KR0162785B1 - Hydraulic control system of 5 shifts a/t - Google Patents

Abstract

The present invention relates to an automatic shift hydraulic control system for automobiles, and has a five-speed shift stage, and a torque pressure control and a drive pressure control are sequentially performed to improve the feeling of shifting and to enable a shift shifting to increase responsiveness. To ensure that; An oil pump forming oil pressure, a pressure regulating valve for regulating the line pressure generated by the oil pump to a hydraulic pressure suitable for forward and backward running, and a drive pressure and a reverse pressure supplied according to the valve spool position of the manual valve. A shift first control unit having five forward friction elements, two reverse friction elements, and at least two shift valves selectively supplying hydraulic pressure to the friction elements, each of which operates as a shift stage suitable for a vehicle speed; Provided is a five-speed automatic transmission hydraulic control system for an automobile comprising a second shift control unit and a torque pressure converting unit for supplying a torque pressure to the first shift control unit.

Description

5-speed automatic transmission hydraulic control system for automobile

1 is a hydraulic circuit diagram in the N (neutral) range of the hydraulic control system according to the present invention.

2 is a view for explaining the configuration of the hydraulic control system of the present invention,

2 is a diagram illustrating a damper clutch control unit and a pressure control unit;

2, b) is a configuration diagram of the torque pressure converter,

2 is a configuration diagram of the first shift control unit;

2 is a configuration diagram of a second shift control unit.

3 is a power train system diagram for shifting by the hydraulic control system of the present invention.

4 is a hydraulic circuit diagram of the hydraulic control system of the present invention formed in the D range 1 speed.

5 is a hydraulic circuit diagram of the hydraulic control system of the present invention formed in the D range 1-2.

6 is a hydraulic circuit diagram formed by the hydraulic control system of the present invention at the D range 2 speed.

7 is a hydraulic circuit diagram of the hydraulic control system of the present invention formed in the D range 2-3.

8 is a hydraulic circuit diagram formed by the hydraulic control system of the present invention at the D range 3 speed.

9 is a hydraulic circuit diagram of the hydraulic control system of the present invention formed in the D range 3-4.

10 is a hydraulic circuit diagram formed by the hydraulic control system of the present invention in the R range.

11 is a table of shift stages of each friction element of the shift stage friction element unit according to the present invention.

The present invention relates to a five-speed automatic transmission hydraulic control system for automobiles, and more particularly, to control the five-speed shift stage to improve the feeling of shifting and to control two shift stage shift valves with one solenoid valve. An automatic transmission hydraulic control system for simplifying the structure of the body.

In general, an automatic transmission for a vehicle has a torque converter and a multistage gear mechanism connected to the torque converter, and hydraulically operated friction for selecting one of gear stages of the transmission gear mechanism according to the operating state of the vehicle. Contains an element.

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

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 shifting the speed ratio in the planetary gear system by the operation of friction elements such as clutches or kick-down brakes at each gear.

In addition, the friction element 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 change to the selected position of the driver's shift lever to the fluid pressure from the oil pump It is intended to be supplied with a pipe connection to supply this fluid pressure to the shift control valve.

Automatic transmissions for automobiles are known from US Pat. No. 3,754,482.

The automatic transmission for automobiles described in this publication includes a first shift device, a second shift device, a third shift device and a fourth shift device, and further include first, second, third, and fourth friction elements, Two of the above first to fourth friction elements are selectively combined to achieve a plurality of shift stages.

Many of these automatic transmissions are known, but they are limited in improving fuel efficiency because they are designed to obtain four forward gears and one reverse gear, and are slow in response because skip control is not performed. There is a problem.

The present applicant has proposed a method for solving the problems of the prior art as described in Korean Patent Application No. 93-11131.

However, the hydraulic control system proposed by the present applicant has a disadvantage in that the configuration of the hydraulic control unit for controlling these friction elements is complicated because the five friction elements can be controlled by controlling nine friction elements.

The present invention is to improve the Korean Patent Application No. 93-11131 to provide a hydraulic control system that can simplify the configuration of the valve body by performing a five-speed shift control with eight friction elements.

The automatic variable speed hydraulic control system of the present invention is configured to include an oil pump for generating oil pressure by a drive gear that rotates together with the engine, and oil pressure supplied from the oil pump to properly supply oil pressure when the vehicle moves forward or backward. A pressure regulating valve to be variable, a torque converter for transmitting the driving force of the engine to the input shaft of the transmission, a converter clutch regulator valve for supplying an operating pressure of the damper clutch for increasing the power transmission efficiency of the torque converter, and the pressure regulation The solenoid supply valve receives the line pressure from the valve and supplies the reduced pressure to the first, second, third, fourth, fifth, sixth and seventh solenoid valves (S1, S2, S3, S4, S5, S6, S7) In order to operate the shift stage friction element with the primary torque pressure, the shift stage friction element with the control switch valve for torque pressure direction switching and the torque control switch valve described above. Torque control regulator valve that converts and supplies to torque pressure required for operation, first friction element that acts in common with 1,2,3,4 stages, and second friction element acts with one or more gears for each gear stage The third friction element, the fourth friction element, the fifth friction element, the sixth friction element and the seventh friction element, and the first, second and third solenoid valves, 1-2 shift valve, 2-3 shift valve, 3-4 shift valve to shift by selectively supplying torque pressure supplied from the above or drive pressure supplied from the above-mentioned pressure regulating valve to the respective friction elements. And a 4-5 shift valve and a second clutch valve controlled by the torque pressure and the drive pressure to supply the operating pressure to each shift stage friction element and to supply the operating pressure of the next shift stage to the shift valves. , Third And a manual valve for supplying the line pressure regulated by the pressure regulating valve to the above-described shift valves or to the reverse friction element according to the selected position of the shift lever. In addition, a drive pressure pipe connected from the manual valve is connected to the fourth band valve to provide a five-speed automatic transmission hydraulic control shift system for an automobile configured to operate the first friction element at speeds 1,2,3.

The reverse friction element is directly connected to the manual valve and the reverse pressure pipeline provides a five-speed automatic transmission hydraulic control system for a vehicle having a connection configuration that can be supplied with hydraulic pressure using the line pressure control.

In the reverse pressure pipeline for supplying hydraulic pressure to the reverse friction element, a reverse clutch inhibitor valve is installed to prevent the vehicle from reversing when the shift mode is selected from the D (running) to the R range (reverse). Provided is a five-speed automatic transmission hydraulic control system for automobiles, characterized in that emergency safety means for blocking the hydraulic pressure supplied to the friction element is installed.

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

1 is a schematic diagram of a hydraulic control system according to the present invention, which shows a hydraulic control system with a shift lever selected in the N range.

The hydraulic control system includes a torque converter (2) located between the crankshaft and the transmission of the engine for transmitting power, a drive gear installed in the pump drive hub of the torque converter and rotating together with the drive gear. An oil pump 4 having a driven gear, a damper clutch control unit A for operating / deactivating the damper clutch of the torque converter 2 by varying the oil pressure generated in the oil pump 4, and an oil pump A torque pressure converting portion B for reducing the pressure supplied to the first, second and third solenoid valves S1, S2, and S3 in order to convert the drive pressure supplied from (4) into the pressure required for clutch operation; and The above-mentioned torque pressure and drive pressure are made to include the shift stage friction element portion C and the shift first and second control portions D and E.

On the hydraulic discharge side of the oil pump 4, a pressure regulating valve 6 capable of varying the line pressure when the mode is changed from the neutral (N) range to the travel (D) range or the reverse (R) range is a conduit (8). ) Is connected.

The pressure regulating valve 6 is connected to the converter clutch regulator valve 12 for supplying hydraulic pressure to the torque converter 2 through the conduit 10 by a conduit 14. The converter feed valve 16 to adjust is provided.

The converter clutch regulator valve 12 is a hydraulic discharge action of the fourth solenoid valve 54 electrically controlled by a transmission control unit (TCU) (not shown) to change the position of the valve spool so that the pipeline ( The damper clutch of the torque converter 2 is activated / deactivated by communicating one of the conduits 10a / 10b with the conduit 14.

The conduit 8 is further extended to be connected to the solenoid supply valve 18 of the torque pressure converting unit B so as to reduce the line pressure, and a part of the hydraulic pressure reduced while passing through the valve is the conduit 20 Through a) is made a connection that can be supplied to the control switch valve 22 and the torque control regulator valve (24).

In addition, the control line 25 branched from the pipe line 20 is connected to the pressure control valve 6 and the converter clutch regulator valve 12 to supply the control pressure, the control pressure is 4, 5 The solenoid valves S4 and S5 can be varied.

The control switch valve 22 and the torque control regulator valve 24 are configured such that the position of the valve spool can be changed by the sixth and seventh solenoid valves S6 and S7 controlled by the transmission control unit, respectively. Has

These solenoid valves 56 function to discharge or shut off the hydraulic pressure supplied through the pipe line 20, thereby acting as a shuttle valve to operate the control switch valve 22 from side to side to change the supply direction of the torque pressure. The solenoid valve S7 changes the hydraulic pressure applied to the valve spool of the torque control regulator valve 24 according to the degree of discharging the hydraulic pressure supplied through the pipe line 20, thereby changing the position of the spool to open the port. The torque is generated due to the change.

