KR100220057B1 - Hydraulic control system and method - Google Patents

Abstract

In order to improve shift responsiveness, to realize a structurally simple gear train, and to propose a shift control method that can independently control the release side and the engaging side simultaneously for clutch independent control, a manual valve is applied at the driving range 1 speed. A part of one line pressure can be supplied to the first friction element through the ND control valve, and a part of hydraulic pressure can be supplied to the second friction element through the first pressure control valve. To control the operating pressure of the first friction element and control the 1-2 shift valve through the second pressure control valve to operate the third friction element, and to control the pressure of the third pressure control valve at the third speed. By controlling the 1-2 shift valve to shut off the supply of operating pressure to the third friction element, and controlling the 2-3 / 4-3 shift valve through the fourth pressure control valve, To operate the element, control the 2-3 / 4-3 shift valve with the control pressure of the fourth pressure control valve at the fourth speed to shut off the supply of the operating pressure to the fourth friction element and to control the fourth pressure control valve. Supplying pressure to the fifth friction element, controlling the first pressure control valve at five speeds to cut off the operating pressure of the second friction element, and controlling the fourth pressure control valve to control the 4-5 shift valve. A shift control method for an automatic transmission for a vehicle to supply a working pressure to a friction element.

Description

Hydraulic Control System and Shift Control Method of Automatic Transmission for Vehicles

1 is a view showing a hydraulic control system according to the present invention.

2 is a shift compensation system of FIG.

3 is a view for explaining the D range 1 speed action of the hydraulic control system according to the present invention.

4 is a view for explaining the D range second speed operation of the hydraulic control system according to the present invention.

5 is a view for explaining the D range third speed operation of the hydraulic control system according to the present invention.

Figure 6 is a view for explaining the D range 4-speed action of the hydraulic control system according to the present invention.

7 is a view for explaining the D range 5-speed action of the hydraulic control system according to the present invention.

8 is a view for explaining the R range shifting operation of the hydraulic control system according to the present invention.

* Explanation of symbols for main parts of the drawings

2: oil pump 4: regulator valve

6: reducing valve 14: first pressure control valve

16: second pressure control valve 18: third pressure control valve

20: fourth pressure control valve 22: N-D control valve

24: 1-2 shift valve 26: 2-3 / 4-3 shift valve

28: 4-5 shift valve

The present invention relates to a hydraulic control system of an automatic transmission for a vehicle, and more particularly, to a hydraulic control system and a shift control method capable of increasing shift responsiveness, eliminating a one-way clutch applied to a gear train, and improving performance. will be.

The automatic shifting of the vehicle is performed at each shift stage by a friction element such as a clutch or a brake, which element of the planetary gear device, the sun gear, the planetary gear and the ring gear is input as an input and which element is selected as the output.

Therefore, a means for selecting such elements as input or output and reaction force must be devised, and the vehicle employs a hydraulic control system that determines the flow direction of hydraulic pressure by the transmission control unit (TCU).

Such a hydraulic control system substantially controls the gear train, and most gear trains use one-way clutch as a reaction force of the rotating member.

The use of such one-way clutches has become a factor that structurally complicates the gear train.

And this gear train is designed to be substantially sequential shift, in this case there is a limit to increase the shift response.

That is, the hydraulic response system that does not skip the shift when the rapid acceleration shift to three speeds while driving at five speeds becomes slow.

The present invention improves the shift response in the clutch independent control method to improve the irrational points of the prior art as described above, can simplify the structure of the gear train, the hydraulic control of the automatic transmission for a vehicle that can improve the overall performance The present invention provides a system and a shift control method.

