KR100216457B1 - Hydraulic pressure adjusting device of hydraulic control system - Google Patents

Abstract

A pressure regulating means for regulating the pressure of the oil pump, a manual and automatic shift control means for forming a shift mode, for the purpose of increasing power transmission efficiency and reducing fuel economy by stabilizing line pressure and performing pilot control; Automatic transmission hydraulic control system for a vehicle including a pressure regulating means for forming a smooth shift mode when shifting, a damper clutch control means for operating the damper clutch of the torque converter, and a hydraulic distribution means for supplying and distributing the hydraulic pressure to each friction element. To

The pressure regulating means includes a high line signal pressure valve in which port switching is performed by on / off action of the solenoid valve according to the engine throttle opening amount, and an oil pump by a control pressure supplied from the following line signal pressure valve. It provides a hydraulic breaker of an automatic transmission hydraulic control system for a vehicle including a pressure regulating valve for adjusting the line pressure supplied from.

Description

Hydraulic control device for vehicle automatic transmission hydraulic control system

1 is a hydraulic circuit diagram of a hydraulic control system according to the present invention.

2 is a detailed hydraulic circuit diagram of the hydraulic control means according to the present invention.

* Explanation of symbols for main parts of the drawings

2: oil pump 4: torque converter

6 damper clutch 8 pressure regulating valve

10: high line signal pressure valve 12: manual valve

14: pipeline 18: converter feed valve

100, 124: 1st port 102, 126: 2nd port

104, 128: 3rd port 106, 130: 4th port

108: fifth port 110: sixth port

112: 7th port

The present invention relates to a hydraulic control system of an automatic transmission for a vehicle, and more particularly, to stabilize the line pressure, and to improve power transmission efficiency by varying the line pressure by controlling the solenoid valve on / off according to the throttle opening amount. The hydraulic control apparatus of the automatic transmission hydraulic control system for a vehicle that can be.

The automatic transmission for vehicles has a torque converter and a multistage gear mechanism connected to the torque converter, and a hydraulically operated friction element for selecting one of the gear stages of the transmission gear mechanism according to the driving condition of the vehicle. It is included.

The hydraulic control system of an automatic transmission for a vehicle has a function of selecting and operating a friction element through a control valve of hydraulic pressure generated from an oil pump.

The hydraulic control system is a pressure control means for regulating the hydraulic pressure generated by the oil pump, manual and automatic shift control means that can form a shift mode, and shifting and responsiveness to form a smooth shift mode when shifting Hydraulic control means, a tamper clutch control means for actuating the damper clutch of the torque converter, and hydraulic distribution means for allocating an appropriate hydraulic supply to each friction element.

The hydraulic control means adjusts the supply line pressure, the torque converter supply pressure, the solenoid valve supply pressure, etc. acting on the friction element, and this hydraulic pressure substantially affects the feeling of shifting.

Therefore, it is desirable to supply the adjusted hydraulic pressure at the start of the shift to operate the friction element and to complete the shift with the drive pressure.

In view of this, the present applicant has proposed a hydraulic control system capable of operating the friction element with the drive pressure after operating the friction element with the torque pressure in Korean Patent Application No. 93-11131.

However, since the proposed hydraulic control system is intended to directly control the line pressure, the pressure is stabilized.

The present invention has been invented to compensate for the shortcomings of Korean Patent Application No. 93-11131, and an object of the present invention is to provide a pressure regulating device for an automatic transmission hydraulic control system for a vehicle capable of stabilizing line input and control pressure.

In order to realize the object of the present invention as described above, the pressure adjusting means for adjusting the pressure of the oil pump, the manual and automatic shift control means for forming a shift mode, the pressure regulating means for forming a smooth shift mode during shifting And a damper clutch control means for operating a tamper clutch of the torque converter, and a hydraulic distribution means for supplying and distributing the hydraulic pressure to each friction element. The line pressure supplied from the oil pump is regulated by the high line signal pressure valve where the port is switched by the on / off action of the solenoid valve and the control pressure supplied from the following line signal pressure valve. Provided is a hydraulic regulator of an automatic transmission hydraulic control system for a vehicle including a pressure regulating valve.