The conduit 20 is further extended from the seventh solenoid valve S7 to form a connection capable of hydraulically acting on the valve spool of the reverse clutch inhibitor valve 26.

The reverse clutch inhibitor valve 26 is an emergency safety means for preventing the vehicle from reversing when the reverse range is selected by the driver during driving and a pressure control valve for reversing. The seventh solenoid is controlled by the transmission control unit. The hydraulic discharge action of the valve S7 is enabled.

The control switch valve 22 and the torque control regulator valve 24 are communicated with the torque pressure pipe 28 so that the hydraulic pressure can be moved. The hydraulic pressure moving along the torque pressure pipe 28 is a shift lever. It is the hydraulic pressure supplied from the drive pressure pipe 32 which connected to the manual valve 30 which cooperates with (not shown).

The manual valve 30 has modes of P (parking) range, R (reverse) range, N (neutral) range, D (driving) range, 3, 2, L range, D range, 3 ', 2, the L range has a structure capable of supplying hydraulic pressure to the drive pressure pipe (32).

The drive pressure pipe 32 forms a connection capable of supplying hydraulic pressure to the torque control regulator valve 24, and may directly supply hydraulic pressure to the first friction element 80 of the shift stage friction element portion C. The connection is made.

In addition, the drive pressure pipe 32 forms a connection capable of supplying hydraulic pressure to the 1-2 shift valve 36, which is connected to the control switch valve 22 and the first torque pressure. Connected to the conduit 38 and the second torque pressure conduit 40 to selectively receive the hydraulic pressure from any one of the conduits 38 and 40 according to the operation of the control switch valve 22. It is coming true.

On the other hand, in order to control the pressure control valve 6 and the converter clutch regulator valve 12 described above, the control line 25 leading from the above-described line 20 includes only the 1-2 shift valve 36 and the above 2-3. A hydraulic connection can be made to the shift valve 44. The 2-3 shift valve 44 can also supply hydraulic pressure to the 3-4 shift valve 46 and the 4-5 shift valve 48. Is fulfilling.

The 1-2 shift valve 36 is connected to the second clutch valve 54 for supplying hydraulic pressure to the second friction element 52 through the conduit 50.

In addition, the second clutch valve 54 is connected to the 2-3 shift valve 44 to supply hydraulic pressure. The 2-3 shift valve 44 is connected to the third friction element 58 through the conduit 56. It is connected to the third clutch valve 60 for supplying hydraulic pressure to).

The third clutch valve 60 is connected to the 3-4 shift valve 46 to supply hydraulic pressure. The 3-4 shift valve 46 is connected to the fourth friction element 64 through the conduit 62. It is connected to the fourth band valve 66 for supplying the hydraulic pressure.

The fourth band valve 66 is connected to the 4-5 shift valve 48 to supply hydraulic pressure, and the 4-5 shift valve 48 is fifth friction through the conduit 68. It is connected to an overdrive unit valve 72 for supplying hydraulic pressure to the element 70.

The shift stage friction element portion C includes a reverse friction element 74 which is clutched only when reversing, and the reverse friction element 74 is connected to a reverse pressure pipeline 76 extending from the manual valve 30. To be supplied with hydraulic pressure.

In addition, a sixth friction element 78, which is a low reverse clutch, and a seventh friction element 82, which receives hydraulic pressure to the drive pressure line 32 through the overdrive unit valve 72, may include a shift stage friction element part ( C) is done.

FIG. 2A is an enlarged view of the damper clutch control unit A, FIG. 2B is an enlarged view of the torque pressure converting unit B, and FIG. 2C is a transmission first control unit D. FIG. 2 is an enlarged view of FIG. 2, e.

As shown in FIG. 2 a), the pressure regulating valve 6 of the damper clutch control unit A is located in the pressure detecting chamber 100 formed in the valve body and movably located in the pressure detecting chamber 100. The pressure detection chamber 100 is formed of a valve spool 102, and the first pressure port 104 and the second port 106 are formed in direct communication with the line pressure line 8, and the drive pressure line is formed. The third port 108 in communication with the drive 32 and the fourth port 110 in communication with the converter feed valve 16 and reducing the pressure when the line pressure rises above the prescribed pressure. The fifth port 112 is provided.

The valve spool 102 is subjected to elastic force in the right direction as seen in the drawing by the elastic member 114 installed in the pressure detection chamber 100 in which the hydraulic pressure is formed or released by the control of the fifth solenoid valve S5. There is another pressure detection chamber 116 that resists the pressure of the pressure detection chamber 100 is in communication with the third port 108 to receive the drive pressure, the position of the valve spool 102 is the fifth solenoid valve It is made to be variable by the duty control of (S5).

That is, when the fifth solenoid valve S5 is turned off to raise the hydraulic pressure in the pressure detection chamber 100, the pressure and the elastic force of the elastic member 114 are combined to be higher than the pressure in the other pressure detection chamber 116. Since the valve spool 102 moves to the right side, and the fifth solenoid valve S5 is turned on and the pressure in the pressure detection chamber 100 is lowered, the pressure in the other pressure detection chamber 116 becomes elastic. By overcoming the elastic force of the member 114, the valve spool 102 is moved to the left.

The movement of the valve spool 102 is to selectively open or close the first, second, third, fourth, fifth ports 104, 106, 108, 110, and 112 to receive or shut off hydraulic pressure, and the supply or shutoff of the hydraulic pressure is performed by the valve spool 102. By lands).

These lands are operated by the pressure of the hydraulic pressure of the first land 118 that opens and closes the fourth port 110, the second land 120 that opens and closes the fifth port 112, and the pressure detection chamber 116. And a third land 124 having a face 122.

Between the second land 120 and the third land 124, a fourth land 128 having an inclined surface 126 is integrally connected, and the curved surface 126 is connected to the first port 104. When the introduced hydraulic pressure is raised above the prescribed pressure, it is to be not affected by the flow force generated when discharging the hydraulic pressure to the fifth port 112 which is the discharge port.

The converter feed valve 16 supplied with the hydraulic pressure from the fourth port 110 has a first land 134 having a pressure operating surface 132 on which hydraulic pressure acts in the pressure detection chamber 130 and an elastic member ( It holds a valve spool 140 consisting of a second land 138 that is supported by 136.

The first land 134 opens and closes the first port 142 communicating with the fourth port 110 of the pressure regulating valve 6 so as to control and supply the hydraulic pressure flowing to the second port 144. This action is performed by the elastic member 136 and the pressure in the pressure detection chamber 130 communicated from the third port 146 to the bypass pipe 148.

That is, since the valve spool 140 is moved to the left side by the elastic force of the elastic member 136 when the pressure in the pressure detection chamber 130 is lowered, the first port 142 and the second port 144 are opened. On the contrary, when the pressure in the pressure detection chamber 130 rises above the prescribed pressure to overcome the elastic force of the elastic member 136, the valve spool 140 moves to the right to block the ports 142 to stop the flow of hydraulic pressure. And do not operate until the pressure is reduced through the conduit 14.

The converter clutch regulator valve 12 supplied with hydraulic pressure from the converter feed valve 16 has a first port 150 communicating with the conduit 14 and a second port 3 communicating with the torque converter 2 ( 152 and 154, and another hydraulic pressure is supplied from the fourth port 158 and the control conduit 25 which are drilled to bypass the hydraulic pressure flowing into the first port 150 to the pressure detection chamber 156. A fifth port 162 for supplying hydraulic pressure to the pressure detection chamber 160 is provided.

The valve spool 164 of the converter clutch regulator valve 12 is connected to the first land 168 and the first port 150 having the pressure operating surface 166 to which the pressure in the pressure detection chamber 156 acts. Second and third lands 174 and 176 having pressure actuating surfaces 170 and 172 acting on the hydraulic pressure flowing therein, and a fourth land having a pressure detecting surface 178 acting on the hydraulic pressure in the pressure detecting chamber 160. Holds 180.

The pressure in the pressure detection chamber 160 varies the pressure by the duty control of the fourth solenoid valve S4 so that the valve spool 164 moves left or right to open and close the ports.

The sixth port 182 is formed adjacent to the third port 154, and the hydraulic pressure discharged through the port 182 is cooled while passing through the cooler 184 and the above-described shift stage friction element portion. It is supplied to the power train and axle part in which (C) is located so as to lubricate these parts.

FIG. 2 b shows the torque pressure converting unit B. The solenoid supply valve 18 has a first port 186 through which the line pressure supplied from the conduit 8 flows and the first port ( A second port 188 selectively communicating with 186 and communicating with the pipe line 20, and a third port for supplying oil pressure from the pipe line 20 to supply pressure to the pressure detection chamber 190. Has 192.

In addition, the valve spool 200 having the first land 194 to which the pressure in the pressure detection chamber 190 acts and the second and third lands 196 and 198 for opening and closing the first and second ports 186 and 188. And an elastic member 202 that elastically supports the valve spool 200 and resists the pressure in the pressure detection chamber 190 described above.

One side of the elastic member 202 is supported by the third land 198 and the other side is supported by the pushing plate 204, the valve spool 200 is a force that resists the pressure in the pressure detection chamber 190 A screw 206 for adjusting the tip of the screw 206 is in contact with the pushing plate 204 to change the elastic force.

