KR100216461B1 - Hydraulic control device - Google Patents

Abstract

In order to enable the skip shift from the 4th speed to the 2nd speed while driving, in order to increase the responsiveness in shifting, reduce the shift shock and minimize the driving loss of the oil pump;

When the driving mode is changed, the line pressure is changed in the pressure regulating valve by the hydraulic pressure flowing from the manual valve.The line pressure is variable in the pressure regulating valve by controlling the high-low pressure valve communicating with the manual valve at the high speed driving with the damper clutch solenoid valve. It is possible to provide a four-speed automatic transmission hydraulic control device for a vehicle which enables the skip shift by controlling the shift valves by the drive pressure pipe and the three-speed line pressure by duty-controlling the first and second pressure control solenoid valves.

Description

Hydraulic control device of 4-speed automatic transmission for automobile

1 is an overall hydraulic circuit diagram of a hydraulic control apparatus according to the present invention.

2 is an enlarged view of the line pressure control and damper clutch control unit according to the present invention.

3 is an enlarged view of a first shift control unit according to the present invention.

4 is an enlarged view of a second shift control unit according to the present invention.

5 is a hydraulic circuit diagram in a state of controlling the D range 1 speed by the hydraulic control apparatus according to the present invention.

6 is a hydraulic circuit diagram in a state of controlling the D range second speed by the hydraulic control apparatus according to the present invention.

7 is a hydraulic circuit diagram in a state of controlling the D range third speed by the hydraulic control device according to the present invention.

8 is a hydraulic circuit diagram in the state of controlling the D range 4 speed by the hydraulic control device according to the present invention.

9 is a hydraulic circuit diagram of a state in which reverse (R) is made by the hydraulic jig apparatus according to the present invention.

10 is a table showing the operation of each mode of the solenoid valves related to the present invention.

[Field of Invention]

The present invention relates to a hydraulic control device for a four-speed automatic transmission for a vehicle, and more particularly, to enable a skip shift from four speeds to two speeds, and to improve power performance and shift response with line pressure variable control. It is related with the hydraulic control device that can enjoy the shock by the duty control of the line pressure in the 3-4 range of D range.

[Private Technology]

The automatic transmission for automobile has a torque converter and a multi-stage 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 operating state of the vehicle. It is included.

The torque converter includes an impeller fixed to the crank shaft of the engine and rotating together, a turbine coupled to the input shaft of the transmission by a spline and disposed between the impeller and the impeller and the turbine to change oil flow. It includes a stator.

An oil pump is installed on the input shaft of the transmission to generate oil pressure when the engine is driven. The oil pressure is supplied to the respective shift valves by a manual valve that is linked to the shift lever, so that the friction elements are adjusted according to the vehicle speed and the opening of the throttle valve. It is optional.

Since the hydraulic control device of the four-speed automatic transmission disclosed in this disclosure always supplies oil to the hydraulic line at a pressure in two modes, that is, the D range and the R range, the driving loss of the oil pump is increased. There is a problem that occurs, and fuel economy is lowered.

In addition, the conventional hydraulic control device does not have a hydraulic circuit configuration that can realize skip shift, there is a problem that the response is slow when shifting.

Summary of the Invention

The present invention has been invented to solve the problems of the prior art as described above, the object of the present invention is to enable a skip shift from 4 speed to 2 speed as well as to improve the power performance and continuous response with variable line pressure control It is to provide a hydraulic control device of a four-speed automatic transmission for automobiles that can improve the performance and reduce the impact by the duty control of the line pressure during the D-range 3-4 shift.

In order to realize this, the present invention includes a torque converter for transmitting the driving force of the engine to the input shaft of the transmission; An oil pump that drives together to generate oil pressure when the engine is driven, and a pressure control valve that changes the line pressure generated by the oil pump together with the damper clutch pressure due to the duty action of the damper clutch control solenoid valve during driving mode switching and high speed driving; High-low pressure valve that changes the line pressure by operating the pressure control valve while the damper clutch control is controlled by the solenoid valve's duty during high-speed driving in the D-range 3-4 speed, and the reducing valve is made lower than the line pressure. And a manual valve for supplying hydraulic pressure to the drive pressure pipe in the D range and the hydraulic pressure supply to the reverse pressure pipe in the R range, by connecting the shift lever to the drive pressure pipe, and connecting the drive pressure pipe to the vehicle speed and throttle valve. 2 shift controls on / off by transmission control unit depending on opening Supplying the drive pressure to the first, second, third, fourth and fifth friction elements in the D ranges 1, 2, 3, and 4 at the speed of D range 1, 2, 3, and 4 by the action of the valve valve. In order to change the first and second pressure control valves in which the port is changed by the first and second pressure control solenoid valves and the N range to the D range, the hydraulic pressure controlled by the first pressure control valve is supplied to the second friction element. ND control valve to prevent shift shock, NR control valve to gradually increase hydraulic pressure supplied to the friction element operating in reverse, and to reduce shift shock, and to drive pressure in the D ranges 1, 2 and 3 The hydraulic pressure is supplied to the actuating side or the non-actuating side of the third friction element and the fifth friction element by the second-speed line pressure of the rear clutch release valve and the shift control valve. 1-2 shift valve for port change by urgent, end clutch valve for port change by 2 speed line pressure to supply hydraulic pressure to the fourth friction element, and 3 speed line for D range 3 speed and R range And a front clutch valve for converting the port by the hydraulic pressure of the reverse pressure pipeline so that the hydraulic pressure and the reverse pressure of the second pressure control valve are supplied to the front clutch, and the port switching by the 3 speed line pressure and 4 speed line pressure of the shift control valve. Provided is a hydraulic control apparatus for a four-speed automatic transmission for a vehicle comprising the 2-3 / 4-3 shift valve.

The high-low pressure valve is in communication with the drive pressure line of the manual valve, the valve is spooled by the action of the damper clutch control solenoid valve during high-speed driving, and the hydraulic pressure is controlled and supplied to the pressure regulating valve to change the line pressure. Provide hydraulic control device for 4-speed automatic transmission.