In order to realize the above object of the present invention, a part of the line pressure via the manual valve in the driving range 1 is supplied to the first friction element through the ND control valve and a part of the hydraulic pressure is supplied through the first pressure control valve. It can be supplied to the second friction element, and the ND control valve is controlled at the second speed by the line pressure to cut off the operating pressure of the first friction element and control the 1-2 shift valve through the second pressure control valve. The third friction element is operated, the 1-2 shift valve is controlled by the control pressure of the third pressure control valve at the third speed to cut off the supply of the operating pressure to the third friction element, and The fourth friction element is operated while controlling the -3 / 4-3 shift valve, and the fourth friction element is operated by controlling the 2-3 / 4-3 shift valve with the control pressure of the fourth pressure control valve at the fourth speed. The fourth pressure Supply the control pressure of the air valve to the fifth friction element, control the first pressure control valve at 5 speed to cut off the working pressure of the second friction element, and control the third pressure control valve to control the 4-5 shift valve. It provides a shift control method of an automatic transmission for a vehicle to supply the operating pressure to the fourth friction element while controlling the.

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

1 is a view showing the hydraulic control system of the present invention, showing a case where the manual valve is in the neutral (N) position.

The hydraulic control system of the present invention, the line pressure control unit (A) for converting the fluid supplied from the oil pump (2) to a constant hydraulic pressure suitable for shifting, and the hydraulic pressure supplied from this line pressure control unit to each friction element It comprises a frame of the shift control unit (B) for supplying to select.

The line pressure adjusting unit includes an oil pump 2, a regulator valve 4 for adjusting the oil pressure generated by the oil pump to a constant oil pressure, a reducing valve 6 for adjusting oil pressure lower than the line pressure at all times; And a torque converter control valve 10 and a damper clutch control valve 12 for controlling the damper clutch installed in the torque converter as a means for increasing the power transmission efficiency of the torque converter 8.

Since the line pressure control unit is the same as the hydraulic control device previously filed by the present applicant, a detailed description thereof will be omitted.

The shift control unit B includes the first, second, third, fourth, fifth pressure control valves 14, 16, 18, and 20, the ND control valves 22, and 1-2, as shown in FIG. A shift valve 24 and a 2-3 / 4-3 shift valve 26 and a 4-5 shift valve 28.

The four pressure control valves described above are connected to each other through the reducing valve 6 and the conduit 30 so that the control hydraulic pressure can be supplied. These pressure control valves have the same structure.

That is, it holds the spool grooves 32, 34, 36 and 38 formed in the valve body and the valve spools 40, 42, 44 and 46, respectively.

Each of the valve spools has plugs 56, 58, 60, and 62 which are supported by springs 48, 50, 52, and 54 on the left side, and a first land integrally formed at a predetermined distance from the plug. 64, 66, 68, 70, and second lands 72, 74, 76, 78 integrally formed at a predetermined distance from the first land.

The spool groove 32 has a hydraulic pressure due to the first port 80 receiving hydraulic pressure from the conduit 30 and the first solenoid valve S1 controlled on / off by the transmission control unit. The second port 82 formed or terminated, the third port 84 which receives the line pressure supplied from the manual valve MV through the conduit 31, and the line pressure advance through the conduit 33. A fourth port 86 for supplying the clutch release valve W is provided.

The spool groove 34 of the second pressure control valve 16 is controlled on / off by the first port 88 which receives the hydraulic pressure supplied from the conduit 30 and the transmission control unit. The second port 90 through which the hydraulic pressure is formed or released by the second solenoid valve S2, the third port 92 supplied with the line pressure from the pipe line 31, and the line pressure 35 The 4th port M which supplies hydraulic pressure to the said 1-2 shift valve 24 and the ND control valve 22 through (circle) is provided.

In addition, the spool groove 36 of the third pressure control valve 18 includes a first port 96 supplied with hydraulic pressure from the conduit 30 and a third on / off controlled by the transmission control unit. The second port 98 through which the hydraulic pressure is formed or released by the solenoid valve S3, the third port 100 supplied with the line pressure from the conduit 31, and the line pressure through the conduit 37 A fourth port 102 for supplying the -3 / 4-4 shift valve 26 is provided.

In addition, the spool groove 38 of the fourth pressure control valve 20 is controlled on / off by the first port 104 which receives the hydraulic pressure from the conduit 30 and the transmission control unit so that the hydraulic pressure is increased. The second port 106 formed or terminated, the third port 108 supplied with the line pressure through the conduit 31 and the 2-3 / 4-3 shift valve through the conduit 39 26) and a fourth port 110 for supplying the 1-2 shift valve 24.

