KR100191589B1 - Hydraulic control system of auto-transmission - Google Patents

Abstract

When a kick-down shift is required while driving a vehicle, the solenoid valve used for the 4 → 2 skip transmission is controlled, and the control is made so that the line pressure during the third and fourth speed runs can be changed, and the control of the transmission control unit The present invention provides a hydraulic control system for a vehicular automatic transmission in which an interlock can be prevented from occurring during operation failure and a shift can be made by independent control of a friction element during 4 to 2 skip transmission,

Pressure regulating means for regulating the hydraulic pressure generated from the oil pump; Manual and automatic control means for forming a shift mode; and hydraulic control means for controlling the shift feeling and responsiveness to form a smooth shift mode at the time of shifting; A damper clutch control means for operating the damper clutch of the torque converter; And hydraulic distributing means for distributing and distributing an appropriate hydraulic pressure to the first, second, third, fourth and fifth friction elements acting as input and reaction force elements at each gear stage;

The hydraulic pressure distributing means is controlled by the second-speed pressure of the shift control valve of the manual and automatic control means while supplying the hydraulic pressure supplied from the first pressure control valve to the control switch valve and the 2-3 / 4-3 shift valve, A 1-2 shift valve for forming a hydraulic passage to supply a hydraulic pressure to a friction element connected to the shift lever;

The second frictional element has a means for adjusting the supply timing of the hydraulic pressure supplied to the third frictional element and a control timing of the second frictional element acting as a reaction force element in the second and fourth speeds, A control switch valve that replaces the operating chamber operating pressure with a second speed pressure and forms a flow path so that the operating pressure of the third friction element can be controlled by the release control pressure by being integrated with the first pressure control valve;

A fail safe valve for controlling the hydraulic pressure supplied to the operation side chamber of the second friction element while being controlled by the hydraulic pressure supplied to the first, second, third and fourth friction elements;

The control pressure is controlled by the on / off control of the fifth solenoid valve from the timing control line, and the third line pressure is supplied to the pressure regulating valve during the third and fourth speed ratios A high-low pressure valve;

The oil pressure supplied from the 1-2 shift valve while being controlled by the 3rd and 4th speeds supplied from the 3rd and 4th speed shift stages to the left and right sides and the oil pressure supplied from the 3-4 shift valve at the rearward speed change stage are selectively switched to the 2nd friction A 2-3 / 4-3 shift valve for establishing a channel for supplying the release side chamber of the element and the fourth friction element;

The hydraulic pressure supplied from the second pressure control valve in the first, second and third speeds is controlled by the fourth speed pressure of the shift control valve so that the first friction element is supplied, and the 2-3 / 4-3 shift And the fourth friction pressure is supplied to the fourth friction element by controlling the valve to control the hydraulic pressure supplied to the disengagement side chamber of the second friction element and the fourth friction element, A shift valve;

And a hydraulic control system for a vehicle.

Description

Hydraulic control system of automatic transmission for vehicle

The present invention relates to a hydraulic control system applied to an automatic transmission for a vehicle.

For example, a vehicular automatic transmission includes a torque converter and a multi-stage transmission mechanism connected to the torque converter. The automatic transmission includes a hydraulic operation friction member for selecting one of gear positions of the gear mechanism of the transmission mechanism according to the running state of the vehicle Element.

The hydraulic control system of the vehicular automatic transmission performs a function of automatically selecting an appropriate shift according to the running condition of the vehicle by selecting the friction element through the control valve and operating the hydraulic pressure generated from the oil pump.

The hydraulic control system includes a pressure regulating means for regulating the hydraulic pressure generated by the oil pump, a manual and automatic speed change control means for forming a speed change mode, A hydraulic control means for adjusting the transmission feeling and responsiveness to form a smooth shift mode, a damper clutch control means for operating the damper clutch of the torque converter, and a hydraulic pressure distributing means for distributing a suitable hydraulic pressure supply to each friction element.

Accordingly, in this hydraulic control system, the hydraulic pressure distribution of the hydraulic pressure distributing means is changed by the solenoid valves which are turned on / off by the transmission control unit and the solenoid valves which are controlled by duty, so that the operation of the friction element is selected, .

However, in the above-described hydraulic pressure control system, a method of controlling the line pressure in conjunction with the damper clutch is adopted, so that the line pressure is controlled precisely in the section in which the damper clutch is operated in the slip state during the shift start point and the shift And at the same time, there is a problem that the line pressure must be changed unconditionally when the damper clutch is operated.

The timing at which the hydraulic pressure is supplied to the new friction element after releasing the hydraulic pressure supplied to the currently operating friction element during the shift control from the current speed change stage to the other speed change stage greatly affects the shift feeling, There is a problem that the number of revolutions of the engine rises rapidly, interlock phenomenon of the shift mechanism may occur, and temporary neutral state may occur.

Further, in order to improve the shifting feeling by adjusting the hydraulic pressure supply timing, the structure of the shift valve is changed. In this case, the structure of the shift valve is complicated.

