KR100220060B1 - Hydraulic control system for 4-shifts transmission - Google Patents

Abstract

In order to reduce the shift shock and minimize the driving loss of the oil pump by enabling the skip shift from the 4th to the 2nd speed while driving; 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, and the high-low pressure valve communicating with the hydraulic line of the high speed traveling friction element is controlled by the damper clutch solenoid valve when the high speed driving is performed. The four-speed automatic transmission hydraulic control system for the vehicle to allow the shift shifting by controlling the shift valves by the drive pressure pipe and the three-speed line pressure by the duty control of the first and second pressure control solenoid valve to provide.

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 apparatus according to the present invention.

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

9 is a hydraulic circuit diagram in which a 4-2 skip shift is performed in the D range by the hydraulic control apparatus according to the present invention.

10 is a hydraulic circuit diagram of a state in which the reverse (R) is made by the hydraulic control device according to the present invention.

11 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 variable line pressure control. It is a hydraulic control device that can reduce the impact by duty control when shifting the D range 3-4.

[Private Technology]

The automatic transmission for automobile 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 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 linked to the shift lever, so that the friction element is changed according to the opening speed of the vehicle and the throttle valve. Will be activated selectively.

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

In addition, the existing hydraulic controller does not have a hydraulic circuit configuration that can realize a skip shift, there is also 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 the fourth speed to the second speed as well as to improve the power performance and transmission response by 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 duty control in the D-range 3-4 shift.

In order to achieve this, the present invention provides a torque converter that transmits the driving force of the engine to the input shaft of the transmission, an oil pump which drives together when the engine is driven to generate oil pressure, and changes the line pressure generated by the oil pump during driving mode switching and high speed driving. The pressure control valve is variable with the damper clutch by the duty action of the damper clutch control solenoid valve, and the pressure control valve is operated by the duty action of the damper clutch control solenoid valve during high-speed driving at D-speed 3-4. High-low pressure valve, reducing valve to make pressure lower than line pressure, and port change in conjunction with shifting lever to supply hydraulic pressure to drive pressure pipe in D range, hydraulic pressure to reverse pressure pipe in R range A manual valve for supplying air to the vehicle, A shift control valve which supplies drive pressure to each shift valve by the action of two shift control solenoid valves, which are turned on and off by the transmission control unit according to the opening degree of the frame valve, and at the D ranges 1, 2 and 3 A port by a first pressure control solenoid valve for supplying drive pressure to a fifth friction element at speeds D, 2, 3 and 4, and a rear clutch release valve for converting a port for supplying drive pressure to a second friction element. A second pressure control valve in which port conversion is performed by a first pressure control valve to be converted, and a second pressure control solenoid valve which is duty-controlled to supply hydraulic pressure to the second friction element at D speeds 2 and 3; Port for supplying hydraulic pressure to the actuating side or non-actuating side of the third friction element and the fifth friction element by the second-speed line pressure of one shift control valve Port by 1-2 speed valve with ring, end clutch valve with port change by 2 speed line pressure to supply hydraulic pressure to the fourth friction element, and 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, including a 2-3 / 4-3 shift valve in which conversion is performed.

The high-low pressure valve is in communication with the hydraulic supply line of the fourth friction element so that the valve spool is operated by the action of the damper clutch control solenoid valve during high speed driving so that the hydraulic pressure can be controlled and supplied to the pressure regulating valve to change the line pressure. Provides a hydraulic control device for a four-speed automatic transmission for a vehicle.

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 passes through the manual valve by the duty control of the second pressure control solenoid valve. Provided is a hydraulic control device for a four-speed automatic transmission for a vehicle configured to supply a drive pressure to a second friction element through a second pressure control valve and a rear clutch release valve.

In the above, the first pressure control solenoid valve is controlled in the off state at the second speed 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.

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

In the above, the rear clutch release valve includes the first and second ports supplied with hydraulic pressure from the manual valve through the reverse pressure pipeline in the R range, the third port communicating with the first pressure control valve, and the fourth speed line of the shift control valve. A valve having a fourth port communicating with the second port, a fifth port for controlling the 2-3 / 4-3 shift valve by hydraulic pressure flowing through the fourth port, and a sixth port communicating with the second friction element. Body; Provided is a hydraulic control apparatus for a four-speed automatic transmission for a motor vehicle having a first land having the largest area and second, third and fourth lands having a smaller area, and including a valve spool supported by a spring.