The ND control valve 22 has ports for controlling the valve spool located in the spool groove formed in the valve body, and the first port 112 is connected to receive hydraulic pressure directly from the conduit 31. And a second port 114 for supplying the hydraulic pressure introduced into the first port to the first friction element B1.

And a third port 116, which receives hydraulic pressure from the second pressure control valve, each of which has a second land 122 supported by the first land 118 and the spring 120 of the valve spool. Port conversion is performed by.

The second port 114 of the ND control valve 22 communicates with the first friction element B1 to supply hydraulic pressure, and the second friction element C1 is the first pressure control valve. It is connected to 14 and the conduit 33 so that the working pressure can be supplied.

The 1-2 shift valve 24 is formed in the valve body is provided with a plurality of ports for supplying the hydraulic pressure for controlling the valve spool, the first port 124 is the second pressure control valve (16) ) Is connected to the conduit 35, and the second port 126 is connected to the third friction element B2 to supply hydraulic pressure.

In addition, the third port 128 is configured to receive the control pressure from the third pressure control valve 18 and the fourth pressure control valve 20 through the conduits 37 and 39, respectively.

The valve spool of the 1-2 shift valve 24 has a second land 134 supported by the first land 130 and the spring 132 like the valve spool of the N-D control valve described above.

Meanwhile, the 2-3 / 4-3 shift valve 26 is for operating the fourth friction element B3 and receives the hydraulic pressure from the third pressure control valve 18 through the conduit 37. 1 port 136, the 2nd port 138 for supplying the hydraulic fluid which flowed into this 1st port to the 4th friction element B3, and the control via the pipeline 39 from the 4th pressure control valve. The third port 140 receives the pressure.

The valve spool of the 2-3 / 4-3 shift valve has the same structure as the valve spool of the 1-2 shift valve, and includes a first land 142 and a second land 144.

In addition, the 4-5 shift valve 28 is the first port 146 receives the control pressure from the first pressure control valve 14 through the conduit 33 and the third pressure through the conduit 37 And a second port 148 for receiving hydraulic pressure from the control valve 18 and a third port 150 for supplying the hydraulic pressure to the fourth friction element B3.

The valve spool of this valve also has the same structure as the aforementioned 1-2 shift valve, and has a first land 152 and a second land 154.

On the other hand, the fifth friction element (C2) is to be supplied with the hydraulic pressure directly from the fourth pressure control valve 20 through the conduit (39), which can be made in the D range 4,5 speed.

Accumulators 156, 158, 160, and 162 are provided in the flow paths supplied to the second to fifth friction elements, respectively, and the accumulators accumulate the hydraulic pressure to some extent when the hydraulic pressure is supplied to the friction element. Can prevent the sudden operation of

In the drawing, reference numeral 164 denotes a check valve, and another reference numeral 166 denotes a shuttle valve.

Although not shown, the hydraulic control system of the present invention may be used to control a gear train including at least one planetary gear set, which will be described below with reference to FIGS. 3 to 8. Explain through.

FIG. 3 shows a state where the manual valve MV completes the first speed shift operation in a state where the manual valve MV is switched to the travel D range in the state of FIG. 1 which is the neutral (N) range.

The shifting process of the driving 1 speed starts by supplying the hydraulic pressure generated in the oil pump 2 to the first pressure control valve 14 and the N-D control valve 22 while flowing along the conduit 31 through the manual valve.

At this time, since the first and fourth solenoid valves S1 and S4 are controlled to be in an off state by the transmission control unit, hydraulic pressure is formed in the second port 94 of the first pressure control valve 14, so that the valve spool 40 The third port 84 and the fourth port 86 communicate with each other while moving to the right.

Therefore, a part of the hydraulic pressure flowing into the conduit 31 is directly supplied to the second friction element C1 via the third and fourth ports of the first hydraulic control valve 14, and the partial hydraulic pressure is supplied to the first of the ND control valve. It enters port 112.