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above problems, and it is an object of the present invention to provide a solenoid valve for a 4- to 2- This makes it easy to control and prevent the occurrence of an interlock when the transmission control unit in the first or second speed traveling state can not be operated and the vehicle can be automatically shifted by independent control of the friction element during 4 → 2 skip transmission And to provide a hydraulic control system for a transmission.

In order to achieve the above object, the present invention provides an oil pump comprising: a pressure regulating means for regulating a hydraulic pressure generated from an oil pump; A manual and automatic control means for forming a shift mode; A hydraulic control means for controlling the transmission feeling and responsiveness to form a smooth transmission mode when shifting; A damper clutch control means for operating the damper clutch of the torque converter; And hydraulic distributing means for distributing and distributing an appropriate hydraulic pressure to the first, second, third, fourth and fifth friction elements acting as input and reaction force elements at each gear stage;

The hydraulic pressure distributing means is controlled by the second-speed pressure of the shift control valve of the manual and automatic control means while supplying the hydraulic pressure supplied from the first pressure control valve to the control switch valve and the 2-3 / 4-3 shift valve, A 1-2 shift valve for forming a hydraulic passage to supply a hydraulic pressure to a friction element connected to the shift lever;

The second frictional element has a means for adjusting the supply timing of the hydraulic pressure supplied to the third frictional element and a control timing of the second frictional element acting as a reaction force element in the second and fourth speeds, A control switch valve for replacing the operating chamber operating pressure with a second-speed pressure and forming an oil passage so as to control the releasing pressure by integrating the operating pressure of the third friction element with the first pressure control valve;

A fail safe valve for controlling the hydraulic pressure supplied to the operation side chamber of the second friction element while being controlled by the hydraulic pressure supplied to the first, second, third and fourth friction elements;

Off control of the fifth solenoid valve is supplied from the timing control line, and after the completion of the third or fourth speed change, the third line pressure is supplied to the pressure regulating valve so as to change the line pressure A high-low pressure valve;

The oil pressure supplied from the 1-2 shift valve while being controlled by the 3rd and 4th speeds supplied from the 3rd and 4th speed shift stages to the left and right sides and the oil pressure supplied from the 3-4 shift valve at the rearward speed change stage are selectively switched to the 2nd friction A 2-3 / 4-3 shift valve for establishing a channel for supplying the release side chamber of the element and the fourth friction element;

The hydraulic pressure supplied from the second pressure control valve in the first, second and third speeds is controlled by the fourth speed pressure of the shift control valve so that the first friction element is supplied, and the 2-3 / 4-3 shift A fourth-speed pressure is supplied to the valve to control the valve thereof to shut off the hydraulic pressure supplied to the releasing-side chamber of the second friction element and the fourth friction element, and to control the releasing pressure of the fourth friction element, A valve; And a hydraulic control system for a vehicle.

The 1-2 shift valve includes: a port receiving second pressure from the shift control valve; A port connected to the first pressure control valve and the backward second control line of the hydraulic control means; A port for supplying a hydraulic pressure supplied from the first pressure control valve to a 2-3 / 4-3 shift valve, a control switch valve and a fail-safe valve, and a hydraulic pressure supplied from the backward second control line to a fifth friction element And a port for supplying the hydraulic pressure to the hydraulic control system.

The control switch valve includes a port for receiving a control pressure from the timing control line connected to the first speed line to the right end; A port for receiving the hydraulic pressure from the second and third speed pipes of the 1-2 shift valve and the shift control valve; And a port for supplying the hydraulic pressure supplied to the port to the fail-safe valve and the third friction element, respectively. The port receiving the hydraulic pressure from the first-speed line may be controlled by the fifth solenoid valve A hydraulic control system for a vehicle automatic transmission is provided.

The third-speed conduit communicating with the control switch valve described above is formed by forming a circulation conduit in the middle of the end portion to form an orifice therein, and a check valve capable of shutting off the hydraulic pressure supplied to the control switch valve on the third- The present invention provides a hydraulic control system for an automatic transmission for a vehicle.

The fail safe valve includes two ports communicating with the control switch valve, a port connected to the second speed line of the shift control valve, A port for receiving a part of the hydraulic pressure supplied to the first friction element; A port for receiving a part of the oil pressure supplied to the fourth friction element and a release side chamber of the second friction element; A port receiving second pressure; And a port for supplying the hydraulic pressure supplied from the control switch valve to the operating side chamber of the second friction element.

The high-low pressure valve includes: a port communicating with the timing control line; A port communicating with the third speed line and supplied with the third speed pressure; And a port for supplying the third-speed pressure supplied from the above to the pressure control valve is provided in the hydraulic control system of the automatic transmission.

The 2-3 / 4-3 shift valve includes a left end port connected to the third speed line; A right end port connected to the fourth speed line via the 3-4 shift valve; A port communicating with the 1-2 shift valve and supplied with the hydraulic pressure; 3-4 a port in communication with the backward first control line bypassing or bypassing the shift valve; And a port communicating with the fourth friction element and supplying the hydraulic pressure to the hydraulic pressure control system of the automatic transmission.

