KR100253623B1 - Hydraulic control device - Google Patents

Abstract

PURPOSE: A hydraulic pressure control device of an automatic transmission is provided to control a shifted hydraulic pressure for each gearshift and lock-up only through four solenoid valves, so a structure is simplified and a manufacturing cost is reduced. CONSTITUTION: A hydraulic pressure control device comprises: a control valve(102) of line pressure to supply the oil pressure adjusted to line pressure for a manual valve(101); a pilot valve(103) to control line pressure adjusted by the control valve of line pressure into internal pilot pressure; solenoid valves(109¯114) to drain the oil supplied from the pilot valve to control the pilot pressure; control valves(106¯109) of operating elements to guide the oil pressure into each operating element; a safety valve(119) to prevent the oil supply into other operating elements; accumulators(115¯118) to be equipped between the control valves of operating elements and the direction change valve to prevent the operating shock; a reduction valve(104) of a torque converter to reduce the oil pressure toward a torque converter through a line pressure valve; a lock-up valve(105) to induct the oil from an oil pump into the lock-up clutch; a direction change valve(120) to be controlled by line pressure.

Description

Hydraulic control device of automatic transmission

The present invention relates to a hydraulic control device of an automatic transmission for a vehicle.

In general, an automatic transmission for a vehicle has a structure in which a plurality of gears that are interlocked with each other are always arranged to receive an engine output from a torque converter and automatically shift it to a proper speed ratio and torque. Accordingly, in order for a given gear to be operated, an operating element connected to each of these gears, for example, a brake or a clutch, must be selectively operated.

Here, the operating element, such as the brake or clutch is operated by the hydraulic pressure bar, while the corresponding shift valve is operated in accordance with the speed of the vehicle in the hydraulic control device having a plurality of shift valve for controlling the flow of the hydraulic oil The speed is varied from one speed to four speeds by interrupting the supply of pressure oil to the operating element.

On the other hand, the automatic transmission which has been generally used has several one-way clutches, which are one of the operating elements, that is, by using at least one one-way clutch for each clutch means and brake means to prevent shift shock, The use of a way clutch has resulted in an increase in the complexity, weight and manufacturing cost of the internal structure. In order to solve this problem, several automobile manufacturers have recently minimized the number of one-way clutches, that is, minimizing one or two one-way clutches, thereby simplifying the structure, reducing weight, and increasing rigidity, and at the same time manufacturing costs. A spur to the development of this inexpensive automatic transmission and its hydraulic controls is a good example of a one-way clutchless transmission developed by Chrysler in the United States or Mitsubishi Motors in Japan.

However, the conventional hydraulic control device developed according to the above-described structural change of the automatic transmission, that is, the automatic transmission of the structure from which the one-way clutch is removed has the following problems. In other words, in the case of Chrysler, the three-way proportional control solenoid valve is used so that the hydraulic pressure regulated by the proportional control solenoid is operated directly on the operating element. There was a problem that the high manufacturing cost is high.

In the case of Mitsubishi Motors, by operating the hydraulic pressure controlled by the duty solenoid valve, the line pressure is processed secondarily to configure the working hydraulic pressure. The pressure adjustment type of the duty solenoid valve generates the hydraulic vibration, and the duty ratio fluctuations. In addition to the problem that surge occurs easily and adversely affects shifting performance, there are also problems in that manufacturing cost increases due to the use of expensive components in the configuration using five solenoid valves.

The present invention has been made in view of the above, and in shift control of a structure in which a one-way clutch is removed and / or minimized, only four proportional control solenoids are provided to adjust the hydraulic pressure and lock-up of the shift hydraulic at each shift. It is an object of the present invention to provide a hydraulic control device of an automatic transmission, which is simple in structure and low in manufacturing cost.

Another object of the present invention is to provide a hydraulic control apparatus of an automatic transmission in which the interlock phenomenon does not occur even in the case of failure by preventing the C1, C2, and B1 pressures from operating simultaneously.

1 is a cross-sectional view showing the structure of an automatic transmission that is automatically shifted by the hydraulic control apparatus of the present invention.

2 is a diagram schematically showing a power transmission path of the automatic transmission shown in FIG.

3 to 14 is a view showing the configuration of the hydraulic control device according to the present invention and the hydraulic action according to each shift range in detail,

3 is the hydraulic action in the parking range.

4 is the hydraulic action in the neutral range.

5 is a hydraulic action degree in the reverse range.

6 is a hydraulic action diagram at the 1st speed of the drive range forward.

FIG. 7 is a hydraulic action diagram when the engine brake is operated at the first drive range forward speed shown in FIG.

8 is a hydraulic action diagram at the second drive speed forward speed.

FIG. 9 is a hydraulic action diagram at the time of partial lockup at the second drive range forward speed shown in FIG.

10 is a hydraulic action diagram at the third drive speed forward speed.