In the above, the first pressure control solenoid valve is controlled in the ON state in the D range 1 to prevent the hydraulic pressure of the drive pressure line from flowing to the 1-2 shift valve, and the manual valve is controlled by the OFF state control of the second pressure control solenoid valve. It provides a hydraulic control device for a four-speed automatic transmission for a vehicle configured to pass the drive pressure to the second friction element through the ND control valve and the rear clutch release valve.

In the above, the first pressure control solenoid valve is controlled in the off state at the second speed in the D range so that the hydraulic pressure of the drive pressure line can be supplied to the operating side of the fifth friction element via the 1-2 shift valve. Provides a hydraulic control device of the transmission.

The shift control valve controls the 1-2 shift valve by only opening the second speed line so that a skip shift can be made from the fourth to the second speed so that the hydraulic pressure is supplied to the operating side of the fifth friction element and the second friction element. A hydraulic control apparatus for a four-speed automatic transmission for a vehicle is provided, in which a hydraulic pressure is directly supplied to and controlled to discharge the working pressure of the fourth friction element to the discharge passage.

The rear clutch release valve includes a first port and a second port receiving hydraulic pressure through a branch line from the reverse pressure line of the manual valve in the R range at the R range, a third port communicating with the ND control valve, and a shift control valve. A fourth port for communicating with the fourth speed line of the fourth port, a fifth port for controlling the 2-3 / 4-3 shift valve by hydraulic pressure flowing through the fourth port, a sixth port for communicating with the second friction element, And a bypass passage for discharging the working hydraulic pressure of the second friction element operated at the D range 4 speeds at the D range 4 speeds, the first stand having the largest area, and the second, third, It has four and five stands, and provides a hydraulic control device for a four-speed transmission for automobiles that includes a valve spool supported by a spring.

The front clutch valve may include a first port and a second port communicating with a branch branched from a reverse pressure line and a second pressure regulating valve on the valve body, a third port linked with a third speed line of the shift control valve, and a first friction element. And a fourth port communicating with a fifth port of the rear clutch release valve, a first stand for opening and closing the first and third ports, and a second opening and closing for the second and fourth ports. It is made of a stand, and one side thereof provides a hydraulic control device for a four-speed automatic transmission for a vehicle comprising a valve spool supported by a spring.

In the above, the 2-3 / 4-3 shift valve includes the first and second ports communicating with the third speed line of the shift control valve, and the third and third ranges connected to the first and second ports of the rear clutch release valve. Fourth and fifth ports supplied with hydraulic pressure supplied from the 1-2 shift valve for operation of the fifth friction element, the sixth port communicating with the fifth friction element and the end clutch, and the seventh communication with the end clutch And an eighth port communicating with a fifth port of the front clutch valve, the valve spool includes a first stand for actuating hydraulic pressure of a three-speed line, a second stand for opening and closing fourth and fifth ports, It has a third stand for opening and closing the two ports, and provides a hydraulic control device for a four-speed automatic transmission for a movable vehicle, characterized in that it is supported by a spring.

EXAMPLE

1 is a schematic view of the hydraulic chair apparatus according to the present invention, showing a state in a state where the shift lever is selected to the N range.

The hydraulic control system includes a torque converter (2) located between the engine's crankshaft and the transmission for transmitting power, a drive gear installed in the pump drive hub of the torque converter and rotating together with the drive. The oil pump (4) having the gear and the damper clutch control valve (6) and the torque converter pressure that operate / deactivate the damper clutch of the torque converter (2) by varying the oil pressure generated by the oil pump are constant. It includes a torque converter control valve 8 for adjusting and a pressure control valve 10 for varying the line pressure at the time of mode switching from the N range to the D range or the R range.

The damper clutch control valve 6 is configured such that the position of the valve spool can be changed by the damper clutch control solenoid valve S5 controlled by the transmission control unit TCU.

And the pressure control valve 10 is to control the line pressure while the valve spool is moved by the high-low pressure valve 12 controlled by the damper clutch solenoid valve (S5), and also linked by the shift lever It is connected to the manual valve 14, and is also connected to the reducing valve 16 to produce a constant pressure lower than the line pressure.

2 is an enlarged view of the above-described valves, the oil pump 2 and the torque converter 4 is the same as the existing configuration, detailed description thereof will be omitted.

The damper clutch control valve 6 is connected to the torque converter 2 via the clutch actuating line 18 and the clutch non-actuating line 20 to operate the damper clutch in the torque converter.

The damper clutch control valve 6 includes a valve spool 32 having first, second, third, fourth and fifth stands 22, 24, 26, 28, and 30, and first, second, 3, 4, 5, 6, 7, 8, 9 ports (34, 36, 38, 40, 42, 44, 46, 48, 50), including the front pressure reception of the first stand 22 The spring 52 is supported by the seal 52 so that the valve spool 32 is always moved to the right.

In the above, the first port 34 is supplied with the adjusted line pressure through the conduit 56 connected to the torque converter control valve 8 and the third port 38 is the conduit 58 connected to the oil pump 4. Received line pressure through the (2), the second port 38 is to receive the reduced pressure from the reducing valve (16).

In addition, the seventh port 46 and the eighth port 48 communicate with each other as the conduit 60, and the fifth port 42 and the sixth port 48 are the clutch operation line 18 and the clutch non-operation line. Communicate with the torque converter 2 via 20.

The pressure regulating valve 10 is a valve having a function of adjusting the line pressure generated by the oil pump 4 and has a valve body and a valve spool 62 moving therein.

The valve body has a first port 64 in communication with the line pressure line 58, a second port 70 and a third port 72 in communication with the drive pressure line 66 and the reverse pressure line 68. And a fourth port 74 and a fifth port 76 for communicating the line pressure supplied to the first port 64 to the conduit 56, and the high-low pressure valve 12 as the conduit 78. ) Is provided with a sixth port (80) for communicating, and a seventh port (82) for returning excess hydraulic pressure of the pressure regulating valve (10) to the oil pan (84).