The 3-4 shift valve includes a port for receiving hydraulic pressure from the fourth speed line and supplying the hydraulic pressure to the 2-3 / 4-3 shift valve; A port communicating with the second pressure control valve; Two ports for receiving hydraulic pressure from the backward first control line and supplying it to the 2-3 / 4-3 shift valve; And a port for supplying the hydraulic pressure supplied from the second pressure control valve to the first friction element.

FIG. 1 is a view showing a hydraulic flow state in a neutral (N) range in a hydraulic control system according to the present invention; FIG.

FIG. 2 is a view showing a hydraulic flow state when a manual shift from a neutral (N) range to a reverse (R) is performed in the hydraulic control system according to the present invention.

FIG. 3 is a view showing a hydraulic flow state in the first running (D) range in the hydraulic control system according to the present invention; FIG.

FIG. 4 is a view showing a hydraulic flow state during a running (D) range 1 → 2 upshift in the hydraulic control system according to the present invention;

FIG. 5 is a view showing a hydraulic flow state in the second running (D) range in the hydraulic control system according to the present invention; FIG.

FIG. 6 is a view showing a hydraulic flow state at the time of traveling (D) range 2 → 3 upshift in the hydraulic control system according to the present invention;

FIG. 7 is a view showing a hydraulic flow state in the third running (D) range in the hydraulic control system according to the present invention; FIG.

FIG. 8 is a view showing a hydraulic flow state at the time of traveling (D) range 3 → 4 upshift in the hydraulic control system according to the present invention; FIG.

FIG. 9 is a view showing a hydraulic flow state in the fourth running (D) range in the hydraulic control system according to the present invention; FIG.

FIG. 10 is a view showing a hydraulic flow state at the time of the downshift (D) range 4 → 3 in the hydraulic pressure control system according to the present invention; FIG.

FIG. 11 is a view showing a hydraulic flow state at the time of a downshift (D) range 3 → 2 in a hydraulic control system according to the present invention; FIG.

FIG. 12 is a view showing a hydraulic flow state at the time of a downshift (D) range 2 → 1 in a hydraulic control system according to the present invention; FIG.

FIG. 13 is a view showing a hydraulic flow state at the time of running (D) range 4 → 2 kick down skip shift in the hydraulic control system according to the present invention. FIG.

FIG. 1 is a diagram showing a hydraulic control system according to the present invention, showing a state in which the select lever is in a neutral (N) range.

A hydraulic control system according to the present invention comprises a torque converter (2) for receiving torque from an engine and transmitting torque to the transmission side, an oil (2) for generating oil necessary for the torque converter and gear range control, And a pump 4.

A pressure regulating valve 8 for regulating the pressure of the oil flowing along the conduit to a constant pressure is provided in the conduit 6 through which the hydraulic pressure generated from the oil pump 4 flows and a torque regulating valve 8 for constantly controlling the pressure of the torque converter and the lubricating oil The converter control valve 10 and the damper clutch control valves 12 for increasing the power transmission efficiency of the torque converter are connected to constitute the pressure regulating means and the damper clutch controlling means.

A part of the oil generated from the oil pump 4 is supplied to the oil pump 4 through a relief valve 14 for maintaining a constant lower pressure than the line pressure, And constitutes a flow path which can be supplied to the manual valve 16.

The constant hydraulic pressure reduced by the reducing valve 14 is supplied to the first pressure control valve 18 and the second pressure control valve 20 to constitute hydraulic control means which can be used as the speed change stage control pressure.

A part of the hydraulic pressure supplied to the first and second pressure control valves 18 and 20 is supplied to the first and second pressure control valves 18 and 20 through the control valve 22, .

The first solenoid valve S1 and the second solenoid valve S2 which are on / off controlled by the transmission control unit are connected to the pipeline 24 through which hydraulic pressure flows when the manual valve 16 is in the running (D) The shift control valve 26 for switching the flow passage is communicated with the manual valve 16 to constitute the manual and automatic shift control means.

The second shift control valve 26 is connected to a second speed line 28, a third speed line 30 and a fourth speed line 32. The shift control valves 26 are connected to the shift valves of the hydraulic pressure distributing means, As shown in FIG.

The first conduit 34 is branched on the conduit 24 to supply the line pressure to the first and second pressure control valves 18 and 20. The first and second pressure control valves 18 ) 20 is configured to be capable of switching the flow path by the third and fourth solenoid valves S3 and S4 so that the first pressure control valve 18 can supply the control pressure to the friction element during the shift control, The second pressure control valve (20) is formed with a passage so as to supply drive pressure to the first friction element (C1) acting as an input element at first speed.

The second-speed line 28 of the shift control valve 26 is supplied to the left end port of the 1-2 shift valve 36 to control the valve, and the control switch valve 38 and the fail- And the hydraulic pressure supplied to the control switch valve 38 is supplied to the operating side chamber h1 of the second friction element C2 under the control of the valve.