FIG. 11 is a hydraulic action diagram at the time of partial lockup at the third drive range forward speed shown in FIG.

FIG. 12 is a hydraulic action diagram at the time of lockup at the third drive range forward speed shown in FIG.

13 is a hydraulic action diagram at the 4th drive forward speed.

Fig. 14 is a hydraulic action diagram at the time of lockup at the fourth drive range forward speed shown in Fig.13.

* Explanation of symbols for main parts of the drawings

1: 1st planetary gear unit 2: 2nd planetary gear unit

3: output shaft 10: torque converter

11 stator shaft 12 input shaft

13: oil pump 14: clutch drum assembly

15: first hub assembly 16: second hub assembly

17: first piston 18: second piston

19: third hub assembly 20: transmission gear unit

21: third piston 22: first intermediate shaft

23: second intermediate shaft 24: first brake piston

26: second brake piston 30: differential gear device

31: counter shaft 40: transmission case

101: manual valve 102: line pressure regulating valve

103: pilot valve 104: torque converter pressure reducing valve

105: lock-up control valve 106: first brake control valve

107: first clutch control valve 108: second clutch control valve

109: second brake control valve 111: first solenoid valve

112: second solenoid valve 113: third solenoid valve

114: fourth solenoid valve 115: accumulator for the first brake

116: accumulator for first clutch 117: accumulator for second clutch

118: accumulator for the second brake 119: safety valve

120: direction change valve 121: oil pump check valve

122, 123: check valve 200: main flow path

201: first euro 202: second euro

203: Third euro 204: Fourth euro

205: Fifth Euro 206: Sixth Euro

207: Seventh Euro 207-1 to 207-4: Branch Euro

An object of the present invention as described above, the line pressure adjustment valve is provided on the flow path of the oil pump to adjust the pressure of the operating pressure oil to the line pressure to supply to the manual valve; A pilot valve for regulating the line pressure adjusted by the line pressure regulating valve with internal pilot pressure oil; A plurality of normally open solenoid valves installed in parallel to drain the pressure oil supplied through the pilot valve on the flow passage branched from the flow path of the pilot valve; A plurality of actuating element control valves operable to guide hydraulic pressure to each actuating element of the transmission by the adjustment of the solenoid valve; A safety valve oriented to prevent pressure oil supply to other actuating elements; A plurality of accumulators installed on a flow path between the actuating element control valve and each actuating element to accumulate pressure such that hydraulic shock is not generated in each actuating element during shifting; A torque converter pressure reducing valve for reducing the pressure of the hydraulic oil directed to the torque converter through the line pressure regulating valve; A lock-up control valve for guiding the pressurized oil supplied from the torque converter pressure reducing valve to the lock-up clutch; And it is achieved by providing a hydraulic control device of the automatic transmission, characterized in that it comprises a direction change valve which is adjusted by the line pressure to guide the oil pressure to the lock-up control valve.

In the hydraulic control apparatus of the automatic transmission according to the present invention, the release pressure and the operating pressure of the shift control at the time of shifting is made of electronic control, only the four solenoid valves to adjust the pressure of the shift hydraulic at each shift as well as the lock-up control can do.

EXAMPLE

Best Mode for Carrying Out the Invention Preferred embodiments of the present invention will now be described based on the accompanying drawings.

1 is a cross-sectional view showing the structure of an automatic transmission that is automatically shifted by the hydraulic control apparatus of the present invention, and FIG. 2 is a diagram schematically showing a power transmission path of the automatic transmission shown in FIG.

As shown, the automatic transmission is connected to the torque converter 10 that transmits the power of the engine output shaft by using the kinetic energy of the fluid, and is directly and indirectly connected to the central shaft of the torque converter 10 to be transmitted from the engine. The transmission gear unit 20 converts the torque and the driving speed of the power that has been supplied, and each gear element of the transmission gear unit 20 is fixed or opened to transmit and / or cut power to these elements. A power transmission control device for controlling the connection state of the cows, a differential gear device 30 for transmitting the power shifted by the transmission gear unit 20 to the left and right drive wheels of the vehicle, the torque converter 10, the transmission gear Transmission unit 40 for receiving and protecting the unit 20 and the differential gear device 30 is included.

Here, the central shaft portion disposed in the horizontal direction in the center of the torque converter 10 is composed of a plurality of power transmission shaft, the oil pump shaft is installed directly connected to the output shaft of the engine, through the output shaft and the spline of the torque converter The turbine shaft is connected to and driven, and the output shaft is disposed outside the turbine shaft and transmits power transmitted from the transmission gear unit to the axle via the idle gear and the differential gear through the output gear.

The transmission gear unit 20 is composed of a first planetary gear unit 1 and a second planetary gear unit 2. Each of the planetary gear units 1 and 2 is gear-coupled with sun gears 1S and 2S, planetary pinions 1P and 2P geared to the sun gears 1S and 2S, and planetary pinions 1P and 2P. Ring gears 1R, 2R, and planetary carriers 1C, 2C supporting planetary pinions 1P, 2P, and having input shafts (1) through hub assemblies (15, 16, 19) and clutch drum assembly (14). 12).

