate and pressure entering the first foot valve 17 and the second foot valve 18; the second accumulator 16 is connected to the oil outlet of the fluid charging regulating valve module 15 and is used to store oil under a certain pressure to ensure the oil pressure stability of the brake system; the first foot valve 17 and the second foot valve 18 are respectively used to control the on-off of the oil circuits of the left and right brakes; the connecting rod 19 is arranged between the first foot valve 17 and the second foot valve 18 so that the first foot valve 17 and the second foot valve 18 can be physically connected or disconnected to realize the synchronous control or separate independent control of the first foot valve 17 and the second foot valve 18; the functions of the first differential pressure switch 20 and the second differential pressure switch 21 are to monitor in real time whether there is pressure oil in the first brake actuator 22 and the second brake actuator 23 to assist the vehicle operator to judge whether the brake module C is working properly.

[0067] In this embodiment, both the first foot valve 17 and the second foot valve 18 are three-position three-way proportional directional control valves, which respectively control the brakes of the left and right drive wheels of the vehicle. In the default state, the first foot valve 17 and the second foot valve 18 are in the lower position, and no oil is supplied to the first brake actuator 22 and the second brake actuator 23. When the first foot valve 17 and the second foot valve 18 are stepped on, they can be switched to the upper position, and oil is supplied to the first brake actuator 22 and the second brake actuator 23. When the vehicle does not need to brake, the first foot valve 17 and the second foot valve 18 are released to switch back to the upper position, and the oil in the first brake actuator 22 and the second brake actuator 23 respectively flows back to the oil sump 24 through the oil return oil circuits of the first foot valve 17 and the second foot valve 18.

[0068] As a preferred solution of this embodiment, as Figure 2As shown, the flushing control valve module 15 includes a first hydraulic control reversing valve 151 and a second hydraulic control reversing valve 152. The oil inlet of the first hydraulic control reversing valve 151 is connected to the main oil circuit d through the first hydraulic control reversing valve oil inlet oil circuit 153. The oil return port of the first hydraulic control reversing valve 151 communicates with the oil sump 24. The oil outlet oil circuit of the first hydraulic control reversing valve 151 is respectively connected to the second hydraulic control reversing valve oil inlet oil circuit 158, the second hydraulic control reversing valve control oil circuit 156, and the oil supply branch 155. An oil filter 32, a throttle valve 33, and a second back pressure valve 34 are sequentially arranged on the oil outlet oil circuit of the first hydraulic control reversing valve 151. The oil outlet of the second hydraulic control reversing valve 152 is connected to the first hydraulic control reversing valve 151 through the first feedback oil circuit 157 of the second hydraulic control reversing valve. The oil return port of the second hydraulic control reversing valve 152 communicates with the main oil return circuit c through the second hydraulic control reversing valve unloading oil circuit 159.

[0069] Among them, the function of the throttle valve 33 is to ensure that there is enough oil in the oil supply branch 155 but no oil accumulation under normal conditions. The function of the oil filter 32 is to ensure that the oil entering the oil supply branch 155 is clean. The settings of the throttle valve 33 and the second back pressure valve 34 can ensure the stable oil flow and pressure of the oil entering the oil supply branch 155.

[0070] In the default state, the first hydraulic control reversing valve 151 is in the right position state. The first hydraulic control reversing valve oil inlet oil circuit 153 is divided into two paths inside the first hydraulic control reversing valve 151. One path enters the oil supply branch 155 through the oil filter 32, the throttle valve 33, and the second back pressure valve 34, and finally flows to the second accumulator 16, the first foot valve 17, and the second foot valve 18. The other path flows back to the oil sump 24 through the oil return port. In the default state, even if the vehicle does not send a braking signal, that is, the first foot valve 17 and the second foot valve 18 are not depressed, the oil supply branch 155 always maintains enough oil to respond to the possible braking signal at any time and make the first braking actuator 22 and the second braking actuator 23 act, ensuring the timeliness of braking and vehicle safety.