The third branch conduit 30 branches to two pipelines 42 and 44 so that the first branch conduit 42 is supplied to the left end port of the 2-3 / 4-3 shift valve 48, And the second branch passage 44 is branched at its distal end so that one can supply the hydraulic pressure to the third friction element C3 via the control switch valve 38, One is configured to be able to supply the hydraulic pressure to the pressure regulating valve 8 of the pressure regulating means via the high-low pressure valve 46.

The fourth speed line 32 is configured to communicate with the left end port of the 3-4 shift valve 50 and the right end of the 2-3 / 4-3 shift valve 48 to control these valves.

The timing control line 52 is connected to the first-speed line 34 to allow the first-speed pressure flowing along the line to be used as the control pressure of the control switch valve 38 and the high-low pressure valve 46 Which is controlled by a fifth solenoid valve 55 disposed on its timing control line 52.

When the manual valve 16 is in the reverse (R) range, the hydraulic pressure supplied to the backward first control line 54 is supplied to the 3-4 shift valve 48 and the 2-3 / 4-3 shift valve 48 So that the hydraulic pressure supplied to the second backward control line 56 is supplied to the fourth friction element C4 via the 1-2 shift valve 36 and acts as a reaction force element at the reverse speed change stage And the hydraulic pressure can be supplied to the fifth friction element C5.

A part of the hydraulic pressure supplied to the fourth friction element C4 can be simultaneously supplied to the release side chamber h2 of the second friction element C2.

In the valves forming the hydraulic pressure distributing means as described above, the 1-2 shift valve 36 controls the hydraulic pressure supplied from the first pressure control valve 18 while being controlled by the second-speed pressure of the shift control valve 26 To the switch valve 38 and the 2-3 / 4-3 shift valve 48 so that the hydraulic pressure is supplied to the friction element connected to them.

Further, the oil passage is formed so that the hydraulic pressure supplied to the second backward control line 54 can be directly supplied to the fifth friction element C5.

Thus, the 1-2 shift valve 36 is provided with a port receiving second-order pressure from the shift control valve 26; A port connected to the first pressure control valve (18) and the backward second pipe (54) of the hydraulic control means; A port for supplying the hydraulic pressure supplied from the first pressure control valve 18 to the 2-3 / 4-3 shift valve 48, the control switch valve 38 and the fail-safe valve 40, And a port for supplying the hydraulic pressure supplied from the second control line 56 to the fifth friction element C5.

The hydraulic pressure supplied to the fail-safe valve 40 is supplied to the control pressure of the valve.

The control switch valve 38 is controlled by the control pressure of the fifth solenoid valve S5 that controls the hydraulic pressure supplied from the first speed line 34 and the second and third speed line pressures of the shift control valve 26, And has a function of supplying the control pressure of the first pressure control valve 18 via the 1-2 shift valve 36 to the fail-safe valve 40 and the third friction element C3.

Of course, the hydraulic pressure supplied to the fail-safe valve 40 is selectively supplied to the operating-side chamber h1 of the second friction element C2.

In addition, the control switch valve 38 can control the supply timing of the hydraulic pressure supplied to the third friction element C3 and the control timing of the second friction element C2 acting as a reaction force element in the second and fourth speeds The operating pressure of the operating chamber h1 of the second friction element C2 is substituted by the second speed pressure during the 4 to 2 skip transmission and the operating pressure of the third friction element C3 is set to the first pressure control And has a function of being able to control the release pressure by being integrated with the valve 18.

Accordingly, the control switch valve 38 is provided with a port for receiving the control pressure from the timing control line 52 connected to the first-speed line 34 to the right end; A port for receiving hydraulic pressure from the 1-2 shift valve 36 and the 2 < st > 3rd flow path 28, 30 of the shift control valve 26; And a port for supplying the hydraulic pressure supplied to the port to the fail-safe valve 40 and the third friction element C3, respectively. The port, which receives the hydraulic pressure from the first-speed line 34, 5 solenoid valve (S5).

The third passage 30 communicating with the control switch valve 38 is formed with a circulation passage 58 at an intermediate portion of a distal end thereof to form an orifice 60 therethrough and a control switch valve The check valve 62 is provided to shut off the hydraulic pressure supplied to the check valves 62 and 38.

The hydraulic pressure supplied to the third friction element (C3) is blocked by the orifice (60) when the first and second speed transmission control units of the vehicle are disabled, The first frictional element C1 and the fourth frictional element C4 are operated to hold the gears in the third speed so as to prevent the interlock phenomenon from occurring in the planetary gear set.

The fail safe valve 40 is controlled by the hydraulic pressure supplied to the first, second, third and fourth friction elements, and controls the hydraulic pressure supplied to the operating side chamber h1 of the second friction element C2.

