대표
청구항
▼
The invention claimed is: 1. A control valve arrangement for controlling a start clutch of an automatic transmission, the control valve arrangement comprising a clutch control valve (3, 37, 41, 48, 49) for controlling at least one clutch activation apparatus (4, 40), during normal operation of the transmission, depending one of a pilot pressure (P_VST, P_VST1, P_VST2) and an electric pilot signal (S), and the clutch control valve (3, 37, 41, 48, 49) converting a supply pressure (P_V1, P_V2) into a clutch activation pressure (P_K, P_K1, P_K2) enabling co...
The invention claimed is: 1. A control valve arrangement for controlling a start clutch of an automatic transmission, the control valve arrangement comprising a clutch control valve (3, 37, 41, 48, 49) for controlling at least one clutch activation apparatus (4, 40), during normal operation of the transmission, depending one of a pilot pressure (P_VST, P_VST1, P_VST2) and an electric pilot signal (S), and the clutch control valve (3, 37, 41, 48, 49) converting a supply pressure (P_V1, P_V2) into a clutch activation pressure (P_K, P_K1, P_K2) enabling control of the clutch activation apparatus (4, 40); an emergency operation of the transmission being initiated by a failure of a pilot pressure (P_VST, P_VST1, P_VST2) which is due to a failure of at least one of an electric pilot signal (S), a motor rotational speed, a transmission input revolution speed, a transmission output revolution speed, a motor torque and a transmission torque, with consideration given to an extent of vehicle travel; an activation pressure (P_A), during the emergency operation of the transmission, being exerted upon one of the clutch control valve (3, 37 41, 48, 49) or directly upon the clutch activation apparatus (4, 40) such that the clutch activation apparatus (4, 40) is maintained in a closed position, until at least one of the motor output rotational speed and the transmission output rotational speed is respectively less than a predetermined threshold speed; the clutch control valve (3, 41), which is controlled by the pilot pressure (P_VST, P_VST1, P_VST2), comprises a short slide valve and an axially aligned long slide valve, a first face of the short slide valve (34, 92), remote from a reset spring (33), is subjected to the activation pressure (P_A), a second face of the short slide valve (34, 92) and a first face of the long slide valve (19, 90), remote from the reset spring (33) and axially adjacent the second face of the short slide valve (34, 39), both being subjected to the pilot pressure (P_VST, P_VST1, P_VST2), and a second face of the long slide valve (19, 90) communicating with and is biased by the reset spring. 2. The control valve arrangement according to claim 1, wherein an activation valve (2) directs the activation pressure (P_A) from a self-operating pressure, retention valve (1) to one of the clutch control valve (3, 37, 41, 48, 49) and the clutch activation apparatus (4, 40), if a speed of rotation control pressure (P_D) at the self-operating pressure, retention valve (1) is greater than a pressure threshold. 3. The control valve arrangement according to claim 2, wherein the pressure threshold designates the motor rotational speed below which the motor will stall. 4. The control valve arrangement according to claim 1, wherein the pilot control pressure (P_VST, P_VST1, P_VST2) acts on the self-operating pressure, retention valve (1) and the activation valve (2) during normal operation of the transmission. 5. The control valve arrangement according to claim 1, wherein the self-operating pressure, retention valve (1) and the activation valve (2), convey a normal operation control pressure (P_NOR) during normal operation of the transmission. 6. The control valve arrangement according to claim 1, wherein the activation valve (2) conveys an emergency operation control pressure (P_NS) during emergency operation of the transmission. 7. The control valve arrangement according to claim 1, wherein a slide valve (29) of the activation valve (2) receives the activation pressure (P_A) and the pilot pressure (P_VST). 8. The control valve arrangement according to claim 1, wherein the slide valve (30) of the self-operating pressure, retention valve (1) receives the activation pressure (P_A) and the pilot pressure (P_VST). 9. The control valve arrangement according to claim 1, wherein each of the slide valve (29, 30) of the self-operating pressure, retention valve (1) and the activation valve (2) have, on a first axial end, a first control piston (20, 24), each of which is biased by a reset spring, and on a second axial end, a second control piston (22, 23), each of which is biased by the pilot pressure (P_VST). 10. The control valve arrangement according to claim 1, wherein an end face of the long slide valve (19) of the clutch control valve (3, 41) is adjacently opposed to an end face of the short slide valve (34) of the clutch control valve (3, 41), each end face being in communication with and controlled by the pilot pressure (P_VST). 