In the above, the 2-3 / 4-3 shift valve includes a first port communicating with the third speed line of the shift control valve, a second port connected to the first and second ports of the rear clutch release valve, and a fifth time at the third speed of the D range. A third port receiving hydraulic pressure supplied from the 1-2 shift valve for operation of the friction element, a fourth port for releasing the operation of the third friction element and the operation of the fifth friction element, and a rear clutch release valve A valve body having a fifth port connected to a fifth port of the second range for releasing the operating pressure of the first friction element by moving the valve spool to the left at the fourth speed of the D range, and a first land in which the hydraulic pressure of the third speed line acts. And it provides a hydraulic control device for a four-speed transmission for an automobile comprising a valve spool which has a second land for opening and closing the third port and is supported by a spring.

Preferred Embodiments of the Invention

1 is a schematic diagram of a hydraulic control 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) for transmitting power located between the crankshaft of the engine and the transmission; An oil pump (4) installed in the pump drive hub of the torque converter and having a drive gear that rotates together and a driven gear that rotates by the gear; And a damper clutch control valve 6 for varying the hydraulic pressure generated by the oil pump to activate / deactivate the damper clutch of the torque converter 2; A torque converter control valve 8 which constantly adjusts the torque converter pressure; It comprises 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 R range.

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 moving the valve spool by the high-low pressure valve 12 controlled by the damper clutch solenoid valve (S5), and also linked by the shift lever Is connected to a manual valve 14, and is also connected to a reducing valve 16 which produces a constant pressure lower than the line pressure.

2 is an enlarged view of the above-described valves, and since the oil pump 2 and the torque converter 4 are the same as the existing configuration, detailed real names 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 actuate the damper clutch in the torque converter.

The damper clutch control valve 6 includes a valve spool 32 having first, second, third, fourth, fifth, and sixth lands 22, 24, 26, 28, 30, and 31, and a member formed on the valve body. 1, 2, 3, 4, 5, 6, 7, 8, 9 ports (34, 36, 38, 40, 42, 44, 46, 48, 50), including the first land 22 The spring 54 is supported in the front pressure receiving chamber 52 of the front side to maintain the state in which the valve spool 32 is moved to the right.

In the above, the first port 34 is supplied with the adjusted line pressure through the conduit 56 connected from the pressure control valve 10 and the third port 38 is the conduit 58 connected from the oil pump 4. The line pressure is received through the second port 38, and the second port 38 receives 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 60 moving therein.

The valve body has a first port 62 in communication with the line pressure line 58 and a line pressure line 64 that acts as a reaction pressure against the pressure regulating valve spring 80 through a manual valve. And the second port 68 and the third port 70 communicating with the reverse pressure pipeline 66, and the fourth port communicating the line pressure supplied to the first port 62 with the conduit 56 ( 72 and the fifth port 74, and the sixth port 78 for communicating the high-low pressure valve 12 as the conduit 76.

The valve spool 60 is supported by a spring 80, and the first land 82 selectively blocks the fourth port 72 and the discharge of the line pressure according to the left movement of the valve spool 60. The second land 84 to allow the pump, the third land 86 separating the pump suction pressure and the pilot pressure, and the fourth land 88 serving as a working surface of the hydraulic pressure flowing into the sixth port 78. ) And a fourth land 90 and a fifth land 92 serving as acting surfaces of the hydraulic pressure flowing into the third port 70 and the second port 68.

The torque converter control valve 8 provided in the conduit 56 connecting the pressure regulating valve 10 and the damper clutch control valve 6 includes a first port 94 and a second port 96 formed in the valve body. ), A valve having third ports 98 and a land 102 supported by a spring 100 to partially return the hydraulic pressure flowing into the first port 94 to the third port 98. It consists of the spool 104.

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 The first port 106 formed in the valve body and communicating with the line pressure line 58, and the second port for supplying a part of the hydraulic pressure flowing into the first port 106, the damper clutch control valve (6) And a valve spool 114 having a first land 110 and a second land 112 varying the opening area of these ports.

In addition, the line pressure line 58 is branched to supply the line pressure to the manual valve 14, which is provided with a first port 116 formed in the valve body, and is introduced into the port. And a second port 120 for supplying hydraulic pressure to the shift control valve 118 in the D, 2, and L ranges, and a third port 124 for supplying hydraulic pressure to the rear clutch release valve 122 in the R range.