The valve spool 62 is supported by a spring 86, which discharges the line pressure according to the left side of the first stand 88 and the valve spool 62, which selectively block the fourth port 74. The second stand 90 to allow the water, the third stand 92 selectively blocking the discharge port 82, and the fourth stand 94 serving as a working surface of the hydraulic pressure flowing into the sixth port 80. And a fourth stand 96 and a fifth stand 98 serving as acting surfaces of hydraulic pressure flowing into the third port 72 and the second port 70.

The torque converter control valve 8 installed in the conduit 56 connecting the pressure regulating valve 10 and the damper clutch control valve 6 has a first port 100 and a second port 102 formed in the valve body. Valve spool having a third port 104 and a stand 108 supported by a spring 106 to partially return the hydraulic pressure flowing into the first port 100 to the third port 104. It consists of (110)

In addition, the reducing valve 16 is connected to the line pressure line 58 to supply the reduced pressure to the damper clutch control valve 6 and the damper clutch control solenoid valve S5, and the reducing valve 16 is A first port 112 formed in the valve body and communicating with the line pressure line 58, and a second port for supplying a part of the hydraulic pressure flowing into the first port 112, the damper clutch control valve (6) 114, a third port 118 in communication with the manual valve 14 as the conduit 116, and a first stand 120 and a second stand 122 varying the opening area of these ports. The valve spool 124 is formed.

In addition, the line pressure line 58 is branched so that the line pressure can be supplied to the manual valve 14. The manual valve 14 includes a first port 126 for supplying hydraulic pressure to the valve body and the port. The second port 130 for supplying the hydraulic pressure flowing into the shift control valve 128 in the D, 2, and R ranges, and the third port for supplying the hydraulic pressure to the ND control valve 132 in the D, N, and R ranges. 134, the fourth and fifth ports 136 and 138 communicating with the drive pressure pipe 66 and the reverse pressure pipe 68, and the NR control valve 142 as the pipe 140. A six port 144 is formed, and the valve spool 146 is disposed therein to selectively supply hydraulic pressure while interlocking with the shift lever.

The high-low pressure valve 12 is interlocked with the pressure control valve 10 and the first port 148 simultaneously communicating with the damper clutch control solenoid valve S5 and the damper clutch control valve 6 to the valve body. The second port 150 is formed, and the third port 152 communicating with the drive pressure pipe path 66 is formed.

The valve spool 154 embedded in the valve body includes a first stand 156 for opening and closing the third port 152 and a second stand 158 for selectively opening / closing the discharge passage Ex. The spring 160 is supported between the second stand 158 and the valve body.

FIG. 3 is an enlarged view of the first shift control unit according to the present invention. Referring to FIG. 1, the shift control valve 128 connected to the manual valve 14 and the conduit 162 is connected to the transmission control unit TCU. The hydraulic pressure is selectively supplied to a plurality of friction elements by the shift control solenoid valves S1 and S2 operating on and off.

In order to selectively operate these friction elements, in this embodiment, the pipeline 162 is directly connected to the first speed line 164, and the shift control valve 128 is connected to the second speed line 166 and the third speed line 168. ) And four speed lines 170, respectively.

The shift control valve 128 may include a first port 172 through which hydraulic pressure flows into the valve body, a second port 174 connected with the second speed line 166, and a third speed line 168. And a fourth port 178 connected to the fourth speed line 170 and the first port to move the valve spool 180 by the shift control solenoid valves S1 and S2. And a fifth port 182 and a sixth port 184 for supplying the hydraulic pressure introduced to the 172 to the left and right sides of the valve spool 180.

The fifth, sixth ports 182, and 184 are connected to each other so that the hydraulic pressure can be supplied from the seventh port l86, and the seventh port 186 supplies hydraulic pressure to the eighth port 188. It is possible to supply the valve spool 180 to move.

The fifth port 182 and the sixth port 184 are provided with plugs 190 and 192, respectively, so as to move left and right by on / off action of the shift control solenoid valves S1 and S2. It is.

The plugs 190 and 192 are installed to limit the distance that can be moved by the stoppers 194 and 196 respectively installed at the eighth port 188 and the discharge port Ex.

The stopper 194, 196 is made of a thin plate, a hole in the center is to be inserted so that the left and right ends of the valve spool (l80) can be inserted.

The valve spool 180 has a first stand 198 and a smaller second stand 200, the second stand 200 having the second, three, four ports 174, 176, ( 178) is selectively blocked.

On the other hand, the NR control valve 142 connected to the pressure reducing line 116 to supply the hydraulic pressure is to reduce the shift shock by gradually increasing the hydraulic pressure supplied to the friction element operating in the reverse direction, the first pressure control solenoid valve (S3) Valve spool 202 is moved to the left and right due to the on / off duty action.

The valve spool 202 is maintained by the spring 204 left end is always moved to the right, the NR control valve 142 is formed in the valve body is in communication with the decompression line 116, The first port 206 receives the hydraulic pressure controlled by the first pressure control solenoid valve S3 and the second port 208 communicates with the seventh port 144 of the manual valve 14 to supply the line pressure. And a third port 214 for supplying the hydraulic pressure introduced into the second port 208 to the 1-2 shift valve 212 through the conduit 210.

The valve spool 202 has a first stand 216 to which the hydraulic pressure flowing into the first port 208 acts, and a second stand 218 to selectively block the second port 208. .

The pressure reducing line 116 is branched and connected to the first port 222 and the second port 224 of the first pressure control valve 220, respectively, where the first port 222 side is the first pressure control. It is connected to the solenoid valve S3 so that the hydraulic pressure can be controlled.

In addition, the first pressure control valve 220 is a third port 226 communicating with the first speed line 164, and a fourth for supplying the hydraulic pressure introduced into the third port 226 to the ND control valve 132. It holds the port 228.