Accordingly, the fail-safe valve 40 has two ports communicating with the control switch valve 38; A port connected to the second-speed line 28 of the shift control valve 48; A port for receiving a part of the hydraulic pressure supplied to the first friction element (C1); A port for receiving a part of the hydraulic pressure supplied to the release side chamber h2 of the second friction element C2 and the fourth friction element C4; A port receiving second pressure; And a port for supplying the hydraulic pressure supplied from the control switch valve 38 to the operation-side chamber h1 of the second friction element C2.

Then, the high-low pressure valve 46 is controlled to be supplied with the control pressure by the on / off control of the fifth solenoid valve S5 from the timing control line 52, and after the completion of the third- And is supplied to the pressure regulating valve 8 so that the line pressure can be changed to ZLF.

To this end, the high-low pressure valve 44 has a port communicating with the timing control line 52; A port communicating with the third-speed conduit (30) to receive the third-speed pressure; And a port for supplying the third-speed pressure supplied from the above to the pressure control valve 8 is held.

The 2-3 / 4-3 shift valve 48 controls the hydraulic pressure supplied from the 1-2 shift valve 36 while being controlled by the third and fourth speed pressures supplied to the left and right at the third and fourth speed shift stages, And selectively supplies the hydraulic pressure supplied from the 3-4 shift valve 50 to the release side chamber h2 and the fourth friction element C4 of the second friction element C2 at the rearward speed change stage.

Accordingly, the 2-3 / 4-3 shift valve 48 has a left end port connected to the third speed line 30; A right-hand end port connected to the fourth-speed line 32 via the 3-4 shift valve 50; A port communicating with the 1-2 shift valve 36 to receive hydraulic pressure; 3-4 a port in communication with the backward first control line (54) passing or bypassing the shift valve (50); And a port communicating with the release side chamber h2 and the fourth friction element C4 of the second friction element C2 to supply the hydraulic pressure.

The 3-4 shift valve 50 is controlled by the fourth speed pressure of the shift control valve 26 and the hydraulic pressure supplied from the second pressure control valve 20 at the first, Side chamber h2 of the second friction element C2 by supplying the fourth-speed pressure to the 2-3 / 4-3 shift valve 48 at the fourth-speed shift stage, And the fourth frictional element (C4) and controls the releasing pressure of the frictional element (C4).

Accordingly, the valve includes a port for receiving hydraulic pressure from the fourth speed line 32 and supplying the hydraulic pressure to the 2-3 / 4-3 shift belt 48; A port communicating with the second pressure control valve (20); Two ports for receiving hydraulic pressure from the backward first control line 54 and supplying the hydraulic pressure to the 2-3 / 4-3 shift valve 46; And a port for supplying the hydraulic pressure supplied from the second pressure control valve 20 to the first friction element C1.

The two ports, which receive the hydraulic pressure of the backward first control line 54 and supply the hydraulic pressure to the 2-3 / 4-3 shift valve 50, are formed at the distal end of the backward first control line 54 The circulation conduit 64 communicates with the circulation conduit 64. The circulation conduit 64 is provided with a check valve 66 for controlling the returning hydraulic pressure so that the release pressure can be controlled.

The second friction element C2 is provided with a kick-down switch 68 in the operating chamber h1 to turn off when the hydraulic pressure is supplied to the operating chamber and to be turned on when supplied to the releasing chamber h2. So that the signal can be transmitted to the transmission control unit.

In the figure, reference numeral 56 denotes a sixth solenoid valve for controlling the damper clutch control valve 12 to operate or release the damper clutch.

1, the hydraulic pressure control system according to the present invention controls the hydraulic pressure discharged from the oil pump 4 to a constant hydraulic pressure by the pressure control valve 8 in the neutral (N) range, And is then supplied to the damper clutch control valve 12 and the first and second pressure control valves 18 and 20, respectively.

At this time, the third and fourth solenoid valves S3 and S4, which are duty-controlled by the transmission control unit, are controlled to the OFF state, and the spool of these pressure control valves is maintained in the neutral state do.

FIG. 2 is a diagram showing the hydraulic pressure flow in the shifting process when the reverse (R) range is selected from the neutral (N) range. At this time, the hydraulic pressure from the manual valve 16 is transmitted to the reverse first control line 54 Side chamber h2 and the fourth friction element C4 of the second friction element C2 via the fourth-fourth shift valve 50 and the 2-3 / 4-3 shift valve 48 .

A part of the hydraulic pressure supplied to the manual valve 16 is controlled by the NR control valve 22 by the duty control of the third solenoid valve S3 so that the reverse second control line 56 and the 1-2 shift valve 36 To the fifth friction element C5.

After the hydraulic pressure is supplied through the above-mentioned path, the third solenoid valve S3 is turned off, and the hydraulic pressure supplied to the fifth friction element C5 is converted from the control pressure to the drive pressure so that the reverse shift is completed.

When the selector lever is selected as the running (D) range in the neutral state N, a part of the hydraulic pressure supplied to the manual valve 16 is supplied to the shift control valve 26 and the first , And two pressure control valves (18) and (20).

At this time, the first and second solenoid valves S1 and S2 of the shift control means are all controlled to be in an ON state, and the port of the shift control valve 26 is maintained as it is in the initial state.

