KR0131313B1 - Auto-transmission hydraulic control device valve - Google Patents

Abstract

A manual valve(14) and A shift control valve(15) is arranged on the central axis(S) of the valve body(13) to be movable together. The manual valve(14) is connected with the shift lever(not shown) mechanically so as to rotate according to movement of the shift lever. And spring member(44,45,46) is positioned between the manual valve(14) and the control valve(15). The manual valve(14) has the first land(23) and the second land(24). A neck(22) which is placed between the first land(23) and the second land(24) is provided with the first blade(28), the second blade(29), and the third blade(30) in a certain angle integrally. The first chamber(25), the second chamber(26) and the third chamber(27) are respectively placed between the blades(28,29,30).

Description

Transmission valve of automatic transmission hydraulic control device

The present invention relates to a shift valve of a hydraulic control system for an automatic transmission, and more particularly, to increase safety while maintaining a normal shift operation when an electronic control system fails, and to simplify and compactly arrange the valve body in the valve body concentrically. The present invention relates to a shift valve capable of providing a hydraulic control system for an automatic transmission having a structure.

A typical automatic transmission for a vehicle includes a torque converter, a multistage transmission mechanism including a friction member for selecting one of a plurality of gear stages of the transmission according to the driving state of the vehicle, and a smooth transmission by operating or releasing the friction member. Hydraulic control device is being performed.

The torque converter of the automatic transmission for a vehicle is composed of a pump fixed to the output shaft of the engine and rotating together, a turbine connected to the member on the output shaft, and a stator positioned between the pump and the turbine to change oil flow, so that the engine is driven. When the pump starts to rotate, the oil is ejected from the pump to the turbine to rotate the turbine and enter the inside of the stator to push the pump again to increase the torque.

In addition, the multi-stage transmission mechanism of the automatic transmission for a vehicle is composed of a plurality of multi-plate clutches, at least one brake and a planetary gearbox, so that the clutches act as a power input element to the planetary gear mechanism and the brakes are fixed to each part of the planetary gear mechanism. It acts as an element to prevent rotation. In addition, the hydraulic control device of the automatic transmission for a vehicle transmits the hydraulic pressure generated by the O-ring pump to the clutch and the brake of the multi-stage transmission mechanism through a regulator valve, a shift control valve, a manual valve, and a pressure control valve to perform a shift suitable for each shift stage. To play a role.

Automatic shifting while the vehicle is running is achieved by adjusting the operating state of the clutch or brake at each shift by a hydraulic control device. At this time, the manual valve and the shift control valve of the hydraulic control device play an important role. The manual valve of the hydraulic controller moves according to the position selection of the shift lever to switch the flow of fluid, and the shift control valve of the hydraulic controller moves the oil supplied from the manual valve to the position corresponding to each shift stage, and transfers the oil supplied from the manual valve. To the gearshift stage.

The shift control valve is a port switching is made by the electronic control system in the case of a four-speed automatic transmission.

6 is a side cross-sectional view for explaining a connection state between a conventional manual valve and a shift control valve, wherein two shift control solenoid valves 1 and 2 that operate according to a signal of a transmission control unit (TCU) are connected to a flow path ( It is connected to the manual valve 3 through 4), and the line pressure is adjusted according to the on / off action of these shift control solenoid valves 1 and 2.

At this time, the adjusted line pressure acts on the ports 5a, 5a 'and 5b of the shift control valve 5 so that the amount of movement by the first and second stoppers 10 and 11, respectively, is restricted. Supply hydraulic pressure to (9).

A valve spool is positioned between the first and second stoppers 10 and 11 so that the hydraulic pressure supplied to the inlet port 4 formed in the valve body is supplied to the first outlet port 5c and the second outlet port 5d. Then, it is selectively supplied to the third outlet port 5e. In order to selectively supply hydraulic pressure, the valve spool includes a first lend 6 and a smaller second land 7. The first and second lands are limited in movement by the first and second stoppers 10 and 11, respectively.

The ports 5a and 5a 'are in communication with each other, so that the hydraulic pressure can be applied to the plugs 8 and 9, respectively. The port 5b is configured to be able to actuate hydraulic pressure on the valve splice independently, and is constantly supported by a spring to constantly move to the second stopper 11 side.

