KR0168363B1 - Automatic shifting system for a vehicle - Google Patents

Abstract

In the automatic transmission system of the automobile, it is provided with an automatic transmission that can achieve a shift speed of 5 forward speeds and 1 reverse speed, enabling a skip shift to increase responsiveness, and dedicate each shift valve as four solenoid valves. By making the control, sequential control is made to improve the feeling of shifting and simplify the configuration of the valve body;

An oil pump for generating hydraulic pressure; A pressure control valve that receives hydraulic pressure from the oil pump and appropriately varies the hydraulic pressure when the vehicle moves forward or backward; This regulated line pressure is applied to the seven forward friction elements and two reverse friction elements, which act as a shift stage suitable for the vehicle speed according to the valve spool position of the manual valve, and at least two or more to selectively supply hydraulic pressure to these friction elements. An automatic transmission system comprising a shift first control section and a shift second control section having a shift valve, and a torque pressure converting section for supplying torque pressure to the shift first control section.

Description

Automotive automatic shift system

1 is an oil pressure formation 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,

a) is a configuration diagram of a damper clutch control unit,

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

c) is a configuration of the shift first control unit,

d) is a block diagram of a shift second control unit.

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

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

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

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

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

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

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

10 is a hydraulic circuit diagram of the hydraulic control system of the present invention formed in the D range 4-5 speed.

11 is a hydraulic circuit diagram of the hydraulic control system of the present invention formed at the D-range 5 speed.

12 is a hydraulic circuit diagram for skipping shifting to 3-5 speeds by the hydraulic control system of the present invention.

13 is a hydraulic circuit diagram for skipping shifting speeds 2 to 5 by the hydraulic control system of the present invention.

14 is a hydraulic circuit diagram which is shifted to 2-4 speed by the hydraulic control system of the present invention.

FIG. 15 is a hydraulic circuit diagram which shifts speed by 1 to 5 for the hydraulic control system of the present invention. FIG.

16 is a hydraulic circuit diagram which is shifted by 1 to 4 speed by the hydraulic control system of the present invention.

17 is a hydraulic circuit diagram which is shifted by the hydraulic control system of the present invention at speed 1-3.

18 is a hydraulic circuit diagram of the hydraulic control system of the present invention formed in the R (reverse) range.

19 is a hydraulic circuit diagram of the hydraulic control system of the present invention formed in the P (parking) range.

20 is an operation table of the friction element and the solenoid valve according to the present invention,

a) is the operating element table for each shift stage of each friction element,

b) is the operation table for each shift stage of solenoid valve.

* Explanation of symbols for main parts of the drawings

2: torque converter 4: oil pump

6: Pressure regulating valve 12: Converter clutch regulator valve

16 converter feed valve 18 solenoid supply valve

22: Torque Control Regulator Valve 26: Reverse Clutch Inhibitor Valve

30: manual valve 34: first friction element

36: 1-2 shift valve 40: 2-3 shift valve

42: 3-4 shift valve 44: 4-5 friction element

48: first friction element 50: second clutch valve

56: third friction element 58: fourth friction element

60: fifth friction element 62: third clutch valve

64: fourth band valve 70: seventh friction element

72: overdrive unit valve 74: eighth friction element

76: ninth friction element

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission system for automobiles, and more particularly, to four automatic solenoid valves, each of which has a dedicated control valve, so that the configuration can be simplified and the speed of the transmission can be improved.

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.

Automotive automatic transmissions that are commonly used are fluids including a pump impeller connected to the output shaft of the engine and driven together, a turbine runner connected to the transmission shaft of the transmission and operating together, and a stator disposed between the impeller and the turbine runner. It has a 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 impeller from the turbine runner.

Automatic transmission is achieved by changing the gear ratio in the planetary gear 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 conversion to the selected position of the driver's shift lever to supply the fluid pressure from the oil pump It is connected to a pipeline that can supply this fluid pressure to a shift control valve.

Such automatic transmissions for automobiles are known from US Patent 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 first, second, third and fourth friction elements. It is configured to achieve a plurality of gear stages by selectively combining two of the fourth friction elements.

Although many of these automatic transmissions are known, they are limited in improving fuel efficiency because they are capable of obtaining a shift stage of four forward and one reverse stages, and since the skip control is not performed, the response is not achieved. The problem is that sex is slow.

In the conventional automatic transmission system as described above, many valves are used, which greatly complicates the structure of the valve body and requires a lot of difficulties and costs in manufacturing the valve body, and has a problem in that the shifting feeling is not good when shifting.

Therefore, the present invention was created in order to solve the above-mentioned problems, and an object of the present invention is to provide an automatic transmission in which a shift stage of 5 forward speeds and 1 reverse speed can be obtained in an automatic transmission of a vehicle, but a skip shift is possible. It is to provide an automatic transmission system for automobiles that can make the response faster.

Another object of the present invention is to provide an automatic transmission system for automobiles, in which four shift solenoid valves are dedicated to control each shift valve, so that sequential control is performed to improve shifting feeling and simplify the configuration of the valve body.

In order to realize this, the present invention provides an oil pump for generating hydraulic pressure by a drive gear rotating together with the engine;

A pressure control valve that receives hydraulic pressure from the oil pump and appropriately varies the hydraulic pressure when the vehicle moves forward or backward;

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 a damper clutch for increasing power transmission efficiency of the torque converter;

The solenoid supply valve receives the line pressure from the pressure control valve and supplies the reduced pressure to the first, second, third, fourth, fifth, and sixth solenoid valves S1, S2, S3, S4, S5, and S6. ;

A torque control regulator valve for converting and supplying a torque pressure necessary for operating the shift stage friction element;

The first friction element acting in common at each shift stage and the second friction element, third friction element, fourth friction element, fifth friction element, and sixth friction element in which one or two or more act on each shift stage. A seventh friction element and an eighth and ninth friction elements;

The torque pressure supplied from the torque converter control regulator valve or the drive pressure supplied from the manual valve by being controlled by the on / off action of the first, second, third, and fourth solenoid valves is selectively controlled. A 1-2 shift valve, a 2-3 shift valve, a 3-4 shift valve, and a 4-5 shift valve for shifting by supplying the friction element;

The second clutch valve, the third clutch valve, the fourth band valve and the overdrive, which are controlled by the torque pressure to supply the operating pressure to each shift stage friction element and supply the operating pressure of the next shift stage to the shift valves. Including a unit valve, a manual valve for supplying the line pressure adjusted in the pressure control valve according to the selected position of the shift lever to the torque control regulator valve and the clutch valve and the band valve or to the first friction element and the sixth friction element It provides an automatic transmission system for a vehicle comprising a.

The eighth friction element, which is the reverse friction element, is connected directly to the manual valve and the reverse pressure pipeline to provide an automatic transmission system for a vehicle having a connection configuration capable of receiving hydraulic pressure.

A reverse clutch inhibitor valve is installed in the reverse pressure pipeline for supplying hydraulic pressure to the seventh friction element to prevent the vehicle from reversing when the shift mode is selected from the D (run) range to the R (reverse) range. It provides an automatic transmission system for a vehicle, characterized in that the emergency safety means for blocking the hydraulic pressure supplied to the friction element is installed.

The torque control regulator valve may include: a pressure chamber in which hydraulic pressure is supplied and controlled by the control of the sixth solenoid valve; A second valve spool receiving hydraulic pressure in the pressure chamber; A first valve spool selectively blocking the torque pressure supplied to the 1-2 shift valve; A second elastic member positioned between the first and second valve spools to elastically support these valve spools; It provides an automatic transmission system for an automobile comprising only the first valve spool and the first elastic member having an elastic force less than the elastic force of the second elastic member.

In the above, the 1-2 shift valve is the first port and the second port which is in communication with the branch pipe of the pipeline communicating with the 2-3 shift valve and receives the control pressure, and the third port is in communication with the torque pressure pipe and supplied with the torque pressure ; A fourth port connected to the second clutch valve through a pipe and receiving a drive pressure; A fifth port connected to a 2-3 shift valve and a pipe to transmit torque pressure; And a sixth port communicating with the second clutch valve to the pipeline to selectively supply the torque pressure and the drive pressure, and in response to the pressure fluctuation of the pressure chamber in which the hydraulic pressure is increased or decreased by the on / off action of the first solenoid valve. An automatic transmission system for a vehicle having a valve spool for selectively opening and closing the ports is provided.

The 2-3 shift valve may include first and second ports communicating with a pipe line branched from the control pipe line; A third port in communication with the one-two shift valve and receiving the torque pressure; A fourth port in communication with the third clutch valve and receiving the drive pressure; A fifth port supplied with a torque pressure to the 3-4 shift valve through the conduit; A sixth port for supplying hydraulic pressure to the third clutch valve through the pipeline; And a seventh port communicating with the pipe line to supply the control pressure to the 1-2 shift valve, wherein the hydraulic pressure is increased or decreased by the on / off action of the second solenoid valve. An automatic transmission system for a vehicle having a valve spool for selectively opening and closing ports is provided.

The 3-4 shift valve may include first and second ports communicating with a pipe branch branched from the control pipe line 24; A third port in communication with the 2-3 shift valve and receiving the torque pressure; A fourth port in communication with the fourth band valve and receiving the drive pressure; A fifth port for supplying torque pressure to the 4-5 shift valve through the conduit; A sixth port for supplying hydraulic pressure to the fourth band valve through the pipeline; And a seventh port in communication with the pipeline to supply the control pressure to the 4-5 shift valve, and the ports are changed in accordance with the pressure fluctuation of the pressure chamber in which the hydraulic pressure is increased or decreased by the on / off action of the third solenoid valve. An automatic transmission system for an automobile having a valve spool selectively opening and closing is provided.

The 4-5 shift valve may include first and second ports communicating with a pipeline branched from the control pipeline; A third port in communication with the 3-4 shift valve and receiving the torque pressure; A fourth port communicating with the overdrive unit valve through the pipe to receive the drive pressure; A fifth port for supplying hydraulic pressure to the overdrive unit valve through a conduit; Provided is an automatic transmission system for an automobile having a valve spool for selectively opening and closing the ports according to a pressure change in a pressure chamber in which oil pressure rises or falls due to an on / off action of a fourth solenoid valve.

