KR0131302B1 - Auto-transmission damper clutch control device - Google Patents

Abstract

This device provides the enhancement of the torque feeding efficiency inside the torque converter. This device is composed of the clutch valve roll for checking the damper clutch introduced for the higher efficiency of the power feeding, the first port fed with the operation from the torque converter control valve, the fourth port that provides the oil pressure toward the clutch releasing passage, the second port which is selectively interlocked with the first port, the valve body equipped with the third port, and the valve spool containing the first, second, third, fourth lands to selectively open or close the plural ports.

Description

Control device for damper clutch of automatic transmission for automobile

1 is a hydraulic control device equipped with a damper clutch control device according to the present invention.

2 is a side cross-sectional view of an essential part of the present invention.

3 is a hydraulic circuit diagram showing a conventional automatic transmission hydraulic control device for a vehicle.

4 is a view showing a state in which the damper clutch is operated by a conventional hydraulic circuit diagram.

* Explanation of symbols for main parts of the drawings

1: torque converter 2: clutch control valve

3: torque converter control valve 4: oil pump

7: manual valve 30: first detection chamber

32: 2nd detection room 38: 1st port

36: 2nd port 38: Bypass Low

40: third port 42: fourth port

44: Euro 46,50: Orifice

48: fifth port B1: clutch operating flow path

B2: Clutch Release Euro L1: Land 1

L2: Land 2 L3: Land 3

L4: Land 4 SV: Solenoid Valve

The present invention relates to a damper clutch control apparatus for an automatic transmission for an automobile. More specifically, a damper clutch control apparatus for an automatic transmission in which a valve spool is displaced by detection pressure on both sides while controlling only by a supply pressure of a torque converter. It is about.

In general, an automatic transmission for a vehicle has a torque converter and a multi-speed gear mechanism connected to the torque converter, and hydraulic automatic friction for selecting one of gear stages of the transmission gear mechanism according to the operating state of the vehicle. It includes a member.

The hydraulic control system pressurized by the oil pump supplies the hydraulic pressure required to operate the friction member and the control valve.

BACKGROUND ART Automatic transmissions that are commonly used include a pump impeller connected to an output shaft of an engine and driven together, a turbine runner connected to an input shaft of a transmission and operating together, and a stator disposed between the pump impeller and the turbine runner. It has a fluid torque converter.

This configuration causes the fluid to be circulated by the pump impeller driven by the engine with the aid of the stator to allow the fluid to flow in a direction that does not interfere with the rotation of the pump impeller when the fluid enters the pump impeller from the turbine runner.

Automatic shifting is achieved by changing the speed ratio in the planetary gear system by the operation of a friction member such as a clutch or a kick-down brake at each shift stage.

In addition, the friction member is selectively operated by changing the flow direction of the hydraulic pressure by a plurality of valves of the hydraulic control device, the manual valve is a port conversion to the selected position of the driver's shift lever to supply fluid pressure from the oil pump It is connected to the pipeline to supply the fluid pressure to the shift control valve.

In the case of an electronically controlled four-speed automatic transmission, the shift control valve has a port that is selectively opened and closed by a transmission control unit.

An example of a hydraulic control device for an automobile is shown in FIG. 3, which includes a torque converter 1 rotating at the same speed as the engine speed to transmit engine power to an input shaft of a multistage gear mechanism of a transmission, and this torque converter. A damper clutch control valve (2) for selectively controlling the damper clutch by automatic / non-operation to improve power transmission efficiency in the inner side of the engine, and a torque converter control valve (3) for constantly adjusting the hydraulic pressure for the torque converter and lubrication described above. And a regulator valve 5 for adjusting the output oil pressure of the oil pump 4 according to the request of the automatic transmission, and a reducing for stably supplying the oil pressure to the damper clutch solenoid valve and the damper clutch control valve 2. The valve 6 is included.

The manual valve 7 connected to the oil pump 4 and the outlet side and supplied with hydraulic pressure forms a connection capable of supplying line pressure to the regulator valve 5 and the shift control valve 8.