The manual valve 3 includes an inlet port for receiving hydraulic pressure from the fluid pump, an outlet port 3a for supplying the hydraulic pressure introduced therein to the inlet port 4 of the shift control valve 5, and a shift lever. It includes a valve spool that moves along.

The valve spout is a land for supplying hydraulic pressure to the outlet port 3a when the shift lever is moved to any one of positions D, 2, and L, and a land for supplying hydraulic pressure when the shift lever is moved to the R position. It includes.

In the conventional hydraulic control system as described above, since the shift control solenoid valves 1 and 2 are all turned on by the TCU at the D range 1 speed, the line pressure supplied from the manual valve 3 is the shift control solenoid valve. (1) (2) is discharged through the discharge port Ex. Therefore, the hydraulic pressure does not act on the ports 5a and 5b of the shift control valve 5, and the line pressure from the manual valve 3 acts on the first land 6 having a large area of the valve spool, thereby providing a valve spool. To the left. In this D range 1 speed, the hydraulic pressure is supplied from the outlet port 3a of the manual valve 3 to the rear clutch through the flow path L so that the friction element is operated.

In the second range D speed, since the shift control solenoid valve 1 is turned off by the TCU, the hydraulic pressure does not act on the port 5b of the shift control valve 5, but the hydraulic pressure acts on the ports 5a, 5a '. . Thus, the first and second plugs 8 and 9 move to the first and second stoppers 10 and 11 to stop.

At this time, since the first plug 8 pushes the valve spool penetrating the first stopper 10 to the right side, the second land 7 of the valve spool moves to the right side of the first outlet port 5c so that the flow path ( In communication with 4). Therefore, the hydraulic pressure generated in the fluid pump activates another friction element through the first outlet port 5c to realize the second speed. In the D range, both of the two shift control solenoid valves (1) and (2) are controlled to be turned off to open the first and second outlet ports (5c) and (5d), and the shift control is performed by the TCU at the D range 4 speed. Only the solenoid valve 2 is controlled in the off state and is supplied to each friction element while opening all of the first, second and third outlet ports 5c, 5d, 5e to realize the shift. And, the hydraulic control system of this structure. Since manual valves and shift control valves are used separately, there is a problem that a space for installing these valves must be secured. In addition, since the two shift control solenoid valves are controlled, there is a problem that the structure becomes complicated. In addition, when the electronic control system has an abnormality, since both the shift control solenoid valves are turned off, the shift stage of the D-range 3 speed is maintained, so that the engine brake effect cannot be obtained, which causes a safety problem.

The present invention is to solve the problems of the prior art as described above, an object of the present invention is to provide a shift valve of the hydraulic control system for an automatic transmission by structurally simple by unifying the manual valve and the shift control valve. Still another object of the present invention is to provide a shift valve of an hydraulic control system for an automatic transmission that enables normal driving with manual shifting when an electronic control system fails.

In order to realize the above object, the present invention provides a hydraulic control system for an automatic transmission, a proportional control valve for reducing the hydraulic pressure in accordance with the vehicle speed, and a line pressure for outflow of the hydraulic pressure to be used as the driving pressure in the D range An outlet port, a reverse pressure port for flowing out the hydraulic pressure from the R range to a driving pressure, a port for receiving the hydraulic pressure from the line pressure outlet port, and a first speed for flowing out the hydraulic pressure to shift the speed stage according to the vehicle speed , A valve body including two speed, three speed and four speed ports, a manual valve rotatably installed in the valve body and rotating according to the shifting of the shift lever, and the same as the manual valve in the valve body described above. A shift control valve rotatably mounted about a central axis, said shift control valve comprising a small diameter shaft; And the small diameter shaft of the manual valve is provided with the first, second and third blades for selectively supplying the line pressure to the line pressure inlet port, the line pressure to the outlet port and the reverse pressure port. Integrally formed on the neck shaft, said manual valve also comprising first, second and third stoppers, said shift control valve comprising first, second and third blades, elastic The members are provided between the first, second and third blades of the shift control valve and the respective first, second and third stoppers of the manual valve, and the shift control valve is the valve described above. And a fourth blade for selectively opening and closing the 1,2,3,4 speed ports of the body, wherein the shift control valve further includes the first, second and third blades of the shift control valve and the manual valve.1, first it involves characterized in that it comprises a horizontal passage and a plurality of vertical passages to supply the hydraulic pressure between the second and third stoppers.