The first solenoid valve controls the hydraulic pressure in the pressure chamber of the 1-2 shift valve, the second solenoid valve controls the hydraulic pressure in the pressure chamber of the 2-3 shift valve, the third solenoid valve 3-4 shift The fourth solenoid valve controls the hydraulic pressure in the pressure receiving chamber of the valve and the fourth solenoid valve controls the hydraulic pressure in the pressure receiving chamber of the 4-5 shift valve to provide an automatic transmission system for the vehicle to supply the torque pressure and the drive pressure sequentially.

The manual valve provides an automatic transmission system for an automobile having a P, R, D, 3, 2, L range.

The manual valve provides an automatic transmission system for a vehicle that enables manual transmission in the D, 3, 2, and L ranges.

In the above D drive range 1, the drive pressure is directly supplied to the first friction element and the sixth friction element.

The first solenoid valve for controlling the 1-2 shift valve so that the drive pressure is supplied to the second friction element with the friction element acting on the first speed in the second speed range D is controlled in the off state Provide automatic transmission system.

The vehicle characterized in that the second solenoid valve for controlling the 2-3 shift valve is controlled to the off state so that the drive pressure is supplied to the third friction element together with the friction element acting on the second speed in the D range third speed. Provide automatic transmission system.

The vehicle characterized in that the third solenoid valve for controlling the 3-4 shift valve is controlled to the off state so that the drive pressure can be supplied to the fourth friction element with the friction element acting on the third speed in the D range 4 speed. Provide automatic transmission system.

In the above, the hydraulic pressure supplied to the sixth friction element in the D-range 5 speed is cut off, and the fourth to control the 4-5 shift valve so that the drive pressure can be supplied to the fifth friction element with the friction element acting at the fourth speed An automatic transmission system for a vehicle is characterized in that the solenoid valve is controlled in an off state.

In the above, the first, solenoid valve for controlling the 1-2 shift valve and the 2-3 shift valve is controlled to be in the off state, so that the skip shift from the D range 3 speed to 5 speed is made, 3-4, 4-5 It provides an automatic transmission system for a vehicle, characterized in that the third, fourth solenoid valve for controlling the shift valve is controlled in the on state.

In the above, the first, solenoid valve for controlling the 1-2 shift valve is controlled to be in an off state, so that a shift shift is made from the D range 2 speed to 5 speed, 2-3, 3-4, 4-5 shift valve The second, third, fourth solenoid valve for controlling the on-state is provided with an automatic transmission system for cars characterized in that the control.

In the above, the first and solenoid valves controlling the 1-2 shift valve and the 4-5 shift valve are controlled to be in an off state so that a skip shift is made from the D range 2 speed to the 4 speed. A second and third solenoid valve for controlling a shift valve is provided in an on state to provide an automatic transmission system for an automobile.

In the above, the first, second, third, fourth solenoid valves for controlling the 1-2, 2-3, 3-4, 4-5 shift valve is turned on so that the shifting speed is made from the D range 1 speed to 5 speed. It provides an automatic transmission system for a vehicle, characterized in that controlled by.

In the above, the first, second and third solenoid valves for controlling the 1-2, 2-3, and 3-4 shift valves are controlled in a state such that the skip shift is made from the D range 1 speed to the fourth speed. The fourth solenoid valve (S4) for controlling the valve is provided in the off state is provided with an automatic transmission system for an automobile.

In the above, the first and second solenoid valves for controlling the 1-2 and 2-3 shift valves are controlled to be in an on state, and the 3-4 and 4-5 shifts can be performed so that a shift shift can be made from the D range 1 speed to the 3 speed. It provides an automatic transmission system for a vehicle, characterized in that the third, fourth solenoid valve for controlling the valve is controlled in the off state.

The solenoid supply valve is provided with an automatic transmission system for a vehicle, characterized in that a screw is installed that can be compressed or expanded with respect to the elastic member holding the valve spool to adjust the hydraulic pressure discharged.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above object will be described in detail.

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

The hydraulic control system includes a torque converter (2) for transmitting power located between the crankshaft of the engine and the transmission; An oil pump (4) installed in the pump drive hub of the torque converter and having a drive gear that is energized together and a driven gear that is gradually coupled to the drive gear; And a damper clutch control unit (A) for operating / deactivating the damper clutch of the torque converter (2) by varying the oil pressure generated by the oil pump (4); Torque pressure conversion for reducing the pressure supplied to the first, second, third and fourth solenoid valves S1, S2, S3, S4 in order to convert the drive pressure supplied from the oil pump 4 into the pressure required for clutch operation. Part (B); The torque pressure and the drive pressure may include the shift stage friction element part C and the shift first and second control parts D and E.

On the hydraulic discharge side of the oil pump 4, a pressure control 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 provided with 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. A converter feed valve 16 is arranged to supply or shut off.

The converter clutch regulator valve 12 is the position of the valve spool by the hydraulic discharge action of the fifth solenoid valve (S5) electrically controlled by the transmission control unit (TCU) (not shown) is the pipe line ( By communicating one of the conduits 10a / 10b with the conduit 14, the damper clutch of the torque converter 2 is activated / deactivated.

The conduit 8 is further extended to be connected to the solenoid supply valve 18 of the torque pressure converting portion B so that the line pressure can be reduced, and the hydraulic pressure reduced while passing through the valve 18 is reduced. Some are connected so that they can be supplied to the torque control regulator valve 22 through the conduit 20.

In addition, the control line 24 branched from the line is connected to the pressure regulating valve 6 and the converter clutch regulator valve 12 to supply the control pressure, and the control pressure is the fifth and sixth solenoid valve ( S5, S6) can be varied.

And the torque control regulator valve 22 is the position of the valve spool is changed by the seventh solenoid valve (S7) controlled by the transmission control unit, the solenoid valve (S7) is supplied through the conduit 20 By acting to discharge or shut off the hydraulic pressure, the hydraulic pressure applied to the valve spool of the torque control regulator valve 22 is generated or released.

In addition, the conduit 20 is further extended from the seventh solenoid valve (S7) to form a connection that can actuate hydraulic pressure to the valve spool of the reverse inhibitor valve 26, the reverse inhibitor valve 26 is running When the reverse range is selected by the driver's mistake, it is a valve of emergency safety means which prevents the vehicle from reversing, which is possible by the hydraulic discharge action of the seventh solenoid valve S7 which is turned on / off by the transmission control unit. .

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, It has a structure capable of supplying hydraulic pressure to the drive pressure pipe 32 in the L range.

The drive pressure pipe 32 forms a connection capable of supplying hydraulic pressure to the torque control regulator valve 22, and can directly supply hydraulic pressure to the first friction element 34 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, and the 1-2 shift valve 36 is a torque control regulator valve to the torque pressure pipe 38. It is connected to (22) so that the hydraulic pressure of the drive pressure pipe 32 in accordance with the operation of the torque control regulator valve 22 is connected.

On the other hand, in order to control the pressure control valve 6 and the converter clutch regulator valve 12, the control conduit 24 from the conduit 20 is the 2-3 shift valve 40 and the 3-4 shift valve ( 42 is connected to supply hydraulic pressure, the 2-3 shift valve 40 is the 1-2 shift valve 36, the 3-4 shift valve 42 is a 4-5 shift valve ( 44) to connect the hydraulic pressure.

In addition, the 1-2 shift valve 36 is connected to the second clutch valve 50 for supplying hydraulic pressure to the second friction element 48 through the conduit 46, 2-3 shift valve 40 and 3 The fourth shift valve 42 is a third clutch valve 62 for supplying hydraulic pressure to the third friction element 56 and the fourth and fifth friction elements 58 and 60 through the conduits 52 and 54, respectively. And the fourth band valve 64.

In addition, the 4-5 shift valve 44 is connected to the overdrive unit valve 72 for supplying hydraulic pressure to the sixth friction element 68 and the seventh friction element 70 through the conduit 66.

The shift stage friction element portion C includes an eighth friction element 74 that is a reverse friction element that is clutched only in the reverse direction, and the eighth friction element 74 includes a reverse pressure from the manual valve 30. It is connected to the conduit 76 to receive hydraulic pressure, and comprises a ninth friction element 76 that is a low reverse clutch.

2 is an enlarged cross-sectional view of the damper clutch control unit A. The pressure regulating valve 6 of the damper clutch control unit A includes a pressure receiving chamber 100 formed in the valve body and the pressure receiving chamber 100. It consists of a valve spool (102) which is movably disposed in the pressure receiving chamber 100, the first port 104 and the second port 106 is formed in direct communication with the line pressure line (8) And a third port 108 in communication with the drive pressure line 32, a fourth port 110 in communication with the converter feed valve 16, and a pressure thereof when the line pressure is excessively increased. The fifth port 112 for lowering the pressure is provided.

The valve spool 102 is subjected to an elastic force to the right side as seen in the drawing by the elastic member 114 installed in the pressure chamber 100 in which the hydraulic pressure is formed or released by the on / off action of the sixth solenoid valve S6. There is another pressure receiving chamber 116 that resists the pressure of the pressure receiving chamber 100 and communicates with the third port 108 to receive the drive pressure, whereby the position of the valve spool 102 is changed to the sixth solenoid. It is made to be variable by the on / off action of the valve (S6).

That is, when the sixth solenoid valve S6 is turned off to raise the hydraulic pressure in the pressure chamber 100, the pressure and the elastic force of the elastic member 114 are combined to be greater than the pressure in the other pressure chamber 116. Since the valve spool 102 is moved to the right side, on the contrary, when the sixth solenoid valve S6 is turned on and the pressure in the pressure chamber 100 decreases, the pressure in the other pressure chamber 116 is reduced. Overcoming the elastic force of the elastic member 114, the valve spool 102 is moved to the left.

The movement of the valve spool 102 is to selectively open and 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 of

These lands are the first land 118 opening and closing the fourth port 110, the second land 120 opening and closing the fifth port 112, the pressure receiving surface acting the hydraulic pressure of the pressure chamber 116 And a third land 124 having a 122.

A fourth land 128 having an inclined surface 126 is integrally connected between the second land 120 and the third land 124, and the inclined surface 126 is a hydraulic pressure flowing into the first port 104. In this case, when the hydraulic pressure is discharged to the fifth port 112 which is the discharge port, a sudden discharge is not generated.