11. The control valve arrangement according to claim 10, wherein the long slide valve (19) of the clutch control valve (3, 41) is biased by the pilot pressure (P_VST) at a first end and biased by a reset spring (33) at a second end. 12. The control valve arrangement according to claim 10, wherein a reset spring (33) communicates with a piston (28) of the long slide valve (19) of the clutch control valve (3, 41), both end faces of the piston (28) of the long slide valve (19) of the clutch control valve (3, 41) are subjected to the clutch activation pressure (P_K, P_K1, P_K2). 13. The control valve arrangement according to claim 1, wherein the clutch activation apparatus (4, 40) has a helical reset spring (7) within a cylinder (5), which spirally encircles a guided piston (6), the helical reset spring (7) providing a restorative force for the clutch activation apparatus (4, 41). 14. The control valve arrangement according to claim 1, wherein the supply pressure (P_V1, P_V2), which is delivered to the clutch control valve (3, 41), is essentially equivalent to the activation pressure (P_A). 15. The control valve arrangement according to claim 1, wherein the pilot pressure (P_VST) is conveyed to both the first end face of the long control side valve (19), remote from the reset spring (31), and to the oppositely situated second end face of the shorter slide valve (34, 92) of the clutch control valve (3, 41), and a self-operating pressure, retention valve (1) and an activation valve (2) each respectively have first ends, remote from reset springs (31, 32), subjected to a control pressure (P_NOR), which is characteristic of normal operation, the activation pressure (P_A), during a failure of the control pressure (P_NOR) which leads to the emergency operation of the transmission, is relayed to the clutch control valve (3, 41) such that the clutch activation apparatus (4, 40), following the failure of the pilot pressure (P_VST), will remain in the closed position, until the speed of rotation related control pressure (P_D) at the self-operating pressure, retention valve (1) falls below a predetermined threshold pressure value. 16. The control valve arrangement according to claim 1, wherein the pilot pressure (P_VST) is conveyed to both a first end face, remote from a reset spring, of the slide valve (30) of the self-operating pressure, retention valve (1) and to the first face of the longer slide valve (19) of the clutch control valve (3) such that an axial end face, remote from a reset spring, of a slide valve (29) of an activation valve (2), and a pressure chamber (72) of the activation valve (2) is subject to the activation pressure (P_A); a control pressure (P_NS) is conveyed to an end face of the slide valve (29) of the activation valve (2) which communicates with the reset spring to establish the emergency operation of the transmission; the activation pressure (P_A) from the activation valve (2) is conveyed to the clutch control valve (3), following the failure of the pilot pressure (P_VST) such that the clutch activation apparatus (4) remains in the closed position until the speed of rotation control pressure (P_D) falls below a predetermined threshold pressure value. 17. The control valve arrangement according to claim 1, wherein a first pilot pressure (P_VST1) is directed to the first end face of the long slide valve (19) of the first clutch control valve (3) and a second pilot pressure (P_VST2) is directed to a second end face, remote from a reset spring, of a spring loaded slide valve (90) of a second clutch control valve (41), and the first clutch control valve (3) of a first clutch activation apparatuses (4) and the second clutch control valve (41) of a second clutch activation apparatus (40) each respectively apply a first and a second clutch activation pressure (P_K1, P_K2) to the first and the second clutch activation apparatuses (4, 40); a first and a second pilot pressure (P_VST1, P_VST2) are delivered to a switch-over valve (43), a higher of the first and the second pilot pressures (P_VST1, P_VST2) is conveyed, in an alternating manner to an end face, remote from a reset spring, of a control slide valve (29, 30) of a activation valve (2) and to an end, remote from a reset spring, of a self-operating pressure, retention valve (1); the activation pressure (P_A) is directed, upon failure of the first and the second pilot pressures (P_VST1, P_VST2) and when a speed of rotation related control pressure (P_D) at the self-operating pressure, retention valve (1), from the self-operating pressure, retention valve (1) to a selection valve (42) by the activation valve (2), such that, with respect to an operative positioning of the selection valve (42), the activation pressure (P_A) is directed to one of the first end face of the shorter slide valve (34) of the first clutch control valve (3) and on end face, remote from the reset spring, of the slide valve (90) of the second clutch control valve (41), such that the first clutch activation apparatus (4) remains in a closed position, until the speed of rotation related control pressure (P_D) directed to the self-operating pressure, retention valve (1), falls below a predetermined pressure threshold, while the second clutch activation apparatus (41) is one of retained in or guided to a closed position. 