The control switch valve 22, which receives the control pressure from the conduit 20, has a first port 208 communicating with the conduit 20, a sixth solenoid valve communicating with the first port 208. The second port 210 communicating with S6, the third port 212 receiving hydraulic pressure from the torque pressure pipe 28, and the first port described above adjacent to the left and right sides of the third port 212; The fourth and fifth ports 214 and 216 communicate with the torque pressure pipe 38 and the second torque pressure pipe 40, respectively.

In addition, the control switch valve 22 includes a pressure detection chamber 218 capable of controlling the hydraulic pressure flowing through the first and second ports 208 and 210, and the hydraulic pressure acting in the pressure detection chamber 218. Valve spool having one land 220 and second, third, and fourth lands 222, 224, 226 which selectively distribute the hydraulic pressure flowing into the third port 212 to the fourth port 214 or the fifth port 216. (228).

In addition, the torque control regulator valve 24 supplied with the hydraulic pressure from the conduit 20 has a first port 232 connected to the pressure detection chamber 230 in communication with the conduit 20, and the control switch valve described above. And second and third ports 234 and 236 connected to the third port 212 of the 22 and the torque pressure pipe 28, and a fourth port 238 to communicate with the drive pressure pipe 32.

The third port 236 of the torque control regulator valve 24 communicates with the pressure detection chamber 240, and a valve bush 242 is located in the pressure detection chamber 240, and the pressure detection chamber 230 described above. The valve plug 244 is located in the c) so as to selectively open and close the ports 232, 234, 236 and 238.

The valve spool 242 is composed of a spring-mounted concave portion 246 and the first land 248, the valve plug 244 consists of only a cup-shaped plug 250 on the same axis These cup-shaped plugs 246 and 250 are supported by first and second elastic members 252 and 254, respectively.

In particular, the second elastic member 254 is compressed when one side is supported by the plug 250 and the other side is supported by the first land 248 so that the hydraulic pressure in the pressure detection chamber 230 acts on the rear surface of the plug 250. This affects the position of the valve spool 242.

That is, when the compressive force of the second elastic member 254 acts on the valve spool 242, the first elastic member 252 is compressed to move the valve spool 242 to the left side in view of the drawing. The elastic force of the elastic member 254 is greater than the elastic force of the first elastic member 252.

On the other hand, Figure 2 c) shows the configuration of the transmission first control unit (D), the drive pressure is received from the drive pressure line 32 and optionally from the first and second torque pressure line (38, 40) The 1-2 shift valve 36 that receives the torque pressure includes a first port 258 communicating with the first branch pipe line 256 separated from the drive pressure pipe line 32, and a first torque pressure pipe line 38. ) Has a second port 260 in communication with the second port, and a third port 262 in communication with the second torque pressure pipe 40.

In addition, the fourth port 264 for supplying the hydraulic pressure supplied to the first port 258 to the second clutch valve 54 through the conduit 50, and the second branch conduit separated from the control conduit 25 ( 6th port 270 and 2nd torque pressure which send the 5th port 268 supplied with oil pressure from 266, and the said 1st torque pressure pipe 38 to the 2-3 shift valve 64 The seventh port 272 which sends the hydraulic pressure of the pipeline 40 to the 2-3 shift valve 44 is provided.

In addition, the valve spool 274 of the 1-2 shift valve 36 has a first land 280 and a second land 282 located in the pressure detection chambers 276 and 278 provided on both sides, respectively. A third land 284 for opening and closing the 258, a fourth land 286 for selectively opening and closing the third port 262, the fourth port 264, and the seventh port 272; 5th land 288 and 6th land 290 which open and close 2 port 282 and 6th port 270 are hold | maintained.

The first and second lands 280 and 282 have a larger hydraulic action surface than other lands so that the position of the valve spool 274 can be moved left or right by hydraulic pressure acting on the input detection chambers 276 and 278. have.

The 2-3 shift valve 44 that receives the drive pressure from the second branch pipe passage 266 communicates with the fifth port 268 of the 1-2 shift valve 36 described above. 292, the second port 294 which receives the torque pressure from the sixth port 270 of the 1-2 shift valve 36, and the seventh of the 1-2 shift valve 36 described above. A third port 296 supplied with hydraulic pressure from the port 272, a fourth port 298 supplied with hydraulic pressure from the second clutch valve 54, and the second ports 294 and fourth described above. A fifth port 300 is provided to selectively supply hydraulic pressure flowing into the port 298 to the third clutch valve 60.

In addition, the 2-3 shift valve 44 has a sixth port 302, a seventh port 304, and an eighth port 306, which communicate with the 3-4 shift valve 46.

The 2-3 shift valve 44 has a pressure detection chamber 308 at one end thereof, and the pressure detection chamber 308 has a 2-3 shift with the fifth port 268 of the 1-2 shift valve 36. Hydraulic pressure can be supplied through an orifice in a conduit connecting the first port 292 of the valve 44. The hydraulic pressure of the pressure detection chamber 308 is on / off of the first solenoid valve S1. Rises or falls.

The valve spool 312 having the first land 310 acting on the hydraulic pressure of the pressure detection chamber 308 is configured to prevent the hydraulic pressure passing through the third port 296 from flowing to the sixth port 302. 2nd land 314, the 3rd land 316 which flows or interrupts the above-mentioned oil pressure of the 3rd port 296 to the 7th port 304, and the 5th port for the oil pressure which flows through the 2nd port 294. And a fourth land 318 and a fifth land 320 for selectively blocking the hydraulic pressure of the fourth port 298 to be selected and passed through the 300 or the eighth port 306.

On the other hand, the 3-4 shift valve 46 is connected to the sixth port 302 of the 2-3 shift valve 44, the first port 322 to receive the hydraulic pressure and the 2-3 shift valve ( In the case where the third port 296 and the seventh port 304 of 44 communicate with each other, the second port 324 supplied with hydraulic pressure and the second port 294 and the eighth port 306 communicate with each other. 3rd port 326 which receives this, and the 4th port 328 which receives hydraulic pressure from the 3rd clutch valve 60 is provided.

In addition, the fifth port 330 for supplying hydraulic pressure to the fourth band valve 66 through the conduit 62 and the sixth and seventh ports 332 and 334 for selectively supplying hydraulic pressure to the 4-5 shift valve 48, respectively. ).

The 3-4 shift valve 46 has a pressure detection chamber 336 that receives hydraulic pressure from the sixth port 302 of the 2-3 shift valve 44, and the pressure detection chamber 336 The hydraulic pressure is to be raised or lowered by the on / off action of the second solenoid valve S2.

The valve spool 340 having the first land 338 in which the hydraulic pressure acts in the pressure detection chamber 336 acts as a second land (2) which prevents the hydraulic pressure flowing through the fourth port 328 from flowing into the sixth port 332. 342, the third land 344 for allowing or blocking the hydraulic pressure flowing through the second port 324 to the fifth port 330, and the seventh port 334 for the hydraulic pressure flowing through the third port 326. And a fourth land 346 to allow flow to or shut off.

The 4-5 shift valve 48 has a first port 348 and a second port 350 that receive hydraulic pressure from the sixth and seventh ports 332 and 334 of the 3-4 shift valve 46. In addition, the third port 352 to receive the hydraulic pressure from the fourth band valve 66, the fourth port 354 and the 3-4 shift valve 46 to supply the hydraulic pressure to the overdrive unit valve 72 And a fifth port 358 for supplying the hydraulic pressure from the sixth port 332 to supply the hydraulic pressure to the pressure detection chamber 356.

The above-mentioned oil pressure in the pressure detection chamber 356 is raised or lowered by the on / off action of the solenoid valve S3, and the valve spool having the first land 360 directly receiving the oil pressure in the pressure detection chamber 356 directly. 362 may include a second land 364 that selectively blocks the third port 352 and the fourth port 354, and an agent that selectively blocks the second port 350 and the fourth port 354. It has three lands 366.

The pressure detection chamber 278 of the 1-2 shift valve 36 is in communication with the pressure detection chamber 356 of the 4-5 shift valve 48 to the conduit 368 to receive the hydraulic pressure, In addition, a conduit 370 connected to the pressure detection chamber 308 of the 2-3 shift valve 44 is connected to the conduit 368 to supply hydraulic pressure to the pressure detection chamber 278 of the 1-2 shift valve 36. It is possible to supply.

A shuttle valve 372 is installed at the connection portion between the pipe line 368 and the pipe line 370 to detect the pressure of the 1-2 shift valve 36 from the pressure detection chamber 356 of the 4-5 shift valve 48. When the hydraulic pressure is supplied to the seal 278, the pipeline 370 is blocked. On the contrary, when the hydraulic pressure is supplied from the pressure detection chamber 308 of the 2-3 shift valve 44, the pipeline 368 is blocked. Doing.

In addition, the pressure detection chamber 276 of the 1-2 shift valve 36 is communicated with the pressure detection chamber 336 of the 3-4 shift valve 46 by the conduit 374 so that the second solenoid valve S2 is connected. The position of the valve spool can be changed by hydraulic fluctuation according to the on / off operation of the valve.