The converter feed valve 16 supplied with the hydraulic pressure from the fourth port 110 has a first land 134 having a pressure-receiving surface 132 on which hydraulic pressure acts in the pressure receiving chamber 120 and an elastic member ( It holds a valve spool 140 composed of a second lens 138 which 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 to selectively supply hydraulic pressure flowing to the second port 144. This action is caused by pressure variations in the pressure receiving chamber 130 in communication with the bypass pipe 148 in the third port 146.

That is, 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 chamber 130 is lowered, so that the first port 142 and the second port 144 are opened. On the contrary, when the pressure in the pressure chamber 130 rises to overcome the elastic force of the elastic member 136, the valve spool 140 moves to the right to block the ports 142 and 144 to stop the flow of hydraulic pressure. Let's go.

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 and third port 152 communicating with the torque converter 2. And a hydraulic pressure 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 chamber 156. A fifth port 162 for supplying hydraulic pressure to the pressure chamber 160 is provided.

The valve spool 164 of the converter clutch regulator valve 12 flows into the first land 168 and the first port 150 having the pressure receiving surface 166 to which the pressure in the pressure receiving chamber 156 acts. Second and third lands 174 and 176 each having pressure receiving surfaces 170 and 172 on which hydraulic pressure acts, and a pressure receiving surface 178 on which hydraulic pressure acts in the pressure receiving chamber 160. Holds 4 lands 180.

Since the pressure in the pressure receiving chamber 160 forms or releases the pressure by the on / off action of the fifth solenoid valve S5, the valve spool 164 moves to the left or the right to open and close the ports.

The sixth port 182 is formed adjacent to the third port 154. The hydraulic pressure discharged through the port 182 is cooled while passing through the cooler 184, and the above-described shift stage friction element C ) Is supplied to the power train and axle supply located to lubricate these areas.

FIG. 2B shows the torque pressure converting portion B. The solenoid supply valve 18 includes a first port 186 to which the line pressure supplied from the conduit 8 flows and a first port 186. And a second port (188) selectively communicating with and communicating with the conduit (20), and a third port (192) for supplying hydraulic pressure from the conduit (20) to supply pressure to the pressure receiving chamber (190). Doing.

In addition, the first land 194 to which the pressure in the pressure chamber 190 acts, and the second and third lands 196 and 198 for opening and closing the first and second ports 186 and 188. A valve spool 200 and an elastic member 202 that elastically supports the valve spool 200 to resist the pressure in the pressure receiving 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 chamber 190 A screw 206 for adjustment is to allow the tip of the pushing plate 204 to come into contact with the elastic force to vary.

The torque control regulator valve 22, which receives the control pressure from the gland conduit 20, has a first port 222 connected to the conduit 20 and connected to the pressure receiving chamber 220 to receive hydraulic pressure, and the drive pressure. The second port 224 connected to the conduit 32 and the third and fourth ports 226 and 228 connected to the 1-2 shift valve 36 are provided.

The fourth port 228 of the torque control regulator valve 22 is in communication with the pressure chamber 230, the first valve spool 232 is located in the pressure chamber 230, the pressure chamber A second valve spool 234 is positioned at 220 to selectively open and close the ports 222, 224, 226, and 228.

In the above, the first valve spool 232 is made of a cup-shaped plug 236 and a first land 238, and the second valve spool 234 is made of only a cup-shaped plug 240 and is positioned on the same axis. These cup-shaped plugs 236 and 240 are supported by first and second elastic members 242 and 244, respectively.

In particular, the second elastic member 244 is one side is supported by the plug 240 and the other side is supported by the first land 238, when the hydraulic pressure in the pressure receiving chamber 220 acts on the back of the plug 140 Compression affects the position of the first valve spool 232.

That is, when the compressive force of the second elastic member 244 acts on the first valve spool 232, the first elastic member 242 is compressed to move the first valve spool 232 to the left side in the drawing. To this end, the elastic force of the first elastic member 244 is greater than the elastic force of the first elastic member 242.

FIG. 2 (c) shows the configuration of the shift first control unit D. The 1-2 shift valve 36 which receives the torque pressure from the torque pressure pipe 38 has a 2-3 shift valve 40. As shown in FIG. The first and second ports 252 and 254 communicating with the branch pipe lines 251 and 253 of the pipe line 250 which communicate with the pipe 250 and receiving the control pressure, and the torque pressure pipe 38 to supply the torque pressure. Receiving third port 256; The fourth clutch 260 is connected to the second clutch valve 50 and the conduit 258 to receive the drive pressure.

And a fifth port 264 connected to the 2-3 shift valve 40 and the conduit 262 to transmit the torque pressure; The sixth port 266 communicates with the second clutch valve 50 and the conduit 46 to selectively supply the torque pressure and the drive pressure.

In addition, the valve spool 268 of the 1-2 shift valve 36 includes a first land 272 located in the pressure receiving chamber 270 on one side; A second land 274 for selectively opening and closing the third port 256 and the fifth port 264 while varying the opening / closing amount of the second port 254 together with the first land 272; The third land 276 selectively opens and closes the four port 260 and the sixth port 266.

The first land 272 has a larger hydraulic action surface than the other lands to move the position of the valve spool 268 to the right by the hydraulic pressure acting on the pressure receiving chamber 270, the pressure receiving The seal 270 is supplied with the orifice pressure of the branch conduit 251 and raised or lowered by the on / off operation of the first solenoid valve S1.

The 2-3 shift valve 40 which receives hydraulic pressure from the control conduit 24 has first and second ports 282 and 284 communicating with conduits 278 and 280 secreted from the control conduit 24. Wow; A third port 286 in communication with the 1-2 shift valve 36 and the conduit 262 to receive the torque pressure; A fourth port 290 communicating with the third clutch valve 62 and the conduit 288 to receive the drive pressure is provided.

And a fifth port 292 for supplying torque pressure to the 3-4 shift valve 42 through the conduit 294; A sixth port 296 for supplying hydraulic pressure to the third clutch valve 64 through the conduit 52; And a seventh port 298 in communication with the conduit 250 to supply the control pressure to the 1-2 shift valve 36.

The 2-3 shift valve 40 has a pressure receiving chamber 300 at one end, the pressure receiving chamber 300 is supplied with hydraulic pressure through the orifice of the branch conduit 278 of the control conduit 24 The oil pressure of the pressure chamber 300 is raised or lowered by the on / off action of the second solenoid valve S2.

The valve spool 302 of the 2-3 shift valve 40 includes a first land 304 located in the pressure receiving chamber 300 on one side; A second opening and closing of the second port 284 and the seventh port 298 with the first land 304, and the second port for selectively opening and closing the third port 286 and the fifth port 292 Land 306; The third land 308 selectively opens and closes the fourth port 290 and the sixth port 296.

The 3-4 shift valve 42 supplied with hydraulic pressure from the control conduit 24 has first and second ports 314 and 316 communicating with conduits 310 and 312 secreted from the control conduit 24. Wow; A third port 318 communicating with the 2-3 shift valve 40 and the conduit 294 to receive a torque pressure; A fourth port 322 is connected to the fourth band valve 64 and the conduit 320 to receive the drive pressure.

And a fifth port 326 for supplying torque pressure to the 4-5 shift valve 44 through the conduit 324; A sixth port 328 for supplying hydraulic pressure to the fourth band valve 64 through the conduit 54; The seventh port 332 is in communication with the conduit 330 to supply the control pressure to the 4-5 shift valve 44.

The 3-4 shift valve 42 has a pressure chamber 334 at one end thereof, and the pressure chamber 334 is supplied with hydraulic pressure through an orifice of the branch tube 310 of the control tube 24. The oil pressure of the pressure chamber 334 is raised or lowered by the on / off action of the third solenoid valve S3.

The valve spool 336 of the 3-4 shift valve 42 includes a first land 338 positioned in the pressure receiving chamber 334 on one side; A second opening and closing of the second port 316 and the seventh port 332 with the first land 338 and the second port for selectively opening and closing the third port 318 and fifth port 326 Land 340; A third land 342 is provided to selectively open and close the fourth port 322 and the sixth port 328.

The 4-5 shift valve 44 includes first and second ports 348 and 350 communicating with the conduits 344 and 346 secreted from the control conduit 330; A third port 352 communicating with the 3-4 shift valve 42 and the conduit 324 to receive a torque pressure; A fourth port 356 communicating with the overdrive unit valve 72 and the conduit 354 to receive the drive pressure; A fifth port 358 for supplying hydraulic pressure to the overdrive unit valve 72 through the conduit 66 is provided.

The 4-5 shift valve 44 has a pressure receiving chamber 360 at one end thereof, and the pressure receiving chamber 360 receives hydraulic pressure through an orifice of the branch pipe 344 of the control pipe 330. The oil pressure of the pressure chamber 360 is raised or lowered by the on / off action of the fourth solenoid valve S4.

The valve spool 362 of the 4-5 shift valve 44 includes a first land 364 positioned in the pressure receiving chamber 360 on one side; A second land 366 that selectively opens and closes the third port 352 and the fifth port 358 while varying the opening / closing amount of the second port 350 together with the first land 364; The third land 368 selectively opens and closes the fourth port 322 and the fifth port 358.

FIG. 2D illustrates the configuration of the second shift control unit E. The second clutch valve 50 is connected to the conduit 46 extending from the sixth port 266 of the 1-2 shift valve 36. A first port 370 to receive hydraulic pressure; The second port 374 is connected to the branch pipe 372 of the drive pressure pipe 32 so that the hydraulic pressure can be supplied.

And a third port 378 in communication with a conduit 376 connected to the second friction element 48, and in order to operate the fourth friction element 58 when the shift lever is selected as the second range. A fourth port 382 receiving hydraulic pressure supplied along the conduit 380 from the third clutch valve 62; A fifth port 386 connected to the conduit 384 to supply the hydraulic pressure supplied thereto to the fourth friction element 58; When the shift lever is selected as the second range and the L range, the hydraulic pressure supplied along the conduit 380 leading from the manual valve 30 is operated through the third clutch valve 62 to operate the ninth friction element 74. A sixth port 390 connected to the conduit 388 to supply the ninth friction element 74; Seventh and eighth ports 394 and 395 which are connected to the third clutch valve 62 and the second clutch valve 36 through the pipelines 392 and 258 to supply the drive pressure are provided.