The valve spool 230 of the first pressure control valve 220 is supported by the spring 232 and connects the first stand 234 and the third port 226 to which the hydraulic pressure flowing into the first port 222 is applied. The second stand 236, which opens and closes, and the third stand 238 on which hydraulic pressure introduced into the second port 224 acts.

The conduit 240 connected to the second port 224 is branched into two conduits so that one side conduit communicates with the second pressure control solenoid valve S4 and the second pressure control valve 242 simultaneously. The conduit communicates with the second pressure control valve 242, and the second pressure control solenoid valve S4 controls the valve spool 244 of the second pressure control valve 242.

The hydraulic pressure controlled by the second pressure control solenoid valve S4 is allowed to flow into the first port 246 formed in the valve body, and the uncontrolled hydraulic pressure can flow into the second port 248. It is.

In addition, the second pressure regulating valve 242 has a third port 250 connected to the second speed line 166 of the shift control valve 128 to receive hydraulic pressure, and flows into the third port 250. A fourth port 254 for supplying hydraulic pressure to the front clutch valve 252 is provided.

In addition, the valve spool 244 of the second pressure control valve 242 is supported by the spring 256 and the first stand 258 and the third port 250 to which the hydraulic pressure flowing into the first port 246 acts. And a second stand 260 for opening and closing the second stand 260 and a third stand 262 for operating the hydraulic pressure introduced into the second port 248.

The ND control valve 132 is a first port 264 in communication with the first speed line 164 in the valve body, the fourth port 228 and the manual valve 14 of the first pressure control valve 220 The second, third and second ports 266 and 268 communicating with the third port 134 of the second port 134 and the hydraulic pressure supplied to the first and second ports 264 and 268 are selectively connected to each other. , Fifth, fourth, fifth, fifth, fifth, fifth, fifth, fifth, fourth, fifth, fifth, fifth, fifth, fifth, fourth, fifth, fifth, fifth, fifth, fifth, fifth, fifth, fourth, fifth, fourth, fifth, (th (such:): 278 is provided.

In addition, the valve spool 280 acting on the valve body includes a first port 282 for opening and closing the first port 264 and the fourth port 272, and a third port 268. 276 and a second stand 284 for communicating the sixth port 278, a third stand 286 for communicating the second port 266 with the fifth port 276, and the second port. And a fourth stand 288 that opens and closes 266.

4 is an enlarged view of the second shift control unit according to the present invention, which will be described with reference to FIG. 1 and includes a rear pressure pipe 68 and a rear receiving hydraulic pressure from the first and second pressure control valves 220 and 242. A clutch release valve 270, a front clutch 252 receiving hydraulic pressure to the reverse pressure pipeline 68 and the second pressure control valve 242, a 2-3 / 4-3 shift control valve 290, The first friction element 294, the front clutch, the second friction element 296, the rear clutch, and the low / reverse through the ports retained by the 1-2 shift control valve 292 and the end clutch valve 276. Hydraulic pressure can be supplied to or discharged from the third friction element 298 that is the brake, the fourth friction element 300 that is the end clutch, and the fifth friction element 302 that is the kick-down servo.

That is, in order to operate the second friction element 296 that is the rear clutch at the first speed in the D range 1, the pipeline 304 communicating with the fourth port 272 of the ND control valve 232 is connected to the rear clutch release valve 270. In order to operate the second friction element 296 and the fifth friction element 302 at the second speed in the D range, a 1-2 shift valve hydraulically by the second speed line 166 of the shift control valve 128 is operated. By controlling 292, the drive pressure can act.

In addition, in the D range third speed, the front clutch valve 252 and the third speed line 168 are hydraulically operated to operate the first friction element 294 and the fourth friction element 300 in the state of the second speed. To control the -3 / 4-3 shift valve 292 and the end clutch 276, and the fourth speed line 170 to operate only the fourth friction element 300 and the fifth friction element 302 at the fourth speed. By controlling the rear clutch release valve 270 by the hydraulic pressure of the) it is possible to block the hydraulic pressure flowing into the second friction element (296).

The rear clutch release valve 270 is formed in the valve body, as shown in FIG. 4, and the hydraulic pressure is passed through the pipeline 301 branched from the reverse pressure pipeline 68 of the manual valve 14 in the R range. The first and second ports 304 and 306 supplied with the first and second ports 308 communicating with the ND control valve 132 and the fourth speed line 170 of the shift control valve 128. The fourth port 310 is provided.

In addition, the fifth port 312 for controlling the 2-3 / 4-3 shift valve 290 by the hydraulic pressure flowing through the fourth port 310 and the sixth port in communication with the second friction element 296 314 is provided.

And a bypass passage 316 for discharging the hydraulic pressure of the second friction element 296 operated at the D range 4 speeds at the D range 4 speeds.

The valve spool 318 of the valve 270 includes the first stand 320 having the largest area, and the second, third, fourth, and fifth stands 322, 324, 326 of the smaller area. It holds 328 and is supported by a spring 330.

The front clutch valve 252 is the first and second ports 332 and 334 communicating with the pipeline 301 branched from the reverse pressure pipeline 68 and the second pressure regulating valve 242, and the shift control valve. A third port 336 in communication with the third speed line 168 of 128, a fourth port 338 in communication with the first friction element 294, and a fifth port of the rear clutch release valve 270; And a fourth port 340 in communication with (3l2), the valve spool 342 includes a first stand 344 for opening and closing the first, third ports 332, 336, and the second and fourth. The second stand 346 opens and closes the ports 334 and 338, one side of which is supported by a spring 348.

The 2-3 / 4-3 shift valve 290 described above includes first and second ports 350 and 352 communicating with the third speed line 168 of the shift control valve 128 and a rear clutch release valve ( Supplied from the 1-2 shift valve 292 for the operation of the third port 354 connected to the first, second ports 304, 306 of the 270 and the fifth friction element 302 at the third speed of the D range. Fourth, fifth ports 356, 358 to receive the hydraulic pressure is provided.