The decompression line 128 connected from the third port 126 of the reducing valve 16 is connected to the first pressure control valve 130 to reduce the transmission shock by adjusting the hydraulic pressure during the shift.

And the high-low pressure valve 12 is connected to the damper clutch control solenoid valve (S5) and the conduit 76 connecting the pressure regulating valve 10, the valve body thereof is the first port 132 on one side ) Is formed to communicate with the damper clutch control solenoid valve (S5), the second port 134 and the pipeline 138 of the end clutch valve 136 is communicated to the other side thereof and the pressure control valve (10). The third port 140 is formed.

The valve spool 142 embedded in the valve body includes a first land 144 that opens and closes the third port 140, and a second land 146 that selectively opens and closes the discharge passage Ex. A spring 148 is supported between the second land 146 and the valve body.

3 is an enlarged view of the first shift control unit according to the present invention. Referring to FIG. 1, the drive pressure line 150 connecting the manual valve 14 and the shift control valve 118 may be formed by a transmission control unit. The hydraulic pressure is selectively supplied to a plurality of friction elements by the shift control solenoid valves S1 and S2 acting on / off.

In order to selectively operate these friction elements, in this embodiment, the drive pressure pipe 150 is directly connected to the first speed line 152, and the shift control valve 118 is connected to the second speed line 154 and the third speed line. 156 and fourth speed line 158, respectively.

The shift control valve 118 includes a first port 160 formed in the valve body, a second port 162 connected to a second speed line, a third port 164 connected to a third speed line, and a fourth speed line. And a fourth port 166 connected with the valve port 166, and the hydraulic pressure introduced into the first port 160 to move the valve spool 168 by the shift control solenoid valves S1 and S2 is provided. And a fifth port 170 and a sixth port 172 which are supplied to the left and right sides of the "

The fifth and sixth ports 170 and 172 form a connection in which the hydraulic pressure can be supplied from the seventh port 174, and the seventh port 174 supplies the hydraulic pressure to the eighth port 176. The valve spool 168 can be moved.

Plugs 178 and 180 are respectively installed in the fifth port 170 and the sixth port 172 to move left and right by on / off action of the shift control solenoid valves S1 and S2. .

The plugs 178 and 180 are installed to be limited in distance to be moved by the stoppers 182 and 184 respectively installed in the eighth port 176 and the discharge port Ex.

The stopper 182, 184 is made of a thin plate, a hole is formed in the center so that the left and right ends of the valve spool 168 can be inserted.

The valve spool 168 has a first land 186 and a smaller second land 188, the second land 188 having second, third and fourth ports 162, 164, 166. Will be selectively blocked.

On the other hand, the NR control valve 190 connected to the pressure reducing line 128 to supply hydraulic pressure is to reduce the shift shock by gradually increasing the hydraulic pressure supplied to the friction element operating in the reverse direction, and the first pressure control solenoid valve S3. Valve spool 192 is moved to the left and right due to the on / off duty action.

The valve spool 192 is left end is supported by the spring 194 is always maintained to the right state, the NR control valve 192 is formed in the valve body is in communication with the decompression line 128, The first port 196 receives the hydraulic pressure controlled by the first pressure control solenoid valve S3 and the second port 200 communicates with the third port 198 of the manual valve 14 to supply the line pressure. And a third port 202 for supplying the hydraulic pressure introduced into the second port 200 to the shift valve.

The valve spool 192 has a first land 204 to which the hydraulic pressure introduced to the first port 196 acts, and a second land 206 to selectively block the second port 200. .

The pressure reducing line 128 is branched and connected to the first port 208 and the second port 210 of the first pressure control valve 130, respectively, and the first port 208 side has 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 130 may include a third port 212 connected to the drive pressure line 152 and a fourth port 214 for supplying hydraulic pressure introduced into the third port 212 to the shift valve. Holds.

The valve spool 216 of the first pressure control valve 130 is supported by the spring 218 and the first land 220 to which the hydraulic pressure flowing into the first port 208 acts, and the second port 210. It holds the second land 224 to which the introduced hydraulic pressure acts.

The second pressure control solenoid valve S4 is installed in the line connected to the second port 210, and the valve S4 controls the valve spool 228 of the second pressure control valve 226. .

The hydraulic pressure controlled by the second pressure control solenoid valve S4 is allowed to flow into the first port 230 formed in the valve body, and the uncontrolled hydraulic pressure can flow into the second port 232. It is.