1 is a side cross-sectional view of a shift valve according to the present invention.

2 is a cross-sectional view taken along the line A-A of FIG.

FIG. 3A is a cross-sectional view taken along the line B-B in FIG. 1 showing the position of the valve spool in the first speed state. FIG.

(B) is sectional drawing of the B-B line | wire of FIG. 1 which shows the position of a valve spool in a 2nd speed state.

(C) is sectional drawing of the B-B line | wire of FIG. 1 which shows the position of a valve spool in a 3rd speed state.

(D) is sectional drawing of the B-B line | wire of FIG. 1 which shows the position of a valve spool in a 4 speed state.

Fig. 4A is a cross-sectional view taken along the line C-C in Fig. 1 showing the position of the valve spool in the first speed state.

Fig. 4B is a cross-sectional view taken along the line C-C in Fig. 1 showing the position of the valve spool in the second speed state.

(C) is sectional drawing of the C-C line | wire of FIG. 1 which shows the position of a valve spool in a 3rd speed state.

4D is a cross-sectional view taken along the line C-C in FIG. 1 showing the position of the valve spool in the fourth speed state.

5 is a configuration diagram of a hydraulic control system provided with a shift valve according to the present invention.

6 is a side cross-sectional view showing a connection state of a conventional shift control valve and a manual valve.

Preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. 1 and 2, the manual valve 14 and the shift control valve 15 are rotatably arranged together on the central axis S in the valve body 13. The manual valve 14 is mechanically connected to a shift lever (not shown) and rotates according to the movement of the shift lever. And the elastic member (44, 45, 46, see also Figure 3) is the manual valve 14 is installed between the control valve (15).

The manual valve 14 has a first land 23 and a second land 24. The first blade 28, the second blade 29, and the third blade 30 are integrally formed at a predetermined angle on the neck portion 22 between the first and second lands, and the blades 28, 29, and 30 are integrally formed. Are formed between the first chamber 25, the second chamber 26, and the third chamber 27, respectively.

The first, second and third chambers 25, 26 and 27 are substantially closed by the valve body 13. However, each chamber communicates with the inlet port 19, the line pressure outlet port 20, the reverse pressure port 21, and the discharge port 69 formed in the valve body 13 in accordance with the position of the blade. The line pressure inlet port 19 communicates with the line pressure outlet port 20 in accordance with the rotation of the manual valve 14.

As the manual valve 14 rotates, a passage 31 is provided in the first blade 28 so that the line pressure inlet port 19 communicates with the reverse pressure port 21. When the first blade 28 is moved to a position facing the line pressure outlet port 20, the hydraulic pressure flowing into the line pressure inlet port 19 is passed through the passage 31 to the reverse pressure port 921 Is supplied.

In FIGS. 1 and 3 (a) to 3 (d), first and second third stoppers 35, 36 and 37 form a discharge port 18 in the valve body 13. It is formed integrally with the second land 24 of the manual valve 14 and extends in a radial direction. The manual valve 14 forms a discharge port 18 in the valve body 13.

The first land and the second land of the shift control valve 15 are rotatably mounted inside the second land 24 of the manual valve 14, and a small diameter shaft is formed between the first and second lands. It is.

First, second and third blades 41, 42 and 43 are integrally formed on the small diameter shaft 38 of the shift control valve 15, and the elastic members 44, 45 and 46 are shifted. It is mounted between each blade (41, 42, 43) formed from the small diameter axis of the control valve (15) and each stopper (36, 37, 35) formed in the second land (24) of the manual valve (14). . The discharge ports 32, 33, 34, etc. formed in the second land 24 communicate with the discharge ports 18 formed in the valve body 13.

The shift control valve 15 has a horizontal passage 16 in communication with the detection pressure inlet port 12 formed in the valve body 13 (see FIG. 1). As shown in FIG. 3 to FIG. 3 (d), the detection pressure is supplied to the region A, the region B, and the region C in communication with the three vertical passages 17a, 17b, 17c.