[0071] In the default state, a part of the oil in the oil supply branch 155 flows through the oil inlet passage 158 of the second hydraulically controlled directional valve, the second hydraulically controlled directional valve 152, and the first feedback oil passage 157 of the second hydraulically controlled directional valve, so that the oil pressure acts on the right end of the first hydraulically controlled directional valve 151, ensuring that the first hydraulically controlled directional valve 151 is stably in the right position. In the default state or the working state, when the oil pressure of the oil supply branch 155 abnormally increases, the pressure oil in the control oil passage 156 of the second hydraulically controlled directional valve acts on the right end of the second hydraulically controlled directional valve 152, causing the second hydraulically controlled directional valve 152 to be in the right position state. The feedback oil passage 157 of the second hydraulically controlled directional valve is communicated with the unloading oil passage 159 of the second hydraulically controlled directional valve through the second hydraulically controlled directional valve 152, and the unloading oil passage 159 of the second hydraulically controlled directional valve is communicated with the main return oil passage c, enabling the oil in the feedback oil passage 157 of the second hydraulically controlled directional valve to flow back to the oil sump 24. At this time, the first hydraulically controlled directional valve 151 switches to the left position under the action of the oil pressure in the oil passage at its left end control, quickly connecting the oil inlet passage 153 and the oil return passage of the first hydraulically controlled directional valve, and quickly flowing the excess oil back to the oil sump 24 to avoid damage to the brake module 3 due to excessive oil pressure.

[0072] The shifting method of this embodiment is as follows:

[0073] The hydraulic system provided in this embodiment is applied in an automatic transmission to form three gear states: neutral gear, first gear, and second gear. The hydraulic system provided in this embodiment itself has no distinction between forward gears and reverse gears, and the shifting logic is as described in the following table:

[0074]

[0075]

[0076] ☆: The solenoid valve is not powered on; ★: The solenoid valve is powered on; ◎: The solenoid valve can be powered on or not powered on;

[0077] The present invention effectively integrates the brake system oil passage and the transmission body oil passage. Compared with the split oil passage, the structure of the present invention is simple and has a high degree of modularization; the brake module C can be completely disconnected from the vehicle's oil passage, making the hydraulic system of the transmission completely independent of the vehicle's hydraulic system, which is more conducive to the maintenance, replacement, and update of subsequent products. The present invention adopts a simple structure of one oil pump, one pressure reducing valve, and one flushing regulating valve module to realize the simultaneous oil supply of two systems with completely different required oil pressures for the transmission body and the brake module C; at the same time, the structure of a single pump plus the flushing regulating valve of the brake system enables the brake module C to not require a separate oil supply mechanism, simplifies the physical structure of the transmission, and reduces energy loss.

[0078] Embodiment 2

[0079] This embodiment provides a transmission, and the transmission is provided with the transmission hydraulic system with a braking system provided in Embodiment 1.

[0080] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A transmission hydraulic system with a braking system, characterized in that, It includes an oil supply module A, a shift, parking and lubrication module B, and a brake module C; The shift, parking and lubrication module B includes a pressure reducing valve (1), a first accumulator (2), a main oil pressure control valve (3), an oil cooler (4), a first back pressure valve (5), a first clutch control valve (6), a second clutch control valve (7), a third clutch control valve (8), a parking switch valve (9), a parking check valve (10), a first clutch actuator block (11), a second clutch actuator block (12), a third clutch actuator block (13), a fourth clutch actuator block (14) and a clutch oil supply oil path a; The brake module C includes a fluid charging regulating valve module (15), a second accumulator (16), a first foot valve (17), a second foot valve (18), a connecting rod (19), a first pressure difference switch (20), a second pressure difference switch (21), a first brake actuator mechanism (22) and a second brake actuator mechanism (23); The first clutch control valve (6) includes a first hydraulic control proportional valve (61) and a first proportional solenoid valve (62), the second clutch control valve (7) includes a second hydraulic control proportional valve (71) and a second proportional solenoid valve (72), and the third clutch control valve (8) includes a third hydraulic control proportional valve (81) and a third proportional solenoid valve (82); The oil inlet of the main oil pressure control valve (3), the oil inlet of the first hydraulic control proportional valve (61), the oil inlet of the second hydraulic control proportional valve (71), the oil inlet of the third hydraulic control proportional valve (81) and the oil inlet of the parking switch valve (9) are all connected to the clutch oil supply oil path a; The oil return ports of the first hydraulic control proportional valve (61), the second hydraulic control proportional valve (71) and the third hydraulic control proportional valve (81) are all connected to the main oil return oil path c; the oil outlet of the main oil pressure control valve (3) is connected to the lubricating oil path b through the oil cooler (4); The oil inlets of the first proportional solenoid valve (62), the second proportional solenoid valve (72) and the third proportional solenoid valve (82) can all be connected to the clutch oil supply oil path a; the oil outlets of the first proportional solenoid valve (62), the second proportional solenoid valve (72) and the third proportional solenoid valve (82) can all be connected to the main oil return oil path c.