The high-line signal pressure valve includes a first port and a second port through which the control pressure supplied from the solenoid supply valve flows, and a third port through which the line pressure supplied from the oil pump flows in and the third port. And a fourth port for supplying the inflow line pressure to the control pressure of the pressure regulating valve, and the valve spool for opening and closing the ports includes a first land in which the hydraulic pressure flowing into the first and second ports acts on the left and right sides, A hydraulic control apparatus for an automatic transmission hydraulic control system for a vehicle having a third land for opening and closing third and fourth ports is provided.

The pressure regulating valve may include a first port through which the line pressure is supplied to the oil pump, a second port through which the line pressure is appropriately discharged, a third port through which the control pressure is supplied from the high line signal pressure valve when moving forward, A fourth port for supplying the control pressure when the reverse pressure is supplied, the fifth port for supplying the regulated line pressure to the manual valve, the sixth port for supplying the line pressure that is arranged to the converter feed valve, and the regulated line pressure. It provides a hydraulic control device of an automatic transmission hydraulic control system for a vehicle including a seventh port using the control pressure.

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

1 is a hydraulic circuit diagram of a hydraulic control system according to the present invention, and FIG. 2 is an enlarged hydraulic circuit diagram of a pressure regulating means, an oil pump 2 for pumping oil by an engine driving force, and a transmission of power of an engine. A torque converter 4 to be transmitted to the input shaft of the engine, a tamper clit 6 installed in the torque converter to increase power transmission efficiency, and a pressure regulating valve 8 for varying the hydraulic pressure generated by the oil pump according to the driving state of the vehicle. It is shown.

The pressure control valve (8) is to be able to vary the line pressure at the time of forward and reverse, the line pressure can be variable by the high line signal valve 10 at the time of forward, the manual valve at the time of reverse The line pressure can be varied by the reverse pressure supplied from (12).

In order to change the line pressure, the pressure regulating valve 8 is connected to the high line signal valve 10 through a conduit 14 so as to receive a control hydraulic pressure.

The line pressure variable by the pressure control valve 8 can be supplied to the converter feed valve 18 through the conduit 16, and can be supplied to the solenoid supply valve 22 through the conduit 20. It is supposed to be.

The high line signal valve 10 may be controlled by being connected to the pipeline 23 through which the adjusted hydraulic pressure flows while the hydraulic pressure flowing through the pipeline 20 passes through the solenoid supply valve 22.

The converter feed valve 18 is a valve for controlling and supplying a hydraulic pressure necessary for the operation of the torque converter 4, and is capable of supplying hydraulic pressure to the torque converter 4 through the converter control valve 24.

The converter control valve 24 operates or deactivates the damper clutch 6 of the torque converter 4 by supplying the hydraulic pressure supplied from the converter feed valve 18 to the pipeline 26 or the pipeline. Can be controlled.

The hydraulic pressure flowing to the pipe line 28 is supplied to the lubrication point through the cooler 30.

The control of the converter control valve 24 is made by the converter control pressure signal valve 32, for which the converter control pressure signal valve 32 to the torque pressure flowing to the conduit 34 to the converter control valve ( 24) is configured to connect the pipeline to use the hydraulic pressure of the pipe line 23 as a control pressure to supply or cut off.

Meanwhile, the solenoid supply valve 22 adjusts the hydraulic pressure supplied through the conduit 20 to an appropriate hydraulic pressure 90 Psi and flows the conduit 36 into the control switch valve 38 and the torque control regulator valve 40. It can be used with control pressure of.

The torque control regulator valve 4 is a valve for converting the drive pressure supplied from the manual valve 12 through the conduit 42 into the torque pressure, which causes the torque pressure to flow to or off of the conduit 44. .

The torque pressure flowing in the pipe line 44 is selectively flowed into the first torque pressure pipe 46 or the second torque pressure pipe 48 by the control switch valve 38.