In addition, a sixth port 360 in communication with the fifth friction element 302 and the end clutch 276, a seventh port 362 in communication with the end clutch 276, and a fifth in the front clutch valve 252. And an eighth port 364 communicating with the port 340. The valve spool 366 includes a first stand 368 to which hydraulic pressure of the third speed line 168 acts, and fourth and fifth ports 356. ) And a second stand 370 for opening and closing the 358 and a third stand 372 for opening and closing the second port 352, and are supported by a spring 374.

On the other hand, the 1-2 shift valve 292 forms a first port 376 in the valve body for supplying hydraulic pressure to the action side of the fifth friction element 302 in the D ranges 2 and 4, and the third in the R range. A second port 378 is provided for supplying hydraulic pressure to the friction element 298.

These ports 376 and 378 communicate with the third port 214 of the NR control valve 142 by shifting the valve spool 380 acting by the hydraulic pressure of the second speed line 166. And a fourth port 384 communicating with the sixth port 278 of the 382 and the ND control valve 132, and a fifth port 386 connected with the second speed line 166.

The valve spool 388 has a first stand 390 to which hydraulic pressure flowing into the fifth port 386 acts, and a second stand to selectively open and close the second port 378 and the third port 382. 392 and a third stand 394 for selectively opening and closing the first port 376 and the third port 384.

In the valve spool 388, the right end is supported by the spring 396 to move to the left in the D range 1, and to move to the right by hydraulic pressure at another speed section.

And the end clutch valve 276 is the first to receive hydraulic pressure from the third speed line 166 of the shift control valve 128 and the sixth, seventh port 360 of the 2-3 / 4-3 shift valve 290 And a second port 398, 400 and a third port 402, the fourth port 404 connected to the fourth speed line 170, and the fourth friction element 300 connected to the fourth friction element 300. Five and six ports 406 and 408 are provided.

In addition, the valve spool 410 may include a first stand 412 to which hydraulic pressure flowing into the third port 398 acts, a second stand 414 to selectively block the second port 400, and A third stand 416 is provided to selectively block the 3, 4 ports 402, 404.

A spring 418 is provided at the right end of the valve spool 410 and has a relationship of elastic contact with the plug 420 acting by hydraulic pressure flowing into the sixth port 408.

The automatic transmission hydraulic control device of the present invention made in this way is controlled by the transmission control unit (TCU) according to the opening and the vehicle speed of the throttle valve is made by the solenoid valves acting on / off or duty as follows: .

That is, when the engine starts to drive, the torque converter 2 drives together and rotates the input shaft of the transmission. At this time, the oil pump 4 starts to generate and discharge oil pressure.

A part of the oil pressure generated at this time flows along the line pressure line 58 to the pressure regulating valve 10, the torque converter control valve 8, and the damper clutch control valve 6, and a part of the reducing valve 16. And a manual valve 14.

The hydraulic pressure flowing to the pressure regulating valve 10 flows into the first port 64 and is supplied to the torque converter control valve 8 through the fourth port 74 and simultaneously pushes the valve spool 42 to the left. Pressure control is performed while a part of the discharge pressure of the port Ex is returned to the oil pan.

At the same time, the hydraulic pressure flowing into the first port 112 of the reducing valve 16 changes the opening area of the port by the movement of the valve spool 124, so that the hydraulic pressure lower than the line pressure is reduced to the second port 114, The third port 118 is discharged, and the depressurization is performed by the damper clutch control valve 6 and the high-low pressure valve 12, the first and second pressure control valves 220, 242 and the NR control valve. 142 is supplied.

In this state, when the shift lever is switched to the D range, the manual valve 14 is brought into the state of FIG. 5 from the state of FIG. 1 while the hydraulic pressure flowing into the first port 126 of the manual valve 14 is second. The first port 172 of the shift control valve 128 and the third port 226 of the first pressure control valve 220 and the ND control valve 234 of the shift control valve 128 are discharged through the drive pressure line. The third port 226 and the first port 264 are respectively supplied.

A part of the hydraulic pressure from the third port 134 of the manual valve 14 is supplied to the second port 266 of the ND control valve 132, and the hydraulic pressure from the fourth port 136 is a pressure regulating valve ( The second port 68 of 10) and the third port 152 of the high-low pressure valve 12 are introduced.

At this time, the shift control solenoid valves S1 and S2 and the first pressure control solenoid valve S3 are controlled by the transmission control unit TCU, and the second pressure control solenoid valve S4 and the damper clutch control solenoid are controlled. The valve S5 is controlled to the off state.

The control of these solenoid valves is for realizing the D range 1 speed by operating the second friction element 296 among a plurality of friction elements, and the process of supplying hydraulic pressure to the second friction element 296 will be described below.

5 is a hydraulic circuit diagram of the D range 1 speed control, and the hydraulic pressure having a suitable pressure for shifting by the pressure regulating valve 10 is supplied to the drive pressure pipe 150 through the manual valve 14. Since the two shift control solenoid valves S1 and S2 are all controlled in the on state, the hydraulic pressure flowing into the first port 172 of the shift control valve 128 is controlled by the fifth, sixth, eighth ports 182, ( 184 and 186 are discharged without forming hydraulic pressure.

Therefore, the valve spool 180 is moved to the left side and moves to the stopper 194 by the hydraulic pressure acting on the right side of the first stand 198. Thus, the second stand 200 is moved to the second port 174 and the seventh port ( 186).

Accordingly, the first pressure control valve 220 and the ND control valve 132 may not flow to the second, third, and fourth speed lines 166, 168, and 170, and the drive pressure may not flow through the branch line in the pipeline 150. The hydraulic pressure supplied to the ND control valve 132 acts as a left side surface of the first stand 282 of the valve spool 280 and moves the valve spool 280 to the right while releasing the rear clutch release valve 270. ) Flows only to the third port 308.

At this time, since the rear clutch release valve 270 is not operating any hydraulic pressure to the other port, the valve spool 280 is moved to the left side in the drawing by the elastic force of the spring 330.