The detection pressure supplied to the A, B and C regions acts between the stoppers 35, 36 and 37 of the manual valve 14 and the blades 41, 42 and 43 of the shift control valve 15. Since the manual valve 14 is designed to interlock only by the shift lever, the manual valve 14 does not rotate by the hydraulic pressure introduced into the manual valve. Therefore, only the shift control valve 15 is designed to rotate in accordance with the detected pressure. Therefore, the boss 70 is integrally formed at one end of the first land 39 to rotate the shift control valve 15, and the boss 70 is connected to the second land 24 of the manual valve 14. It is rotatably installed. In this way, another boss 71 is formed integrally with the third land 73 of the shift control valve 15, and the boss 71 is rotatably mounted to the valve body 13. . In FIGS. 4A-4D, the fourth, fifth and sixth blades 52, 53, and 54 may control the shift control to sequentially open and close the first second third and fourth speed ports. It is formed integrally with the small diameter shaft between the second third land (40, 73) of the valve.

In FIG. 5, the hydraulic pressure generated in the fluid pump is designed to be supplied to the line pressure inlet port 19 of the valve body 13 through the line pressure flow path L1. The line pressure outlet port 20 is designed to communicate with the first speed port 47 of the valve body 13 through the driving pressure line L2. The reverse pressure port 21 is connected to the regulator valve 56 on the left side (in the drawing) of the port through the reverse pressure line L3, and the right side of the port provides a shift shock when changing from the 'N range to the R range. It is connected to the NR control valve 65 to prevent.

The second speed port 48 is connected to the 1-2 shift valve (not shown) and the end clutch valve (not shown), and the third speed port 49 is 2-3 / 4 through the third speed flow path L5. -3 is connected to the shift valve (not shown) and the end clutch valve (not shown). In addition, the fourth speed port 50 is connected to the rear clutch release port (not shown) through the fourth speed flow path L6.

In addition, the detection pressure inlet port 12 of the valve body 13 is proportional to linearly adjust the pressure reducing valve 67 and the pressure-reduced hydraulic pressure to adjust the hydraulic pressure generated in the fluid pump 55 to a pressure lower than the line pressure It is connected in turn to the control valve 68. The proportional control valve 68 is connected to the detection body inlet port 12 of the valve body 13 through the first port 75 connected to the pressure reducing passage L7 and the detection pressure passage L8. Two ports 76 are provided.

In the hydraulic control system described above, the hydraulic pressure generated by the fluid pump flows into the line pressure inlet port 19, which is selectively supplied to the line pressure outlet port 20 according to the position of the manual valve 14. . This hydraulic pressure supplied to the line pressure outlet port 20 is also selectively introduced into the first speed port 47, in which the shift control valve 15 is controlled. That is, in the N range, the first speed port 47 is blocked by the fourth blade 52 of the shift control valve 15, and in the D range, the first speed port 47 is opened by the following action. That is, the hydraulic pressure generated by the fluid pump 55 is reduced in the reducing valve 67 and flows into the reduced pressure flow path (L7). When a part of the pressure-reduced hydraulic pressure flows into the second port 76 through the first port 75 of the proportional control valve 68, the second port 76 of the proportional control valve 68 Since the opening area is changed by the control of the transmission control unit, the detection pressure flowing into the detection pressure inlet port 12 of the valve body 13 is controlled.

In the embodiment of the present invention, the D-range 1 speed highest detection pressure is generated, and the highest detection pressure gradually decreases while sequentially going to the second third fourth speed. As shown in Figs. 3A and 4A, the highest detection pressure flows into the detection pressure inlet port 12 of the valve body 13 in the D range 1 speed, and the detection pressure is shifted. It is supplied to the vertical paths 17a, 17b, 17c through the horizontal path 16 of the control valve 15.

At this time, the hydraulic pressure supplied from the vertical passages 17a, 17b, and 17c is supplied to the regions A, B, and C, and at the same time, the hydraulic pressure is the first stopper 35 and the shift control of the manual valve 14. Between the first blade 14 of the valve 15 between the second stopper 36 of the manual valve 14 and the second blade 42 of the shift control valve 15 and the manual valve 14. Is formed between the third stopper 37 and the third blade 43 of the shift control valve 15.