In addition, the second pressure control valve 226 is connected to the first speed line 152 of the shift control valve 118 and has a third port 134 for receiving hydraulic pressure, which flows into the third port 234. A fourth port 236 for supplying hydraulic pressure to the rear clutch release valve 122 is provided.

In addition, the valve spool 238 of the second pressure control valve 226 is supported by the spring 240 and the first land 242 and the second port 232 to which the hydraulic pressure flowing into the first port 230 acts. The second land 244 acts as the hydraulic pressure introduced thereto.

4 is an enlarged view of the second shift control unit according to the present invention. The rear clutch receiving hydraulic pressure from the reverse pressure pipeline 66 and the first and second pressure control valves 130 and 238 will be described with reference to FIG. The release valve 122, the 2-3 / 4-3 shift control valve 246, the 1-2 shift control valve 248, and the end clutch valve 136 are first clutches that are front clutches through the ports they hold. The friction element 252, the second friction element 254 as the rear clutch, the third friction element 256 as the low / reverse brake, the fourth friction element 258 as the end clutch and the fifth friction element as the kick-down servo ( 260 to supply or discharge the hydraulic pressure from it.

That is, in order to operate the rear clutch 252 at the first speed of the D range, the pipeline 262 communicating with the fourth port 236 of the first pressure control valve 238 is connected to the rear clutch release valve 122. Control the 1-2 shift valve 248 hydraulically by the second speed line 154 of the shift control valve 118 to operate the second friction element 254 and the fifth friction element 260 at the second speed D range. As a result, the drive pressure can be made to act.

In addition, in the D range third speed, the 2-3 / 4-3 shift valve is operated by hydraulic pressure of the third speed line 156 to additionally operate the first friction element 252 and the fourth friction element 258 in the second speed state. At the fourth speed, the rear clutch release valve 122 is controlled by hydraulic pressure of the fourth speed line 158 to operate only the fourth friction element 258 and the fifth friction element 260. The hydraulic pressure flowing into the second friction element 254 can be blocked.

As shown in FIG. 4, the rear clutch release valve 122 is formed in the valve body and receives hydraulic pressure from the manual valve 14 from the manual valve 14 through the reverse pressure pipeline 66 in the R range. Ports 262 and 264, a third port 266 in communication with the first pressure control valve 238, and a fourth port 268 in communication with the fourth speed line 158 of the shift control valve 118. Equipped with.

In addition, a fifth port 270 for controlling the 2-3 / 4-3 shift valve 246 by the hydraulic pressure flowing through the fourth port 268, and a sixth port communicating with the second friction element 254. 272 is provided.

The valve spool 274 of the valve 122 has a first land 276 having the largest area, and second, third and fourth lands 278, 280 and 282 having a smaller area. It is supported by a spring 284.

The above 2-3 / 4-3 shift valve 246 is formed in the valve body to communicate with the third speed line 156 of the shift control valve 118 and the first port 286 and the rear clutch release valve 122. And a second port 288 connected to the first and second ports 262 and 264, and a third port 290 supplied with hydraulic pressure from the 1-2 shift valve 248.

It also has a fourth port 292 for operating the first friction element 252 and deactivating the fifth friction element 260 at the third speed in the D range, and the fifth port of the rear clutch release valve 122. And a fifth port 296 for releasing the operating pressure of the first friction element 252 by moving the valve spool 294 to the left at the D range 4 speed.

The valve spool 294 has a first land 298 on which hydraulic pressure of the third speed line 156 acts, a second land 300 for opening and closing the third port 290, and a spring 302. It is burnt.

On the other hand, the 1-2 shift valve 248 forms a first port 304 in the valve body for supplying hydraulic pressure to the working shaft of the fifth friction element 260 in the D range 2, and the third in the R range. A second port 306 is provided for supplying hydraulic pressure to the friction element 256.

These ports 304 and 306 communicate with the fourth port 214 of the first pressure control valve 130 by shifting the position of the valve spool 308 acting by the hydraulic pressure of the second speed line 154. The port 310 includes a fourth port 312 through the third port 202 of the NR control valve 190 and a fifth port 314 connected with the second speed line 154.

The valve spool 308 is a first land 316 to which the hydraulic pressure flowing into the fifth port 314 acts, and a second land to selectively open and close the second port 306 and the fourth port 312. 318 and a third land 320 for selectively opening and closing the first port 304 and the third port 310.