As a result, the fourth stand 326 is positioned on the left side of the third port 308, and the fifth stand 328 is positioned on the right side of the sixth port 314. As the third port 308 and the sixth port 314 are supplied to the second friction element 296, the clutch is operated to shift the first speed.

At this time, the pressure introduced into the second port 224 of the first pressure control valve 220 is controlled by the first pressure control solenoid valve S3 turned on to release the pressure introduced into the first port 222. In this state, since the pressure introduced into the second port 224 acts on the right side of the second stand 236, the valve spool 230 moves to the left to block the second port 224 to stay there.

In addition, the hydraulic pressure flowing into the first port 246 of the second pressure control valve 242 is controlled by the elastic force and the hydraulic pressure of the spring 256 because the second pressure control solenoid valve S4 is controlled to be in an off state. As a result, the valve spool 244 is pushed to the right to block the second port 232 to block the hydraulic pressure supplied from the pressure reducing line 116.

FIG. 6 is a hydraulic circuit diagram of the D-range 2-speed control. When the opening degree of the throttle valve increases with the increase of the vehicle speed in the state of 1-speed, the transmission control unit TCU controls the first shift control as shown in the table of FIG. While controlling the solenoid valve S1 in the OFF state, duty control of the first pressure control solenoid valve S3 is started.

This control is to realize the D-range second speed, and the hydraulic pressure is formed in the fifth port 182 and the sixth port 184 of the shift control valve 128 by turning off the first shift control solenoid valve S1. The left and right plugs 190 and 192 are respectively pushed to move to the place where the stoppers 194 and 196 are located.

Therefore, the valve spool 180 in the first speed state is pushed slightly to the right by the plug 190 so that the second stand 200 is positioned between the second port 174 and the third port 176 so that the second speed line ( 166 is in communication with the first port 172.

As a result, a part of the hydraulic pressure flowing to the drive pressure pipe 150 is transferred to the third port 250 of the second pressure control valve 242 and the fifth of the 1-2 shift valve 292 through the second speed line 166. The first port 398 of the port 386 and the end clutch valve 276 flows into and acts on the valve spools 244, 388, and 410, respectively.

That is, the hydraulic pressure flowing into the fifth port 386 of the 1-2 shift valve 292 acts on the left side of the first stand 390 to push the valve spool 388 to the right, and the end clutch valve 276 The hydraulic pressure introduced into the first port 398 acts on the left side of the first stand 412 to push the valve spool 388 to the right.

Since the first pressure control solenoid valve S3 is turned off from the on state, duty control is performed, and since the second pressure control solenoid valve S4 is controlled off, the first port 222 of the first pressure control valve 220 is controlled. ) And the hydraulic pressure flowing into the first port 246 of the second pressure control valve 242 are gradually increased to move the valve spools 230 and 244 to the right.

Accordingly, in the first pressure control valve 220, the third port 226 and the fourth port 228 communicate with each other to supply the hydraulic pressure of the drive pressure line 164 to the third port 268 of the ND control valve 132. Thus, the friction element is operated through the 1-2 shift valve 292 to the operating side of the fifth friction element 302.

At the same time, since the second friction element 296, which was acting at the first speed, continues to operate, the second speed is realized. As such operation is completed, the first pressure control solenoid valve S3, which has been duty controlled, is turned off to perform second speed control. You are done.

FIG. 7 is a D-range 3-speed control hydraulic circuit diagram. When the vehicle speed increases and the opening degree of the throttle valve increases in the state of the second speed, the transmission control unit TCU turns off the second shift control solenoid valve S2. The duty-control of the first pressure control solenoid valve S3 is started while controlling with.

Therefore, since the first and second shift control solenoid valves S1 and S2 are both in an off state, the first and second shift control solenoid valves S1 and S2 are turned off. The hydraulic pressure is formed so that the valve spool 180 is moved to the contact with the plug 196 by the hydraulic pressure acting on the left surface of the first stand 198.

As a result, the second stand 200 of the valve spool 180 is located between the third port 176 and the fourth port 178 to connect the second speed line 166 and the third speed line 168 to the first port ( 178).

The drive pressure flowing into the first port 172 by this action is supplied to the second pressure regulating valve 242 and the 1-2 shift valve 292 and the end clutch valve 276 as in the second speed, 2-3 Valve spool 366, (4) by supplying hydraulic pressure of the third speed line l56 to the first port 350 and the third port 336 of the shift valve 290 and the front clutch valve 252 342 moves to the right, passes through the drive pressure waiting in the fourth port 356 of the 2-3 / 4-3 shift valve 290, and feeds to the non-operating side of the fifth friction element 302, Some pressure is waited at the second port 400 of the end clutch 276, and the hydraulic pressure waiting at the second port 334 of the front clutch valve 252 is supplied to the first friction element 294.

The same pressure acts on the left and right sides of the valve spool 410 of the end clutch valve 276, but the valve spool 410 moves to the left side because the area of the second stand 414 is larger than that of the first stand 412. As the second port 400 and the fifth port 406 are communicated with each other, the hydraulic pressure causes the fourth friction element 300 to operate.

At this time, while the hydraulic pressure is supplied to the rear clutch 296 and continues to operate, the third speed shift is performed.

In the third speed state, since the first and second shift control solenoid valves S1 and S2 are both in an off state, they are used as an emergency mode in the event of a failure of the transmission control unit or an abnormality in the electrical apparatus.

FIG. 8 is a hydraulic circuit diagram of the D range 4-speed control. When the vehicle speed increases at the third speed and the opening degree of the throttle valve increases, the transmission control unit TCU turns on the first shift control solenoid valve Sl. The first and second pressure control solenoid valves S3 and S4 are duty-controlled while controlling with.

Then, the hydraulic pressure of the fifth port 182 and the sixth port 184 of the shift control valve 128 is released and the hydraulic pressure is formed only in the eighth port 188 so that the valve spool 180 pushes the plug 192 completely. To the right.