18. The control valve arrangement according to claim 17, wherein the end surface, remote from the reset spring, of the slide valve (44) of the selection valve (42) is pressure loaded by the controlled clutch activation pressure (P_K1) of the first clutch control valve (3), such that, if the controlled clutch activation pressure (P_K1) falls below a predetermined pressure threshold value, the slide valve (44) of the selection valve (42) is brought axially into a second operative position, in which, for the realization of emergency operation, the activation pressure (P_A) from this selection valve (42) is conducted to the end face, remote from the reset spring, of the shorter slide valve (92) of the second clutch control valve (41), such that the second clutch control valve (41) acting upon the end face, remote from the reset spring, of the spring loaded control slide valve (92) of this same valve, forwards a supply pressure (P_V2), to serving as a clutch activation pressure (P_K2), to initiate emergency operation displacement at the second clutch activation apparatus (40) for the closure of the same. 19. The control valve arrangement according to claim 1, wherein a first pilot pressure (P_VST1) can be conveyed to the first end face, remote from the reset spring, of a spring loaded slide valve (19) of a first clutch control valve (3) and a second pilot pressure (P_VST2) can be conveyed to the end face remote from the reset spring, of a spring loaded slide valve (90) of a second clutch control valve (41), and the two clutch control valves (3, 41) are each respectively subject to the pressure from two clutch activation apparatuses (4, 40) respectively with, one clutch activation pressure (P_K1, P_K2); the first and the second pilot control pressures (P_VST1, P_VST2) are conducted to a switch-over valve (43), by way of which the end face, remote from the reset spring, of the control slide valve (29) of the activation valve (2), is alternately subjected to the higher of the two pilot pressures (P_VSWT1 and P_VST2) and a speed of rotation related control pressure (P_D) is sent to a slide valve (30) of the self-operating pressure, retention valve (1); following a failure of the first and the second pilot pressures (P_VST1, P_VST2) and in the presence of a predetermined, rotation speed relative, control pressure (P_D) on the self-operational pressure retention valve (1), the activation pressure (P_A) from the self-operating pressure, retention valve (1) is forwarded by way of the activation valve (2) to a reset spring lacking selection valve (47) and by way of which, forwarded further with consideration given to a state of the operative position of the activation valve (P_A) onto one of the end face, which is remote from the reset spring, of the shorter control slide valve (34) of the first clutch control valve (3) and onto the end face, which is remote from the reset spring, of the shorter control slide valve (92) of the second clutch control valve (41); and an first end surface of the slide valve (44) in the selection valve (47) is pressurized with the controlled clutch activation pressure (P_K1) of the first control valve (3) and a second end surface of the slide valve (44), adjacent the reset spring are pressurized with the controlled clutch activation pressure (P_K2) of the second clutch control valve (41), such that, in a case of the failure of the first and the second pilot pressures (P_VST1, P_VST2), the first clutch activation apparatus (4), which was one of immediately previously in the closed position and the second clutch activation apparatus (41) in the same state, would remain in the closed state until the speed of rotation related control pressure (P_D) at the self-operating pressure, retention valve (1) falls below the predetermined pressure threshold value. 20. The control valve arrangement according to claim 1, wherein the clutch control valve is a controllable, proportional, solenoid valve (37) with two end faces, which are, respectively, remote from reset springs of slide valves (29, 30) of a activation valve (2) and the self-operating pressure, retention valve (1) are pressure loaded by a characterizing pressure (P_NOR) during normal operation; and the clutch activation pressure (P_K), during normal operation, is delivered without hindrance from the clutch control valve (37), by way of the activation valve (2) to the clutch activation apparatus (4); the pressure retention valve (1) is subjected to pressure by the speed of rotation control pressure (P_D), whereby, following failure of a solenoid, clutch control valve (37) and a defection of the control pressure (P_NOR) which is characteristic of normal operation, for realization of emergency operation, an activation pressure (P_A) from the self-operating pressure, retention valve (1) is applied to the clutch activation apparatus (4) through the activation valve (2), by way of which the clutch activation apparatus (4) remains in the closed position until the speed of rotation control pressure (P_D) at the self-operating pressure, retention valve (1) falls below a predetermined threshold value of pressure. 