On the other hand, the power transmission control device for selectively powering or braking power to each of the gear elements of the planetary gear units (1), (2) is a plurality of clutches (C1), (C2), (C3) And brakes B1, B2 and one-way clutch F1, the clutches C1, C2 and C3 are in the clutch drum, and the brakes B1 and B2 are in the brake cylinder. Each is installed.

The transmission gear unit 20 is configured to receive power from the torque converter 10 through an input shaft 12 geared with the turbine runner 11a of the torque converter 10, and the outer surface of the stator shaft 11. It is provided with an oil pump 13 for generating hydraulic pressure for operating each fastening element and brake element of the transmission.

One end of the input shaft 12 is splined with the turbine runner 11a of the torque converter 10, and the clutch drum assembly 14 is coupled to the spline formed at the other end.

The clutch drum assembly 14 has a central clutch drum 14a having internal teeth splines coupled to the input shaft 12 and first and second clutch drums 14b and 14c having splines formed therein, respectively. The first clutch drum 14b is located between the central clutch drum 14a and the second clutch drum 14c, and the second clutch drum 14c extends in parallel to the first clutch drum 14b. . The second clutch drum 14c has a shorter length than the first clutch drum 14b.

In addition, the first clutch drum 14b has splines formed on an inner surface thereof, and the hubs 15a and 16a of the first and second hub assemblies 15 and 16 opposing the splines of the first clutch drum 14b. ) Splines are also formed on the outer surface. The first and second clutches C1 and C2 are provided to be slidably movable along the spline. The inner surface of the first clutch drum 14b and the hub 15a of the first and second hub assemblies 15 and 16 are provided. , The first and second pistons 17 and 18 are slidably moved along the splines formed on the outer surface of the surface 16a. These first and second clutches (C1, C2) is composed of a multi-plate clutch, the power input from the input shaft (12) through the clutch drum assembly 14, the first and second hub assemblies (15), (16 To pass).

On the other hand, the third clutch C3 is located on the outermost side of the clutch drum assembly 14 and the spline formed on the outer surface of the hub 19a of the third hub assembly 19 surrounding the outer surface of the first clutch drum 14b. It is provided to slide along a spline between the splines formed in the inner surface of the 2nd clutch drum 14c. The third clutch C3 transmits the power of the clutch drum assembly 14 to the third hub assembly 19 by the operation of the third piston 21 operated by hydraulic pressure.

The first hub assembly 15, which is connected to or separated from the clutch drum assembly 14 via the first clutch C1, has a hub 15a and a first intermediate shaft of the cylindrical body fixedly connected to the central portion of the hub. 22). The first intermediate shaft 22 is provided concentrically with the input shaft 12 and extends along the center axis line of the input shaft 12, and one end of the first intermediate shaft 22 is an end face of the input shaft 12. It is accommodated in the opening formed in the other end, and the other end is gear-coupled with the sun gear 2S of the 2nd planetary gear unit 2.

A first thrust needle bearing 141 is installed between the clutch drum assembly 14 and the cylindrical end surface of the first hub assembly 15 so that the two members rotate smoothly, and the opening of the input shaft 12 is also provided. The bush 12b is also interposed between the end portion 12a and the end of the first intermediate shaft 22 so that the two members can be smoothly rotated without interference with each other.

The second hub assembly 16, which is connected to or separated from the clutch drum assembly 14 via the second clutch C2, is also connected to or integrally formed with the hub 16a and the first intermediate shaft. It has a 2nd intermediate axis 23 which wraps 22 from the outside. A spline is formed at the end of the second intermediate shaft 23, and the spline is engaged with the planet carrier 1C of the first planetary gear unit 1. Therefore, the planet carrier 1C is rotated by the rotation of the second intermediate shaft 23 when the second clutch C2 is operated. On the other hand, the sun gear 1S of the first planetary gear unit 1 is rotatably supported on the second intermediate shaft 23 through the bush.

The third hub assembly 19, which is connected to or separated from the clutch drum assembly 14 through the third clutch C3, includes a hub 19a having a spline formed on an outer circumferential surface thereof so as to install the first brake B1, and a first hub assembly 19. It has a main body 19b to which the sun gear 1S of the planetary gear unit 1 is connected. The third hub assembly 19 is formed integrally with the sun gear 1S of the first planetary gear unit 1 to transmit the power of the input shaft 12 to the sun gear 1S of the first planetary gear unit 1. It is supposed to be locked by the operation of the first brake B1.