In addition, the valve spool 400 having the first land 398 that directly receives the pressure in the pressure chamber 396 may supply the hydraulic pressure supplied to the fourth port 382 to the fifth port 396 or the sixth port 390. The second land 402 and the third land 404 are selected and sent to the seventh port 394 and the eighth port 395. Or a fourth land 406 and a fifth land 408 for blocking or blocking, and the elastic member resists hydraulic pressure in the pressure receiving chamber 396 acting on the first land 398 so that a sudden displacement does not occur. And 410.

The fifth port 390 may supply hydraulic pressure to the ninth friction element 76 through the conduit 388. The conduit 388 includes two check valves 412 and 414 having opposite directions of flow. Is installed, and the shuttle valve 418 prevents the hydraulic pressure supplied from the reverse crush inhibitor valve 26 from the reverse crush inhibitor valve 26 to the ninth friction element 76 through the conduit 416 to flow back to the conduit 416 side. Is installed.

The reverse clutch inhibitor valve 26 may include a first port 420 that receives hydraulic pressure from the reverse pressure pipeline 77, and a second pressure supply reverse pressure to the ninth friction element 76 through the pipeline 416. It has a port 422 and third and fourth ports 426 and 428 connecting the bypass pipe 424.

The pressure receiving chamber 430, which receives the hydraulic pressure from the second port 422, has a structure capable of sending hydraulic pressure to the third port 426, and is configured to change the position of the valve spool 432. The pressure receiving chamber 434 in which the oil pressure is changed by the on / off action of the 7 solenoid valve S7 can act on the first land 436.

The valve spool 432 has a smaller cross-sectional area than the first land 436, and the second land 438 and the third land 440 to which the hydraulic pressure flowing to the first and second ports 420 and 422 act. Has

On the other hand, the third clutch valve 62 which receives the hydraulic pressure from the sixth port 296 of the 2-3 shift valve 40 to the above-described pipeline 52 is supplied to the pressure receiving chamber 442 by receiving the hydraulic pressure A first port 444; A second port 446 for receiving hydraulic pressure from the seventh port 394 of the second clutch valve 50 to the conduit 392; A third port 448 in communication with the conduit 380 leading to the manual valve 30; It has a fourth port 450 for transmitting the hydraulic pressure supplied to the third port 448 through the pipe 380.

And fifth and sixth ports 454 and 456 for supplying drive pressure to the 3-4 shift valve 40 and the fourth band valve 64 through the conduits 288 and 452; And a seventh port 460 for supplying the hydraulic pressure supplied to the first port 444 to the third friction element 56 through the conduit 458.

In addition, the valve spool 464 having the first land 462 in which the hydraulic pressure acts in the pressure receiving chamber 442 may selectively supply the hydraulic pressure supplied from the first land 462 to the first port 444. A second land 466 and a third land 468 which are sent to the port 460 and selectively communicate the third port 448 to the fourth port 450; The fourth land 470 connects the second port 446 to the fifth and sixth ports 454 and 456, and the pressure chamber 442 acts on the first land 462. The elastic member 472 is supported so as not to generate a sudden displacement in response to hydraulic pressure.

When the shift lever is selected to the 3, 2, or L range, the fourth band valve 64, which is supplied with hydraulic pressure from the manual valve 30 through the pipeline 474, is formed of the 3-4 shift valve 42. The first port 478 is provided to receive the hydraulic pressure from the conduit 54 connected to the six ports 328 and flow into the pressure receiving chamber 476.

And a second port 480 to which the conduit 474 is connected; A third port 484 for supplying hydraulic pressure supplied from the second port 480 thereof to the fifth friction element 60 through a conduit 482; A fourth port 488 for supplying hydraulic pressure supplied from the first port 478 to the fourth friction element 58 through a conduit 486; A fifth port 490 that receives the drive pressure from the third clutch valve 62 through the conduit 452; Sixth and seventh ports 494 and 496 for supplying hydraulic pressure supplied to the fifth port 490 to the 3-4 shift valve 42 and the overdrive unit valve 72 through the conduits 320 and 492. Has

And the conduit 54 connected to the first port 478 is connected to the conduit 486 to supply hydraulic pressure to the fourth friction element 58 in the D range 4, 5, the conduit 486 is 2 A shuttle valve 498 is provided to prevent the hydraulic pressure from flowing in the range of the pipe line 486 that supplies the hydraulic pressure to the fourth friction element 58 in the range.

In addition, the valve spool 500 of the fourth band valve 64 acts by hydraulic pressure in the pressure receiving chamber 476 and selectively sends hydraulic pressure supplied to the first port 478 to the fourth port 488. One land 502; A second land 504 and a third land 506 communicating the second port 480 and the third port 484; The fourth port 490 has a fourth land 508 which communicates the sixth and seventh ports 494 and 496 with the fifth port 490 so as to resist the hydraulic pressure in the pressure chamber 476 so that a sudden displacement does not occur. It is supported by the elastic member 510.

On the other hand, the overdrive unit valve 72 for supplying hydraulic pressure to the sixth friction element 68 that operates in the entire speed section except for the P range and the D range 5 speed, and the seventh friction element 70 that operates only in the D range 5 speed. Has a first port 514 for supplying hydraulic pressure from the fifth port 358 of the 4-5 shift valve 44 to the pressure receiving chamber 512 through the conduit 66.

A second port 516 to which the conduit 8 is extended; A third port 520 for supplying hydraulic pressure supplied from the second port 516 thereof to the sixth friction element 68 through a conduit 518; A fourth port 524 for supplying hydraulic pressure supplied from the first port 514 to the seventh friction element 70 through a conduit 522; A fifth port 526 which receives the drive pressure from the fourth band valve 64 through the conduit 492; And a sixth port 528 for supplying the hydraulic pressure supplied to the fifth port 526 to the fourth port 356 of the 4-5 shift valve 44 through the conduit 354.

In addition, the valve spool 530 of the overdrive valve 72 acts by the oil pressure in the pressure receiving chamber 512 and selectively sends the oil pressure supplied to the first port 514 to the fourth port 524. Land 532; A second land 534 and a third land 536 communicating the second port 516 and the third port 520; The fifth port 526 has a fourth land 538 that communicates with the sixth port 528. The elastic member 540 resists hydraulic pressure in the pressure receiving chamber 512 so as to prevent sudden displacement. I am getting burnt.

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) according to the vehicle speed and the opening degree of the throttle valve.

In the automatic transmission system for automobiles of the present invention made as described above, when the engine starts to drive, the driving gear of the oil pump 4 rotates to suck the oil in the oil pan F to start discharging.

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

Then, the hydraulic pressure flows through the control pipe 24 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, and some of the oil pressure is shifted to the first control part D. 2, 3, and 4-4 of the shift valve 40, 42 is flowed to the 1-2, 4-5 shift valve (36, 44).

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 manual valve 30, and this flow of hydraulic pressure is shifted as shown in FIG. When the lever is selected as the neutral range, the flow of hydraulic pressure in the manual valve 30 is interrupted, and a portion thereof is transmitted to the sixth friction element 68 via the overdrive unit valve 72.

In this state, when the shift lever is selected as the driving (D range) mode, the transmission control unit controls the sixth solenoid valve S6 to adjust the line pressure in the conduit 8.

At this time, when a slip occurs in the friction element related to the shift, the sixth solenoid valve S6 is controlled to be in an off state. In this way, when the solenoid valve S6 is turned off, the pressure regulating valve 6 as shown in FIG. Since the hydraulic pressure in the pressure receiving chamber 100 increases, 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 axis as seen in the drawing.

However, when the slip of the friction element related to the shift does not occur, the solenoid valve S6 discharges the hydraulic pressure in the pressure chamber 100 while the duty control is performed, so that the third of the valve spool 102 from the drive pressure pipe 32 is removed. The hydraulic pressure acting on the right side of the land 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 oil return can minimize the driving loss of the oil pump, and when the friction element related to the shift occurs again, the solenoid valve S6 is turned off to raise the hydraulic pressure in the pressure receiving chamber 100, thereby reducing the valve spool 102. ) To the right to block the fifth port 112, which is the discharge port, so that the hydraulic pressure in the conduit 8 is used as the working 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. Since there is a hydraulic pressure flowing to the second port 144, and some of the hydraulic pressure flows into the pressure receiving chamber 130 through the bypass pipe 148.

The hydraulic pressure flowing into the pressure receiving chamber 130 rises to move the valve spool 140 to the right, so that the hydraulic pressure exiting to the second port 144 is interrupted. With this operation, the damper clutch control pressure and the lubricant control pressure are controlled. Control.

The hydraulic pressure flowing to the first 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 fifth solenoid valve S5. In the case of the damper clutch operating region, the fifth solenoid valve S5 is turned on by the transmission control unit. The pressure in the pressure chamber 160 is lowered.

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

In this state, since the hydraulic pressure supplied from the conduit 14 acts on the pressure receiving surface 172 of the second land 174 simultaneously, the position of the valve spool 164 cannot be changed, but the pressure receiving of the first land 168 is performed. The hydraulic pressure acting on the surface 166 causes the valve spool 164 to move to the left side in the drawing.

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 communicates with the hydraulic pressure flowing into the first port 150 into the torque converter 2 through the conduit 10b to operate the damper clutch.

On the contrary, in the damper clutch non-operation region, since the solenoid valve S5 is turned off by the transmission control unit, the hydraulic pressure rises in the pressure receiving chamber 160 of the converter clutch regulator valve 12, so that the pressure of the fourth land 180 is increased. It acts on the pressure receiving surface 178.

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

As such, when the valve spool 164 moves to the right, 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 land 176 partially opens the second port 152, the hydraulic pressure flowing into the first port 150 flows to the conduit 10a through the second port 152.

The operation area or the non-operation area of the damper clutch is determined by a sensor input to the transmission control unit, and at this time, the solenoid valve S5 is turned on / off by the signal outputted to operate / deactivate the damper clutch. As such, this operation is selectively performed according to the driving state of the vehicle at the shift stage described below.

[D range 1 speed]

3 is a view for explaining a hydraulic system capable of realizing a speed shift stage of the forward 1 speed, and a part of the hydraulic pressure is damper clutch as described above from the conduit 8 through which the line pressure is varied by the pressure regulating valve 6. And the remaining hydraulic pressure is supplied to the solenoid supply valve 18 of the torque converter and to the manual valve 30 as well.

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

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 receiving chamber 190. The hydraulic pressure acting on the first land 194 may support the valve spool 200. The valve spool 200 moves to the left as shown in the drawing when the elastic force is greater than the second elastic force, and the second land 196 is positioned between the first port 186 and the second port 188 to maintain the flow of hydraulic pressure. Will be blocked.

