KR100193260B1 - Hydraulic control system of automatic transmission for vehicles - Google Patents

Abstract

To provide a hydraulic control system for an automatic transmission for a vehicle that facilitates the control of the rear clutch release valve during 4 → 3 skip control, and shuts off the hydraulic supply to the rear clutch when the transmission control unit is inoperable at 4 speeds. ; Pressure regulating means for regulating the hydraulic pressure generated from the oil pump; Manual and automatic control means for forming a shift mode; Hydraulic control means for adjusting the shifting feeling and responsiveness to form a smooth shifting mode during shifting; Damper clutch control means for operating a damper clutch of the torque converter; And hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements at each shift stage; The rear clutch release valve forming the hydraulic distribution means is formed to be controlled by the control pressure of the fourth speed pressure and the second pressure control valve provides a hydraulic control system of an automatic transmission for a vehicle.

Description

Hydraulic control system of automatic transmission for vehicles

The present invention relates to a hydraulic control system applied to an automatic transmission for a vehicle, and more particularly, the rear clutch release valve is controlled by the duty control pressure and the elastic member of the second pressure control valve during 4 → 3 skip control. A hydraulic control system of an automatic transmission for a vehicle, which facilitates and cuts off the hydraulic supply to the rear clutch when the transmission control unit is inoperable at the fourth speed.

For example, an automatic transmission for a vehicle has a torque converter and a multi-speed gear mechanism connected to the torque converter, and hydraulic operation for selecting one of the gear stages of the transmission gear mechanism according to the driving condition of the vehicle. It contains a friction element.

The hydraulic control system of the automatic transmission for a vehicle operates the hydraulic pressure generated from the oil pump by selecting a friction element through a control valve, so that an appropriate shift can be automatically performed according to the driving state of the vehicle.

And such a hydraulic control system as shown in Figure 7, the hydraulic pressure generated from the oil pump such a hydraulic pressure control means 100 for regulating the hydraulic pressure generated from the oil pump, and a manual that can form a shift mode And automatic shift control means 102, hydraulic control means 104 for adjusting shifting feeling and responsiveness to form a smooth shift mode during shifting, damper clutch control means 106 for damper clutch operation of a torque converter, Hydraulic distribution means 108 for distributing a suitable hydraulic supply to each friction element C1, C2, C3, C4, C5.

Accordingly, such a hydraulic control system, the solenoid valve (S3) of the solenoid valve (S1) (S2) of the automatic shift control means 102 and the duty-controlled hydraulic control means 104 of the automatic transmission control means 102 is turned on / off by the transmission control unit (S3) The hydraulic distribution is made differently for each shift stage supplied to the hydraulic distribution means 108 by means of the operation of each friction element so that the shift stage control is realized.

However, in the hydraulic control system as described above, the hydraulic pressure of the rear clutch C1 is discharged at the 3 → 4 shift, and the hydraulic pressure is supplied to the rear clutch C1 at the 4 → 3 shift to prevent the occurrence of shock. In forming the flow path of the rear clutch release valve 110, the rear clutch C1 can be operated after the shift is completed by the operating pressure of the front clutch C4 at the time of 4 → 3 shifting.

Accordingly, it is possible to control the rear clutch release valve only when the operating pressure of the front clutch is equal to or higher than a predetermined pressure, which implies that the control is not easy.

In addition, when the transmission control unit that is operating at four speeds is inoperable, the rear clutch pressure is not properly blocked, and thus the control is impossible.

Therefore, the present invention has been invented to solve the above problems, the object of the present invention is to control the rear clutch release valve by the duty control pressure and the elastic member of the second pressure control valve during 4 → 3 skip control It is to provide a hydraulic control system of an automatic transmission for a vehicle to facilitate the operation, and to shut off the hydraulic supply to the rear clutch when the transmission control unit is inoperable at the fourth speed.

In order to realize this, the present invention includes a pressure regulating means for regulating the hydraulic pressure generated from the oil pump; Manual and automatic control means for forming a shift mode; Hydraulic control means for adjusting the shifting feeling and responsiveness to form a smooth shifting mode during shifting; Damper clutch control means for operating a damper clutch of the torque converter; And hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements at each shift stage; The rear clutch release valve forming the hydraulic distribution means is formed to be controlled by the control pressure of the fourth speed pressure and the second pressure control valve provides a hydraulic control system of an automatic transmission for a vehicle.