At this time, since no hydraulic pressure acts on the third port side of the N-D control valve, the hydraulic pressure flowing into the first port 112 acts on the first land 118 to move the valve spool to the right.

As a result, the hydraulic pressure flowing into the first port is supplied to the first friction element B1 through the second port 114 to operate the friction element, so that the two friction elements operate as shown in FIG. It shifts to 1 speed.

However, since the working hydraulic pressure supplied to the second friction element C1 is temporarily accumulated by the accumulator 156, a sudden pulsation is not achieved and a smooth shifting operation is performed.

When the vehicle speed is increased in this first speed state, the transmission control unit controls the first, second and fourth solenoid valves S1, S2, and S4 in an off state, so that the hydraulic pressure to the second friction element C1 is maintained. Although the control pressure is supplied to the third port 116 of the ND control valve through the conduit 35 from the second pressure control valve, the valve spool moves to the left and the first port 112 and the second port 114. Will block the communication status.

Therefore, the hydraulic pressure acting on the first friction element B1 is discharged through the discharge port Ex of the N-D control valve 22.

However, the hydraulic pressure of the conduit 31 flows through the third and fourth ports 92 and 94 of the second pressure control valve 16 by controlling the second solenoid valve S2 in the off state. As part of the control pressure of the ND control valve, but part of the hydraulic pressure flows into the first port 124 of the 1-2 shift valve 24, the second port 126 while moving the valve spool of the valve to the right. It is supplied to the third friction element (B2) while going through.

That is, as shown in FIG. 4, while the operation of the first friction element B1 acting in the first speed is stopped and the second friction element C1 operates, the third friction element B2 is additionally operated. Shifting to 2 speed is completed.

When the vehicle speed is gradually increased in this two-speed control state, the transmission control unit controls all the solenoid valves S1, S2, S3, S4, and S5 in the OFF state as shown in FIG. The valve spools of the 3,4 pressure control valves are all moved to the right in the drawing.

By this action, the hydraulic pressure flowing into the conduit 31 flows into the third ports 84, 92, 100 and 108 of all the pressure control valves.

Accordingly, the second friction element C1 continues to operate, and the control pressure flows along the conduit 37 from the third pressure control valve 18 to the third port 128 of the 1-2 shift valve 24. Therefore, the valve spool of the 1-2 shift valve is moved to the left.

Due to this action, the first and second ports of the 1-2 shift valve are blocked, so that the operation supply of the third friction element B2 is stopped, and at the same time, a part of the control pressure of the 1-2 shift valve is transferred to the fourth friction element B3. Supplied.

That is, as shown in FIG. 5, the shift is completed at the third speed at which the second friction element C1 and the fourth friction element B3 operate.

FIG. 6 is a view for explaining a driving range four-speed control process. When the vehicle speed is gradually increased in the three-speed state, the transmission control unit controls only the fourth solenoid valve S4 to be in an on state to control the third pressure control valve ( The third port 100 and the fourth port 102 of 18) are blocked.

By this action, the hydraulic pressure supplied to the fourth friction element B3 is cut off, and thus the operation of the fourth friction element is stopped. Since the valve spool of the fourth pressure control valve 20 is moved to the left side, the hydraulic pressure of the conduit 31 Is supplied to the fifth friction element C2 along the conduit 39 through the third port 108 and the fourth port 110.

That is, as shown in FIG. 6, the fourth friction element C2 is stopped while the second friction element is in operation, and the fifth friction element C2 is operated, thereby completing shifting at four speeds.

When the vehicle speed becomes faster in the fourth speed state, the transmission control unit controls the first and fourth solenoid valves S1 and S4 in an on state, and controls the second and third solenoid valves S2 and S3 in an off state. As shown in FIG. 7, the valve spool of the first and fourth pressure control valves is moved to the left side, and the valve spool of the second and third pressure control valves is moved to the right side.

At this time, the fifth friction element (C2) continues to maintain the operating state, since the hydraulic pressure supplied from the fourth port 86 of the first pressure control valve 14 is blocked, the second operating from 1 to 4 speed The operation of the friction element C1 is stopped.