By the above operation, the hydraulic pressure through the solenoid supply valve 18 is the torque control regulator valve 22 and the 2-3, 3-4 shift valve 40, 42 through the conduit 20 and the control conduit 24. Which is supplied to the 1-2 and 4-5 shift valves 36 and 44. The hydraulic pressure supplied to the torque control regulator valve 22 is maintained by turning off the seventh solenoid valve S7. The torque pressure which has passed through the torque control regulator valve 22 is supplied to all the shift valves 36, 40, 42, 44, and waits.

The first, second, third and fourth solenoid valves S1, S2, S3, and S4 are transmitted to the hydraulic pressure supplied to the 2-3 and 3-4 shift valves 40 and 42 through the control pipe 24. Since it is turned on by the control of the control unit, the 1-2, 2-3, 3-4, 4-5 shift valves 36, 40, 42 and 44 are not operated.

At the same time, the hydraulic pressure flowing to the conduit 8a flows with the manual valve 30 and the overdrive unit valve 72. The hydraulic pressure supplied to the manual valve 30 is driven by the flow of the manual valve 30. Directly operating the forward friction 34, the first friction element 34 along the 32, the hydraulic pressure flowing through the pipe 32 is supplied to each of the valves 50, 62, 64, 72, the standby state (See Figure 3).

By operating the first friction element 34 in this manner, the first forward speed is realized.

[D range 1-2 speed]

When the speed is gradually increased at the first speed and the opening degree of the throttle valve is increased, the transmission control unit controls the sixth solenoid valve S6 in order to smoothly drive the vehicle. Of the first, second, third, and fourth solenoid valves S1, S2, S3, and S4 that were being controlled off while being controlled, the first solenoid valve S1 is controlled to the on state, and the seventh solenoid valve S7 is It is controlled so that it is turned on and then gradually turned off.

Then, as shown in FIG. 4, when the oil is supplied through the pipe line 20, the hydraulic pressure is supplied to the pressure receiving chamber 220 of the torque control regulator valve 22 so that the hydraulic pressure overcomes the elastic force of the elastic member 244 and is elastic. In order to overcome the elastic force of the member 242 in sequence, the valve spool 232 is moved to the left in the drawing to communicate with the second and third ports 224 and 226 so that the hydraulic pressure supplied to the drive pressure pipe 32 is transferred to the pipe line 38. Are supplied to the respective shift valves 36, 40, 42, 44.

At the same time, since the first solenoid valve S1 is turned on by the control of the transmission control unit, the pressure in the pressure receiving chamber 270 of the 1-2 shift valve 36 decreases, so that the valve pool 268 moves to the left side. By maintaining the moved state, the third port 256, the fifth port 264, and the sixth port 266 communicate with each other, so that the torque pressure flowing into the torque pressure pipe 38 is transferred to the pipe lines 262 and 46. The oil pressure flowing into the pipeline 262 is waited at the third port of the 2-3 shift valve 40, and the oil pressure flowing into the pipeline 46 is the pressure receiving chamber 396 of the second clutch valve 50. The valve spool 400 is moved to the right in the drawing while being supplied to.

As such, when the valve spool 400 moves to the right while overcoming the elastic force of the elastic member 418 by the torque pressure, the first port 370 and the third port 378 communicate with each other so that the hydraulic pressure is reduced to the second friction element ( 48) to operate.

The hydraulic pressure supplied to the pipeline 372 branched from the drive pressure pipeline 32 is controlled by the operation of the second clutch valve 50 so that the second port 374 is the eighth port 395 and the seventh port 394. ), The air flows into the fourth port 260 of the 1-2 shift valve 50 and the second port 446 of the third clutch valve 62 through the conduits 44 and 392.

As described above, in the 1-2 speed, the first friction element 34, the sixth friction element 68, and the second friction element 48 operated in the first speed are shifted (see FIG. 4).

[D-range 2 speed]

When the 1-2 shift by the torque pressure is completed as mentioned above, the 1st solenoid valve S1 which was in the on state by the transmission control unit is controlled to the off state.

Then, the control pressure is supplied to the pressure receiving chamber 270 of the 1-2 shift valve 36 while the first and second friction elements 34 and 48 are operating to push the valve spool 268 to the right. The third port 256, which supplies the torque pressure, is shut off and the fourth port 260, in which the drive pressure is waiting, communicates with the sixth port 266 to drive the drive pressure line 36 and the second clutch valve. Through 50, the second friction element 48 is operated.

That is, the second friction element 48 operated by the torque pressure is converted to drive pressure (see FIG. 5).

[D range 2-3 speeds]

When the vehicle speed becomes faster and the opening degree of the throttle valve increases at the second speed, the transmission control unit is the second of the first, second, third, and fourth solenoids S1, S2, S3, and S4 which are in the off state. The solenoid valve S2 is controlled in an on state, and at the same time, the seventh solenoid valve S7 is turned on and then gradually controlled to an off state to gradually decrease the torque pressure.

Then, the hydraulic pressure supplied to the pressure receiving chamber 300 of the 2-3 shift valve 40 in the state in which the first, second, and sixth friction elements 34, 48, 68 are acting as in the second speed is operated. It is discharged by the ON operation of the second solenoid valve S2 so that the valve spool 304 moves slightly to the left.

At the same time, the torque control regulator valve 22 is supplied with the torque pressure through the conduit 38 while the first port 224 and the second port 226 communicate with each other by the off control of the seventh solenoid valve S7. At this time, the 1-2 shift valve 36 is a state in which the valve spool 268 is moved to the right by the off control of the first solenoid valve S1, but the control pressure supplied to the 2-3 shift valve 40 is second. Since the hydraulic pressure supplied to the 1-2 shift valve 36 is weakly transmitted while being discharged by the ON operation of the solenoid valve S2, the valve spool 268 is moved to the left side by the torque pressure supplied through the third port 256. While moving, the fourth port 260, to which the drive pressure is supplied, is blocked, and at the same time, the third port 256, to which the torque pressure is supplied, communicates with the fifth port 264 and the sixth port 266.

Then, the torque pressure is supplied through the sixth port 266 to continuously operate the second friction element 48 which was operated by the drive pressure, and the torque pressure passing through the fifth port 264 is 2-3. The state in which the valve spool 304 is moved to the left side by the operation of the shift valve 40 is maintained. Through the third port 318, the fifth and sixth ports 292 and 296 pass through the pipeline 294. 52).

The hydraulic pressure flowing to the conduit 294 is maintained in the state in which the valve spool 336 of the 3-4 shift valve 42 is moved to the right by the off operation of the third solenoid valve S3. At 318, the hydraulic pressure flowing into the conduit 52 is supplied to the pressure receiving chamber of the third clutch valve 62.

Then, the valve spool 464 of the third clutch valve 62 is moved to the right side by the hydraulic pressure so that the first port 444 and the second port 460 supplied with the hydraulic pressure communicate with each other to the second port 464. It is supplied to the third friction element 56 through the connected conduit 458 to operate it so that the shift in the D range 2-3 speed is performed.

Since the second port 446 and the fifth and sixth ports 454 and 456 communicate with each other by moving to the right side of the valve spool 464, the drive pressure supplied through the conduit 392 is the conduit 288. Through the sixth port 290 of the 2-3 shift valve 40, the hydraulic pressure passing through the sixth port 456 is waiting in the fifth port 490 of the fourth band valve 64 It has a flow path as shown in FIG.

Accordingly, in the D range 2-3, the first, second, third and sixth friction elements 34, 48, 56 and 68 are realized.

[D-range 3 speed]

When 2-3 shifting is performed as described above, the transmission control unit controls the second solenoid valve, which has been controlled in the on state, to the off state, and simultaneously maintains the off state of the seventh solenoid valve S7.

Then, as the hydraulic pressure is raised in the pressure receiving chamber 300 of the 2-3 shift valve 40 by the off state control of the second solenoid valve S2, the valve spool 304 is moved to the right. By connecting the fourth port 290, which is supplied with the drive pressure while the port 286 is blocked, to the sixth port 296, the drive pressure is driven by the third friction element 56 that was being operated by the torque pressure. It will continue to operate.

At the same time, the torque pressure supplied to the 1-2 shift valve 36 is cut off, and the force pushing the valve spool 268 to the left side is released, so the valve spool is controlled by the control pressure supplied to the pressure chamber 270. 268 moves to the right to block the third port 256 and the fourth port 260 to which the drive pressure is supplied communicates with the sixth port 266 so that the second friction element 48 is driven by the drive pressure. To work.

That is, the second and third friction elements 48 and 56 are operated by the drive pressure at 2-3 speed, and the second and seventh solenoid valves S2 and S7 are controlled.

In this way, the third speed is the shift of the first, second, third, and sixth friction elements 34, 48, 56, and 68 while operating (see FIG. 7).

[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 controls the third solenoid valve S3 in the on state and simultaneously turns on the seventh solenoid valve S7 and gradually. It is controlled in the OFF state to gradually lower the torque pressure.

Then, the torque pressure pipeline from the torque control regulator valve 22 in the state where the first, second, third, and sixth friction elements 34, 48, 56, and 68 are operating in the same state as in the third speed. 38) and while the hydraulic pressure is lowered to the pressure receiving chamber 334 of the 3-4 shift valve 42 by the on state control of the third solenoid valve S3, the valve spool 336 moves to the left side. do.

At the same time, the torque control regulator valve 22 is supplied with the torque pressure through the conduit 38 while the first port 224 and the second port 226 communicate with each other by the off control of the seventh solenoid valve S7. At this time, it is transmitted to the 3-4, 4-5 shift valve 42, 44 through the 1-2 shift valve 36 and 2-3 shift valve 40, the 3-4 shift valve 42 is the third The above-mentioned torque pressure is transmitted to the third port 318 while the valve spool 336 is moved to the left side by the ON operation of the solenoid valve S3, so that the fifth and six ports communicate with the third port 318. Hydraulic pressure is supplied through 326 and 328. The torque pressure passing through the fifth port 326 is transmitted to the third port 352 of the 4-5 shift valve 44, and the sixth port 328 The hydraulic pressure passing through) is supplied to the pressure receiving chamber 476 through the first port 478 of the fourth band valve 64 through the conduit 54.