In the valve spool 308, the left end is supported by the spring 322 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 136 is the first, second port 324, 326 and the third port (3) to receive hydraulic pressure from the third speed line 156 and the second speed line 154 of the shift control valve 118 ( 328, a fourth port 330 connected to the fourth speed line 158, and a fifth port connected to the fourth port 292 of the 2-3 / 4-3 shift valve 246. 332 and sixth and seventh ports 334 and 336 connected to the first friction element 252 and the fifth friction element 260.

In addition, the valve spool 338 may include a first land 340 in which hydraulic pressure flowing into the third port 328 acts, and a second land 342 and a fourth block selectively blocking the first port 324. It selectively blocks the port 330 and has a third land 344 on which hydraulic pressure of the fifth port 332 is applied.

A spring 346 is installed at the right end of the valve spool 338 to elastically contact the plug 348 acting by hydraulic pressure flowing into the fifth port 332 and the seventh port 336. Have

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 degree of the throttle valve and the vehicle speed, and the following shifting action is performed by solenoid valves acting on / off or duty. Is done.

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 56 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 through the pressure regulating valve 10 flows into the first port 62 and is supplied to the torque converter control valve 8 through the fifth port 74 and simultaneously pushes the valve spool 60 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 106 of the reducing valve 16 changes the opening area of the port by the movement of the valve spool 114, so that the hydraulic pressure lower than the line pressure is reduced to the second port 108, The third port 126 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 130, 226 and the NR control valve ( 190).

In this state, when the shift lever is switched to the D range, the hydraulic pressure flowing into the first port 116 of the manual valve 14 is changed from the state of FIG. 1 to the state of FIG. The first port 160 of the shift control valve 118 and the third port 212 of the first and second pressure control valves 130 and 226 through the drive pressure pipe 150 while exiting through the port 120. 234, respectively.

A part of the hydraulic pressure from the third port 124 of the manual valve 14 flows into the second port 68 of the pressure control valve 10 and acts on the right side surface of the sixth land 92.

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 are controlled. Solenoid valve S5 is controlled to be in an off state.

The control of these solenoid valves is for realizing the D range 1 speed by operating the second friction element 254 among a plurality of friction elements, and the process of supplying hydraulic pressure to the second friction element 254 will now be described.

FIG. 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 166 of the shift control valve 118 is the fifth, sixth, and eighth ports 170 and 172. 176 is discharged without forming hydraulic pressure.

Accordingly, the valve spool 168 moves to the left side and moves to the stopper 182 for the hydraulic pressure acting on the right side of the first land 186 so that the second land 188 moves to the second port 162 and the seventh port ( 174).

Accordingly, the drive pressure does not flow to the 2, 3, and 4 speed lines 154, 156, and 158, and the rear clutch release valve 122 passes through the second pressure control valve 226 along the pipeline branched from the pipeline 150. Flows only into the third port 266.

At this time, since the rear clutch release valve 122 is in a state in which no hydraulic pressure is applied to the other port, the valve spool 274 is moved to the left side in the drawing by the elastic force of the spring 284.

As a result, the fourth land 280 is located on the left side of the third port 266, and the fifth land 282 is located on the right side of the sixth port 272. As the second friction element 254 is supplied to the second friction element 254 through the third port 266 and the sixth port 272, the first speed shift is achieved.

At this time, the pressure flowing into the third port 212 of the first pressure control valve 130 is controlled by the first pressure control solenoid valve S3 being turned on to release the pressure flowing into the first port 208. And the pressure introduced into the second port 210 acts on the right side of the second land 224, so that the valve spool 216 moves to the left to block the third port 212 to stay there. .

In addition, the hydraulic pressure introduced into the first port 230 of the second pressure control valve 238 is controlled by the elastic force and the hydraulic pressure of the spring 240 because the second pressure control solenoid valve S4 is controlled to be in an off state. As a result, the valve spool 238 is pushed to the right.

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) performs the first shift as shown in the table of FIG. While controlling the control solenoid valve S1 in the off state, duty control of the first pressure control solenoid valve S3 is started.

This control is for realizing the D range 2 speed, and the hydraulic pressure is formed in the fifth port 170 and the sixth port 172 of the shift control valve 118 by turning off the first shift control solenoid valve S1. And the left and right plugs 178, 180 are pushed to move to the place where the stopper 182, 184 is located.