The conduit 376 connecting the fifth port 268 of the 1-2 shift valve 36 and the first port 292 of the 2-3 shift valve 44 has a 3-4 shift valve 46. The control port 25 is connected to the first port 348 of the fourth port 328 and the 4-5 shift valve 48 to receive the control pressure supplied from the second branch pipe 266 split from the control pipe 25. The valve spools 274, 312, 340 and 362 of the valves 36, 44, 46 and 48 are adapted to be variable by the operation of the first, second and third solenoid valves S1, S2 and S3.

In addition, the sixth port 270 and the seventh port 272 of the 1-2 shift valve 36 are each connected to the second port 294 of the 2-3 shift valve 44 by the conduits 378 and 380. ) And the third port 296 to the first torque pressure pipe 38 or the second torque pressure depending on where the fourth land 286 and the fifth land 288 of the valve spool 274 are located. The hydraulic pressure of the conduit 40 can be selectively supplied.

In addition, the seventh port 304 and the eighth port 306 of the 2-3 shift valve 44 are connected to the second port 324 of the 3-4 shift valve 46 by the conduits 382 and 384. And it is connected to the third port 326 to supply the hydraulic pressure supplied from the above-described pipe lines (378, 380) to the 3-4 shift valve (46).

The conduit 386 connecting the seventh port 334 of the 3-4 shift valve 46 and the second port 350 of the 4-5 shift valve 48 has a hydraulic pressure from the conduit 384. Received to supply the hydraulic pressure to the overdrive unit valve 72 through the conduit (68).

FIG. 2 is a hydraulic circuit diagram showing the configuration of the second shift control unit E. The second clutch valve 54 is a conduit line 50 extending from the fourth port 264 of the 1-2 shift valve 36. Referring to FIG. And a first port 390 for supplying hydraulic pressure to the pressure control chamber 388 and supplying oil pressure to the fourth port 298 of the 2-3 shift valve 46 through the conduit 392. It has two ports 394.

In addition, when the shift lever is selected as the second range, the L range, or the R range, in order to operate the sixth friction element 78, a conduit 398 connected from the manual valve 30 is connected to the third port 400. In order to supply the hydraulic pressure flowing into the third port 400 to the sixth friction element 78, the fourth port 404 is provided adjacent to the pipe 402. And a fifth port 408 connected through the conduit 406 to operate the fourth friction element 64 when the shift lever in the second range is selected.

The valve spool 412 having the first land 410 directly receiving the hydraulic pressure in the pressure control chamber 388 receives the hydraulic pressure supplied to the third port 400 from the fourth port 404 or the fifth port ( And a second land 414 and a third land 416 selected and sent to 408, and the spool valve 54 when the hydraulic pressure in the pressure control chamber 388 acting on the first land 410 is released. ) Is supported by the elastic member 418 to move to the left.

The fourth port 404 is capable of supplying hydraulic pressure to the sixth friction element 78 through the conduit 420, which has two check valves 422 in which the flow direction is reversed. 424 is provided, the shuttle valve to prevent the hydraulic pressure supplied from the reverse clutch inhibitor valve 26 to the sixth friction element 78 through the pipeline 426 at the time of reversing back to the pipeline 420 side ( 428 is installed.

The reverse clutch inhibitor valve 26 is configured to supply the reverse pressure to the sixth friction element 78 through the first port 430 which receives hydraulic pressure from the reverse pressure pipeline 76 and the pipeline 426. Third and fourth ports 438 and 440 connecting the second port 434 and the bypass pipe 436 are provided.

The pressure control chamber 440, which receives hydraulic pressure from the second port 434, has a structure capable of sending hydraulic pressure to the third port 438, and in order to change the position of the valve spool 444. The pressure detection chamber 446 in which the oil pressure is changed by the duty control of the seventh solenoid valve S7 is configured to act on the first land 448.

The valve spool 444 has a smaller cross-sectional area than that of the first land 448, and the second land 450 and the third land 452 in which the hydraulic pressure flowing to the first and second ports 430 and 434 act. Have

On the other hand, the third clutch valve 60 which receives the hydraulic pressure supplied from the pipe line 392 through the pipe line 56 connected to the fifth port 300 of the 2-3 shift valve 44 delivers the oil pressure. And a first port 456 that receives the pressure control chamber 454. 3-4 has a conduit 458 for supplying hydraulic pressure to the fourth port 328 of the shift valve 46 and a second port 460 which is connected thereto, and also has a conduit which continues from the 2-3 shift valve 44 ( And a fourth port 466 connected to a conduit 406 leading to a third port 462 which receives hydraulic pressure from 392 and a fifth port 408 of the second clutch valve 54.

The pipe line 458 is branched and communicated with the pipe line 468 for supplying the hydraulic pressure to the third friction element 58, the first land 470 to which the oil pressure in the pressure control chamber 454 acts. The valve spool 472 has a second land 474 for supplying or blocking the hydraulic pressure supplied from the third port 462 to the fourth port 466 and a valve released by hydraulic release in the pressure control chamber 454. The spool 472 holds a third land 478 in which an elastic member 476 is installed to move to the left.

On the other hand, the fourth band valve 66 supplied with hydraulic pressure from the drive pressure pipeline 32 receives hydraulic pressure from the conduit 62 connected to the fifth port 330 of the 3-4 shift valve 46. A first port 484 that flows into the pressure control chamber 482 is provided.

It also has a second port 488 in communication with the conduit 486 to direct the pressure in the pressure control chamber 482 to the third port 352 of the 4-5 shift valve 48. The conduit 32 And a third port 490 connected with the hydraulic pressure and a fourth port 494 for supplying the hydraulic pressure flowing through the port to the first friction element 80 through the conduit 492.

And the duct 486 connected to the second port 488 is connected to the duct 496 in order to supply hydraulic pressure to the fourth friction element 64 in the D range 4, 5, the duct 496 is 2 A shuttle valve 498 is provided in order to prevent the hydraulic pressure from flowing into the pipe line 406 that supplies the hydraulic pressure to the fourth friction element 64 in the range.

The valve spool 500 of the fourth band valve 66 includes a first port 502 through which the hydraulic pressure in the pressure detection chamber 482 acts and a hydraulic pressure flowing into the third port 490 through the fourth port. The second land 504 for flowing or blocking to 494, and the elastic member 506 for supporting the elastic member 506 is installed to move the valve spool 500 to the left side by the hydraulic pressure in the pressure control chamber 482 is released. It has three lands (508).

On the other hand, the overdrive unit valve 72 for supplying hydraulic pressure to the seventh friction element 82 that operates only at the full speed section except for the P range and the D range 5 speed, and the seventh friction element 70 that operates only at the D range 5 speed. Has a first port 512 for supplying hydraulic pressure from the above-described 4-5 shift valve 48 to the pressure control chamber 510 via a conduit 68.

The valve 72 is connected to the second port 516 for supplying the hydraulic pressure flowing into the first port 512 to the fifth friction element 70 through the conduit 514 and the manual valve 30. The third port 518 that receives hydraulic pressure from the pipeline 8a branched from the pipeline 8, and the hydraulic pressure supplied to the third port 518 through the pipeline 520, the overdrive unit valve 82. The fourth port 522 to be supplied is retained.

The valve spool 524 of the overdrive unit valve 72 is configured to supply the hydraulic pressure supplied to the first land 526 to which the hydraulic pressure of the pressure control chamber 510 acts and the third port 518 to the fourth port 522. And a second land 528 for supplying or cutting off to the first and second elastic members 530 provided to move the valve spool 524 to the left when the pressure in the pressure control chamber 510 is released. The land 532 is retained.

The solenoid valves S1, S2, S3, S4, S5, S6, and S7 are duty controlled or on / off controlled by a transmission control unit (not shown) in accordance with changes in the vehicle speed and the opening degree of the throttle valve.

3 is a schematic diagram of a power train configured to be shifted by the shift stage friction element portion C according to the present invention, wherein the torque converter 2 is a pump that rotates in direct connection with the crankshaft of the engine. The flow of oil is located between the impeller (I), the turbine runner (R) which rotates together with the pump impeller (I), which is disposed opposite to and ejected, and the pump impeller (I) and the turbine runner (R). It includes the stator (Q) which increases the rotational force of the pump impeller (I) by changing the.

The turbine runner (R) is directly connected to the input shaft (X1) of the peripheral speed portion 600 is to transmit the rotational force of the engine, the outer periphery of the input shaft (X1), each of the three stage input shaft that can be rotated separately ( 602 and the reverse sun gear shaft 604 are rotatably provided.

The three-stage input shaft 602 and the reverse sun gear shaft 604 receive rotational forces through the third friction element 58, which is a three-speed clutch, and the reverse friction element, 74, which is a reverse input clutch, respectively. The rotational force can be transmitted to the 606 and the second planetary gear device 608.

The first and second planetary gear units 606 and 608 are configured to constitute a main transmission unit 600 for shifting by receiving the rotational force of the input shaft X1. The first planetary gear unit 606 is an overrun cloth. Sun gear 610 directly receiving the rotational force of the input shaft (X1) through the first friction element 80, which is an odd clutch, a planetary gear 612 and the planetary gear 612 that is geared to the outer circumference of the sun gear 610 And an annular gear 614 that is interdigitally engaged.

A plurality of the planetary gears 612 are disposed in the circumferential direction and are equally installed by the carrier 616. The carrier 616 is the annular gear 618 and the driving sprocket of the second planetary gear device 608. It is integrally connected to the output drum 622 connecting the 620.