In this way, the valve spool 500 is moved to the right by the hydraulic pressure supplied to the pressure chamber 476 so that the first port 478 and the fourth port 488 communicate with each other and the pipe 486 connected to the fourth port 488. The fourth friction element 58 is supplied to the fourth friction element 58 to operate a shift in the D range 3-4 speed.

In addition, since the fourth port 490 and the sixth and seventh ports 494 and 496 communicate with each other by moving to the right side of the valve spool 500, the drive pressure supplied through the conduit 452 is shifted by 3-4. The fourth port 322 of the valve 42 waits, and the hydraulic pressure passing through the seventh port 496 waits at the fifth port 526 of the overdrive unit valve 72 and flows in the flow path as shown in FIG. 8. Will have

Accordingly, in the D range 3-4 speed, the first, second, second, third, fourth, and sixth friction elements 34, 48, 56, 58, and 68 are operated.

[D-range 4 speed]

As soon as the 3-4 speed is achieved as described above, the transmission control unit controls the third solenoid valve S3 to be in an off state to supply hydraulic pressure from the pressure receiving chamber 334 of the 3-4 shift valve 42.

Then, hydraulic pressure is supplied to the pressure receiving chamber 334 of the 3-4 shift valve 42 to move the valve spring 336 to the right and the torque pressure is cut off.

As such, when the valve spool 336 of the 3-4 shift valve 42 moves to the right, the third port 318 is shut off and the fourth port 332 to which the drive pressure is supplied is the sixth port ( In communication with 328, the drive pressure is supplied to operate the fourth friction element 58.

As such, the fourth speed is realized by the operation of the first, second, third, fourth, and sixth friction elements 34, 48, 56, 58, and 68 (see FIG. 9).

[D-range 4-5 speed]

When the vehicle speed becomes faster and the opening degree of the throttle valve increases at the fourth speed, the transmission control unit controls the fourth solenoid valve S4 in the on state and at the same time turns on the seventh solenoid valve S7 and then gradually. It is controlled in the OFF state to gradually increase the torque pressure.

Then, the fourth solenoid valve S4 is turned on in the state where the twelfth, third, fourth, and sixth friction elements 34, 48, 56, 58, and 68 are operating in the same state as in the fourth speed. As the oil pressure decreases in the pressure receiving chamber 360 of the 4-5 shift valve 44 by the control, the valve spool 362 moves to the left side.

At the same time, the torque pressure supplied from the torque control regulator valve 22 via the pipeline 38 is, at this time, a 1-2 shift valve 36, a 2-3 shift valve 40, and a 3-4 shift valve. Via 42 is supplied to the third port 352 of the 4-5 shift valve 44 via the conduit 324.

Then, the 4-5 shift valve 44 is the fifth in communication with the third port 352 because the torque pressure is transmitted to the third port 352 while the valve spool 362 is moved to the left as described above. The hydraulic pressure is supplied through the port 358, and the hydraulic pressure passing through the fifth port 358 passes through the first port 514 of the overdrive unit valve 72 through the pipeline 66. Is supplied.

As such, the valve spool 530 moves to the right by the hydraulic pressure supplied to the pressure chamber 512 to block the second port 516 through which the hydraulic pressure supplied from the conduit 8a flows, thereby removing the sixth friction element 68. By stopping the operation, the first port 514 and the fourth port 524 is in communication with the seventh friction element 70 through the conduit 522 connected to the fourth port 524 to operate it, D Allow shifting in the range 4-5 speed.

In addition, since the fifth port 526 and the sixth port 528 communicate with each other by the movement of the valve spool 530 to the right side, the drive pressure supplied through the conduit 354 is increased by the 4-5 shift valve 44. Waiting at the fourth port 356 has a flow path as shown in FIG.

Accordingly, in the D-range 4-5 speed, the first, second, third, fourth and seventh friction elements 34, 48, 56, 58 and 70 are realized.

[D-range 5 speed]

As soon as the 4-5 speed is achieved as described above, the transmission control unit controls the fourth solenoid valve S4 to be in an off state to supply hydraulic pressure from the pressure receiving chamber 360 of the 4-5 shift valve 44 and at the same time, 7 Keep solenoid valve S7 off.

Then, the hydraulic pressure is supplied into the pressure receiving chamber 360 of the 4-5 shift valve 44 to move the valve 6 spool 446 to the right to cut off the torque pressure and at the same time the fourth port 356 to which the drive pressure is supplied. ) And the fifth port 358 in communication with each other to operate the second, third, fourth and seventh friction elements 48, 56 and 70.

In this way, the fifth speed is realized by the operations of the first, second, third, fourth and seventh friction elements 34, 48, 56, 58 and 70 (see FIG. 11).

The above described the shifting process from the 1st to 5th speed of the D range. According to the present embodiment, the friction element is operated by torque pressure and the torque pressure is converted into drive pressure immediately after shifting starts. Responsiveness can be made faster and skip shifting is possible.

Skip shift does not perform sequential shifting, but is directly shifted from 3rd to 5th speed or shifted directly from 1st to 3rd speed for faster response. Explain.

[D-Range 3-5 Skip Shift]

When the accelerator pedal is pressed rapidly at the third speed, the transmission control unit detects this and immediately controls the sixth solenoid valve S6 to control the seventh solenoid valve S7 while adjusting the line pressure to lower the torque pressure. Slowly rises.

At the same time, the third and fourth solenoid valves S3 and S4 of the solenoid valves running at three speeds while maintaining the off state are controlled to be in an on state to control the pressures of the 3-4 and 4-5 shift valves 42 and 44. Hydraulic pressure in the storage chambers 334 and 360 is discharged.

This control lowers the hydraulic pressure in the pressure chambers 334 and 360, so that when the valve spools 336 and 362 move to the left, the torque pressure is increased by the fifth and sixth ports from the 3-4 shift valve 42. 326, 328, and 4-5 friction elements 58 (4-5 shift valve 44) via a fifth band valve 358 via a fifth port 358, and an overdrive unit valve 72. 70) to allow 3-5 skip shifts.

That is, the sixth friction element 68 is stopped in the third speed state, and the fourth and seventh friction elements 60 and 70 are additionally operated as shown in FIG.

After 3-5 skip shifts are performed in this process, the third, fourth solenoid valves S3 and S4 are controlled to be turned off by the transmission control unit so that the second, third, fourth, and seventh friction elements 48, 56 are applied. The torque pressure for operating the 58 and 70 is converted to the drive pressure to form the fifth hydraulic pressure as shown in FIG.

[D-range 2-5 skip shift]

When the accelerator pedal is pressed rapidly in the second speed state, the transmission control unit detects this and immediately controls the sixth solenoid valve S6 to control the seventh solenoid valve S7 while adjusting the line pressure to lower the torque pressure. Gradually increases.

At the same time, the second, third and fourth solenoid valves S2, S3 and S4 of the solenoid valves that were traveling at the second speed while maintaining the off state were controlled to be 1-2, 3-4 and 4-5. Hydraulic pressure in the pressure receiving chambers 300, 334, 360 of the shift valves 40, 42, 44 is discharged.

With this control, when the hydraulic pressure in the pressure chambers 300, 334, 360 is lowered and the valve spools 304, 336, 362 move to the left, the torque pressure is increased at the 3-4 shift valve 42. 5th, 6th ports 326, 328, 4-5 shift valves 44 through 5th port 358 via fourth band valve 64 and overdrive unit valve 72 The friction elements 58 and 70 are operated to allow 2-5 skip shifts.

In other words, the sixth friction element 68 is stopped in the second speed state, and the third, fourth and seventh friction elements 56, 60 and 70 are additionally operated as shown in FIG.

After the 2-5 skip shift is made in this process, the second, third, fourth and seventh friction elements 48 are controlled by controlling the second, third and fourth solenoid valves S3 and S4 in the transmission control unit. The torque pressure for operating the 56, 58 and 70 is converted to the drive pressure to form the fifth speed hydraulic pressure as shown in FIG.

[D-Range 2-4 Skip Shift]

When the accelerator pedal is pressed rapidly in the second speed state, the transmission control unit detects this and immediately controls the sixth solenoid valve S6 to control the seventh solenoid valve S7 while adjusting the line pressure to lower the torque pressure. Gradually increases.

At the same time, the second and third solenoid valves S2 and S3 of the solenoid valves which are traveling at the second speed while maintaining the off state are controlled to be in an on state, so that the 2-3 and 3-4 shift valves 40 and 42 are The hydraulic pressure in the pressure chambers 300 and 334 is discharged.

Under such control, when the hydraulic pressure in the pressure chambers 300 and 334 is lowered and the valve spools 304 and 336 are moved to the left side, the torque pressure is 2-4 shift valve 40 and 3-4 shift valve ( The third and fourth friction elements 56 and 58 are operated via the third clutch valve 62 and the fourth band valve 64 via 42.

That is, the third and fourth friction elements 56 and 58 are additionally operated as shown in FIG. 14 by the operation of the first, second and six friction elements 34, 48 and 68 for the second speed.

After the 2-4 skip shift is made in this process, the second, third solenoid valves S2 and S3 are controlled to be turned off by the transmission control unit so that the second, third, fourth, and fifth friction elements 48, 56 are applied. The torque pressure for operating the 58 and 68 is converted to the drive pressure to form the fourth hydraulic pressure as shown in FIG.

[D-Range 1-5 Skip Shift]

When the accelerator pedal is pressed rapidly at the first speed, the transmission control unit detects this and immediately controls the sixth solenoid valve S6 to control the seventh solenoid valve S7 while raising the torque pressure. Gradually lowers.

At the same time, the solenoid valves S1, S2, S3, and S4, which are traveling at the first speed while maintaining the off state, are controlled to be in an on state, thereby providing a 1-2,2-3,3-4,4-5 shift valve ( The hydraulic pressure in the pressure receiving chambers 270, 330, 334, 360 of the 34, 40, 42, 44 is discharged.

This control lowers the hydraulic pressure in the pressure chambers 270, 330, 334, 360, so that the valve spools 270, 300, 336, 362 move to the left side, and through the conduit 38. The torque pressure supplied is supplied through the third port 256 of each of the shift valves 36, 40, 42, and 44, and each of the fifth ports 264, 292, and 326 connected thereto. It is supplied to the sixth ports 266, 296, 328, and 358 to operate the second, third, fourth, and seventh friction elements 34, 48, 56, and 70 to make a 1-5 skip shift. To lose.