Accordingly, the first, second and second blades 41, 42 and 43 of the shift control valve 15 are detected to be supplied to the regions A, B and C with the manual valve maintained at the D range. It rotates according to the pressure. The blades 41, 42, and 43 are elastic members until the blades rotate to substantially block the discharge ports 32, 33, 34 formed in the manual valve 14 as shown in FIG. Compress (44,45,46) respectively.

At this time, since the blades 41, 42, 43 are integrally formed with the small diameter axis 38, the small diameter axis 38 is rotated in accordance with the rotation of the blades (41, 42, 43). In addition, since the small diameter part shaft 38 is also formed integrally with another small diameter part shaft 72, the whole shift control valve 15 rotates simultaneously.

Therefore, the small diameter axis 72 is rotated at the same angle as the rotation angle of the other small diameter axis 38. In this case, the fourth blade 52 of the shift control valve 15 has the first speed port 47 located between the second speed port 48 as shown in FIG. Therefore, since the first speed port is opened and the second third fourth speed ports 48, 49, and 50 are blocked, the first speed port is supplied to the rear clutch (not shown) through the flow path to realize the first speed.

When the vehicle speed is gradually increased in the first speed state, the proportional control valve 68 controlled by the transmission (TCU) supplies the hydraulic pressure lower than the hydraulic pressure of the first speed to the second port 76.

In this state, since the hydraulic pressure from the vertical passages 17a, 17b, and 17c is designed to be lower than the first speed, the rotation angle of the shift control valve 15 becomes smaller than the rotation angle of the first speed.

Therefore, the elongation of the elastic members 44, 45, 46 is slightly larger than the first speed. In the second speed state, the shift control valve rotates slightly clockwise in the drawing as shown in FIG.

By this action, the fourth blade 52 of the shift control valve 15 is located between the second speed port 48 and the third speed port 49, as shown in FIG. 4 (b). The first speed port and the second speed port communicate with each other.

Therefore, the hydraulic pressure from the first speed port 47 flows into the second speed port 48 and is supplied to the 1-2 shift valve (not shown) and the end clutch valve (not shown) through the second speed path L4. To achieve the second speed.

When the vehicle speed is gradually increased in the second speed state, the non-res control valve controlled by the transmission control unit (TCU) supplies a hydraulic pressure lower than the second speed hydraulic pressure to the second port.

The hydraulic pressure is supplied to regions A, B and C through the vertical passages 17a, 17b, and 17c in the same manner as the states of the first and second speeds.

In this state, the hydraulic pressure supplied to the region A, the region B and the region C acts on the first, second, and third blades 41, 42, 43 of the shift control valve 15, respectively. Since it is lower than the hydraulic pressure of the second speed, the shift control valve 15 in the third speed state is reduced by the elastic force of the elastic members 44, 45, 46 as shown in FIG. Rotate clockwise.

By the above action, the fourth blade 52 of the shift control valve 15 is located between the third speed port 49 and the fourth speed port 50, so that the fourth blade 52 of FIG. The first speed port 47 communicates with the second speed port 48 and the third speed port 49.

Accordingly, the hydraulic pressure flows from the first speed port 47 into the second speed third speed ports 48 and 49 and is through a 2-3 / 3-4 shift control valve (not shown) through the third speed flow path L5 and It is supplied to the end clutch valve to achieve three speeds.

The third speed is realized by supplying the vehicle speed in the third speed state. When the vehicle speed is gradually increased in the third speed state, the proportional control valve 68 controlled by the transmission control unit (TCU) reduces the minimum hydraulic pressure. Supply to 2 port 76. The lowest hydraulic pressure is supplied to the A area B area C area through the vertical passages 17a, 17b, 17c of the shift control valve 15, respectively. In this state, the hydraulic pressure supplied to the region is lower than the hydraulic pressure at the third speed, so that the first blade of the shift control valve 15 may move the first stopper 35 of the manual valve by the elastic force of the elastic member 44. The second blade 42 of the shift control valve 15 is brought into contact with the second stopper 36 of the manual valve 14. Then, the third blade 43 of the shift control valve comes into contact with the third stopper 37 of the manual valve 14 as shown in FIG. At this time, the elastic members (44, 45, 46) will have a maximum amount of expansion. By the above action, the fourth blade 52 of the shift control valve 15 is in a position passing through the fourth speed port 50 as shown in FIG. 4 (d); Hydraulic pressure flows into the second third fourth speed ports 48, 49, and 50 from the first speed port 47 to realize the fourth speed.