The planetary carrier 1C supporting the planetary pinion 1P coupled with the sun gear 1S of the first planetary gear unit 1 is geared with the second intermediate shaft 23 of the second hub assembly 16. While being coupled, it is connected to the ring gear 2R of the second planetary gear unit 2. The ring gear 2R of the second planetary gear unit 2 and the planetary carrier 1C of the first planetary gear unit 1 are operated by the operation of the second brake B2, as can be seen from FIG. Each power transmission is constrained.

On the other hand, the one-way clutch F1 has a ring gear 2R of the second planetary gear unit 2 and a planetary carrier 1C of the first planetary gear unit 1 regardless of the operation of the second brake B2. ) Is installed to prevent the engine from rotating in the direction opposite to the rotation direction of the engine. The second brake B2 is adapted to the operation of the second brake piston 26 between the spline formed on the outer surface of the ring gear 1R of the first planetary gear unit 1 and the spline formed on the inner surface of the transmission case 40. The slide is moved by.

The second planetary gear unit 2 is splined to the first intermediate shaft 22 to which the sun gear 2S is connected to the first hub assembly 15, and the output shaft 3 is the second planetary gear unit 2. Is connected to the planetary carrier 2C of the planetary carrier, and the planetary carrier 2C is a ring of the first planetary gear unit 1.

It is connected to the gear 1R. The ring gear 2R of the second planetary gear unit 2 is connected to the planetary carrier 1C supporting the planetary pinion 1P of the first planetary gear unit 1 as described above.

As can be seen from the above, the output shaft 3 of the automatic transmission is adapted to receive the power of the input shaft 12 via the planetary carrier 2C of the second planetary gear unit 2.

Reference numeral 50 in FIG. 2 is a lock up clutch.

According to the positions of the gear shift stage and the shift lever, the automatic transmission configured as described above has different operating elements of the power transmission control device as shown in the following Table-1, and the arrangement of the operating gears of the first and second planetary gear units is different. The power drawn out is changed and shifted.

TABLE 1

In Table 1, when the vehicle is parked and stopped, the selector lever is placed in the P range, and when the vehicle is reversed, it is placed in the R range, and in the N range when the vehicle is in a neutral state without engagement of the gear. And when the car runs, the D range and the S and L ranges should be selected according to the driving condition.In the D range, there are gear shifts of 1,2,3,4 steps, and the S range is, for example, 1, The second and L ranges have gear shifting stages of only one stage, and the gear shifting stages of the 1,2,3 and 4 stages form the same gear shifting arrangement regardless of the range.

In Table 1, the o indicates that the corresponding operating element is operated at the gear shifting stage.

Each operating element of the automatic transmission having the structure as described above, in particular each clutch (C1 (C2) (C3) and brake (B1) (B2)) is controlled and operated by the hydraulic control device of the present invention, the present invention Looking at the configuration of the hydraulic control device by referring to the accompanying drawings as follows.

3 to 14 are views showing the configuration of the hydraulic control device according to the present invention and the hydraulic action according to each shift range in detail, FIG. 3 is a hydraulic action degree in the parking range, and FIG. 4 is a neutral range. Hydraulic pressure in the reverse range, FIG. 5 is the hydraulic pressure in the drive range forward 1 speed, and FIG. 7 is the hydraulic pressure in the drive range forward 1 speed shown in FIG. Fig. 8 shows the hydraulic action at the 2nd speed of the drive range forward, Fig. 9 shows the hydraulic action at the time of partial lockup at the 2nd speed of the drive range forward shown in Fig. 8, and Fig. 10 shows the hydraulic pressure at the 3rd speed of the drive range forward. Fig. 11 shows the hydraulic action during partial lock-up at the third drive range forward speed shown in Fig. 10. Fig. 12 shows the hydraulic action during lock-up at the third drive range forward speed shown in Fig. 10. Hydraulic actuation diagram at the range forward 4 speed, FIG. 14 is a hydraulic actuation diagram at the time of lockup at the drive range forward 4 speed shown in FIG.

As shown, the present invention is selected in connection with a shift selection lever (not shown) which is connected to a shift selection lever that is held by a driver by hand to operate an oil pump 13 driven by an oil pump driven shaft driven by an engine. The manual valve 101 which controls the flow direction of pressure oil is connected through the 1st flow path 201 according to this. In addition, the first flow path 201 of the oil pump 13 includes a line pressure regulating valve 102 for adjusting the pressure of the operating pressure oil pumped by the oil pump to a line pressure, and the line pressure regulating valve 102. The pilot valves 103 which regulate the pressure oil supplied by the pilot pressure are respectively connected.

The line pressure regulating valve 102 is connected with a torque converter pressure reducing valve 104 for reducing the line pressure of the working oil, and the pressure reducing valve 104 is adjusted by adjusting the hydraulic pressure supplied from the valve to the lock-up pressure. The lock up control valve 105 which leads to the up clutch 50 is connected.