Therefore, the drive pressure flows simultaneously to the 2, 3, and 4 speed lines 166, 168, and 170. To realize the 4 speeds, the fourth friction element 300 and the fifth friction element 302 are operated. In addition, the operating pressures of the first friction element 292 and the second friction element 296 operated at the third speed must be released.

Since the operation of the fourth friction element 300 is performed in the same manner as the third speed, and the operation of the fifth friction element 302 is performed in the same manner as the second speed, detailed description thereof will be omitted.

The hydraulic pressure of the first friction element 294 that realizes the third speed flows into the fourth port 338 of the front clutch valve 252. The rear clutch release valve 318 is provided through the fourth speed line 170. As the hydraulic pressure flowing into the fourth port 310 of the gas flows out through the fifth port 312, the valve spool of the front clutch 252 and the 2-3 / 4-3 shift valve 290 as well as the valve 318 thereof. Since the 342 and 366 are pushed to the left, the non-operating side hydraulic pressure of the first friction element 294 and the fifth friction element 302 and the hydraulic pressure of the second friction element 296 are released, thereby making a four-speed face velocity. You lose.

By this action, the fourth speed is completed, and the vehicle is driven at the highest speed. During this shifting process, the damper clutch control solenoid valve S5 is turned on / off according to the operation of the torque converter control valve S and the torque converter 2 ) Directly or non-directly with the engine.

In addition, the line pressure variable solenoid valve S5 controls the high-low pressure valve 12 while the duty control is performed at the third speed and the fourth speed, so that the valve spool 62 of the pressure regulating valve 10 is operated by the hydraulic pressure of the drive pressure pipe 66. ) To control the line pressure to increase the line pressure when each friction element slips, otherwise to reduce the line pressure to maintain the shift to the most appropriate pressure while minimizing the driving loss of the oil pump (4) Contributes to improved fuel economy.

The following describes the operation when the shift is made down according to the driving conditions of the D-range driving.

That is, when shifting down to the third speed in the driving state of the fourth speed, the shift control valve 128 shifts the 2-3 / 4-3 following the release of the fourth speed pressure acting to the left side of the rear clutch release valve 270. The fourth speed pressure acting on the right side of the valve 290 and the front valve 252 is also released.

At this time, in the state where the rear clutch release valve 270 is located on the right side, only the minimum flow rate is supplied to the second friction element 296 through the orifice, and the second pressure control solenoid S4 is provided on the right side of the rear clutch release valve 270. The operating pressure of the second friction element 296 is controlled by the control pressure of the second pressure regulating valve 242 operated by the duty control of the engine, and by the fourth speed release, the front clutch valve 252 moves from left to right. Opens the flow path to the first friction element 294 and controls the first friction element pressure at the pressure controlled by the second pressure regulating valve 242 through the flow path and at the same time the 2-3 / 4-3 shift valve 290 ) Also moves from left to right so that the non-operating side pressure of the fifth friction element 302 is actuated to release the fifth friction element 302, and the pressures of the first and second friction elements 294 and 300 are sequentially It will work.

At this time, the 2-3 / 4-3 shift valve 290 moves from left to right when the fourth speed is released, so the fourth friction element 300 is transferred from the operating pressure to the third speed so as to maintain the fourth friction element 300. When the duty control is carried out to some extent, hydraulic pressure is supplied to the left side of the plug 420 of the end clutch valve 276, and the fourth friction element 300 is supplied at three speed pressures to complete the shift down.

When shifting down from the third to the second speed, the third speed pressure supplied to the left side of the 2-3 / 4-3 shift valve 290 and the front clutch valve 270 is released by the shift control valve 128. .

In addition, as the 2-3 / 4-3 shift valve 290 is moved to the left side, the hydraulic pressure acting inside the plug 420 of the end clutch valve 276 is released, and the operating pressure of the fourth friction element 290 is When the operating pressure is rapidly lowered to the control pressure of the first pressure control valve 220 which is duty-controlled by the first pressure control solenoid valve S3, it is switched to the operating pressure at the third speed pressure. The fourth friction element 300 that was acting was rapidly lowered to move the end clutch valve 300 from the left to the right at the second speed acting on the left side of the end clutch valve 300 so as to be connected to the end clutch valve 300. After quickly releasing the fourth friction element 300 through the four-speed pressure passage in which the operating pressure is rapidly raised again, the movement of the fifth friction element 302 is prevented. At this time, the first pressure control valve 220 operated by the duty control of the first pressure control valve 220 controls the operating pressure at the control pressure.

At the time of shifting down from the D range 2 speed to 1 speed, if the 2 speed pressure acting on the right side of the 1-2 shift valve 292 is released by the shift control valve 128, the 1-2 shift valve 292 will turn to the right side. Moving to the left side, the operating pressure is released to the discharge passage of the 1-2 shift valve 292 and shifted to 1 speed.

In addition, when a skip shift from the D range 4 speed to 2 speed is performed, if the skip shift signal is dropped by the transmission air unit, the 4 speed pressure and the 3 speed pressure are released simultaneously by the shift control valve 128 so that the first friction element 294 can be released. And the hydraulic pressure is not supplied to the non-operating side of the fifth friction element 302, and is controlled by the control pressure of the first pressure regulating valve 220 operated by the duty control by the first pressure control solenoid valve S1. 4 Supply of the second friction element 296 to the control pressure of the second pressure regulating valve 242 operated by the release control by the second pressure control solenoid valve S4 at the same time as the release control of the friction element 300. Control the point of view.

When the fourth friction element 300 is released to some extent, the feedback signal is received to quickly supply the hydraulic pressure of the second friction element 296 to complete the shift at the second speed.

At this time, the release of the fifth friction element 302 may be made later than the release of the fourth friction element 300.

When the shift lever is switched to the R range, the hydraulic pressure generated by the oil pump 4 is changed to the first valve of the manual valve l4 while the manual valve 14 is port-changed as shown in FIG. As it enters the port 126, it is supplied to the rear clutch release valve 270 and the NR control valve 142 through the fifth port 138 and the sixth port 144.