When the shift lever R is selected as the reverse range, the first blade 28 of the manual valve 14 blocks the line pressure outlet port 20 of the valve body 13 from the state of FIG. Then, the hydraulic pressure generated by the fluid pump 55 flows into the line pressure inlet port, and flows out into the ribose pressure port 21 through the passage 31 formed in the re-blade 28 of the manual valve. The hydraulic pressure flowing out to the reverse pressure port 21 flows along the reverse pressure line L3 and is simultaneously supplied to the regulator valve 56, the N-R valve 65, and a low / reverse brake (not shown) to realize backward.

And when the electronic control system is broken, the shift lever is manually selected so that the first blade 28 of the manual valve 14 is placed in the position of 1 2 3 DRP, and an action such as an automatic shift is realized to increase safety. Let's do it.

As described above, the shift valve according to the present invention has a manual valve and a shift control valve installed in one valve body so that the shift can be performed by a rotational action rather than a linear reciprocating movement. In addition, since the manual shift is possible in the emergency mode, there is an advantage in that it has a structurally simple and improved function as compared with the conventional manual valve and the binary shift valve.

Claims (7)

Proportional control valve for reducing the hydraulic pressure according to the fluid pump and vehicle speed, Line pressure outlet port for discharging the hydraulic pressure to be used as driving pressure in D range, Reverse pressure for discharging the hydraulic pressure to driving pressure from R range A valve body and a valve including a port, a port for receiving the hydraulic pressure from the line extruder ports, and a 1 speed 2 speed 3 speed and 4 speed port for flowing out the hydraulic pressure to shift the speed stage according to the vehicle speed. And a shift control valve rotatably installed in the body and rotatably installed in the valve body and rotatably installed on the same central axis as the manual valve in the valve body. And a small diameter shaft of the manual valve, the line pressure being the line pressure inlet port, Integrally forming a first second third blade with the small diameter shaft for selectively supplying the line pressure to the outlet port and the reverse pressure port, and the manual valve also includes a first second third stopper And the shift control valve includes first, second and third blades and the elastic members each of the first and third blades of the shift control valve and the manual valve comprise one of the valve bodies. And a fourth blade for selectively opening and closing the second, third and fourth speed ports, wherein the shift control valve also includes the first, second and third blades of the shift control valve and the fourth, Hydraulic control system for an automatic transmission comprising a horizontal passage and a plurality of vertical passages for supplying hydraulic pressure between the fifth and sixth blade. 2. The hydraulic control for an automatic transmission as set forth in claim 1, wherein the hydraulic pressure supplied to the horizontal passage of the shift control valve is controlled to be gradually reduced at 1 speed and at a 2 speed 3 speed 3 speed by the proportional control valve. system. The hydraulic control system of claim 1, wherein the manual valve rotates according to a position of the shift lever, and the shift control valve rotates according to a detected pressure of the proportional control valve. The hydraulic control system of claim 1, wherein the first blade of the manual valve forms a passage in the first blade to supply the line pressure to the reverse pressure port in an R range. The hydraulic control system for an automatic transmission according to claim 1, wherein said shift control valve rotates in accordance with the rotation of said manual valve when the electronic control system fails. The second speed port in the second speed of the D range from the first speed port, the third speed port in the third speed of the second speed port of the D range and the four of the D range. Hydraulic control system for automatic transmission supplied to four speed ports in the fast speed. The shift control valve of claim 1 further comprising: a boss formed on one side of the shift control valve to be rotatably positioned on the manual valve and another formed on the other side of the shift control valve to be rotatably positioned on the valve body. Hydraulic control system for automatic transmission including a boss.