Therefore, the valve spool 168 in the first speed state is slightly pushed to the right by the plug 178 so that the second land 188 is located between the second port 162 and the third port 164 to form the second speed line ( 154 is in communication with the first port 160.

As a result, a part of the hydraulic pressure flowing to the drive pressure pipe 150 is passed through the second speed line 154 to the fifth port 314 of the 1-2 shift valve 248 and the third port 328 of the end clutch valve 136. ) And acts on the valve spools 308 and 338, respectively.

That is, the hydraulic pressure flowing into the fifth port 314 of the 1-2 shift valve 248 acts on the left side of the first land 316 to push the valve spool 308 to the right, and the end clutch valve 136 Hydraulic pressure introduced into the third port 328 acts on the left side of the first land 340 to push the valve spool 338 to the right.

However, since the duty control is performed while the first pressure control solenoid valve S3 is turned off from the on state, the hydraulic pressure flowing into the first port 208 of the first pressure control valve 130 gradually increases, thereby causing the valve spool 216. ) To the right.

Therefore, the valve spool 216 of the first pressure control valve 130 moves from the left side to the right side and communicates with the third port 212 and the fourth port 214 so that the hydraulic pressure of the drive pressure line 150 is 1-. Supply to the third port 310 of the two-shift valve 248.

At this time, since the valve spool 308 of the 1-2 shift valve 248 is pushed to the right, the third port 310 and the first port 304 communicate with each other, so that the drive pressure is increased toward the fifth friction element 260. As it enters, it activates this friction element.

At the same time, since the rear clutch 254 operating at the first speed continues to operate, the second speed is realized. As the operation is completed, the first pressure control solenoid valve S3 that is duty controlled is turned off to complete the second speed control. do.

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 hydraulic pressure is applied to the fifth port 170, the sixth port 172, and the eighth port 176 of the shift control valve 118. The valve spool 168 is formed to move to the contact state with the plug 180 by the hydraulic pressure acting on the left surface of the first land 186.

As a result, the second land 188 of the valve spool 168 is located between the third port 164 and the fourth port 166 to connect the second speed line 154 and the third speed line 156 to the first port. 160).

By this action, the drive pressure flowing into the first port 160 is supplied to the 1-2 shift valve 248 and the end clutch valve 136 as in the second speed, and the 2-3 / 4-3 shift valve 246 is provided. As the hydraulic pressure of the third speed line 156 is supplied to the first port 286 of the valve spool 294 to the right, the third port 290 and the fourth port 292 communicate with each other. The drive pressure which was waiting in the 3rd port 290 of the / 4-3 shift valve 246 passes and is supplied to the non-operating side of the 1st friction element 252 and the 5th friction element 260, and it is 3rd speed | rate. Some hydraulic pressure in line 156 flows into port 5 332 of end clutch valve 136.

Accordingly, the same pressure is applied to the left and right sides of the valve spool 338 of the end clutch valve 136, but the valve spool 338 is moved to the left side because the area of the third land 344 is larger than that of the first land 340. The first port 324 and the fifth port 334 communicate with each other to move the hydraulic pressure to operate the fourth friction element 258.

At this time, the hydraulic pressure is supplied to the rear clutch 254 to be in a state of being operated continuously, and the third speed shift is made.

In the third speed state, 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 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 S1. The duty control of the 1st pressure control solenoid valve S3 is carried out, controlling in the state.

Then, the hydraulic pressure of the fifth port 170 and the sixth port 172 of the shift control valve 118 is released and the hydraulic pressure is formed only in the eighth port 176, so that the valve spool 168 pushes the plug 180 completely. To the right.

Accordingly, the drive pressure flows simultaneously to the 2, 3, and 4 speed lines 154, 156, and 158. To realize the 4 speeds, the fourth friction element 258 and the fifth friction element 260 are operated. The operating pressure of the first friction element 252 and the second friction element 254 operating in the third speed must be released.

Since the operation of the fourth friction element 258 is performed in the same manner as the third speed, and the operation of the fifth friction element 260 is performed in the same manner as the second speed, detailed description thereof will be omitted.

The hydraulic pressure of the first friction element 252, which has realized the third speed, flows into the fourth port 292 of the 2-3 / 4-3 shift valve 246. Hydraulic pressure flowing into the fourth port 268 of the clutch release valve 122 flows out through the fifth port 270 into the fifth port 296 of the 2-3 / 4-3 shift valve 246. Since the valve spool 294 is pushed to the left, the fourth port 292 and the second port 288 communicate with each other, so that the hydraulic pressure and the fifth friction element of the first friction element 252 stayed in the fourth port 292. The pressure of 260 flows along the reverse pressure pipe 66 to the manual valve 14 and is recovered to the oil pan through the discharge port Ex.