In this state, the hydraulic pressure supplied to the first and second pressure control valves 18 and 20 of the pressure control means is blocked by the first pressure control valve 18 by the ON control of the third solenoid valve S3, The hydraulic pressure supplied to the second pressure control valve 20 is supplied to the first friction element C1 (C1) acting as an input element in the forward first speed via the 3-4 shift valve 50 by the OFF control of the fourth solenoid valve S4. ) To complete the 1-speed control.

In this first speed control state, when the vehicle speed increases and the opening ratio of the throttle valve increases, the shift is made to the second speed. At this time, as shown in FIG. 4, the transmission care unit is shifted to the third solenoid The duty of the valve S3 is controlled and the first solenoid valve S1 is controlled to be in the off state.

Then, the hydraulic pressure supplied to the operating chamber h1 of the second friction element C2 is supplied with the control pressure by the duty control of the third solenoid valve S3, and the second-speed pressure supplied from the shift control valve 26 1-2 shift valve 36 and the valve spool is moved to the right in the figure and is supplied to the control switch valve 38 and the fail-safe valve 40, and waits.

The hydraulic pressure supplied through the timing control line 52 is supplied to the control switch valve 40 and the high-low pressure valve 46 by the OFF control of the fifth solenoid valve 55, .

In this state, when the third solenoid valve S3 is turned off at the completion of the shift, the pressure supplied to the operating chamber h1 of the second friction element C2 becomes equal to the second- And the second-speed control is completed.

When the opening of the throttle valve increases as the vehicle speed further increases in the second-speed control state as described above, the first and second solenoid valves S1 and S2 of the shift control means are all turned off And the duty of the third solenoid valve S3 is controlled.

Then, the hydraulic pressure supplied to the operating chamber h1 of the second tilting element C2 is supplied with the control pressure by the duty control of the third solenoid valve S3, and the second control valve 26 The hydraulic pressure of the third-speed line 30 flows into the left port of the 2-3 / 4-3 shift valve 48 and the hydraulic pressure of the third-speed line 30 flows into the left port of the 2-3 / 4-3 shift valve 48, And is supplied to the control switch valve 38 and the high-low pressure valve 46, respectively.

Accordingly, the hydraulic pressure in the 2-3 / 4-3 shift valve 48 is supplied to the disengagement side chamber h2 and the fourth friction element C4 of the second friction element C2 during the second speed control, 2 friction element C2 and at the same time actuates the fourth friction element C4.

Further, the control valve valve 38 maintains the state in which the valve valve spool thereof is moved to the left in the drawing by the OFF control of the fifth solenoid valve 55, so that the third-speed pressure supplied to the third friction element C3.

The third friction element C3 is finally made after the operation control of the second friction element C2 and the fourth friction element C4.

In this state, if the fifth solenoid valve 55 which has been controlled to be off-controlled is controlled at the end of the shift, as shown in Fig. 7, the valve spools of the control switch valve 38 and the high- Whereby the pressure supplied to the operating chamber h1 of the second friction element C2 is converted to the second speed pressure and at the same time the hydraulic pressure supplied to the third friction element C3 is transmitted to the first pressure control valve The transmission is converted into and supplied to the first-speed pressure via the first-speed control valve 18 to complete the shift.

The oil pressure of the third-speed line 30 is supplied to the pressure regulating valve 8 through the high-low pressure valve 46 to regulate the line pressure.

That is, when the fifth solenoid valve 55 is controlled to be in an ON state, the valve spool of the high-low pressure valve 46 is not engaged in the second- to third- And variable from the time of moving to the right side.

The line pressure control as described above is to substantially lower the line pressure. This is to reduce the driving loss of the oil pump so as to obtain the effect of improving the fuel efficiency at the high-speed stage.

When the vehicle speed further increases and the opening ratio of the throttle valve increases in the third speed control state as described above, the transmission control unit controls the first solenoid valve S1 to be turned on , The second solenoid valve S2 is controlled to be in an off state, the third solenoid valve S3 is subjected to duty control, and the fifth solenoid valve 55 is controlled to be off.

Then, the hydraulic pressure supplied to the operating chamber h1 of the second friction element C2 is supplied with the control pressure by the duty control of the third solenoid valve S3, and the second and third speeds , The fourth-speed conduits (28), (30) and (32).

Accordingly, the pressure in the fourth speed line 32 controls the 3-4 shift valve 50 and controls the 2-3 / 4-3 shift valve 48 so that the 3-4 shift valve 50 and 2-3 / 4-3 The valve spool of the shift valve 48 is moved to the right and left, respectively.

The operating pressure that was supplied to the first frictional element C1 is quickly discharged through the discharge port Ex of the 3-4 shift valve 50 and the fourth frictional element C4 and the second frictional element C2, The operating pressure supplied to the release side chamber h2 of the manual valve 16 via the 2-3 / 4-3 shift valve 48, the 3-4 shift valve 50 and the backward first control line 54, .