That is, the sixth friction element 68 is stopped in the first speed state, and the second, third, fourth, seventh friction elements 48, 56, 58, and 70 are additionally operated as shown in FIG. It is to let.

After the 1-5 skip shift is made in this process, the solenoid valves S1, S2, S3, and S4 are controlled to be in an OFF state in the transmission control unit so that the second, third, fourth, and seventh friction elements 48 are controlled. The torque pressure for operating the 56, 58 and 70 is converted to the drive pressure to form the fifth speed hydraulic pressure as shown in FIG.

[D-Range 1-4 Skip Shift]

When the accelerator pedal is pressed rapidly at the first speed, the transmission control unit detects this and immediately controls the sixth solenoid valve S6 to control the seventh solenoid valve S7 while raising the torque pressure. Gradually lowers.

At the same time, the first, second and third solenoid valves S1, S2, and S3 of the solenoid valves running at the first speed while maintaining the off state are controlled to be in an on state, thereby shifting 1-2,2-3,3-4 Hydraulic pressure in the pressure receiving chambers 270, 300, 334 of the valves 36, 40, 42 is discharged.

This control lowers the hydraulic pressure in the pressure chambers 270, 300, 334, so that the valve spools 268, 304, 336 are moved to the left, and at the same time, they are supplied to the 4-5 shift valve 44. The torque pressure of the pipeline 38 is reduced by the 1-2 shift valve 36 when the control pressure is weakly transmitted to the on-state control of the first, second, and third solenoid valves S1, S2, and S3. The bar spool 268 is supplied to the third port 256 and is supplied to the third port 256 and the fifth and sixth ports 264 and 266 while moving leftward to the sixth port 266. The hydraulic pressure supplied operates the second friction element 48, and the hydraulic pressure supplied to the fifth port 264 is supplied to the third port 286 of the 2-3 shift valve 40 to open the valve spool 304. Will be moved to the left.

As such, when the valve spool 304 is moved to the left side, the third port 286 and the fifth and sixth ports 292 and 296 communicate with each other to supply the hydraulic pressure supplied to the sixth port 296 to the third friction element 56. And the hydraulic pressure passing through the fifth port 292 is passed through the fourth band valve 64 through the fifth and sixth ports 326 and 328 to the fourth friction element from the 3-4 shift valve 42. Operate (58) to allow 1-4 skip shifts.

In other words, the second, third and fourth friction elements 48, 56 and 58 are additionally operated as shown in FIG.

After this step of 1-4 skip shifting, the first, second, and third solenoid valves S1, S2, and S3 are controlled to be turned off by the transmission control unit so that the second, third, and fourth friction elements 48 By converting the torque pressure to operate the 56) and 58) into the drive pressure, the fourth speed travel is made while forming the fourth speed hydraulic pressure as shown in FIG.

[D-Range 1-3 Skip Shift]

When the accelerator pedal is pressed rapidly at the first speed, the transmission control unit senses this and controls the sixth solenoid valve S6 to adjust the line pressure while controlling the seventh solenoid valve S7 to increase the torque pressure. Slow down.

At the same time, the first and second solenoid valves S1 and S2 of the solenoid valves running at the first speed while maintaining the off state are controlled to be in an on state to control the pressure of the 1-2 and 2-3 shift valves 36 and 40. The hydraulic pressure in the storage chambers 270 and 300 is discharged.

This control lowers the hydraulic pressure in the pressure chambers 270 and 300 so that the valve spools 268 and 304 move to the left, so that the torque pressure of the pipeline 38 is the third of the 1-2 shift valve 36. The bar spool 268 is supplied to the third port 256 and the fifth and sixth ports 264 and 266 while moving to the left side and supplied to the sixth port 266 while being supplied through the port 256. The hydraulic pressure is operated to operate the second friction element 48, the hydraulic pressure supplied to the fifth port 264 is supplied to the third port 286 of the 2-3 shift valve 40 while the valve spool 304 is left Will be moved to.

As such, when the valve spool 304 is moved to the left side, the third port 286 and the fifth and sixth ports 292 and 296 communicate with each other to supply the hydraulic pressure supplied to the sixth port 296 to the third friction element 56. By operating, 1-3 skip shift is made.

In other words, the second and third friction elements 48 and 56 are additionally operated as shown in FIG. 17 in the first speed state.

This process is to control the first and second solenoid valves (S1) (S2) in the OFF state in the transmission control unit after 1-3 skip shifting to operate the second and third friction elements (48, 56). The torque pressure is converted into the drive pressure so that the third speed travel is made while forming the third speed hydraulic pressure as shown in FIG.

[R (reverse) range]

When the shift lever is selected as the reverse direction, as shown in FIG. 18, the line pressure in the conduit 8a supplied to the manual valve 30 is transmitted to the reverse pressure conduit 72 and the drive pressure transmitted to the drive pressure conduit 32 side. Will be blocked.

The drive pressure supplied to the shift first control unit D is blocked by the formation of the flow path, and is directly transmitted to the eighth friction element 74 which is the reverse friction element flowing along the reverse pressure conduit 76 to the eighth friction element. (74) is activated.

At this time, the transmission control unit controls the seventh solenoid valve S7 to be in an off state, and the regulated hydraulic pressure transmitted to the solenoid supply valve 18 along the conduit 8 to reduce the pressure is applied to the reverse clutch inhibitor valve 26. It is introduced into the pressure chamber 434 to act on the right side of the second land 436 of the valve spool 432.

By this control, the valve spool 432 of the reverse clutch inhibitor valve 26 is moved to the left side, so that the first port 420 and the second port 422 communicate with each other and are transferred to the reverse pressure pipeline 72. Backward working pressure of the flow through the second port 422 to the conduit 416 side.

The reverse pressure flowing along the conduit 416 acts on the ninth friction element 76 via the shuttle valve 418.

A part of the hydraulic pressure supplied to the conduit 8a is reversed in the state as shown in FIG. 18 by operating the seventh friction element 70 via the second and third ports 516 and 520 of the overdrive valve 72. Will be realized.

[P Range]

When the shift lever is selected as the parking range, the line pressure in the conduit 8a supplied to the manual valve 30 blocks all of the flow in the drive pressure conduit 32 and the reverse pressure conduit 77 as shown in FIG. And all are discharged from the manual valve 30.

As described above, the vehicle shift system according to the present invention may form a four-speed shift system or a five-speed shift system by adjusting the overdriver switch on / off in the D range, and selecting the shift lever as the three range. On the other hand, in the manual valve 30, the line pressure flows along the conduit 426 and some hydraulic pressures flow along the drive pressure conduit 32, and the operation of the transmission control unit causes each friction as shown in FIG. 20 (a). Operate the element to shift.

That is, the first friction element 34 and the fifth and sixth friction elements 60 and 68 are operated in the third range first speed, and the first, second, fifth and sixth friction elements 34 and 48 are operated in the third range second speed. (60) (68), and in the third range third speed, the first, second, third, fifth, and sixth friction elements 34, 48, 56, 60, and 68 are automatically shifted to three speeds. Will be done.

When the shift lever is selected as the second range, the manual valve 30 is supplied from the manual valve 30 to the fourth band valve 64 along the conduit 474, and the drive pressure is transferred to the shift first and second control units D and E. When supplied, the first, fifth, sixth and ninth friction elements 34, 60, 68 and 76 are operated at the first speed, and the first, second, fourth, fifth and sixth friction elements 34, 48 at the second speed. (58) (60) (68) (64) are operated to shift up to 2 speeds automatically.

In addition, when the shift lever is selected as the L range, the vehicle moves only at the first speed, and at this time, the same friction element as the second range first speed is operated.

Therefore, the automatic system of the present invention can not only shift automatically under the control of the transmission, but also shift the shift lever from the L range to the D range overdrive switch on. have.

Such a transmission system maintains the current stage when the transmission control unit does not operate normally and maintains the first stage at the time of presentation.

On the other hand, the shifting system of the present invention is to control the seventh solenoid valve (S7) to ON by the transmission control mechanism 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. .

In this way, when the seventh solenoid valve S7 is controlled to the on state, the hydraulic pressure in the pressure receiving chamber 434 of the reverse clutch inhibitor 26 is discharged, so that the reverse clutch inhibitor valve 26 is released from the reversing pressure channel 72. A portion of the hydraulic pressure flowing from the first port 420 of the () is introduced into the fourth port 428 through the bypass pipe 424 acting on the left side of the second land 438 to open the valve spool 432. Will be moved to the right.

As a result, since the third land 440 blocks the second port 4322, the hydraulic pressure supplied to the pipe line 416 is cut off so that the hydraulic pressure of the ninth friction element 76 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 shifting system of the present invention can minimize the driving loss of the oil pump and improve the shifting feeling by appropriately controlling the line pressure at the shift stage, and after shifting with the primary torque pressure, Since the shift is performed by the secondary drive pressure and the skip shift is performed, the response is fast and the means for preventing backward driving are safe, and the manual shift is possible. It is an invention that can realize a shift stage of 5 forward speeds and minimize shift shock.