The hydraulic pressure supplied to the rear clutch release valve 270 is supplied to the front clutch valve 252 and the 2-3 / 4-3 shift valve 290 including the valve 270, wherein the rear clutch release valve ( Hydraulic pressure supplied to the 270 acts on the right side of the first stand 320 of the valve spool 318 and pushes the valve spool 318 to the left, passing through the fifth port 312 to the front clutch valve 252. The valve spools 342 and 366 of the 3 / 4-3 shift valve 290 are pushed to the left.

Then, the hydraulic pressure that has been waiting is supplied to the non-operating side of the first friction element 294 and the fifth friction element 302.

In addition, the hydraulic pressure supplied to the NR control valve 142 is controlled by the pressure reducing solenoid valve S3 of the hydraulic pressure reduced by the reducing valve 16 to move its valve spool 202 to the left to the second. By communicating the port 200 and the third port 202, the hydraulic pressure of the second port 208 is supplied to the third port 382 of the 1-2 shift valve 292 and the valve spool 386 is turned to the right. And the third friction element (298) is supplied to operate the reverse shift.

As such, in the reverse mode, hydraulic pressure is supplied to the first friction element 294 and the third friction element 298 to reverse the vehicle.

As described above, the hydraulic control apparatus according to the present invention is capable of skipping shifting from four speeds to two speeds so that the response speed is high when shifting, and the line pressure can be varied by duty control while driving, so that the oil pump reduces driving loss. Can improve the fuel economy accordingly.

In addition, there is an advantage in that the shift control can be reduced by the duty control in the D range 3-4 speed.

Claims (7)

A pressure regulating valve for regulating the hydraulic pressure generated from the oil pump, a high-low pressure valve for varying the line mouth by operating the pressure control valve in the D range 3-4, and reducing the line pressure supplied from the pressure regulating valve. On / off under the control of the reducing valve, the manual valve to change the flow path according to the P, R, N, D, 2, and L ranges while interlocking with the shift lever, and the transmission control unit according to the opening degree of the vehicle speed and throttle valve The shift control valve is controlled by two off-operating shift control solenoid valves and supplies drive pressure to each shift valve, and the control pressure and drive pressure are controlled by the respective solenoid valves in the D range. And the first and second pressure control valves to supply the five friction elements, and the control pressure controlled by the first pressure control valve to the first forward friction element during the ND manual shift. ND control valve to prevent shift shock, NR control valve to reduce shift shock by gradually increasing the hydraulic pressure supplied to the reverse friction element during reverse shift, and the second friction element to reduce the drive pressure at D range 1, 2, and 3 speed. 1 to 2 shift valves for port switching for supplying hydraulic pressure to the actuating / non-actuating side of the third and fifth friction elements by the second speed pressure of the shift control valve And an end clutch valve for converting the port by the second speed in order to supply the hydraulic pressure to the fourth friction element. In the third range of the D range, the hydraulic pressure of the second pressure control valve is reduced while the pipeline is converted by the third speed. A front clutch valve for supplying to the first friction element and supplying the reverse pressure supplied from the manual valve to the first friction element in the reverse direction; In the 3rd speed range D, the 3rd pressure is supplied to the fourth friction element through the end clutch valve while the 4th speed is controlled by the 4th speed pressure, and the control pressure of the 1st pressure control valve is controlled by the ND control valve and 1-2. It is supplied through the shift valve and supplied to the fourth friction element through the end clutch valve, and when it is reversed, it is controlled by the reverse pressure and supplies a part of the reverse pressure to the deactivation side of the fifth friction element. Hydraulic control device for a four-speed automatic transmission for automobiles, characterized in that further comprises a three-shift valve. The high-low pressure valve is connected to the drive pressure line of the manual valve to supply the control pressure to the pressure regulating valve while the port conversion is made according to the control of the damper clutch control solenoid valve at high speed of 3 speed and 4 speed driving. Hydraulic control device for a four-speed automatic transmission for cars characterized in that the line pressure is made variable. The method of claim 1, wherein in the D range 1 speed, the first pressure control solenoid valve is controlled in an on state, and the second pressure control solenoid valve is in an off state through a ND control valve and a rear clutch release valve. Hydraulic control device for a four-speed automatic transmission for a vehicle, characterized in that supplied to the second friction element. The four-speed automatic transmission of claim 1, wherein in the D-range 2 speed, the first pressure control solenoid valve is controlled to be off and supplied to the operating side of the fifth friction element via the 1-2 shift valve. Hydraulic controls. 2. The shift control valve of claim 1, wherein the shift control valve opens only the second speed pipeline during a shift shift from the fourth to second speed of the D range to control the 1-2 shift valve so that the hydraulic pressure is supplied to the operating side of the fifth friction element. 2, the hydraulic pressure control device for a four-speed automatic transmission for a vehicle, characterized in that the hydraulic pressure is directly supplied to the friction element and is controlled to discharge the operating pressure of the fourth friction element to the discharge passage. The front clutch valve according to claim 1, wherein the front clutch valve includes: first and second ports communicating with the pipeline branched from the reverse pressure pipeline of the manual valve, the second pressure control valve, and a third port communicating with the third speed line of the shift control valve; And a fourth port communicating with the first friction element, and a fifth port communicating with the rear clutch release valve and receiving four speed pressures. The shift valve according to claim 1, wherein the 2-3 / 4-3 shift valve includes: first and second ports communicating with the third speed line of the shift control valve, third ports communicating with two ports of the rear clutch release valve, and 4 and 5 ports communicated to receive the hydraulic pressure supplied from the 2 shift valve, 6th port communicated with the fifth friction element and the end clutch valve, 7th port communicated with the end clutch valve, and the front clutch valve Hydraulic control system of a four-speed automatic transmission for an automobile characterized in that it comprises an eighth port in communication with.