The rear clutch release valve is composed of two left and right spools, the first spool is controlled by four speed pressure, and the second spool is controlled by the control pressure of the second pressure control valve, but is elastic to one side of the second spool. Provided is a hydraulic control system for an automatic transmission for a vehicle, characterized in that the member is burnt.

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

2 is a view showing a hydraulic flow state at the driving (D) range 4 speed in the hydraulic control system according to the present invention.

3 is a diagram showing a hydraulic flow state at the time of driving (D) range 4 to 3 downshift in the hydraulic control system according to the present invention.

4 is an operating state diagram and a hydraulic graph of each solenoid valve at a 4 → 3 downshift.

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

6 is an operating state diagram and a hydraulic graph of each solenoid valve at 4 → 2 down skip shift.

7 is a configuration diagram of a conventional hydraulic control system.

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

The hydraulic control system according to the present invention includes a torque converter (2) that receives torque from an engine and converts torque to a transmission side, and generates and discharges the oil necessary for the torque converter and the shift stage control and the oil necessary for lubrication. A pump 4.

In the pipeline 6 through which the hydraulic pressure generated from the oil pump 4 flows, a pressure regulating valve 8 for making the oil flowing along the pipeline to a constant pressure, and a torque for constantly adjusting the pressure of the torque converter and the lubricating oil. The converter control valve 10 and the damper clutch control valve 12 for increasing the power transmission efficiency of the torque converter are connected to constitute a pressure regulating means and a damper clutch control means.

Some of the oil generated from the oil pump 4 switches the flow path while interlocking with the reducing valve 14 for maintaining a pressure lower than the line pressure at all times and depending on the position of the selector lever in the driver's seat. The flow path that can be supplied to the manual valve 16 is configured.

The constant hydraulic pressure reduced in the reducing valve 14 constitutes a hydraulic control means that can be used as a shift stage control pressure supplied to the first pressure control valve 18 and the second pressure control valve 20.

Part of the hydraulic pressure supplied to the first and second pressure control valves 18 and 20 is a flow path that can use the control pressure of the NR control valve 22 to reduce the shift shock when the mode is changed from the neutral range to the reverse range. Making.

The first solenoid valve S1 and the second solenoid valve S2 controlled on / off by the transmission control unit in the pipeline 24 through which hydraulic pressure flows when the manual valve 16 is in the travel D range. The shift control valve 26 which switches the fee for use by the operation of) is connected to constitute manual and automatic shift control means together with the manual valve 16 described above.

The shift control valve 26 is connected to the second speed pipe 28, the third speed pipe 30, and the fourth speed pipe 32 so as to control the hydraulic pressure by the shift valves of the hydraulic distribution means for controlling the respective shift stages. It is configured to supply.

In addition, a first velocity pipe 34 is branched on the conduit 24 to supply line pressure to the first and second pressure control valves 18 and 20, and the first and second pressure control valves 18 are provided. 20 is configured to switch the flow path by the third and fourth solenoid valves S3 and S4 so that the first pressure control valve 18 can supply control pressure to the friction element during shift control. The second pressure control valve 20 is formed with a flow path such that the drive pressure can be supplied to the rear clutch C1 acting as an input element of the first speed.

The second speed pipe 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.

In addition, the three-speed pipeline 30 is branched into two pipelines 38 and 40 so that the first branch pipeline 38 is supplied to the left end port of the 2-3 / 4-3 shift valve 42 and the valve Is configured to be able to control, the second branch conduit 40 is configured so that the distal end can supply the hydraulic pressure to the control switch valve 44 and the high-low pressure valve 46 in addition to the branch.

The four-speed pipe line 32 is configured to communicate with the left end port of the rear clutch release valve 48 and the right end of the 2-3 / 4-3 shift valve 42 to control these valves.

In addition, when a stick phenomenon occurs between the valve of the hydraulic distribution means and the at least two friction elements, the inability of the transmission control unit or the respective valves forming the hydraulic distribution means, the fail-safe function is the most ideal shift stage. Fail save valve 50 as a safety means to perform the is arranged.