21. The control valve arrangement according to claim 1, wherein the clutch control valve is designed as a solenoid, controllable, proportional valve (37); end faces, remote from reset springs, of slide valve (29, 30) of an activation valve (2) and a self-operating pressure, retention valve (1) are applied with pressure during normal operation with the controlled clutch activation pressure (P_K) from the solenoid clutch control valve (37); the clutch activation pressure (P_K), emanating during normal operation from the clutch activation valve (37), is forwarded, without hindrance, by way of the activation valve (2) to the clutch activation apparatus (4); the self-operating pressure, retention valve (1) is applied with pressure from the speed of rotation related control pressure (P_D); an emergency pressure (P_NS), for initiating the emergency operation of the transmission, is conveyed to the end face, remote from the reset spring, of the slide valve (29) of the activation valve (2), whereby, after failure of the solenoid clutch control valve (37), the activation pressure (P_A) from the self-operating pressure, retention valve (1) is shifted to the clutch activation apparatus (4) by way of the activation valve (2), whereby, at that time, the clutch activation apparatus (4) is held in a closed position until the speed of rotation related control pressure (P_D) at the self-operating pressure, retention valve (1) falls below a predetermined, threshold pressure value. 22. The control valve arrangement according to claim 1, wherein two, solenoid energized clutch control valves (48, 49) for activating two clutch activation apparatuses (4, 40), one self-operating pressure, retention valve (1), one activation valve (2), one selection valve (51) one variant self-operating pressure, retention valve (55) and two conversion valves (52, 53), during the normal operation of the transmission a greater of the controlled clutch activation pressures (P_K1, P_K2) of the two clutch control valves (48, 49), acting through an exchange valve (54), applies pressure upon an end face, remote from a reset spring, of a slide valve (29, 30) of at least one of the self-operating pressure, retention valve (1) and the activation valve (2); the controlled clutch activation pressure (P_K1) of the one clutch control valve (48), by way of a first conversion valve (52) is conveyed to a first clutch activation apparatus (4) and to an end face of a slide valve (50) on the selection valve (51), further, the controlled clutch activation pressure (P_K2) of the second clutch control valve (49), by way of a second conversion valve (53) is conveyed to a second clutch activation apparatus (40) and to a second end face of the slide valve (50) on the selection valve (51), while, if the two solenoid clutch control valves (48, 49) fail, the emergency operation of the transmission is assured by a speed of rotation related control pressure (P_D), which so acts, when exceeding a predetermined threshold pressure value on the self-operating pressure, retention valve (1), that an activation pressure (P_A) can be conducted from the self-operating pressure, retention valve (1) to the selection valve (51) through the activation valve (2), in the case of which, the activation pressure (P_A) is conducted from the selection valve (51) to one of two conversion valves (52, 53), and the conversion valves (52, 53) can bring about an operative position, that the activation pressure (P_A) is sent directly to the appropriate clutch activation apparatus (4, 40), such that the involved clutch activation apparatus (4, 40) remains in a closed position until the speed of rotation control pressure (P_D) at the self-operating pressure, retention valve (1) falls below the predetermined threshold pressure. 23. The control valve arrangement according to claim 22, wherein the selection valve (51), during the emergency operation of the transmission, that whichever of the two clutch activation apparatuses (4, 40) was last in closure, is held in the closed position. 24. The control valve arrangement according to claim 23, wherein a control pressure (P_NORA), which characterizes normal operation of the transmission, is conveyed to end faces, remote from associated reset springs, of the slide valves (29, 30) of the self-operating pressure, retention valve (1) and activation valve (2). 25. The control valve arrangement according to claim 1, wherein the speed of rotation related control pressure (P_D) is directed to two, discrete pressure chambers (58, 59) of the self-operating pressure, retention valve (55), which said chambers, by way of at least one control piston (139, 140) of the assigned slide valve (30) are so separated. 26. The control valve arrangement according to claim 1, wherein the activation pressure (P_A) is taken from a pressurized hydraulic fluid source, which is employed during the normal operation of the slip operation of the at least one start clutch.