At the same time, the hydraulic pressure flowing from the third pressure control valve 18 along the conduit 37 is operated at the third speed while flowing through the second port 148 and the third port 150 of the 4-5 shift valve 28. The fourth friction element (B3) was operated again to shift to five speeds.

That is, as shown in FIG. 7, the fourth friction element and the fifth friction element operate, and the operation of the fourth friction element can be seen that the flow path of hydraulic pressure is different compared to FIG.

This flow is different because the hydraulic pressure for operating the fifth friction element (C2) flows into the third port 140 of the 2-3 / 4-3 shift valve 26 to move the valve spool to the left. This is because the first port 136 and the second port 138 of the -3 / 4-3 shift valve are blocked.

When the manual valve MV is selected as the reverse R range, hydraulic pressure is directly supplied from the manual valve MV to the reverse friction element C3 as shown in FIG. Since the two solenoid valve S2 is controlled to be in an off state, hydraulic pressure flows along the conduit 41 to the third port 92 of the second pressure control valve 16.

At this time, the second pressure control valve is in a state in which the valve spool is moved to the right by the pressure acting on the second port 90, so that the hydraulic pressure flowing into the third port is along the pipe 35 through the fourth port M. It flows into the first port 124 of the 1-2 shift valve 24.

At this time, since the valve spool of the 1-2 shift valve 24 has no hydraulic pressure acting on the third port 128, the first port and the second port 126 are moved to the right by the hydraulic pressure flowing into the first port. ) Communicating.

Therefore, the hydraulic pressure flowing into the first port is supplied to the third friction element B2 through the second port, thereby forming a hydraulic flow as shown in FIG. 8.

The above describes the shifting operation of the 5th forward and the 1st backward speed, but the hydraulic control system of the present invention enables a skip shift that can speed up the shift response.

That is, when rapid acceleration is required during high-speed driving, if the skip shift is to be performed at the third speed from the fifth speed state, the fourth pressure control is performed by the operation of the fourth solenoid valve S4 while maintaining the operation of the fourth friction element B3. When the valve 20 is controlled to release the fifth friction element C2 and the first solenoid valve S1 is used to control the first pressure control valve 14 to operate the second friction element C1. do.

Similarly, if a skip shift is desired from the fourth speed to the second speed, the fourth pressure control valve 20 is controlled by the fourth solenoid valve S4 while maintaining the operation of the second friction element C1 to control the fifth friction element ( The operation of the fourth friction element B3 is stopped by controlling the third pressure control valve 18 by stopping the operation of C2) and controlling the third pressure control valve 18 with the third solenoid valve S3.

At this time, when the fourth friction element B3 is released, the third friction element B2 is supplied with a controlled pressure together with the accumulator 158 due to the pressure release of the 1-2 shift valve 24.

In addition, in the present invention, the range mode display of the manual valve is P, R, N, D, 3, L, the D range can be up to five speed ratio, the three range can be up to three speed ratio manual It can be realized by the movement of the speed change lever.

And in the L range, the speed ratio of up to 2 speeds can be achieved. Therefore, if the shift lever is moved, the shift speed can be skipped to 2 speeds at any time by the shift control.

This manual shift can be realized according to the position of the shift lever, but the present invention can automatically skip shift as described above by the transmission control unit because each pressure control valve is made of independent control. .

In addition, the use of independent clutch control to improve shift response and skip shift is a system in which the clutch simultaneously controls the release side and the engagement side.

Claims (3)