In addition, the manual valve 16 is connected to the timing control conduit 52 so that the hydraulic pressure flowing along the conduit can be used as the control pressure of the control switch valve 44, which is on the timing control conduit 52. It is controlled by the fifth solenoid valve B5 which is arrange | positioned at.

And when the manual valve 16 is in the reverse (R) range, the hydraulic pressure supplied to the reverse first control conduit 54 through the rear clutch release valve 48 and the 2-3 / 4-3 shift valve 42 The low-reverse acting as a reaction element at the reverse shift stage through the 1-2 shift valve 36 while allowing the hydraulic pressure to be supplied to the front clutch C4 and to the reverse second control conduit 56. It is comprised so that hydraulic pressure may be supplied to brake C5.

A part of the hydraulic pressure supplied to the front clutch C4 can be simultaneously supplied to the release side chamber h2 of the kick-down servo C2.

In the valves forming the hydraulic distribution means as described above, the 1-2 shift valve 36 is controlled by the second speed pressure of the shift control valve 26 while the control pressure controlled by the first pressure control valve 18 is reduced. Flow path for supplying to the operating side chamber h1 of the kick-down servo C2, which acts as a second-speed reaction element, and for supplying hydraulic pressure on the reverse second control conduit 56 to the low-reverse brake C5. Consists of.

The 2-3 / 4-3 shift valve 42 is hydraulically supplied from the 1-2 shift valve 36 and the reverse shift while being controlled by the third and fourth speed pressures supplied to the left and right sides at the third and fourth speed shift stages. At this stage, the hydraulic pressure supplied from the rear clutch release valve 46 is selectively supplied to the release side chamber h2 and the front clutch C4 of the kick-down servo C2.

The control switch valve 44 described above is controlled by the fifth solenoid valve S5 supplied from the manual valve 16, and the second and third speed line pressures of the shift control valve 26 and the 1-2 shift valve ( 36 is supplied with the control pressure of the first pressure control valve 18 via the supply pressure to the operating side chamber h1 and the end clutch C3 of the second friction element C2 or to release the operating pressure. Have

The high-low pressure valve 46 is supplied with a control pressure by the fifth solenoid valve S5 and an off operation from the timing control pipe 52 to control its hydraulic pressure at the third and fourth speeds. ) So that the line pressure can be varied.

The rear clutch release valve 48 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, second and third speeds is supplied by the rear clutch C1. In addition, the hydraulic pressure supplied to the rear clutch (C1) is directly discharged at the shift of 3 → 4, and the release side chamber and the front clutch (C4) of the kick-down servo (C2) at the shift of 3 → 4 and 3 → 2. The hydraulic pressure supplied to the gas is discharged through the manual valve 16 via the 2-3 / 4-3 shift valve 42 and the reverse first control conduit 54.

The fail-safe valve 50 prevents the interlock phenomenon caused by the delay of the operation of the end clutch C3 and the rear clutch C1 due to the inability of the transmission control unit to operate during the 1st, 2nd, and 3rd speeds. When stick phenomenon occurs in the shift valve, a hold is performed at 1 speed.

In the hydraulic distribution means formed as described above, the present invention is the rear clutch release valve 48 is controlled by the four speed pressure and the control pressure of the second pressure control valve 20, the elastic holding the valve spool 60 The flow path was configured so that the return could be made by the member 62.

Accordingly, a port for receiving hydraulic pressure from the fourth speed line 32 rather than the valve of the rear clutch release valve 48 and supplying the same to the 2-3 / 4-3 shift valve; A port communicating with the second pressure control valve 20; Two ports in communication with the reverse first control conduit 54 and in communication with the 2-3 / 4-3 shift valve 42; A port for supplying hydraulic pressure supplied from the second pressure control valve 20 to the rear clutch C1; Both ports of the circulation conduit 56 are formed to circulate the hydraulic pressure to the left and right sides of the port for supplying the hydraulic pressure to the rear clutch C1.

In addition, the valve spool 60 embedded in the valve body is composed of two left and right spools 64 and 66, and the first spool 64 is controlled by four speed pressures, and the second spool 66 is second pressure control. It was controlled by the control pressure of the valve 20, it was formed in a structure for holding the elastic member 62 to one side of the second spool (66).