The valve spool of the manual valve 7 is moved in accordance with the position change of the shift lever so that each land position is changed.

The above-described shift control valve 8 supplies oil pressure to the 1-2 speed shift valve 9, the end clutch valve 10, the 2-3 speed and 4-3 speed shift valves 11, and the rear clutch. Connection is made possible via the release valve 12 to the front clutch 13, the rear clutch 14, the low reverse brake 15, the kick-down servo brake 16, the end clutch 17 and the like.

The ND control valve 18, which is installed to reduce the shift shock when the shift lever is changed from the N range to the D range, is connected to the manual valve 7 so that the valve spool is moved by hydraulic pressure to change the land position. The ND control valve 18 is connected to the rear clutch release valve 12 to supply the hydraulic pressure to the rear clutch 14.

In addition, the NR control valve 19, which is installed to reduce shift shock when the shift mode is changed from the N range to the R range, may supply hydraulic pressure to the low reverse brake 15 via the 1-2 speed shift valve 9. The NR control valve 19 is operated by the transmission control unit to open the flow path by varying the hydraulic pressure supplied from the reducing valve 6.

In addition to the N-R control valve 19 described above, the pressure control solenoid valve 20 controlled by the transmission control unit controls the pressure control valve 21 installed to prevent the occurrence of shock during shifting.

The pressure control valve 21 is connected to the N-D control valve 18 to supply hydraulic pressure.

The conventional automatic transmission hydraulic control device for automobiles formed as described above has the damper clutch DC installed in the torque converter 1 in close contact with the front cover C in order to improve the power transmission efficiency. The damper clutch DC is activated or deactivated by the flow path conversion of the damper clutch control valve 2, which is directly transmitted to the input shaft of the transmission.

To this end, the damper clutch control valve (2) is to hold the valve spool (S) to the valve body with a spring (SG) to always apply a moving force to the right.

The spring SG has a structure which is supported on the left side of the first land L1, and the second land L2, the third land L3, and the fourth land having the same area at predetermined intervals from the land. A valve spool S having a land L4, a fifth land L5 and a sixth land L6 having a size smaller than these areas is constituted.

The first flow path D1 formed in the valve body is configured to apply a pressure lower than the line pressure to the valve spool S from the reducing valve, and the oil is formed between the first land L1 and the second land L2. A second flow path D2 for supplying the hydraulic pressure generated from the pump is formed, and a third flow path D3 for supplying the hydraulic pressure through the torque converter control valve between the third land L3 and the fourth land L4. And a fourth flow path D4 for discharging oil in the torque converter TC.

In addition, a bypass flow path D5 is formed between the first land L1 and the second land L2 to flow between the fourth land L4 and the fifth land L5 to supply oil to the damper clutch operating flow path D6. The supply passage D7 is provided between the second land L2 and the third land L3.

The first flow path D1 is provided with a damper clutch control solenoid valve DCCSV, which is duty controlled by the transmission control unit TCU, so that the first flow path D1 is turned on only in the damper clutch DC operating region. ) Is to reduce the pressure.

Therefore, when the damper clutch operation signal is transmitted from the TCU, the damper clutch control solenoid valve (DCCSV) is turned on to lower the pressure of the first flow path (D1), so that the hydraulic pressure acting on the first land (L1) of the valve spool (S). And the force of the spring SG is smaller than the pressure of the first flow path D1 acting on the area difference between the fifth land L5 and the sixth land L6, so that the valve spool S moves to the left in the drawing. Done.

As a result, the oil pressure generated from the oil pump flows into the torque converter 1 through the damper clutch operation flow path D6 while the second flow path D2 and the bypass flow path D5 are opened, and the damper clutch DC is moved from the right side. Since the clutch is in close contact with the front cover C, the clutch is in a state of directly transmitting power of the engine.

However, in such a control method, since the position of the valve spool S is changed by the hydraulic pressure acting on the elastic force of the spring SG and the area of the land, the flow path is changed, so that the proper control is not easy and the valve stick phenomenon appears. There is a problem.