The first and second torque pressure pipes 46 and 48 perform substantial automatic shifting by supplying torque pressure to the 1-2 shift valve 50.

In other words, the shift lever is shifted from the neutral (N) range to the driving (D) range, and the shift is made. The present invention uses the ND control valve 52 as a means for mitigating a shift shock at this point, and a pipeline through which torque pressure flows. A connection is made between the 36 and the pipe 42 through which the drive pressure flows.

In order to control the ND control valve 52, the control hydraulic pressure can be supplied from the pipeline 20 through which the line pressure flows, and the torque pressure flowing along the pipeline 44 to the torque control regulator valve 40 is shifted. The torque pressure branch pipe (54) is connected from the pipe (44) so that it can be introduced during the control process.

The drive pressure branch pipe line 56 is connected to the ND control valve 52 so that the hydraulic pressure of the pipe line 42 through which the drive pressure flows can be supplied to the friction element after the torque pressure is supplied. The ND control valve is capable of supplying hydraulic pressure directly to the first friction element C2, and the line pressure from the manual valve 12 is supplied directly to the overdrive unit valve 59 through the conduit 57. The hydraulic pressure can be supplied to the second friction element C5.

In addition, when the shift lever is selected as the reverse (R) range, a conduit 58 and a reverse torque control regulator valve 60 for supplying the reverse pressure from the manual valve 12 to supply the reverse operating pressure to the reverse friction element C4. ) Is connecting.

The reverse torque control regulator valve 60 is connected to a pipe that can be supplied with the control pressure of the torque control regulator valve 40 as described above, the 1-2 shift valve 40 is the torque pressure 2ND clutch valve ( It is possible to supply the hydraulic pressure directly to the third friction element (B3) through 62, and part of the torque pressure is to supply the pipeline 64 to the 2-3 shift valve (66).

This torque pressure flow can be replaced with the drive pressure in the 1-2 shift valve 50 described above, the hydraulic pressure is replaced by the drive pressure flow channel 42 through the drive pressure branch pipe (68). The 1-2 shift valve 50 is connected to the -2 shift valve 50 and the port shift is enabled by the first solenoid valve S1 controlled on / off by a transmission control unit (not shown). It is realized because it is configured.

When the torque pressure of the 1-2 shift valve 50 is replaced by the drive pressure, the torque pressure can be transmitted through the conduits 72 and 74 to the 2-3 shift valve 70.

At this time, one torque pressure is transmitted from the 2-3 shift valve 70 to the 3RD clutch valve 78 through the conduit 76 and the other torque pressure is the 3-4 shift valve 82 through the conduit 80. To be delivered).

The torque pressure supplied to the 3RD clutch valve 78 when the torque pressure flowing through the conduit 76 is replaced by the drive pressure is transmitted to the 3-4 shift valve 82 through the conduit 84.

The torque pressure or drive pressure supplied to the 3RD clutch valve 78 flows into the conduit 86 while a part of the hydraulic pressure is supplied to the fourth friction element C3 and a part of the hydraulic pressure is transferred to the 3-4 shift valve 82. It can be supplied.

The 3-4 shift valve 82 is capable of transmitting the hydraulic pressure delivered to the conduits 80 and 86 to the 4TH band valve 90 through the conduit 88, and the hydraulic pressure delivered to the other conduit 84. It can be delivered to the 4-5 shift valve 94 via the conduit 92.

The hydraulic pressure supplied to the 4TH band valve 90 is directly supplied to the fifth friction element B3, and part of the hydraulic pressure can be transmitted to the 4-5 shift valve 94 through the conduit 96. .

The hydraulic pressure transmitted to the 4-5 shaft valve 94 through the conduits 92 and 96 can be transmitted to the sixth friction element B4 through the overdrive unit valve 59 described above.

The 1-2, 2-3, 3-4, and 4-5 shift valves 50, 70, 82, and 94 have a port change by the first, second, and third solenoid valves S1, S2, and S3. The torque pressure or the drive pressure can be replaced.