In addition, the second planetary gear device 608 has the same structure as the first planetary gear 606 using the sun gear 624, the planetary gear 626, and the annular gear 618 as components.

The annular gear 614 of the first planetary gear device 606 is to receive the rotational force of the three-stage input shaft 602 through the third friction element 58, which is a three-speed clutch, the second planetary gear device The planetary gear 626 of 608 is connected to the carrier 628 in which the planetary gear 626 is equally divided to perform power transmission.

The reverse sun gear shaft 604 is installed such that rotation is controlled by the fourth friction element 64, which is a four-speed band brake.

The carrier 628 extension of the second planetary gear 608 is configured to control rotation by a sixth friction element 78 which is a reverse brake.

The extension of the carrier 628 is also adapted to act during a 1-2 speed shift while controlling the counterclockwise rotation by the one-way clutch F1.

In order to transmit power of the driving sprocket 620 and the sub transmission 630, the driven sprocket 632 is connected to the chain member 634 so as to be electrically driven.

The driven sprocket 632 is connected to the carrier 638 to transmit the rotational force to the third planetary gear 636, the carrier 638 is a planetary gear 642 geared to the outer circumference of the sun gear 640 ) Rotate equally into two parts.

The planetary gear 642 is bitten by the inner gear of the annular gear 644 to transmit rotational force, and the annular gear 644 is a longitudinal reduction planetary gear device through the output flange 646 ( 648) to transmit the rotational force.

Between the driven sprocket 632 and the sun gear 640, a seventh friction element 82, which is a sub transmission clutch, and a one-way clutch F2 acting at a 4-5 speed shift are installed. A fifth friction element 70 which is an actuated sub transmission brake is installed in the transmission case 650.

In addition, the longitudinal reduction planetary gear gear 648 is to transmit the rotational force to the differential device 652 to transmit the rotational force to the wheel through the output shaft 654.

In the automatic shift hydraulic control system for automobiles of the present invention, the driving gear (not shown) of the oil pump 4 rotates when the engine starts to drive, and sucks oil in the oil pan F to discharge the oil. To get started.

At this time, the discharged oil passes through the solenoid supply valve 18 through the conduit 8 and flows along the conduit 20 to the control switch valve 22 and the torque control regulator valve 24, respectively.

Then, the hydraulic pressure flows through the control pipe 25 divided from the pipe line 20, and acts as a control pressure of the pressure regulating valve 6 and the converter clutch regulator valve 12. ), 1-2, 2-3, 3-4, and 4-5 shift valves (36, 44, 46, 48).

In addition, some of the hydraulic pressure discharged to the oil pump 4 along the pipeline 8a leading from the pipeline 8 flows to the overdrive unit valve 72 and some of the hydraulic pressure flows to the manual valve 30.

As shown in FIG. 1, the flow of hydraulic pressure is a state in which the flow of hydraulic pressure is blocked in the manual valve 30 when the shift lever is selected to the neutral (N) range, and in this state, the first and third solenoid valves ( S1 and S3 are turned on, and the second solenoid valve S2 is turned off to move the valve spool of the 1-2 shift valve 36 to the right.

In this state, when the shift lever is selected as the driving (D range) mode, the transmission control unit controls the fifth solenoid valve S5 to adjust the line pressure in the conduit 8.

In this case, when the slip of the friction element related to the shift occurs, the fifth solenoid valve S5 is controlled to be in an off state. Thus, when the solenoid valve S5 is turned off, the pressure regulating valve 6 shown in FIG. Since the hydraulic pressure in the pressure detection chamber 100 is increased, the sum of the elastic force of the elastic member 114 acts on the first land 118 to move the valve spool 102 to the right in the drawing.

However, when the slip of the friction element related to the shift does not occur, the solenoid valve S5 is discharged so that the oil pressure in the pressure detection chamber 100 is discharged while the duty of the valve spool 102 is removed from the drive pressure pipe 32. The hydraulic pressure acting on the right side of the three lands 124 causes the valve spool 102 to move to the left side in the drawing.

Then, the second land 120 of the valve spool 102 is located between the first port 104 and the fifth port 112, which is the discharge port, so that these ports 104 and 112 communicate with each other. The hydraulic pressure inside is returned to the oil pan F again.

The return of the oil can minimize the driving loss of the oil pump 4, and when the friction element related to the shift occurs again, the solenoid valve S5 is turned off to raise the hydraulic pressure in the pressure detection chamber 100. The valve spool 102 is moved to the right to block the fifth port 112 as the discharge port so that the hydraulic pressure in the conduit 8 is used as the operating pressure of the friction element.

This action is repeated continuously according to whether the friction element slips, and in this process, the first port 104 and the fourth port 110 communicate with each other, so that the line pressure in the conduit 8 is reduced by the converter feed valve 16. It flows to one port 142.

At this time, since the valve spool 140 of the converter feed valve 16 is supported by the elastic member 136, the valve spool 140 moves slightly to the right as shown in the drawing to maintain the first port 142 partially open. Because of this, the hydraulic pressure flowing here exits to the second port 144 and some of the hydraulic pressure is introduced into the pressure detection chamber 130 through the bypass pipe 148.

When the hydraulic pressure flowing into the pressure detection chamber 130 rises, the hydraulic pressure to the second port 144 is blocked by moving the valve spool 140 to the right. This repetitive operation reduces the damper clutch control pressure and the lubricating oil pressure. Will be adjusted.

The hydraulic pressure flowing to the second port 144 flows into the first port 150 of the converter clutch regulator valve 12 and flows into one of the pipelines 10a and 10b.

At this time, the selection of the conduits 10a and 10b is performed by on / off operation of the fourth solenoid valve S4. In the case of the damper clutch operating region, the fourth solenoid valve S4 is turned on by the transmission control unit. This lowers the pressure in the pressure detection chamber 160.

Then, a part of the hydraulic pressure flowing into the first port 150 flows to the pressure detection chamber 156 existing on the right side of the valve spool 164 through the fourth port 158.

In this state, since the hydraulic pressure supplied from the conduit 14 acts simultaneously on the pressure operating surface 170 of the second land 174 and the pressure operating surface 172 of the third land 176, the valve spool 164 The valve spool 164 is moved to the left side in the drawing due to the hydraulic pressure acting on the pressure operating surface 166 of the first land 168, although it is not possible to change the position of.

The movement of the valve spool 164 causes the second land 174 to be located at the left side of the first port 150 and the first land 168 at the right side of the third port 154. ) And the third port 154 communicate with each other and the hydraulic pressure flowing into the first port 150 flows into the torque converter 2 through the conduit 10b to operate the damper clutch.

In this case, in order to prevent the right movement of the spool valve 164 during the hydraulic fluctuation of the pressure detection chamber 100, the left operating force is generated due to the size difference between the second land 174 and the first land 168.

On the contrary, when the damper clutch is not operated, the solenoid valve S4 is turned off by the transmission control unit. Therefore, the hydraulic pressure rises in the pressure detection chamber 160 of the converter clutch regulator valve 12, so that It acts on the pressure operating surface (178).

At this time, the hydraulic pressure of the other pressure detection chamber 156 also acts on the pressure operating surface 166 of the first land 168, but the area of the pressure operating surface 178 of the fourth land 180 is the first land 168. The valve spool 164 is moved to the right because it is larger than the pressure operating surface 166 area of the.

As such, when the valve spool 164 moves to the right side, the second land 174 is positioned on the left side of the third port 154 to block the flow of hydraulic pressure flowing into the first port 150. Since the three lands 176 partially open the second port 152, the hydraulic pressure flowing into the first port 150 flows to the conduit 10a through the second port 152.

The operating area or the non-operating area of the damper clutch is determined by a sensor input to the transmission control unit, and at this time, the solenoid valve S4 is turned on / off by a signal outputted to operate or deactivate the damper clutch. This operation is selectively performed according to the driving state of the vehicle at the shift stage described below.

[D range 1 speed]

4 is a view for explaining a hydraulic control system for realizing a speed change stage of the forward 1 speed, and part of the hydraulic pressure is damped as described above from the conduit 8 through which the line pressure is varied by the pressure regulating valve 6. Used to actuate or lubricate the clutch, the remaining hydraulic pressure is supplied to the solenoid supply valve 18 of the torque converting section B, and the overdrive unit valve 72 along another conduit 8a connected to the conduit 8. Is supplied.

In this case, the overdrive unit valve 72 has the valve spool 524 moved to the left side by the elastic member 530 so that the second land 528 and the third land 532 are the fourth port 522 and the third, respectively. Since they are located on the left and right sides of the port 518, these ports communicate with each other to operate the seventh friction element 82 while the hydraulic pressure flowing through the conduit 8a is supplied to the seventh friction element along the conduit 520.

The hydraulic pressure flowing to the solenoid supply valve 18 is introduced into the first port 186 in FIG. 2 b. The first port 186 is pushed to the right by the elastic member 202 to the valve spool 200. Since it is partially opened by the third land (198) of the) and the variable line pressure flows through the second land (198) through the second port (188) adjacent to it flows along the conduit (20).