At this time, the release pressure discharged from the fourth friction element C4 and the release-side chamber h2 of the second friction element C2 is controlled by the duty control pressure supplied to the operation-side chamber h1 .

The hydraulic pressure for varying the line pressure is released through the discharge port (Ex) of the high-low pressure valve (46) by the off control of the fifth solenoid valve (55), and the line pressure control is temporarily stopped.

After the control is performed as described above, the fifth solenoid valve 55 is controlled to be in the on state, and the valve spool of the control switch valve 38 is moved to the right in the drawing, And the third-speed pressure is supplied to the pressure check valve 8 through the high-low pressure valve 46 to change the line pressure so that the fourth-speed control is performed, while the second-speed pressure is supplied to the operating- .

When the downshifting is performed from the fourth speed to the third speed, as shown in FIG. 10, the first solenoid valve (fourth solenoid valve) The hydraulic pressure supplied to the fourth speed line 32 is discharged through the shift control valve 26 so that the valve spool of the 3-4 shift valve 50 is moved to the left.

The operating pressure supplied to the operating chamber h1 of the second frictional element C2 is changed to the duty controlled duty of the third solenoid valve S3 by the off control of the fifth solenoid valve 55, A part of the control pressure thereof is supplied to the release side chamber h2 of the second friction element C2 and the fourth friction element C4 through the 2-3 / 4-3 shift valve 48. [

The control pressure of the first pressure control valve 18 by the duty control of the fourth solenoid valve S4 is supplied to the first friction element C1 through the 3-4 shift valve 50 so that the speed change .

That is, during the 4 → 3 shift, the operating pressure of the first friction element C1 is supplied by the duty control of the fourth solenoid valve S4, so that the shift shock does not occur largely, It is possible to prevent a temporary state from being brought into a neutral state.

11 is a diagram for explaining the 3? 2 downshifting process. At this time, the second solenoid valve S2, which is controlled to be off in the third speed, is turned on to control the hydraulic pressure supplied to the third friction element C3 to 3 And quickly discharged through the quick line 30 and the shift control valve 26.

Thus, when the valve spool of the 2-3 / 4-3 shift control valve 48 is moved to the left in the figure and supplied to the release side chamber h2 and the fourth friction element C4 of the second friction element C2 The hydraulic pressure is discharged through the manual valve 16 via the 2-3 / 4-3 shift valve 48, the 3-4 shift valve 50 and the reverse first control line 54.

The hydraulic pressure supplied to the operating chamber h1 of the second friction element C2 is changed to the control pressure by the duty control of the third solenoid valve S3 and the off control of the fifth solenoid valve 55, After the completion of the third solenoid valve S3, the third solenoid valve S3 is again switched to the first-speed pressure to be supplied to the first hydraulic pressure circuit.

12 shows the hydraulic flow state at the time of 2 → 1 downshifting. At this time, the first solenoid valve S1 is kept in the off state and is controlled to be in the on state at the end of the shift, and the second solenoid valve S2 And the third and fifth solenoid valves S3 and 55 are maintained in the off state.

Accordingly, the hydraulic pressure supplied to the second-speed channel 28 is quickly discharged through the discharge port Ex of the shift control valve 26, and the hydraulic pressure supplied to the operating-side chamber h1 of the second friction element C2 Is shifted through the fail-safe valve (40) and a 2 to 1 shift is performed.

The third and fourth solenoid valves S3 and S4 perform duty control while the fifth solenoid valve 55 is in the ON state (fourth state). In this state, .

The hydraulic pressure supplied to the third and fourth speeds 30 and 32 is discharged through the discharge port of the shift control valve 26 so that the 3-4 shift valve 50 and the 2-3 / 4-3 shift valve 48) is moved to the left in the drawing.

The hydraulic pressure supplied to the third friction element C3 by the duty control of the third solenoid valve 18 is discharged through the discharge port of the first pressure control valve 18 and the second pressure control valve 20 ) Is supplied to the first friction element C1 via the 3-4 shift valve 50, so that the shift is performed.

That is, the operating chamber h1 pressure of the second friction element C2 is replaced by the second-speed pressure during the 4? 2 skip transmission, and the operating pressure of the third friction element C2 is set to the third pressure control valve 18, and the first friction element C1 is independently controlled, so that the clutch-clutch control system is controlled.

As described above, the hydraulic control system according to the present invention controls the solenoid valve used for the 4? 2 kick-down skip transmission at the same time as changing the line pressure at the constant speeds 3 and 4, So that power transmission can be increased.

When the transmission control unit is held at the third speed when the transmission control unit is inoperable, the oil pressure supplied to the third friction element is blocked and the third and fourth friction elements are operated to maintain the third speed. It is possible to prevent the interlock occurrence of the set.

In addition, there is an advantage that control can be facilitated so that the clutch-clutch control system can be performed by independently controlling the first and third friction elements in the 4? 2 kick-down skip transmission.