That is, the first, second, and third solenoid valves S1 discharge the constant hydraulic pressure supplied from the solenoid supply valve 22, or actuate the hydraulic pressure to the land having the largest area of each of the shift valves so that the valve spool. This will allow you to move left or right.

The 1-2 shift valve 50 and the 2-3 shift valve 70 are connected to the control line 96, and the 1-2 shift valve 50 and the 3-4 for the port conversion of each of the shift valves. The shift valve 82 is connected to another control conduit 98.

2 is an enlarged hydraulic circuit diagram of the hydraulic control means according to the present invention, wherein the pressure regulating valve 8 is provided with a first port 100 for receiving hydraulic pressure supplied from the oil pump 2 and the first port. It is provided with a second port (02) for discharging to adjust the hydraulic pressure introduced.

In order to allow the pressure regulating valve 8 to substantially adjust the line pressure, the third port 104 for adjusting the line pressure in the forward driving and the fourth port 106 for adjusting the line pressure in the reverse driving Equipped with.

In addition, the pressure regulating valve, the five port 108 to supply the regulated line pressure to the manual valve 12, the sixth port 110 and the regulated line to supply the regulated line pressure to the converter feed valve 18 A seventh port 112 that receives the pressure at a control pressure is provided.

The valve spool for opening and closing the ports of the pressure regulating valve 8 has a sloped surface on which the hydraulic pressure flowing into the first port 100 acts, and the first land 114 for opening and closing the second port 102 as the discharge port. ), A second land 116 on which the control pressure acts when driving forward, and a third land 118 on which the control pressure acts when moving backward.

The hydraulic actuation surface of the second land 116 is smaller than the hydraulic actuation surface of the third land 118.

And a fourth land 120 in which the hydraulic pressure flowing into the sixth port 110 and the seventh port 112 acts on both sides, and the first land 114 is supported by a spring 122. When no control pressure is applied, the first land 114 can block the second port 102, which is the discharge port, and when the control pressure is applied, the second port 102 is gradually opened. It is supposed to be.

The third port 104 is configured to receive hydraulic pressure from the high line signal pressure valve 10 through the conduit 14, and the valve 10 is connected to the conduit from the solenoid supply valve 22. The first port 124 and the second port 126 are supplied with the control pressure through 23.

The hydraulic pressure flowing into the second port 126 may be related to the displacement of the valve spool by the on / off action of the fifth solenoid valve S5.

In addition, the high line signal pressure valve 10 has a third port 128 for supplying hydraulic pressure for pressure regulation to the pressure regulating valve 8 and a fourth port for flowing the hydraulic pressure in the conduit 14. 130).

The valve spool that opens and closes these ports includes a first land 132 through which the hydraulic pressure flowing through the first and second ports 124 and 126 acts on both sides, and a hydraulic pressure flowing into the first port on one side. It has a second land 134 and a third land 136 that selectively opens and closes the third port 128 and the fourth port 130.

In the pressure regulating device of the present embodiment constituting such a flow path, the line pressure is applied by turning off the fifth solenoid valve S5 at the parking range and moving the valve spool of the high line signal pressure valve 10 to the left. It is supplied to the left side of the control valve 8 to operate the valve spool to the right.

At this time, since the discharge port Ex of the manual valve 12 discharges all the hydraulic pressure supplied from the pressure regulating valve 8, no line pressure is formed.

When the mode is changed to the forward driving D range in this state, the discharge port Ex of the manual valve 12 is blocked, so that the discharge of the hydraulic pressure transmitted from the pressure regulating valve 8 is stopped.

And the fifth solenoid valve (S5) is on / off control according to the engine throttle opening amount, the fifth solenoid valve (S5) is controlled to the ON state in the engine low speed section, the fifth solenoid valve in the engine high speed section (S5) is controlled to the off state.

Accordingly, in the low speed section in which the fifth solenoid valve S5 is turned on, the valve spool is moved to the right in the drawing by the hydraulic pressure applied to the left side of the first land 132 of the high line signal pressure valve 10. Done.