At this time, the hydraulic pressure flows to the third port 192 communicating with the pipe 20 to increase the hydraulic pressure in the pressure detection chamber 190. The hydraulic pressure acting on the first land 194 may support the valve spool 200. When the elastic force is greater than the valve spool 200 is moved to the left side as seen in the figure.

When the valve spool 200 moves and the second land 196 is located between the first port 186 and the second port 188 to block the flow of hydraulic pressure, no more hydraulic pressure is supplied. Therefore, the hydraulic pressure in the control pipe line 42 for supplying the hydraulic pressure to the solenoid valves S1, S2, and S3 in communication with the pipe line 20 is reduced.

After the second land 196 of the valve spool 200 blocks the second port 188, when the pressure in the pressure detection chamber 190 is lowered, the valve spool 200 is an elastic force of the elastic member 202. By moving to the right again by the second port 188 is repeatedly communicated with the first port 186.

In the state in which the first port 186 and the second port 188 are in communication with each other, part of the hydraulic pressure flows along the conduit 20 and the remaining hydraulic pressure flows along the control conduit 25. And the shift valve 36 of the converter clutch regulator valve 12 and the 1-2 shift valve 36, the 2-3 shift valve 44, the 3-4 shift valve 46 and the 4-5 shift valve. Flows to (48).

In addition, the hydraulic pressure flowing along the conduit 29 remains in the pressure detection chamber 218 while a part flows into the first port 208 of the control switch valve 22, and the hydraulic pressure that flows continuously is removed from the torque control regulator valve 24. It flows into one port 232 and stays in the pressure detection chamber 230.

At this time, the first and the third solenoid valves S1 and S3 are controlled to be turned on by the transmission control unit, and the second and the sixth and seventh solenoid valves S2, S6 and S7 are maintained in an off state. The hydraulic pressure of the pressure detection chamber 218 of 22 and the pressure detection chamber 230 of the torque control regulator valve 24 rise.

Due to the hydraulic action, the valve spool 228 of the control switch valve 22 and the valve plug 244 of the torque control regulator valve 24 move to the left side.

As the valve spool and plugs 228 and 244 move, the third land 224 of the control switch valve 22 is located to the right of the third port 212, and the fourth land 226 is connected to the fourth port 214. Since the third port 212 is supplied to the hydraulic pressure from the torque pressure pipe (28) is in communication with the fourth port (214).

The second elastic member 254 is compressed while the valve plug 244 of the torque control regulator valve 24 is moved, so that the valve spool 242 compresses the first elastic member 252 by the compressive force of the elastic member. While moving to the left while receiving the hydraulic pressure from the drive pressure pipe 32, the fourth port 238 is in a state of communicating with the second port 234.

However, in the D range, since the hydraulic pressure in the line 8 through which the line pressure flows flows into the drive pressure line 32 via the manual valve 30, a part of the drive pressure is the fourth port of the torque control regulator valve 24. Inflow to 238, the remaining hydraulic pressure is directly flowed into the first friction element 80 is operated to operate with the seventh friction element 82 described above (state of FIG. 4).

Thus, the first speed is realized by operating the first friction element 80 and the seventh friction element 82, which is explained with reference to FIG.

That is, when the torque of the torque converter 2 driven by the power of the engine is transmitted to the input shaft X1, the first friction element 80 is operated so that the rotational force of the input shaft X1 is the first planetary gear device. It is transmitted to the sun gear 610 of 606 to rotate the sun gear 610 clockwise.

Therefore, the sun gear 610 and the geared planetary gear 612 are rotated counterclockwise to rotate the annular gear 614 in the same direction, but the carrier 628 connected to the annular gear 614 is Since the rotation is prevented by the one-way clutch F1, the planetary gear 612 rotates counterclockwise and clockwise, so that the first planetary gear device 606 rotates by increasing torque.

This rotational power is transmitted to the drive sprocket 620 through the carrier 616 to rotate the sprocket clockwise, so that the driven sprocket 632 of the sub transmission 630 rotates clockwise. Since 632 is connected to the carrier 638 of the third planetary gear device 636, the carrier rotates the planetary gear 642 while rotating clockwise.

At this time, the planetary gear 642 and the geared sun gear 640 have the rotational force in the clockwise direction and are intercepted by the one-way clutch F3 to rotate the third planetary gear device 636 integrally, thereby reducing the planetary gear for longitudinal reduction. The final deceleration is achieved by transmitting rotational force to the device 648 to transfer power to the automatic device 652 to advance the vehicle to the first speed.

On the other hand, the hydraulic pressure flowing into the fourth port 238 of the torque control regulator valve 24 passes through the second port 234 in communication with and adjacent to the control switch valve along the torque pressure line 28 ( 22 is introduced into the third port 212. As the third port 212 communicates with the fourth port 214 by the above-described operation, the first transmission control unit D along the first torque pressure pipe 38 is provided. Flows to the 1-2 shift valve 36.

However, as shown in FIG. 2 c), the hydraulic pressure flowing to the first torque pressure pipe 38 flows into the second port 260 of the 1-2 shift valve 36, and the solenoid valve S2 is turned off. Since the hydraulic pressure in the pressure detection chamber 336 of the 3-4 shift valve 46 rises, the hydraulic pressure is transferred into the pressure detection chamber 276 of the 1-2 shift valve 36 through the conduit 374 to obtain the hydraulic pressure. Since the valve spool 274 is pushed to the right by acting on the first land 280, the second port 260 of the 1-2 shift valve 36 is blocked by the fifth land 288, and thus, The torque pressure flowing through the one-torque pressure pipe line 38 is maintained in the standby state.

[D range 1-2 speed]

When the vehicle speed becomes faster and the opening degree of the throttle valve increases at the first speed, the transmission control unit controls the fifth solenoid valve S5 to generate the hydraulic pressure appropriate to the driving state of the vehicle, and changes the line pressure as described above. Stops, and then turns on the sixth solenoid valve S6 that is in the off state to start shifting.

At this time, the seventh solenoid valve S7 is controlled at a high duty rate, so that the pressure detection chamber 230 hydraulic pressure of the torque control regulator valve 24 is lowered. In this state, the hydraulic pressure acting on the valve plug 244 is released. The valve plug 244 is moved to the right by the elastic force sum of the first elastic member 252 and the second elastic member 254.

Therefore, the valve spool 242 which has been moved to the left by the second elastic member 254 also moves to the right to block the fourth port 238 which is continued from the drive pressure pipe 32.

By this action, the hydraulic pressure flowing to the torque pressure pipe 28 is lost. Since the sixth solenoid valve S6 is controlled to be in an on state, the hydraulic pressure in the pressure detection chamber 218 of the control switch valve 22 is released.

However, hydraulic pressure is supplied to the first port 208 of the control switch valve 22 through the conduit 20 to simultaneously act on the left side of the first land 220 and the right side of the second land 222, Since the hydraulic action surface of the land 220 is larger than the hydraulic action surface of the second land 222, the valve spool 228 is moved to the right (see FIG. 5).

The movement of the valve spool 228 causes the third land 224 of the control switch valve 22 to be located on the right side of the fifth port 216 and the fourth land 226 is located on the left side of the third port 212. Therefore, the third port 212 supplied with the hydraulic pressure to the torque pressure pipe 28 is in a state of communicating with the fifth port 216.

With this control, the transmission control unit controls the pressure detection chamber 230 of the torque control regulator valve 24 to increase the pressure by controlling the solenoid seventh valve S7 again and repeatedly discharging and shutting off.

As a result, since the valve plug 244 is pushed to the left to compress the second elastic member 254, the valve spool 242 is moved to the left while compressing the first elastic member 252 again by this compression force.

Therefore, the torque switch generated through the torque pressure pipe line 28 generated according to the degree in which the fourth port 238 and the second port 234 supplied with the hydraulic pressure to the drive pressure pipe 32 communicate with the control switch valve 22. While flowing into the third port 212 of the fifth port 216 is in communication with the exit.

Therefore, the torque pressure flows into the third port 262 of the 1-2 shift valve 36 along the second torque pressure pipe 40.

However, in this 1-2 shift valve 36, since the 2nd solenoid valve S2 is controlled to the off state, the valve spool 274 moved to the right by the oil pressure in the pressure detection chamber 276 which exists on the left side. Since the state, the torque pressure is supplied to the second clutch valve 54 through the conduit 50 along the passage where the third port 262 and the fourth port 264 communicate with each other.

That is, it is supplied to the first port 390 of the second clutch valve 54 of the second transmission control section E, and the valve spool 412 of the second clutch valve 54 as shown in FIG. Although the state is supported by the elastic member 418 and moved to the left side, since the torque pressure is supplied to the pressure control chamber 388 acts on the first land 410, the valve spool 412 is moved to the right.

As a result, the first land 410 blocking the first port 390 is positioned to the right of the second port 394, so that the torque pressure flowing along the conduit 50 is supplied to the second friction element 52. This friction element is actuated, and some of the hydraulic pressure is forced to the fourth port 298 of the 2-3 shift valve 44 through the conduit 392.

At this time, since the first friction element 80 and the seventh friction element 83 operate as in the first speed, three friction elements 52, 80, and 82 operate as shown in FIG. 5.

In this way, while the 1-2 shift is made by the torque pressure, the first port 258 of the 1-2 shift valve 36, which is supplied with hydraulic pressure from the drive pressure line 32, is blocked by the third land 284. Therefore, the drive pressure is not supplied to the second friction element 52.