The present invention is invented to solve the problems of the prior art as described above, an object of the present invention is to control the damper clutch with only one supply pressure, and to control the displacement of the valve spool to two detection chamber pressure of the automatic transmission A damper clutch control device is provided.

In order to realize this, the present invention includes a plurality of valves for selectively transmitting the torque of the torque converter to the respective gear elements by controlling a plurality of clutch and brake means in proportion to the forward and reverse speeds of the oil pressure generated in the oil pump. An automatic transmission hydraulic control apparatus comprising: a first valve for receiving a clutch valve for controlling a damper clutch provided for improving power transmission efficiency of the torque converter, the operation being supplied from a torque converter control valve; A fourth port that communicates with one port to transfer hydraulic pressure to the clutch release passage, a second port that selectively communicates with the first port to form a pressure in the second detection chamber, and the second port and the second detection chamber Valve body having a bypass port for connecting and a third port for supplying hydraulic pressure of the first port to the clutch operating flow path And a valve spool holding first, second, third and fourth lands to selectively open or close the plurality of ports, and a reducing valve for forming hydraulic pressure to the first land side of the valve spool. The first detection chamber to be connected provides a damper clutch control device for an automatic transmission for an automobile to realize displacement of the valve spool by a solenoid valve controlled on and off by a TCU.

The valve spool provides a damper clutch control apparatus for an automatic transmission for automobiles which moves to the left by the hydraulic pressure of the first detection chamber in the damper clutch non-operation region to supply the hydraulic pressure of the first port to the clutch release passage side.

The solenoid valve described above provides a damper clutch control apparatus for an automatic transmission for a vehicle configured to be turned off in the damper clutch non-operation region and turned on in the damper clutch operation region to lower the first detection chamber.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

1 is a hydraulic control device provided with a damper clutch control device according to the present invention, and FIG. 2 is a sectional side view of the main part of the present invention, and the same reference numerals refer to the same parts as in FIG.

The front cover (C) of the torque converter (1) is directly connected to the pump impeller (P) to transmit the rotational force, and a turbine runner (R) is installed to face the pump impeller, and the flow of oil therebetween. The stator A which changes to a direction is provided.

A damper clutch (DC) is located on the front cover (C) to rotate with the turbine runner (R), and the damper clutch (DC) and the front cover (C) to control the adhesion / separation The clutch control valve 2 is provided.

The clutch control valve 2 is a valve functioning as a damper clutch control valve in FIG. 3, and is capable of selectively supplying operating oils through the clutch operating flow passage B1 and the clutch release passage B2, respectively.

The valve spool S of the clutch control valve 2 has a first land L1, a second land L2, a third land L3, and a fourth land L4. The first detection chamber 30 and the second detection chamber 32 are formed at both sides of the L1) and the fourth land L4, respectively, so that the displacement of the valve spool S can be controlled.

The clutch control valve 2 is a normally closed valve controlled by a solenoid valve (SV) controlled by a TCU. When the electrical signal of the TCU is transmitted, a discharge port is opened to discharge the hydraulic pressure of the first detection chamber 30. The pressure can be reduced.

Therefore, the first detection chamber 30 forms a flow path with the reducing valve 6 to receive a hydraulic pressure lower than the line pressure, and the second detection chamber 32 has a constant hydraulic pressure at the regulator valve 5. An oil connection is made through the torque converter control valve (3).

The first port 34 connected to the torque converter control valve 3 is capable of supplying oil along the bypass passage 38 connected to the second detection chamber 32 through the second port 36.

In addition, the clutch operating flow path B1 is connected to the third port 40, and the clutch release channel B2 is connected to the fourth port 42.

The third port 40 is formed between the third land L3 and the fourth land L4 in the damper clutch non-operation state, and the fourth port 42 is partially connected to the second land L2. It is formed at a position to be blocked so that the oil flowing through the second port 36 can be supplied between the damper clutch (DC) and the front cover (C).

The solenoid valve SV is connected to the reducing valve 6 to control the hydraulic pressure applied to the first land L1 by varying the reducing pressure flowing into the first detection chamber 30.