2. The transmission hydraulic system with a braking system according to claim 1, characterized in that, The oil outlet of the parking switch valve (9) is connected to the oil inlet of the parking check valve (10); the oil outlets of the first hydraulic control proportional valve (61), the second hydraulic control proportional valve (71), the third hydraulic control proportional valve (81) and the parking check valve (10) are respectively provided with a first clutch actuator block (11), a second clutch actuator block (12), a third clutch actuator block (13) and a fourth clutch actuator block (14).

3. The transmission hydraulic system with a braking system according to claim 1, characterized in that, The oil supply module A includes an oil sump (24), an oil pump (25), a relief valve (26), a filter (27), a third pressure difference switch (28) and a main oil path d; the oil inlet of the oil pump (25) is communicated with the oil sump (24), and the oil outlet of the oil pump (25) is communicated with the main oil path d; The filter (27) is arranged on the oil outlet oil path of the oil pump (25), and the filter (27) is in parallel with the third differential pressure switch (28); The oil inlet of the overflow valve (26) is communicated with the oil outlet of the oil pump (25), and the oil outlet of the overflow valve (26) is communicated with the oil sump (24).

4. The transmission hydraulic system with a braking system as claimed in claim 1, characterized in that, The shift, parking and lubrication module B further includes a temperature sensor (29), a first pressure sensor (30) and a second pressure sensor (31). The temperature sensor (29) and the first pressure sensor (30) are both arranged on the oil outlet oil path of the pressure reducing valve (1), and the second pressure sensor (31) is connected to the parking check valve (10).

5. The transmission hydraulic system with a braking system according to claim 1, characterized in that, The flushing regulating valve module (15) includes a first hydraulic control reversing valve (151) and a second hydraulic control reversing valve (152). The oil inlet of the first hydraulic control reversing valve (151) is connected to the main oil path d through the first hydraulic control reversing valve inlet oil path (153). The oil return port of the first hydraulic control reversing valve (151) is communicated with the oil sump (24). The oil outlet of the first hydraulic control reversing valve (151) is respectively connected to the second hydraulic control reversing valve inlet oil path (158), the second hydraulic control reversing valve control oil path (156) and the oil supply branch (155). An oil filter (32), a throttle valve (33) and a second back pressure valve (34) are sequentially arranged on the oil outlet oil path of the first hydraulic control reversing valve (151). The oil outlet of the second hydraulic control reversing valve (152) is connected to the first hydraulic control reversing valve (151) through the second hydraulic control reversing valve first feedback oil path (157), and the oil return port of the second hydraulic control reversing valve (152) is communicated with the main oil return path c through the second hydraulic control reversing valve unloading oil path (159).

6. The transmission hydraulic system with a braking system according to claim 1, characterized in that, The first foot valve (17) is connected to the second foot valve (18) through a connecting rod (19). The oil inlets of the first foot valve (17) and the second foot valve (18) are both communicated with the oil pump (25). The end of the oil outlet oil path of the first foot valve (17) is connected to the first brake actuator (22). The end of the oil outlet oil path of the second foot valve (18) is connected to the second brake actuator (23). The first differential pressure switch (20) is arranged on the oil outlet oil path of the first foot valve (17), and the second differential pressure switch (21) is arranged on the oil outlet oil path of the second foot valve (18).

7. The transmission hydraulic system with a braking system according to claim 1, characterized in that, The oil return port of the parking switch valve (9) is connected to the main oil return path c through the parking oil return path e.

8. The transmission hydraulic system with a braking system according to claim 1, characterized in that, The oil cooler (4) is arranged in parallel with the first back pressure valve (5); The control ports of the main oil pressure control valve (3) are also respectively connected to the clutch oil supply path a and the main oil return path c.

9. A transmission, characterized in that, The transmission is provided with a transmission hydraulic system with a braking system as described in any one of claims 1 to 8.

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