[D range 2 speed]

As described above, when the 1-2 shift by the torque pressure is completed, the third solenoid valve S3 which is in the on state by the transmission control unit is controlled to be turned off to block the discharged hydraulic pressure. Hydraulic pressure is formed in the pressure detection chamber 356 of the 4-5 shift valve 48, and the hydraulic pressure is supplied to the pressure detection chamber 278 existing on the right side of the 1-2 shift valve 36 through the conduit 368. To apply pressure to the second land 282 (see FIG. 6).

However, since the second solenoid valve S2 is controlled to be off, hydraulic pressure is formed in the pressure detection chamber 276 existing on the left side of the 1-2 shift valve 36 to act on the first land 280. Since the pressure acting surface of the second land 282 is larger than the pressure acting surface of the first land 280, the valve spool 274 moves to the left.

As a result, the fourth land 286 of the 1-2 shift valve 36 is located on the left side of the third port 262 to block the fourth port 264 and open the seventh port 272. The torque pressure flowing through the two-torque pressure pipe passage 40 does not go to the second clutch valve 54 but is supplied to the 2-3 shift valve 44.

At the same time, since the fourth port 264 of the 1-2 shift valve 36 is in communication with the first port 258, the hydraulic pressure that has been awaited in the first branch pipe 256 separated from the drive pressure pipe 32 Flows to the second clutch valve 54 through the first and fourth ports 258 and 264 to operate the second friction element 52 in the same operation as in the case of the 1-2 shift (see FIG. 6).

That is, torque pressure control is converted to drive pressure control. When the first friction element 80, the second friction element 52, and the seventh friction element 82 operate, the power train in FIG. A two-speed realization of

In the second speed, the second friction element 52 is further operated while the first friction element 80 and the seventh friction element 82 are acting in the first speed, and the rotational force of the input shaft X1 is the first friction. The element 80 is transmitted to the sun gear 160 of the first planetary gear device 606 to rotate the sun gear clockwise (see FIG. 3).

At this time, the carrier of the second planetary gear device 608 is connected to the annular gear 614 of the first planetary gear gear 606 fixed to the sun gear 624 of the second planetary gear device 608. 628 starts to rotate in a clockwise direction and transmits a counterclockwise torque to the annular gear 618 of the second planetary gear 608, and to the carrier 616 of the first planetary gear 606. The torque transmitted from the attenuated is delivered to the output drum 622.

Then, the rotational force rotates the driving sprocket 620 through the output drum 622, so that power is transmitted to the sub transmission part 630 by the chain member 634, thereby rotating the driven sprocket 632 to achieve a speed ratio of 2 speed. You get

[D range 2-3 speed]

When the vehicle speed becomes faster and the opening degree of the throttle valve increases at the second speed, the transmission control unit stops the line pressure control as described above with the fifth solenoid valve S5, and the seventh solenoid valve S7. Is controlled at a high duty rate to start shifting while reducing the torque pressure to zero.

At this time, the sixth solenoid valve S6, which is controlled in the on state, is controlled to be turned off to shut off the discharged hydraulic pressure to increase the hydraulic pressure in the pressure detection chamber 218 of the control switch valve 22. (See FIG. 7). )

Then, the hydraulic pressure acts on the right side surface of the first land 220 of the control switch valve 22, so that the valve spool 228 moves to the left side, and the third land 224 is positioned on the right side of the third port 212, and the fourth side Land 226 is located to the left of fourth port 214 to communicate these third and fourth ports 212 and 214.

At the same time, the transmission control unit controls the seventh solenoid valve S7 to be turned off to block the hydraulic pressure discharged again, thereby raising the hydraulic pressure in the pressure detection chamber 230 of the torque control regulator valve 24 to thereby increase the hydraulic pressure. The spool and valve plugs 242 and 244 are moved to the left.

Through this action, the hydraulic pressure supplied through the conduit 20 flows in through the fourth port 238 and exits through the second port 234, and thus, the control switch valve 22 of the control switch valve 22 along the torque pressure conduit 28. The first torque pressure pipe 38 flows through the third and fourth ports 212 and 214 communicated with each other.

In this way, the torque pressure flowing along the first torque pressure pipe 38 flows into the second port 360 of the 1-2 shift valve 36, wherein the 1-2 shift valve 36 is a third solenoid valve ( Since the valve spool 274 is moved to the left side because S3 is controlled to be off, the hydraulic pressure flowing into the second port 260 because the second port 260 and the sixth port 270 communicate with each other. Is supplied to the 2-3 shift valve 44 along the conduit 378 through the sixth port 270.

At this time, the 2-3 shift valve 44 is the valve spool 312 is moved to the left side because the first solenoid valve (S1) is controlled to the on state, which is in the left and right hydraulic action surface of the first land (310) This is because the applied hydraulic pressure is substantially larger on the right side.

In other words, the left side hydraulic action surface of the first land 310 is subjected to the pressure of the pressure detection chamber 308, the pressure detection chamber 308 is the hydraulic pressure is controlled because the first solenoid valve (S1) is controlled on This is because it is not formed.

In this state, the valve spool 312 of the 2-3 shift valve 44 is moved to the left side. In this state, the fourth land 318 is located at the left side of the second port 294 and the fifth land 320 is disposed. Is positioned on the right side of the fifth port 300, so that the second port 294 and the fifth port 300 communicate with each other.

Therefore, the torque pressure flowing into the second port 294 through the conduit 378 is supplied to the third clutch valve 60 along the conduit 56.

At this time, the torque pressure supplied to the third clutch valve 60 acts on the first land 470 of the valve spool 472 held by the elastic member 476 as shown in FIG. The spool 472 is moved to the right.

The first land 470 blocking the first port 456 by this action is located on the right side of the second port 460 and communicates with the first and second ports 456 and 460 to flow into the first port 456. The torque pressure is supplied to the third friction element 58 through the conduit 468 to actuate this friction element.

At this time, a part of the hydraulic pressure coming out through the second port 460 of the third clutch valve 60 waits at the fourth port 328 of the 3-4 shift valve 46 along the pipeline 458.

In this state, the first friction element 80, the second friction element 52, and the seventh friction element 82 are operated at drive pressure, and the third friction element 58 is operated at torque pressure. A hydraulic line as shown in FIG. 7 is formed.

[D range 3 speed]

When 2-3 shifts are made, the transmission control unit controls the first solenoid valve S1 from on to off to block the hydraulic pressure discharged from the 2-3 shift valve 44.

Then, the valve spool 312 of the 2-3 shift valve 44 moves to the right side because the hydraulic pressure of the pressure detection chamber 308 acts on the left side hydraulic action surface of the first land 310. As the valve spool 312 moves to the right side, the fourth land 318 is located at the right side of the second port 294 and the third land 316 is located at the left side of the eighth port 306. The second port 294 and the fifth port 300 are blocked while communicating the second port 8 with the second port 306, and the fifth port 300 is connected to a conduit 392 for transmitting the drive pressure. In communication with the fourth port 298.

As a result, the third clutch valve 60, which has received the torque pressure, operates the third friction element 58 by the drive pressure in the same operation as described above while receiving the drive pressure to the first port 456. See also 8)

At this time, the torque pressure flowing into the second port 294 of the 2-3 shift valve 44 is atmospheric by the third port 326 of the 3-4 shift valve 46 through the eighth port 306 communicating therewith. Done.

In the D range 3 speed, the first friction element 80, the second friction element 52, the third friction element 58, and the seventh friction element 82 are operated at the same time by driving pressure. This is illustrated through FIG. 3.

That is, the rotational power of the input shaft X1 is transmitted to the first planetary gear device 606 through the first friction element 80 and the carrier 628 of the second planetary gear device 608 through the third friction element 58. The first planetary gear device 606 is also transmitted to the annular gear 614 of the first planetary gear device 606 so that the first planetary gear device 606 transmits torque at 1: 1 without increasing or decreasing torque. Will be delivered.

At this time, although the second friction element 52 is operating, the sun gear 624 rotates clockwise because the one-way clutch F2 does not act as a reaction force element.

This rotational force is transmitted to the sub transmission part 630 through the chain member 634 to realize a three speed shift stage that is transmitted to the differential device 652 through the same power transmission path as the first speed.

[D range 3-4 speed]

When the vehicle speed increases at the third speed and the opening degree of the throttle valve is increased, the transmission control unit stops the line pressure control with the fifth solenoid valve S5 and starts shifting. At this time, the seventh solenoid valve S7 is performed. ) Is controlled to a low duty to cut off the torque pressure and lower it to zero.

In addition, the transmission control unit controls the sixth solenoid valve S6 to be in an on state. As a result, the pressure of the pressure detection chamber 218 of the control switch valve 22 is lowered, and the valve spool 228 is moved to the right. Will move.

This is because the hydraulic acting surface of the first land 220 is larger than the hydraulic acting surface of the second land 222 as mentioned above, and in this state, the transmission control unit lowers the seventh solenoid valve S7. The duty ratio is controlled.

Then, the hydraulic pressure of the pressure detection chamber 230 of the torque control regulator valve 24 is raised again, so that the valve spool and the valve plugs 242 and 244 move to the left side, and the fourth port 238 and the torque connected to the drive pressure line 32 are torqued. The second port 234 connected to the pressure pipe 28 is communicated to supply the torque pressure to the third port 212 of the control switch valve 22.