On the other hand, the manual valve 101 through the flow path 202 (203) 204 (205) 206, each operating element of the transmission, that is, the first brake (B1), the first clutch (C1), the second It is connected to the clutch C2, the second brake B2 and the third clutch C3, and on the flow paths 202, 203, 204 and 205, hydraulic pressure is applied to the corresponding operating elements of the transmission according to the selection of the range. A plurality of actuating element control valves, such as the first brake control valve 106, the first clutch control valve 107, the second clutch control valve 108 and the second brake control valve 109, which control this action, are each It is installed.

Each of the actuating element control valves 106, 107, 108, 109 is connected to the pilot valve 103 via a flow path 207, on which the pilot valve 103 is connected. Four normally open solenoid valves 111, 112, 113 and 114 are provided for draining the pressurized oil supplied by pressure control. These solenoid valves receive a signal from an electronic control unit (not shown) to operate the on / off and drain or supply pressure oil supplied to the actuating element control valve to move the spoules of the valve so that the flow path is switched.

Flow paths 202, 203, 204 connecting the respective operating element control valves 106, 107, 108, 109 and the respective operating elements B1, C1, C2, B2 of the transmission. On the 205, an accumulator for preventing sudden hydraulic pressure from acting on the actuating element, that is, the first brake accumulator 115, the first clutch accumulator 116, and the second clutch accumulator 117 and the 2nd accumulator 118 for brake are provided so that shift shock may be prevented.

In addition, a safety valve 119 which is set by the line pressure is provided on the second flow path 202 to prevent the hydraulic oil from being supplied to an operation element other than the corresponding operation element in an arbitrary range. Specifically, the line pressure is applied to one side of the safety valve 119, and the second clutch flow passage 204 is connected to the other side. Therefore, in the range in which the second clutch is operated, the sprue of the safety valve is pushed to the left in the drawing to block the first brake flow path 202. This range is the case of the drive range 3 speed, and as shown in FIG. 10, when the first clutch and the second clutch are operated at the same time, it can be seen that the first brake flow path is blocked by the safety valve. Therefore, even when a solenoid valve or an operating element control valve fails, interlock due to a failure can be prevented.

In addition, the fifth flow path 205 is provided with a direction switching valve 120 is adjusted by the line pressure, which is the pressure oil through the second brake control valve 109 to the lock-up control valve 105 By induction, lockup control is enabled at 2nd, 3rd and 4th speeds.

In the drawings, reference numerals 121, 122, and 123 are check valves, 124 is a bypass limit valve, 125 is an oil cooler, 126 is an oil strainer, and 200 is a main flow path.

In the hydraulic control apparatus of the automatic transmission according to the present invention configured as described above, the line pressure can be adjusted by using only the line pressure regulating valve without using a separate line pressure regulating solenoid valve, P, R, N range. The high pressure is regulated so that there is no backup pressure in the case, and the line pressure is reduced by operating the backup pressure in the D range. In particular, at the 3rd and 4th speeds that do not require high line pressure, another back-up pressure is operated to lower the pressure.

In the shift control, the line pressure driven by the oil pump is supplied directly to the second brake control valve and the safety valve without passing through the manual valve, and the lock-up control valve is backed up at a speed other than the lockup through the directional valve. It is operated by pressure and prohibits lockup. The line pressure is supplied to the second brake control valve irrespective of the range change by the manual valve, and the lock-up is prevented by operating the backup pressure of the lock-up control valve even at start-up. In addition, B2 pressure can operate in R range and D range.

In addition, the line pressure supply to the B1, C1 and C2 control valves, which control the hydraulic pressure to the operating elements used only in the D range, can be operated only in the D range through the manual valve to prevent malfunctions in other ranges. have.

In addition, the hydraulic oil regulated by the second brake control valve is enabled to be locked up and operated to B2 by the operation of the directional valve. Directional valves always induce pressure oil controlled by the second brake control valve to B2 except for the second, third, and fourth speeds of the D range, and the backup pressure of the lock-up control valve at the second, third, and fourth speeds. Enables lockup at 2, 3 and 4 speeds. In this way, the combination of the second brake control valve and the two direction switching valves has two functions, which enables the reduction of parts compared to the conventional structure. In addition, in the second, third, and fourth speeds, B2 does not work, and thus, malfunctions of B2 are prevented even in the event of a failure.

In addition, when the C1 and C2 pressures are actuated by the installation of the safety valve, even if the B1 pressure is malfunctioned, the B1 pressure is not actuated on the operating element. In other words, the C1, C2, and B1 pressures are not operated at the same time so that no interlock occurs even in the event of failure.

Hereinafter will be described in detail with reference to the above Table 1 and the attached 3 to 14 of the operating process of each range of the hydraulic control apparatus according to the present invention having the configuration and features as described above.

[P, N range]

These ranges have no actuating element as shown in Table 1, and as shown in FIGS. 3 and 4, the manual valve 101 is positioned at P or N so that all actuating element control valves, clutch pistons and brakes are present. The pressure oil supply to the piston is shut off.