In addition, an oil cooler (OC) and a flow path 44 for supplying oil to the lubrication part are connected to the torque converter 1, and an orifice 46 is formed in the flow path 44 so that the oil in the torque converter 1 rapidly increases. It is intended to prevent discharge.

The flow path 44 is connected to the fifth port 48 to discharge oil when the clutch control valve 2 is before the damper clutch operating region, and the torque converter 1 is directly connected to another orifice 50. It is connected to the flow path 440 through the () to supply the oil required for lubrication in the damper clutch operating area.

In the damper clutch control apparatus of the present invention, the hydraulic pressure generated in the oil pump 4 provides the shift hydraulic pressure through the manual valve 7, and some of the hydraulic pressures are controlled by the torque converter control valve via the regulator valve 5. Flows into (3).

The hydraulic pressure flowing into the torque converter control valve 3 flows into the first port 34 of the clutch control valve 2 connected thereto, and the solenoid valve SV is turned off before the damper clutch DC is operated. In this state, the same pressure acts on the opposing surfaces of the second land L2 and the third land L3, and the reducing pressure is applied to the first detection chamber 30 through the reducing valve 6 in this state. Since the valve spool (S) is to move completely to the right side as seen in the figure.

In this state, the hydraulic pressure flowing through the first port 34 is introduced between the damper clutch DC and the front cover C through the fourth port 42 so that the damper clutch DC is separated from the front cover C. By the normal torque converter, the power of the engine is transmitted to the input shaft of the transmission.

When entering the damper clutch operating area in this state, the TCU transmits an electrical signal to the solenoid valve (SV) to open the closed discharge port.

Since the pressure in the first detection chamber 30 decreases due to this action, the valve spool S is shown by the hydraulic pressure acting on the second detection chamber 32 through the bypass passage 38 in the second port 36. Will move to the left.

Then, the third land L3 is positioned between the first port 34 and the second port 36 so that the hydraulic pressure supplied from the first port 34 passes through the fourth port 42 to release the clutch B 2. Blocking the process, the oil is supplied to the third port 40 side to supply the oil to the clutch operating flow path B1.

In this operation, the damper clutch (DC) is in close contact with the front cover (C) to directly transfer the power of the engine to the input shaft of the transmission to minimize the power loss of the engine.

As described above, the damper clutch control device according to the present invention operates or deactivates the damper clutch only by the hydraulic pressure flowing through the torque converter control valve, and controls the displacement of the valve spool of the clutch control valve to two detection actual pressures. Therefore, it is possible to reduce the driving loss of the oil pump, and to control the valve spool without using a spring to control the conventional disadvantages such as a valve stick.

Claims (3)

In the automatic transmission hydraulic control device including a plurality of valves for selectively transmitting the torque of the torque converter to the respective gear elements by controlling a plurality of clutch and brake means in proportion to the forward and reverse speed of the oil generated from the oil pump And a clutch valve for controlling a damper clutch provided for improving the power transmission efficiency of the torque converter, the first port receiving operation from the torque converter control valve, and communicating with the first port toward the clutch release passage. A fourth port for transmitting hydraulic pressure, a second port selectively communicating with the first port to form a pressure in the second detection chamber, and a bypass passage connecting the second port and the second detection chamber, and clutch operation A valve body having a third port for supplying the hydraulic pressure of the first port to the flow path side, and the plurality of ports selected above It consists of a valve spool holding the first, second, third and fourth lands to open or close automatically, and the first detection chamber connected to the reducing valve to create hydraulic pressure to the first land side of the valve spool is a TCU. A damper clutch control apparatus for an automatic transmission for automobiles, which realizes displacement of the valve spool by a solenoid valve controlled on and off. The damper clutch control apparatus of an automatic transmission for an automobile according to claim 1, wherein the valve spool is moved to the left side by the hydraulic pressure of the first detection chamber in the damper clutch non-operation region to supply the hydraulic pressure of the first port to the claw release path. . 2. The damper clutch control apparatus according to claim 1, wherein the solenoid valve is turned off in the damper clutch non-operating region and turned on in the damper clutch operating region to lower the first detection chamber.