The operating pressure of the rear clutch 254 flows into the sixth port 272 of the rear clutch release valve 122 and exits to the discharge port Ex.

With this action, the fourth speed is completed, and the vehicle runs 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 8 and the torque converter 2 ) Directly or non-directly with the engine.

And the damper clutch control solenoid valve (S5) is the sixth port 78 of the pressure regulating valve 10 to control the hydraulic pressure supplied to the conduit 138 at the third speed and fourth speed as the high-low pressure valve (12). The valve pressure spool 60 is operated together with the hydraulic pressure supplied to the second port 68 to control the line pressure, thereby increasing the line pressure when each friction element slips during shifting. Reducing the pressure contributes to improving fuel efficiency while minimizing driving loss of the oil pump 4.

On the other hand, Figure 9 shows a skip shift hydraulic circuit diagram from the 4th to the 2nd speed range D, in which case the transmission pressure of the fourth friction element 258 must be released and the second friction element 254 must be operated. The TCU controls the first shift control solenoid valve S1 in the off state and the second shift control solenoid valve S2 in the on state.

And while the duty control of the second pressure control solenoid valve (S4) to control the damper clutch control solenoid valve (S5) to the off state to increase the line pressure.

Then, a part of hydraulic pressure of the drive pressure pipe 150 flows into the third port 266 of the rear clutch release valve 122 through the second pressure control valve 238, and the hydraulic pressure of the fourth speed line 158 is blocked. Since the valve spool 274 is moved to the left side by the elastic force of the spring 284, the hydraulic pressure of the third port 266 is supplied to the second friction element 254 through the sixth port 272. .

At the same time, a part of the drive pressure flows into the third port 212 of the first pressure control valve 130. At this time, since the first pressure control solenoid valve S3 is controlled to be in an off state, the first pressure control valve 130 is controlled. The valve spool 216 moves to the right, and the third port 212 communicates with the fourth port 214 to supply the drive pressure to the third port 310 of the 1-2 shift valve 248.

At this time, since the valve spool 308 is moved to the right by the pressure of the second speed line 154, the 1-2 shift valve 248 communicates with the third port 310 and the first port 304. Drive pressure is supplied to the operating side of the friction element 260.

In addition, the operating pressure of the fourth friction element 258 operated at the fourth speed flows into the fifth port 334 because the valve spool 338 of the end clutch valve 136 is pushed to the right by the second speed. Some flow through the fourth port 330 to the fourth port 166 of the shift control valve 118, and some flow through the third speed line 156 to the third port 164.

However, the shift control valve 118 has the first shift control solenoid valve S1 turned on and the second shift control solenoid valve S2 turned off. Located between the second port 162 and the third port 164, the pressure flowing into the fourth port 166 and the third port 164 is discharged through the discharge port (Ex) to achieve a second speed.

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 14 while the manual valve 14 is port-changed as shown in FIG. 10. As it enters the port 116, it flows along the reverse pressure pipeline 66 through the fourth port 350 to operate the first friction element 252 through the 2-3 / 4-3 shift valve 246, and Some are supplied to the second port 200 of the NR control valve 190.

At this time, the NR control valve 190 is the hydraulic pressure reduced in the pressure reducing valve 16 is the second port 200 and the second port 200 and the valve spool 192 to the left by the duty control of the first pressure control solenoid valve (S3) By communicating the third port 202, the hydraulic pressure of the second port 200 is supplied to the fourth port 312 of the 1-2 shift valve 248 to push the valve spool 308 to the right and the third friction It is supplied to the element 256 and operated to allow reverse shifts.

As such, in the reverse mode, hydraulic pressure is supplied to the first friction element 252 and the third friction element 256 to reverse the vehicle.

10 and 11, the first and second shift control solenoid valves S1 and S2 are turned off and on in the reverse direction to discharge the hydraulic pressure supplied to each friction element in the forward mode.