(Correction) An oil pump, a regulator valve for regulating the oil pressure generated from the oil pump to a constant pressure, a torque converter for increasing the power transmission efficiency of the engine, and a reducing valve for regulating the oil pressure lower than the regulating pressure of the regulator valve. And a manual valve for supplying hydraulic pressure from the regulator valve to each range in association with the shift lever, a plurality of pressure control valves, and a shift valve, to selectively hydraulic the plurality of friction elements operating according to each shift stage. In the hydraulic control system of an automatic transmission for a vehicle for supplying a pressure, the pressure control valves are the duty control of the hydraulic pressure supplied from the reducing valve by the respective solenoid valve while the port conversion is made at the same time the hydraulic pressure supplied to each friction element Control, but the first pressure control valve is manual at forward 1,2,3,4 Control the hydraulic pressure supplied from the valve to be directly supplied to the second friction element, and the second pressure control valve can control the hydraulic pressure supplied from the manual valve at the 2nd forward speed and the reverse shift stage to supply the 3rd friction element. The third pressure control valve controls the hydraulic pressure supplied from the manual valve at the third forward speed to be supplied to the fourth friction element, and at the same time to be supplied to the fourth friction element at the fifth forward speed. 4 The pressure control valve connects the hydraulic pressure supplied from the manual valve directly to the fifth friction element at the forward 4 and 5 speeds, and the ND control valve connects the port by the hydraulic pressure supplied directly from the manual valve at the forward 1 speed. This connection is made so that the hydraulic pressure can be supplied to the first friction element, and at the same time, all the gear stages except for the first forward speed are The hydraulic pressure of the second pressure control valve is supplied as a control pressure to connect the hydraulic pressure supplied from the manual valve to the first friction element, and the 1-2 shift valve is configured to control the second pressure at the forward 2 speed and reverse shift stages. Port switching is performed by the hydraulic pressure of the valve, so that the hydraulic pressure can be supplied to the third friction element, and at the same time, the hydraulic pressure of the third pressure regulating valve is supplied to the third friction element at the third forward speed and the fifth friction element at the fourth forward speed. A part of the hydraulic pressure is supplied and controlled so as to cut off the hydraulic pressure supplied to the third friction element, and the 2-3 / 4-3 shift valve is converted into a port by the hydraulic pressure of the third pressure regulating valve at the third forward speed. And the hydraulic pressure thereof is supplied to the fourth friction element, and at the same time, it is controlled by some of the hydraulic pressures supplied to the fifth friction element at the forward 4 and 5 speeds, and the fourth pressure control valve It is connected to shut off the hydraulic pressure supplied to the friction element, and the 4-5 shift valve is supplied with the hydraulic pressure of the first pressure control valve at a control pressure in the forward 1,2,3,4 from the third pressure control valve Shut off the hydraulic pressure supplied to the fourth friction element, and connected so as to supply its hydraulic pressure to the fourth friction element at the fifth forward speed, the reverse friction element acting in the reverse shift stage is directly connected to the manual valve, the second Hydraulic control system of the automatic transmission for a vehicle, characterized in that the accumulator is disposed on the hydraulic supply line of the 3, 4, 5 friction elements. (Correct) The pressure control valve according to claim 1, wherein the pressure control valves are provided with a first port through which hydraulic pressure lower than the line pressure acts, a second port through which hydraulic pressure lower than the line pressure acts when the solenoid valve is turned off, and A hydraulic control system for an automatic transmission for a vehicle including three ports, a fourth port for discharging the line pressure, three normally open solenoids, and two open / close solenoid valves. (Correction) A part of the line pressure via the manual valve in the forward range 1 speed can be supplied to the first friction element through the ND control valve, and some of its hydraulic pressure can be supplied to the second friction element through the first pressure control valve. The third friction element is operated while controlling the ND control valve at the second speed by the line pressure to cut off the operating pressure of the first friction element and controlling the 1-2 shift valve through the second pressure control valve. Control the 1-2 shift valve by the control pressure of the third pressure control valve at the third speed to shut off the supply of the operating pressure to the third friction element and at the same time the 2-3 / 4-3 shift valve through the fourth pressure control valve. While operating the fourth friction element while controlling the 2-3 / 4-3 shift valve with the control pressure of the fourth pressure control valve at the fourth speed, the supply of the operating pressure to the fourth friction element is interrupted and 4 Set the control pressure of the pressure control valve Supply to the friction element 5, control the first pressure control valve at 5 speed to cut off the operating pressure of the second friction element and at the same time control the third pressure control valve to control the 4-5 shift valve while controlling the fourth friction element A shift control method for an automatic transmission for a vehicle to supply a working pressure to a furnace.