Due to this action, the third port 104 of the pressure regulating valve 8 is in communication with the discharge port Ex of the high line signal pressure valve 10, and thus the second land 116 of the pressure regulating valve 8 is provided. No force is applied.

In this state, the valve spool is moved to the left by the pressure applied to the seventh land 112 of the pressure regulating valve 8, so that the valve spool flows into the first port 100 of the pressure regulating valve 8. Since the hydraulic pressure is discharged through the second port 102, the line pressure decreases.

Therefore, the fuel efficiency can be improved, and in the high speed step in which the fifth solenoid valve S5 is controlled to be in an off state, the force acting on the right side of the first land 132 of the high-line signal pressure valve 10 is increased, thereby increasing the valve spool. Will move to the left.

As a result, the third port 128 and the fourth port 130 of the high line signal pressure valve 10 communicate with each other, so that the control pressure flows into the conduit 14.

The hydraulic pressure flowing to the conduit 14 moves the valve spool to the right while acting on the left side of the second land 116 of the pressure regulating valve 8, and thus, through the second port 102 of the pressure regulating valve 8. This reduces the discharged hydraulic pressure.

Therefore, the line pressure higher than the line pressure generated in the low speed section is generated. During the shift, the fifth solenoid valve S5 is turned off to increase the line pressure, and the hydraulic pressure by the duty control of the seventh solenoid valve S7 is applied to each other. Supply to the friction element.

In the reverse range, since the fifth solenoid valve S5 is controlled to be in an off state, the hydraulic pressure is adjusted along the pipeline 14 through the third and fourth ports 128 and 130 of the high line signal pressure valve 10. Act on the left side of the second land (116) of (8).

At the same time, since the reverse pressure acts on the third land 118 of the pressure regulating valve 8 by the manual valve 12, the force of these hydraulic pressures overcomes the force of the spring 122, and thus the valve spool of the pressure regulating valve 8. Will be moved to the right more than when moving forward.

Therefore, since the amount of oil pressure going out to the second port 102, which is the discharge port of the pressure regulating valve 8, is further reduced, the line pressure is formed higher than when moving forward.

As described above, the hydraulic pressure regulating device according to the present invention moves the valve spool of the pressure regulating valve to the pilot control method, so that the line pressure can be stabilized more than the direct control method.

In addition, since the line pressure is changed according to the engine speed section, the power transmission efficiency can be increased, thereby reducing fuel consumption, and the reverse pressure can further increase the line pressure.

Claims (2)

In the hydraulic control system of an automatic transmission for a vehicle including a hydraulic pressure control means for supplying to the manual and automatic speed control means, the damper clutch control means, and the hydraulic distribution means by adjusting the hydraulic pressure generated from the oil pump, the hydraulic pressure control means The oil pump is operated by a solenoid valve controlled according to the engine throttle opening amount, a high line signal pressure check valve that generates control pressure according to the variable control of the solenoid valve, and a control pressure supplied from the high line signal pressure valve. And a pressure regulating valve for adjusting a line pressure supplied to the high pressure signal. The high line signal pressure valve includes a first port and a second port through which a control pressure supplied from a solenoid supply valve is introduced, and a third port communicating with an oil pump. And a fourth cloth for supplying the line pressure flowing into the third port to the control pressure of the pressure regulating valve. And a valve spool having a first land acting on the left and right sides of the hydraulic pressure flowing into the first and second ports, and a third land opening and closing the third and fourth ports. Is a first port communicating with the oil pump, a second port discharging the line pressure introduced into the first port, and a third port communicating with the control unit so as to receive a control pressure from the high line signal pressure valve when moving forward; A fourth port connected to receive the reverse pressure when reversing, a fifth port supplying the adjusted line pressure to the manual valve, a sixth port supplying the adjusted line pressure to the converter feed valve, and Hydraulic pressure regulating device of the automatic control machine hydraulic control system including a seventh port using the line pressure as the control pressure. 2. The oil pressure regulating device of an automatic transmission hydraulic control system for a vehicle according to claim 1, wherein the solenoid valve is an on / off valve.