Therefore, the vehicle is in the neutral state of the main, stop, or gear, wherein the pressure oil pressurized by the oil pump 13 during the driving of the car in the P range is caused by the stop of the engine at the time of main, stop. The plurality of clutch pistons and the plurality of brake pistons for actuating the actuation element are returned to their original positions by respective springs involved. On the other hand, in the N range, the engine operates, but since the engine power is not transmitted to the output shaft, flow paths to the operating elements of the transmission are blocked by the valves. At this time, the pressure oil supplied to the flow path on the circuit by the oil pump is drained to the oil tank through the oil pump check valve 121 and the plurality of valves installed in the first flow path 201 when a predetermined pressure is exceeded. Therefore, only the position of the manual valve 101 is different from the P range, the hydraulic pressure is applied in the same manner as the P range.

[R Range]

In this range, as shown in Table 1, the third clutch C3 and the second brake B2 are operated. As shown in FIG. 5, the manual brake 101 is positioned at R so that the second brake of the transmission The fifth flow passage 205 leading to (B2) and the sixth flow passage 206 leading to the third clutch C3 are opened to supply pressure oil to the corresponding operation element. In this reverse range the present invention is adapted to operate the engine brake.

The pressurized oil pressurized from the oil pump 13 is supplied to the third clutch C3 along the sixth flow path 206 communicated by the manual valve 101 being located at R. In addition, since the manual valve 101 is positioned at R, the fourth solenoid valve 114 is closed and operated so that the flow path 205 through the second brake B2 is opened in the electronic control unit. Therefore, the pressurized oil which flows through the 7th flow path 207 flows along the branch flow path 207-4, and presses the sprue of the 2nd brake control valve 109 provided on this flow path to the left in the figure. Therefore, the flow path closed by the second brake control valve 109 is opened, and the hydraulic oil passes through the second brake control valve 109 and the directional control valve 120 to be supplied to the second brake piston to supply the second hydraulic pressure. The brake B2 is activated. Here, the second brake piston is not immediately operated by the hydraulic oil, and gradually pressurizes the second brake after the hydraulic pressure is accumulated in the accumulator 118 installed on the flow path 205. Therefore, shift shock can be prevented.

On the other hand, when the pressure acting on the second brake reaches a constant pressure, the second brake control valve moves to the right in the drawing by the pressure of the hydraulic oil to close the flow path toward the second brake.

By the hydraulic action as described above, the third clutch C3 and the second brake B2 are operated to obtain the reverse shift.

[D-range forward 1 speed]

This range is a gear shift arrangement in which power is transmitted when the vehicle starts or runs when the vehicle is under heavy load. As shown in Table 1, the first clutch C1 and the one-way clutch F are connected to each other. It works. The manual valve is also located at D as in FIG. When the manual valve 101 is positioned at D, the second solenoid valve 112 is operated by the signal of the transmission control unit. The operation of the valve 112 causes the hydraulic oil to be supplied through the oil passage 207-2, so that the sprue of the first clutch control valve 107 is moved to one side and the oil passage 204 directed to the first clutch is moved. Will be opened.

As a result, the pressurized oil supplied to the main flow path 200 through the manual valve 101 is supplied to the third flow path 203 which communicates with the first clutch C1 via the first clutch control valve 107, whereby The first clutch piston is operated to operate the first clutch C1. Here too, the shift shock during operation of the first clutch C1 can be prevented by the action of the first clutch accumulator 116 provided on the flow path 203.

[1st speed forward with engine brake]

When the car of the first forward speed coasts, the car is not driven by the engine but is driven by inertia. Therefore, the engine is idled, causing a safety problem. have. In this case, as shown in Table 1 and FIG. 7, the fourth solenoid valve 114 is 'on' by the transmission control unit to operate the second brake control valve 109. Accordingly, the flow path leading to the second brake B2 is opened, and the operating pressure oil is supplied to the second brake at a low pressure through the directional valve 120 to operate the engine brake. In this manner, the first clutch C1 and the second brake B2 are operated at this shift stage, and the one-way clutch F is stopped. Here, the hydraulic control for operating the first clutch has been described in the forward 1 speed, and the hydraulic control for the second brake has been described in the R range, and thus a detailed description thereof will be omitted.

[D-range forward 2 speed]

The shift from the first forward speed to the second forward speed having the operation element as described above is performed when the first solenoid valve 111 is 'on' by the signal of the transmission control unit while the first clutch C1 is operated. The flow path 202 communicating with the first brake B1 is opened, and the operating pressure oil is supplied to the first brake.