Claims (23)

A pressure regulating valve 6 which receives hydraulic pressure from the oil pump 4 and changes the hydraulic pressure appropriately when the vehicle moves forward or backward, and a converter clutch regulator valve 12 which supplies the actuated and non-operated hydraulic pressure of the damper clutch of the torque converter. And a damper clutch control unit (A) comprising a converter feed valve (10) for adjusting the hydraulic pressure supplied to the torque converter; Torque controlled by the solenoid supply valve 18 and the solenoid valve S7, which are supplied with the line pressure from the pressure regulating valve 6 and are supplied with the hydraulic pressure reduced to the plurality of solenoid valves S5, S6, and S7. A torque pressure converting section (B) having a control regulator valve (22) for converting and supplying the pressure to the torque pressure; First friction element 34 acting in common at each gear stage and at least one second, third, four, five, six, seven, eight, nine friction element acting at each gear stage (48, 56) A friction element portion (C) consisting of (58) (60) (68) (70) (74) (76); The on-off control of the first, second, third, and fourth solenoid valves S1, S2, S3, and S4 selectively controls the torque pressure supplied from the control regulator valve 22 according to the shift stage. A first control unit comprising a 1-2 shift valve 36, a 2-3 shift valve 40, and a 3-4 shift valve 42 and a 4-5 shift valve 44 for supplying the respective friction elements. D); The second clutch valve 50, the third clutch valve 62, the fourth band valve 64, and the over which the port change is made by the torque pressure to supply the torque pressure and the drive pressure to the respective shift stage friction elements. A second control unit E including a drive unit valve 72; and a 1-2,2-3,3-4,4-5 shift valve forming the first control unit D; 36, 40, 42, and 44 are connected in series to sequentially receive torque pressure from the torque control regulator valve 22, and second and third clutch valves forming a second control unit E ( 50 and 62 and the fourth band valve 64 and the overdrive unit valve 72 are connected in series to sequentially receive the drive pressure from the drive pressure pipe 32, and the 1-2 shift valve 36 ) Is connected to the second clutch valve 50 for supplying hydraulic pressure to the second friction element 48 through the conduits 46, 258, 2-3 shift valve 40 is connected to a third clutch valve 62 for supplying hydraulic pressure to the third friction element 56 through conduits 52 and 288, and the 3-4 shift valve 42 is connected to the conduit 54 ( It is connected to the fourth band valve 64 for supplying hydraulic pressure to the fourth friction element 58 through 320, and the 4-5 shift valve 44 is connected to the seventh friction element through the conduits 66 and 354. 70) is connected to the overdrive unit valve 72 for supplying hydraulic pressure to the automatic transmission system for automobiles. 8. The automatic transmission system of claim 1, wherein the eighth friction element (74), which is a reverse friction element, is directly connected to the manual valve (30) and the reverse pressure pipeline (77) so as to receive hydraulic pressure. The reverse pressure pipeline 77 for supplying hydraulic pressure to the eighth friction element 74 is to prevent the vehicle from reversing when the shift mode is selected from the D (run) range to the R (reverse) range. Reverse clutch inhibitor valve 22 for the automatic transmission system for automobiles, characterized in that emergency safety means for blocking the hydraulic pressure supplied to the ninth friction element (76) is installed. The torque control regulator valve (22) according to claim 1, further comprising: a pressure receiving chamber (220) to which hydraulic pressure is supplied and controlled by the control of the seventh solenoid valve (S7); A second valve spool 234 receiving hydraulic pressure in the pressure chamber 220; A first valve spool 232 for selectively blocking the torque pressure supplied to the 1-2 shift valve 36; A second elastic member 244 positioned between the first and second valve spools 234 and 232 to elastically support the valve spools; An automatic transmission system for an automobile including only the first valve spool (232) and a first elastic member (242) having an elastic force less than that of the second elastic member (244). The first and second shift valves (36) of claim 1, wherein the one-two shift valve (36) is connected to the branch conduits (251, 253) of the pipeline (250) in communication with the 2-3 shift valve (40), and is supplied with a control pressure. A second port 252 and 254 and a third port 256 communicating with the torque pressure pipe 38 to receive the torque pressure; A fourth port 260 connected to the second clutch valve 50 and the conduit 258 to receive the drive pressure; A fifth port 264 connected to the 2-3 shift valve 40 and the conduit 262 to transmit a torque pressure; And a sixth port 266 communicating with the second clutch valve 50 and the conduit 46 to selectively supply the torque pressure and the drive pressure. The hydraulic pressure is increased by the on / off action of the first solenoid valve S1. An automatic transmission system for a vehicle having a valve spool (268) for selectively opening and closing the ports in accordance with the pressure fluctuation of the pressure chamber (270) to rise or fall. 2. The valve of claim 1, wherein the 2-3 shift valve (40) comprises: first and second ports (282, 284) in communication with the conduits (278) (280) branched from the control conduit (24); A third port 286 in communication with the 1-2 shift valve 36 and the conduit 262 to receive the torque pressure; A fourth port 290 communicating with the third clutch valve 62 and the conduit 288 to receive the drive pressure; A sixth port 296 for supplying hydraulic pressure to the third clutch valve 64 through the conduit 294; And a seventh port 298 communicating with the conduit 250 to supply the control pressure to the 1-2 shift valve 36. The oil pressure is increased or decreased by the on / off action of the second solenoid valve S2. An automatic transmission system for a vehicle having a valve spool (304) for selectively opening and closing the ports in accordance with the pressure fluctuation of the pressure receiving chamber (300). The 3-4 shift valve (42) according to claim 1, further comprising: first and second ports (314, 316) in communication with the conduits (310) (312) branched from the control conduit (24); A third port 318 communicating with the 2-3 shift valve 40 and the conduit 294 to receive a torque pressure; A fourth port 322 communicating with the fourth band valve 64 and the conduit 320 to receive the drive pressure; A fifth port 326 for supplying torque pressure to the 4-5 shift valve 44 through the conduit 324; A sixth port 328 for supplying hydraulic pressure to the fourth band valve 64 through the conduit 54; Including the seventh port 332 in communication with the conduit 330 to supply the control pressure to the 4-5 shift valve 44, the hydraulic pressure is raised or lowered by the on / off action of the third solenoid valve (S3) An automatic transmission system for a vehicle having a valve spool (336) for selectively opening and closing the ports in accordance with the pressure variation of the pressure chamber (334). The 4-5 shift valve (44) according to claim 1, further comprising: first and second ports (348) (350) communicating with the conduits (344) (346) branched from the control conduit (330); A third port 352 communicating with the 3-4 shift valve 42 and the conduit 324 to receive a torque pressure; A fourth port 356 communicating with the overdrive unit valve 72 and the conduit 354 to receive the drive pressure; A fifth port 358 for supplying hydraulic pressure to the overdrive unit valve 72 through the conduit 66; Automatic transmission system for a vehicle having a valve spool 362 for selectively opening and closing the ports in accordance with the pressure fluctuation of the pressure receiving chamber 360 to increase or decrease the hydraulic pressure by the on / off action of the fourth solenoid valve (S4) . 2. The valve according to claim 1, wherein the first solenoid valve S1 controls the hydraulic pressure in the pressure receiving chamber 270 of the 1-2 shift valve 36, and the second solenoid valve S2 is the 2-3 shift valve 40. (3) controls the oil pressure in the pressure receiving chamber 300, the third solenoid valve S3 controls the oil pressure in the pressure receiving chamber 334 of the 3-4 shift valve 42, and the fourth solenoid valve S4 4-5 An automatic transmission system for automobiles in which the hydraulic pressure in the pressure chamber 360 of the shift valve 44 is controlled to sequentially supply the torque pressure and the drive pressure. 2. The automatic transmission system according to claim 1, wherein the manual valve (30) has P, R, D, 3, 2, L ranges. 11. The automatic transmission system for an automobile according to claim 1 or 10, wherein the manual valve (30) enables manual shifting in the D, 3, 2, and L ranges. 12. The automatic transmission system according to claim 11, wherein the drive pressure is directly supplied to the first friction element (34) and the sixth friction element (68) at D range 1. 12. The first solenoid valve of claim 11, wherein the first solenoid valve controls the 1-2 shift valve 36 so that the drive pressure can be supplied to the second friction element 48 together with the friction element acting at the first speed in the second speed D range. Automatic transmission system for a vehicle, characterized in that (S1) is controlled in the off state. 12. The second solenoid valve of claim 11, wherein the second solenoid valve controls the 2-3 shift valve 40 so that the drive pressure can be supplied to the third friction element 56 together with the friction element acting at the second speed in the third D range. Automatic transmission system for a vehicle, characterized in that (S2) is controlled in the off state. 12. The third solenoid of claim 11, wherein the third solenoid controls the 3-4 shift valve 42 so that the drive pressure can be supplied to the fourth friction element 58 together with the friction element acting at the third speed in the D range fourth speed. Automatic transmission system for a vehicle, characterized in that the valve (S3) is controlled in the off state. The hydraulic pressure supplied to the sixth friction element 68 at the D speed 5 is interrupted, and the drive pressure can be supplied to the fifth friction element 60 together with the friction element acting at the fourth speed. 4-5. The automatic transmission system for automobiles, characterized in that the fourth solenoid valve (S4) for controlling the shift valve (44) is controlled in an off state. The first and solenoid valves S1 and S2 of claim 11, wherein the first and second solenoid valves S1 and S2 are controlled to control the 1-2 shift valve 36 and the 2-3 shift valve 40 so that a skip shift may be made from the 3rd to the 5th speed of the D range. Is controlled to be in an off state, and the third and fourth solenoid valves S3 and S4 controlling the 3-4, 4-5 shift valves 42 and 44 are controlled to be in an on state. system. The method of claim 12, wherein the first, solenoid valve (S1) for controlling the 1-2 shift valve (36) so that a skip shift from the D range 2 speed to 5 speed can be made is controlled in the off state, 2-3, Automotive automatic, characterized in that the second, third, fourth solenoid valves S2, S3, S4 controlling the 3-4, 4-5 shift valves 40, 42, 44 are controlled on. Shifting system. The first and solenoid valves S1 and S4 of claim 11, which control the 1-2 shift valve 36 and the 4-5 shift valve 44 so that a skip shift is made from the second to the fourth speed of the D range. Is controlled to be in an off state, and the second and third solenoid valves S2 and S3 controlling the 2-3,3-4 shift valves 40 and 42 are controlled to be in an on state. system. 13. The shift valves 36, 40, 42, and 44 of claim 12, wherein a skip shift is made from the 1st to 5th speed of the D range. The first, second, third, and fourth solenoid valves S1, S2, S3, and S4 are controlled to be in an on state. 12. The method of claim 11, wherein the first, second, and second shift valves 36, 40, and 42 are controlled to allow a shift shift from the first speed D range to the fourth speed. The three solenoid valve (S1) (S2) is controlled in the state, the automatic transmission system for automobiles, characterized in that the fourth solenoid valve (S4) for controlling the 4-5 shift valve (44) is controlled to the off state. 13. The first and second solenoid valves S1 and S2 of claim 12, wherein the first and second solenoid valves S1 and S2 control the 1-2 and 2-3 shift valves 36 and 40 so that a skip shift is made from the D range 1 speed to the 3 speed. Is controlled in an on state, and the third and fourth solenoid valves S3 and S4 controlling the 3-4 and 4-5 shift valves 42 and 44 are controlled to be in an off state. system. The solenoid supply valve 18 is characterized in that the screw 206 is installed to compress or expand with respect to the elastic member 202 holding the valve spool 200 to adjust the hydraulic pressure discharged. Automatic transmission system for cars.