Claims (8)

Pressure regulating means for regulating the hydraulic pressure generated from the oil pump; A manual and automatic control means for forming a shift mode; A hydraulic control means for controlling the transmission feeling and responsiveness to form a smooth transmission mode when shifting; A damper clutch control means for operating the damper clutch of the torque converter; And hydraulic distributing means for distributing and distributing an appropriate hydraulic pressure to the first, second, third, fourth and fifth friction elements acting as input and reaction force elements at each gear stage; The hydraulic pressure distributing means is controlled by the second-speed pressure of the shift control valve of the manual and automatic control means while supplying the hydraulic pressure supplied from the first pressure control valve to the control switch valve and the 2-3 / 4-3 shift valve, A 1-2 shift valve for forming a hydraulic passage to supply a hydraulic pressure to a friction element connected to the shift lever; And a control means for controlling the supply timing of the hydraulic pressure supplied to the third friction element and the control timing of the second friction element acting as a reaction force element in the second and fourth gears, A control switch valve for replacing the working chamber operating pressure of the element with the second-speed pressure and forming the flow path so as to control the releasing pressure by integrating the operating pressure of the third friction element with the first pressure control valve; A fail safe valve for controlling the hydraulic pressure supplied to the operation side chamber of the second friction element while being controlled by the hydraulic pressure supplied to the first, second, third and fourth friction elements; The control pressure is controlled by the on / off control of the fifth solenoid valve from the timing control line and the line pressure is changed so that the line pressure for supplying the third speed pressure to the pressure regulating valve during the constant speed third and fourth speed running A high-low pressure valve; The oil pressure supplied from the 1-2 shift valve while being controlled by the 3rd and 4th speeds supplied from the 3rd and 4th speed shift stages to the left and right sides and the oil pressure supplied from the 3-4 shift valve at the rearward speed change stage are selectively switched to the 2nd friction A 2-3 / 4-3 shift valve for establishing a channel for supplying the release side chamber of the element and the fourth friction element; The hydraulic pressure supplied from the second pressure control valve is supplied to the first friction element in the first, second and third speeds while being controlled by the fourth speed pressure of the shift control valve, A 3-4 shift valve for supplying a fourth speed pressure to the valve and controlling the valve thereof to shut off the hydraulic pressure supplied to the releasing chamber of the second friction element and the fourth friction element, Wow; And a hydraulic control system for a vehicle. The shift control device according to claim 1, wherein the 1-2 shift valve comprises: a port receiving second pressure from the shift control valve; A port connected to the first pressure control valve and the backward second control line of the hydraulic control means; A port for supplying a hydraulic pressure supplied from the first pressure control valve to a 2-3 / 4-3 shift valve, a control switch valve and a fail-safe valve; And a port for supplying a hydraulic pressure supplied from the reverse second control line to a fifth friction element. The control valve according to claim 1, wherein the control switch valve comprises: a port for receiving a control pressure from the timing control line connected to the first speed line to the right end; A port for receiving the hydraulic pressure from the second and third speed pipes of the 1-2 shift valve and the shift control valve; And a port for supplying the hydraulic pressure supplied to the port to the fail-safe valve and the third friction element, respectively. The port receiving the hydraulic pressure from the first-speed line may be controlled by the fifth solenoid valve The hydraulic pressure control system comprising: The control valve according to claim 3, wherein the third-speed conduit communicating with the control-switch valve comprises a circulation conduit formed in the middle of the distal end to form an orifice therethrough, and a check valve capable of shutting off the hydraulic pressure supplied to the control- And the hydraulic control system of the vehicle automatic transmission. The fail-safe valve according to claim 1, further comprising: two ports communicating with the control switch valve; A port connected to the second-speed line of the shift control valve; A port for receiving a part of the hydraulic pressure supplied to the first friction element, a port for receiving a part of the hydraulic pressure supplied to the release side chamber of the second friction element and the fourth friction element, And a port for supplying the hydraulic pressure supplied from the control switch valve to an operating-side chamber of the second friction element. The high-low pressure valve of claim 1, further comprising: a port in communication with the timing control line; A port communicating with the third speed line and supplied with the third speed pressure; And a port for supplying the third-speed pressure supplied from the above to the pressure control valve. 2. The shift control device according to claim 1, wherein the 2-3 / 4-3 shift valve comprises a left end port connected to the third speed line, a right end port connected via the fourth speed line and the 3-4 shift valve, A port communicating with the 1-2 shift valve and supplied with the hydraulic pressure; 3-4 a port in communication with the backward first control line bypassing or bypassing the shift valve; And a port communicating with the fourth friction element and supplying hydraulic pressure to the first friction element and the second friction element. The 3-4 shift valve according to claim 1, wherein the 3-4 shift valve includes a port for receiving hydraulic pressure from the fourth speed line and supplying the hydraulic pressure to the 2-3 / 4-3 shift valve, a port communicating with the second pressure control valve, Two ports for receiving hydraulic pressure from the backward first control line and supplying it to the 2-3 / 4-3 shift valve; And a port for supplying the hydraulic pressure supplied from the second pressure control valve to the first friction element.