At this time, since the third port 212 of the control switch valve 22 is in communication with the fifth port 216, the torque pressure is controlled by the 1-2 shift valve 36 through the second torque pressure pipe 40. The third port 262 and the seventh port 272 of the 1-2 shift valve 36 are supplied because the solenoid valves S1, S2, and S3 are controlled to be in an off state. The third port 296 of the 2-3 shift valve 44 communicates with the seventh port 304, and the second port 324 and the fifth port of the 3-4 shift valve 46 communicate with each other. Since the 330 is in communication, the torque pressure supplied to the third port 262 of the 1-2 shift valve 36 is the conduit 62 through the fifth port 330 of the 3-4 shift valve 46. ) Is supplied to the fourth band valve 66.

However, as shown in FIG. 2D, since the valve spool 500 of the fourth band valve 66 is supported by the elastic member 506, the valve spool 500 flows into the first port 484 through the conduit 62. It is moved to the right by the torque pressure.

Then, since the first land 502 of the valve spool 500 is located to the right of the second port 488, the torque pressure flowing into the first port 484 is the fourth friction element through the second port 488. Supplied to 64 to actuate this friction element.

A part of the torque pressure exiting the second port 488 is supplied to the 4-5 shift valve 48 through the conduit 486 to stand by.

In this state, the second friction element 52, the third friction element 58, and the seventh friction element 82 operate by the drive pressure, and only the fourth friction element 64 operates by the torque pressure, To form a hydraulic line as shown, wherein the hydraulic pressure of the first friction element 80 is discharged through the discharge port (Ex) of the fourth band valve (66).

The above has described the shifting process from the 1st to 3rd speed of D range, and according to this embodiment, the shifting starts with the friction element being operated by the torque pressure and the torque pressure being changed into the drive pressure. The genus and the fifth genus are performed (see also Figure 11).

[R (reverse) range]

When the shift lever is selected as reverse, the line pressure in the conduit 8a supplied to the manual valve 30 is transmitted to the reverse pressure conduit 76 while being transmitted to the drive pressure conduit 32 as shown in FIG. 10. The drive pressure will be cut off.

The drive pressure supplied to the transmission first control unit D is canceled by the flow path formation, and the reverse pressure flowing along the reverse pressure pipeline 76 is directly transmitted to the reverse friction element 74 to transfer the reverse friction element 74. It works.

At this time, the transmission control unit controls the seventh solenoid valve S7 at a low duty rate, thereby controlling the regulated hydraulic pressure delivered to the solenoid supply valve 18 along the conduit 8 to depressurize the reverse clutch inhibitor valve 26. Flow into the pressure detection chamber 446 to act on the right side of the second land 450 of the valve spool 444.

By this control, the valve spool 444 of the reverse clutch inhibitor valve 26 is moved to the left side, so that the first port 430 and the second port 434 communicate with each other and are transferred to the reverse pressure pipeline 76. The reverse working pressure of flows through the second port 434 to the conduit 426 side.

The reverse pressure flowing along the conduit 426 flows into the sixth friction element 78 via the shuttle valve 428 to form a flow path as shown in FIG. 10 while operating the friction element.

At this time, the transmission control unit, to control the fifth solenoid valve (S5) to adjust the line pressure required for the reverse, it is operated by the hydraulic pressure higher than the drive pressure.

Part of the reverse pressure flowing along the conduit 8a flows into the third port 518 of the overdrive unit valve 72 and communicates with the conduit 520 through the fourth port 522. The friction element 82 is introduced into the friction element 82 to operate the friction element to reverse the vehicle. The power train made at this time will be described with reference to FIG.

That is, the rotational power transmitted to the input shaft X1 by driving the engine rotates the reverse sun gear shaft 604 by operating the reverse friction element 74 to rotate the rotation force to the sun gear 624 of the second planetary gear device 608. And rotate it clockwise.

The sun gear 624 is rotated by the power transmission so that the sun gear 624 and the planetary gear 626 which is toothed by the gear rotate in a counterclockwise direction, in which the rotation of the carrier 628 is performed by the one-way clutch F1. As it is controlled, the annular gear 618 rotates in the counterclockwise direction.

The rotational force of the annular gear 618 is transmitted to the output drum 622 integrally connected thereto to rotate the drive sprocket 620 in a counterclockwise direction.

In this case, while the carrier 616 fixed to the output drum 622 rotates together, the planetary gear 612 of the first planetary gear device 606 is rotated to rotate the annular gear 614, but the sixth friction element ( The annular gear 614 does not rotate because 78 is operated.

The reverse force transmitted to the driving sprocket 620 rotates the driven sprocket 632 of the sub transmission 630 through the chain member 634 in the same direction.

Therefore, since the driven sprocket 632 is connected to the carrier 644 of the third planetary gear 636, the carrier 644 rotates the planetary gear 642 while rotating in the counterclockwise direction.

At this time, the planetary gear 642 and the toothed sun gear 640 have a rotational force in the counterclockwise direction, but is interrupted by the seventh friction element 82 and the third planetary gear 636 rotates integrally. The final reduction is achieved by transmitting the rotational force to the planetary gear gear 648 while transmitting the power to the differential device 652 to reverse the vehicle.

When the transmission control unit does not operate normally, the variable speed hydraulic control system is driven at the third speed stage since all of the first, second, and third solenoid valves S1, S2, and S3 are turned off. .

Meanwhile, the shift hydraulic control system of the present invention controls the seventh solenoid valve S7 at a high duty rate by the transmission control unit as an emergency safety means when the shift lever is changed to the R range due to the driver's carelessness while driving in the D range. I'm trying to.

When the seventh solenoid valve S7 is controlled at a high duty ratio, the hydraulic pressure in the pressure detection chamber 446 of the reverse clutch inhibitor valve 26 is discharged, so that the reverse clutch inhibitor valve is discharged from the reverse pressure pipeline 76. A part of the hydraulic pressure flowing into the first port 430 of the 26 flows into the fourth port 440 through the bypass pipe 436 and acts on the left side of the second land 450 to allow the valve spool to be 444. ) To the right.

As a result, since the third land 452 blocks the second port 434, the hydraulic pressure supplied to the pipe line 426 is cut off so that the hydraulic pressure of the sixth friction element 78 is not supplied, so that the shift lever is moved to the R range. If selected, the vehicle will not back up.

As described above, the automatic transmission hydraulic control system for automobiles according to the present invention can realize five speeds with a smaller number than the existing friction elements, thereby making the valve body compact.

Claims (3)

Supplying hydraulic pressure from the oil pump (4), pressure control valve (6) for varying the hydraulic pressure appropriately when the vehicle moves forward or backward, and supplying the operating and non-operating hydraulic pressure of the damper clutch of the torque converter while being controlled by the solenoid valve A damper clutch control unit (A) comprising a converter clutch regulator valve (12) and a converter feed valve (16) for adjusting the oil pressure supplied to the torque converter; Torque pressure conversion provided with a solenoid supply valve 18, a control switch valve 22 and a torque control regulator valve 24 controlled by the solenoid valve, respectively, to convert and supply the line pressure supplied from the pressure regulating valve to the torque pressure. Part (B); A first friction element 80 acting in common at each gear stage and at least one second, third, four, five, six, seven friction element acting in each gear stage (52, 58, 64) ( A friction element portion C composed of 70, 78, 82 and a reverse friction element 74; The torque pressure supplied from the control switch valve 22 or the drive pressure supplied from the pressure regulating valve 6 by the on / off action of the first, second, and third solenoid valves S1, S2, and S3. Is supplied to each of the above-described friction elements to perform shifting, the 1-2 shift valve 36, the 2-3 shift valve 44, the 3-4 shift valve 46, and the 4-5 shift valve 48. A first valve including a manual valve 30 for supplying the line pressure adjusted by the pressure regulating valve 6 to the shift valves or the reverse friction element 74 according to the selected position of the shift lever. A controller D; The second clutch valve 54 and the third clutch valve controlled by the torque pressure and the drive pressure to supply the operating pressure to the respective shift stage friction elements and to supply the operating pressure of the next shift stage to the shift valves. A second control section (E) consisting of (60), a fourth band valve (66), and an overdrive unit valve (72); And a drive pressure pipe 32 leading from the manual valve 30 is connected to the fourth band valve 66 so that the first friction element 80 can operate at forward 1, 2, and 3 speeds. 5-speed automatic transmission hydraulic control shift system. 5. The vehicle according to claim 1, wherein the reverse friction element 74 is directly connected to the manual valve 30 and the reverse pressure pipeline 76, and has a connection configuration capable of supplying hydraulic pressure using line pressure control. Transmission hydraulic control system. The reverse pressure pipeline (76) for supplying hydraulic pressure to the reverse friction element (74) according to claim 1 or 2, wherein the vehicle reverses when the shift mode is selected from the D (running) to the R range (reverse). The reverse clutch inhibitor valve (26) is installed to prevent the emergency safety means for installing a five-speed automatic transmission for automobiles, characterized in that the hydraulic pressure is provided to shut off the hydraulic pressure supplied to the sixth friction element (78).