That is, as shown in FIG. 8, the hydraulic oil is continuously supplied to the first clutch C1 along the flow path 203 communicated by the operation of the second solenoid valve 112, while the first solenoid valve 111 is The additional operation causes the spool of the first brake control valve 106 to move so that the flow path 202 directed to the first brake is communicated. Therefore, the hydraulic oil flows to the second flow path 202 through the first brake control valve 106, and passes through the safety valve 119 provided on the flow path to the first brake. Here, the safety valve 119 always directs the pressure oil flowing through the second flow path 202 to the first brake.

The pressurized oil passing through the safety valve 119 presses the piston for the first brake, and the first brake B1 is operated by pressurizing the piston. In this case, the first brake piston is also not immediately operated by the accumulator action of the accumulator 115 like the second brake piston, so that the shift shock when shifting from the first forward speed to the second forward speed can be prevented.

Meanwhile, the pressure oil supplied from the gear shifting stage to the second flow passage 202 is supplied to the first brake piston through the safety valve 119 and is provided on the flow passage communicating with the second flow passage 202. 122 is also supplied to change the direction of the direction change valve (120). According to the change of the direction of the direction change valve 120, the pressure oil passing through the second brake control valve 109 can be prevented from being supplied to the second brake B2.

[Partial Lockup at 2nd Forward]

Partial lock-up in the automatic transmission eliminates a portion of the slip that occurs during the engagement phase of the vehicle while driving at forward 2 speeds, while also engaging the clutch between the engine crankshaft and the turbine assembly to improve fuel economy and torque To provide the advantage of reducing the operating heat and engine speed of the converter, this range is shown in FIG. 9, in which the fourth solenoid valve 114, which was closed at the second forward speed by the signal of the transmission control unit, is closed. Partially open. With the opening of the fourth solenoid valve 114, the pressure oil in the flow passage 207-4 is partially drained through the fourth solenoid valve 114, and the second brake control valve 109 through the seventh flow passage 207. The pressure on the sprue of the will decrease. Therefore, the spool of the second brake control valve 109 is moved to the right in the drawing as the working pressure decreases, so that the flow path 205 of the second brake control valve 109 is partially closed to turn the directional valve 120 The pressure of the pressurized oil supplied to one side of the lock-up control valve 105 is reduced. Accordingly, the sprue of the lock-up control valve 105 is moved to one side, that is, to the right in the drawing, and the pressure of the hydraulic oil supplied from the oil pump 13 to the torque converter by the movement of the lock-up control valve 105 is thus. On the other hand, while the flow path toward the lock-up clutch is opened and the hydraulic oil is supplied to the lock-up clutch, the pressure of the lock-up clutch is increased, and the lock-up clutch is clutched and partial lock-up is made by this pressure difference. The operation of the lock up control valve 105 here takes place at the time of lock up operation, ie at the start of slip control.

[3D range forward speed]

The gear shifting from the second gear shifting to the third gear shifting speed having the operating element as described above stops the operation of the first brake in a state in which the first clutch C1 is continuously operated, and the second clutch C2 is operated. By that.

In this range, as shown in FIG. 10, the first solenoid valve 111 is opened by the signal of the transmission control unit and the third solenoid valve 113 is closed. Accordingly, the pressure oil supply flow path 202 is interrupted to the first brake B1 through the first brake control valve 106, while the oil pressure supply flow path to the second clutch C2 is transmitted to the second clutch C2 through the second clutch control valve 108. 204 is opened.

That is, the operation of the third solenoid valve 113 acts on the spoof of the second clutch control valve 113 without draining the pressure oil on the flow path 207-3. This causes the sprue of the second clutch control valve to move to the left in the figure, and the flow path 204 is opened. The pressure oil supplied from the manual valve 101 to the main flow path 200 through the open flow path 204 is supplied to the piston for the second clutch so that the second clutch C2 is operated. Here, the direction switching valve 120 is positioned so that the pressure oil passing through the fifth flow path 205 is sent to the lock-up control valve 105 by the pressure of the pressure oil passing through the second clutch control valve 113, and checks. The valve 122 shuts off the flow path to prevent the pressure oil passing through the second clutch control valve 113 from being sent to the first brake B1. The safety valve 119 is also positioned to prevent the hydraulic oil passing through the second clutch control valve 113 from being sent to the first brake B1. On the other hand, since the pressure of the pressurized oil directed to the second clutch C2 is gradually increased by the second clutch accumulator 117, it is possible to prevent shock during operation of the second clutch. In addition, the hydraulic oil supplied to the actuating element operated at this shift stage is operated by the hydraulic oil pressure regulated by the manual valve 101, not through the line pressure regulating valve 103, thus eliminating the need for line pressure. The pressure can be adjusted to a lower pressure.

[Partial Lock Up at Third Speed]

The hydraulic action for this range is shown in FIG. As shown, it can be seen that the hydraulic action in this case is the same as the partial lockup at forward two speeds. Therefore, detailed description is omitted here.