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 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)

Torque converter that transmits the driving force of the engine to the input shaft of the transmission, an oil pump that drives together when the engine is driven to generate oil pressure, and changes the line pressure generated by the oil pump to the driving mode and the damper clutch control solenoid valve at high speed Pressure control valve that is variable with tamper clutch by duty action, and high-low pressure valve that changes line pressure by operating pressure control valve while being controlled by duty action of damper clutch control solenoid valve at high speed of D-range 3-4 speed And a reducing valve that makes pressure lower than the line pressure, and a port conversion in conjunction with the shift lever to supply hydraulic pressure to the drive pressure line in the D range, and a manual valve to supply hydraulic pressure to the reverse pressure line in the R range. Connected to the above-mentioned drive pressure line, and the transformer can be A shift control valve which supplies the drive pressure to each shift valve by the action of two shift control solenoid valves turned on and off by the mission control unit, and the drive pressure in the D range 1, 2 and 3 speeds. Operation and deactivation of the first, second friction elements and the fifth friction element during the rear clutch release valve with a port change for supply to the engine, and the manual shift of N → D, N → R and automatic shift except 2 → 1. The first pressure control valve in which the port is changed by the first pressure control solenoid valve to supply the drive pressure to the side, and the hydraulic pressure to the second friction element during the manual shift of N → D and the automatic shift of 4 → 3, 4 → 2. A second pressure regulating valve whose port is changed by a second pressure control solenoid valve which is duty controlled to supply a pressure, and a third friction element by the second speed line pressure of the shift control valve. 1-2 shift valve for port change to supply hydraulic pressure to the actuating side or non-operating side of the fifth friction element, and end clutch valve for port change by 2 speed line pressure to supply oil pressure to the fourth friction element And a 2-3 / 4-3 shift valve in which port switching is performed by the third speed line pressure and the fourth speed line pressure of the shift control valve. The high-low pressure valve is in communication with the hydraulic supply line of the fourth friction element, the valve spool is operated by the action of the damper clutch control solenoid valve at high speed to control the hydraulic pressure to the pressure regulating valve to supply the line pressure. Hydraulic control device for 4 speed automatic transmission for automobile. 2. The pressure control solenoid valve of claim 1, wherein the first pressure control solenoid valve is controlled in an on-range at the D range 1 to prevent the hydraulic pressure of the drive pressure line from flowing to the 1-2 shift valve, and to control the off state of the second pressure control solenoid valve. And a drive pressure passing through the manual valve to be supplied to the second friction element through the second pressure control valve and the rear clutch release valve. The first pressure control solenoid valve of claim 1, wherein the first pressure control solenoid valve is controlled to be turned off at the speed D range 2 so that the hydraulic pressure of the drive pressure line can be supplied to the operating side of the fifth friction element via a 1-2 shift valve. Hydraulic control device of a four-speed automatic transmission for automobiles. The shift control valve of claim 1, wherein 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 speed to the second speed so that the hydraulic pressure is supplied to the operating side of the fifth friction element. In addition, the hydraulic pressure is directly supplied to the second friction element, the hydraulic control device of the four-speed automatic transmission for the vehicle is controlled to discharge the operating pressure of the fourth friction element to the discharge passage. The rear clutch release valve according to claim 1, wherein the rear clutch release valve includes: first and second ports supplied with hydraulic pressure from the manual valve through the reverse pressure pipeline in the R range, a third port in communication with the first pressure control valve, and a shift control valve. A fourth port communicating with the fourth speed line, a fifth port for controlling the 2-3 / 4-3 shift valve by hydraulic pressure flowing through the fourth port, and a sixth port communicating with the second friction element; A valve body provided; A hydraulic control apparatus for a four-speed automatic transmission for automobiles, comprising a first land having the largest area and second, third and fourth lands having a smaller area, and having a spring spool pulled by a spring. 2. The 2-3 / 4-3 shift valve according to claim 1, wherein the 2-3 / 4-3 shift valve has a first port communicating with the third speed line of the shift control valve, and a second port and a D range connected with the first and second ports of the rear clutch release valve. A third port receiving hydraulic pressure supplied to the 1-2 shift valve for operation of the fifth friction element at the third speed, a fourth port for releasing the operation of the first friction element and the operation of the fifth friction element, A valve body connected to the fifth port of the clutch release valve and having a fifth port for releasing the operating pressure of the first friction element by moving the valve spool to the left at the fourth speed of the D range, and the hydraulic pressure of the third speed line A hydraulic control apparatus for a four-speed transmission for automobiles comprising a valve spool held by a spring and having a first land and a second land for opening and closing the third port.