Accordingly, unlike the conventional way in which the operating pressure of the front clutch C4 acts on the second spool 66, the return force can be applied only by the elastic member 62.

According to the hydraulic control system of the present invention made as described above, in the fourth speed, as in FIG. 2, the transmission control unit controls the first solenoid valve S1 to be in an on state, and the second solenoid valve S2 is controlled. It is controlled to the off state so that hydraulic pressure flows to all of the 2nd, 3rd, and 4th speed pipelines 28, 30, and 32, and to control off of the 3rd solenoid valve S3 and the 4th solenoid valve S4. By the hydraulic pressure is supplied to the kick-down servo (C2) and the end clutch (C3) to achieve a four-speed.

Of course, in the state of the fourth speed as described above, the hydraulic pressure is supplied to the pressure control valve 8 through the high-low pressure valve 46 is made to vary the line pressure.

Looking at the control process when the down-shift is made according to the driving conditions of the vehicle in the state as described above, as shown in FIG. 3, the first solenoid valve (S1) that was controlled from the fourth speed is off-controlled at the fourth speed The hydraulic pressure which has been supplied to the line 32 is discharged through the shift valve 26, so that the valve spool of the rear clutch release valve 48 and the 2-3 / 4-3 shift valve 42 is moved to the left.

At this time, the valve spool 60 of the rear clutch release valve 48 is controlled to the rear clutch C1 while moving to the left side by the control pressures of the elastic member 62 and the second pressure control valve 20 which hold it. Supply pressure.

In addition, the first pressure control valve 18 is controlled by the duty control of the third and fourth solenoid valves S3 and S4 to be supplied to the control switch valve 44 via the 1-2 shift valve 36. Some of the hydraulic pressure is supplied to the kick-down servo C2 operating side chamber h1 by the off control of the fifth solenoid S5, and the other part of the front is via the 2-3 / 4-3 shift valve 42. It is supplied to the release side chamber h2 of the clutch C4 and the kick-down servo C2.

At the same time, the hydraulic pressure controlled by the second pressure control valve 20 is supplied to the rear clutch C1 via the rear clutch release valve 48, and after the shift is completed, the third and fourth solenoid valves S3 and S4 are completed. Normal line pressure is supplied by the OFF control.

As shown in FIG. 4, the first solenoid valve S1 is kept on until the shift is started, as shown in FIG. 4. Is controlled to be off at the start of the shift, the second solenoid valve S2 remains off as in (c), and the third and fourth solenoid valves S3 and S4 are (d) (e). Duty control is performed as in.

Looking at the duty control process of the third solenoid valve (S3), the duty ratio is increased to two stages in the beginning of the speed change, slightly dropped after a short time elapses, rises again again after a short time, and gradually lowered in this state, in the middle of the middle of the shift The control is carried out in a constant state until the end of the shift, and the duty control is performed in a form in which the duty is stopped when the shift is completed.

In addition, while the fourth solenoid valve S4 is maintained in the off state as shown in (e), the duty ratio rises to the maximum in the second half of the shift period, falls again after a short time, and is completely stopped at the shift completion time. You lose.

Of course, the duty ratio is greatly increased in order to control the rear clutch release valve 48.

The fifth solenoid valve S5 maintains the off state as in (f), and then is controlled on at the end of the shift to change the line pressure.

According to the hydraulic change of each friction element according to this, as shown in (g), the hydraulic pressure of the end clutch S3 acting at the 4th and 3rd speeds is only changed according to the line pressure adjustment, and the operation of the kick-down servo C2 is performed. The hydraulic pressure of the side chamber (h1) rises relatively large after temporarily descending at the beginning of the shift, and maintains a state larger than the operating pressure of the end clutch (C3) from the second half of the shift, but slightly decreases due to the change of the line pressure at the completion of the shift. Done.

In addition, the hydraulic pressure of the newly operated front clutch C4 and the kick-down servo C2 at the release side chamber h2 is supplied with a part of the hydraulic pressure supplied to the operating side chamber of the kick-down servo, the pressure thereof. Rather, the pressure is supplied in the same pattern, and the hydraulic pressure of the rear clutch C1 is supplied by the control of the fourth solenoid valve S4 at the end of the shift.

FIG. 5 shows the hydraulic flow at the time of 4 to 2 down skip shifting. At this time, the hydraulic pressure supplied at the 3rd speed and the 4th speed by turning on the second solenoid valve S2 that was controlled at the 4th speed is shifted. Discharge through the discharge port of 26 to allow the valve spool of the rear clutch release valve 48 and the 2-3 / 4-3 shift valve 42 to be moved to the left in the figure.

The third and fourth solenoid valves 18 and 20 are duty controlled to discharge the hydraulic pressure supplied to the third friction element C3 through the discharge port of the first pressure control valve 18, and the second pressure. The control pressure controlled by the control valve 20 is supplied to the rear clutch C1 through the rear clutch release valve 48.

In such a state, the third solenoid valve S3 is turned on at the end of the shift, and the fourth solenoid valve S4 is turned off, so that the hydraulic pressure supplied to the rear clutch C1 is converted to the first speed pressure and is skipped to the second speed. The shift will be made.

In addition, in the above-described sib shifting process, the rear clutch C1 and the end clutch C3 are independently controlled, and thus the control is very easy.

Looking at the operation of each solenoid valve in the 4 to 2 down-skip shift process as described above, as shown in Figure 6, the first solenoid valve (S1) is in the on state until the shift starts as shown in (b) The second solenoid valve S2 is maintained in the off state as in (c) and then controlled to the on state at the time of shifting, and the third and fourth solenoid valves are controlled. In (S3) and (S4), duty control is performed as in (d) (e).

Looking at the duty control process of the third solenoid valve (S3), the duty ratio is high in the beginning of the transmission, and the control is gradually lowered after a short time in the state of being slightly separated again after being made of three stages of the low, middle, and then increased again at the end of the transmission Is done.

In addition, the fourth solenoid valve S4 maintains its state after the transmission initial duty ratio has increased to the maximum and falls again, as shown in (e). In the second half of the gear shift, it rises again and falls gradually after falling, and the control is stopped when the shift is completed.

The fifth solenoid valve S5 is maintained in the on state as in (f).

As a result, as shown in (g), the pressure of the operating side chamber h1 of the kick-down servo second friction element C2 rises at the beginning of the shift to maintain a constant pressure. 3 The pressure of the friction element C3 decreases sharply at the time of shifting, then slowly rises slightly, and is completely released at the completion of the shifting.

In addition, the rear clutch (C1) to start a new operation starts to supply when the shift initial duty of the fourth solenoid valve (S4) after the start of the shift is gradually increased and then gradually increases at the end of the shift to operate the shift is made. do.

In the fourth speed state, the operating pressure of the second pressure control valve 20 acts on the land surface of the rightmost end of the second spool 66. Even if the transmission control unit is stopped in the fourth speed state, the second pressure control valve 20 operates. The spool 66 can prevent the hydraulic pressure from being supplied to the rear clutch C1 while maintaining the current state.

In the figure, reference numeral S6 denotes a sixth solenoid valve for controlling the damper clutch control valve 12 to activate or deactivate the damper clutch.

As described above, according to the present invention, the rear clutch release valve controlled by the operating pressure of the front clutch is controlled by the duty control pressure of the second pressure control valve and the elastic force of the vehicle body elastic member during 4 → 3 and 4 → 2 skip control. By doing so, control can be facilitated.

In addition, when the transmission control unit is inoperable in the fourth speed state, the second spool of the rear clutch shuts off the hydraulic pressure supplied to the rear clutch, thereby improving the safety function.

Claims (2)

Pressure regulating means for regulating the hydraulic pressure generated from the oil pump; Manual and automatic control means for forming a shift mode; Hydraulic control means for adjusting the shifting feeling and responsiveness to form a smooth shifting mode during shifting; Damper clutch control means for operating a damper clutch of the torque converter; And hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements at each shift stage; And the rear clutch release valve forming the hydraulic distribution means is controlled to be controlled by four speed pressures, a control pressure of the second pressure control valve, and an elastic force of the elastic member. The method of claim 1, wherein the rear clutch release valve comprises two left and right spools, the first spool is controlled by four speed pressures, and the second spool is controlled by the control pressure of the second pressure control valve, Hydraulic control system of the automatic transmission for a vehicle, characterized in that the elastic member is supported on one side.