[Lock up at 3rd forward]

Figure 12 shows the hydraulic action for the lockup at three forward speeds. This is because the pressure of the torque converter hydraulic oil pushes the sprue of the lock-up control valve 105 to push the lock-up control valve 105 completely in one direction while the drive continues to the partial lock at the third forward speed. Is made by

The movement of the lock-up control valve 105 blocks the flow passage to the torque converter T / C from the torque converter pressure reducing valve 104, while the flow passage to the lock-up clutch L / UP is completely opened. . Therefore, the lock-up clutch is locked with the converter housing directly connected to the output shaft of the engine by the pressure pushing the oil flowing into the impeller of the torque converter outward. From this point, no power is transmitted by the torque converter, but the output shaft of the engine The lockup state is delivered directly from the system.

On the other hand, when the speed of the vehicle is reduced in the lock-up 'off' range in the lock-up state, the fourth solenoid valve is 'off' by the transmission control unit and the pressure at the right end of the lock-up control valve is increased to reduce the torque converter. The connecting flow path to the valve is connected to the torque converter. As a result, the hydraulic oil is supplied radially inward from the converter housing side, and the lock-up clutch is separated from the converter housing, thereby being locked up. In other words, power transmission is achieved through the torque converter.

[D range forward 4 speed]

As shown in Table 1, the actuating elements in this range operate the second clutch C2 and the first brake B1.

When the speed of the vehicle increases gradually to the fourth speed state, as shown in FIG. 13, the second solenoid valve 112 is 'off' by the transmission control unit and at the same time, the first solenoid valve 111 and the third solenoid are turned off. Since the valve 113 is 'on' so that the hydraulic oil is not drained through the solenoid valves 111 and 113, the hydraulic oil is applied to the right ends of the first brake control valve 106 and the second clutch control valve 108. The pressure will increase. Therefore, the sprues of the first brake control valve 106 and the second clutch control valve 108 are pushed to the left in the drawing so that the flow path is switched, that is, the flow paths 202 and 204 are opened, and the flow path 203 is As a result, the supply of the pressurized oil delivered to the first clutch at the third speed is interrupted, while the flow passage through the first brake is opened to supply the pressurized oil to the first brake. At this time, the state in which the pressure oil passing through the second clutch control valve 108 is supplied to the second clutch C2 is maintained. By supplying such pressurized oil, 4 forward speeds as shown in Table 1 are obtained. Here, the operation of the first brake B1 is performed by the operation of the first solenoid valve 111 to be turned on, so that the fluid flowing along the flow path 207-1 may be controlled by the first brake control. The flow path is switched by acting on the valve 106, so that the hydraulic oil flows through the open flow path 202, and the fluid passing through the first brake control valve 106 is guided to the safety valve 119. The first brake B1 is supplied to the first brake B1 through the safety valve 119. At this time, the first brake piston is not immediately actuated by the accumulator action of the accumulator 115, as described in the second forward speed, thereby preventing shift shock when shifting from the third forward speed to the fourth forward speed.

[Lock up at 4th forward]

This is because the pressure of the torque converter hydraulic oil pushes the sprue of the lock-up control valve 105 to push the lock-up control valve 105 completely in one direction while continuing to run at the partial lock at the fourth forward speed. The hydraulic action in such a case is shown in FIG. As shown, it can be seen that the lock up at the fourth forward speed is the same as the lock up at the third forward speed described above. Therefore, detailed description is omitted here.

As described above, in the hydraulic control apparatus of the automatic transmission according to the present invention, the release pressure and the operating pressure of the shift control at the time of shifting are made of electronic control, and only the four solenoid valves, Lock up control is also possible. Therefore, the structure is simple and the complicated electronic control logic is unnecessary, which reduces the manufacturing cost, and the free electronic control of the operating elements enables the shifting performance to be improved, and the speed change stage is possible even in the event of a valve failure. Effect.

Although one embodiment for carrying out the hydraulic control apparatus of the automatic transmission according to the present invention has been shown and described above, the present invention is not limited to the above-described embodiment, and the gist of the present invention as claimed in the following claims. Various changes can be made by those skilled in the art without departing from the scope of the present invention.

Claims (1)

A line pressure regulating valve installed on a flow path of the oil pump to adjust the pressure of the operating pressure oil to a line pressure and to supply the manual valve; A pilot valve for regulating the line pressure adjusted by the line pressure regulating valve with internal pilot pressure oil; A plurality of normally open solenoid valves installed in parallel to drain the pressure oil supplied through the pilot valve on the flow passage branched from the flow path of the pilot valve; A plurality of actuating element control valves operable to guide hydraulic pressure to each actuating element of the transmission by the adjustment of the solenoid valve; A safety valve oriented to prevent pressure oil supply to other actuating elements; A plurality of accumulators installed on a flow path between the actuating element control valve and each actuating element to accumulate pressure such that hydraulic shock is not generated in each actuating element during shifting; A torque converter pressure reducing valve for reducing the pressure of the hydraulic oil directed to the torque converter through the line pressure regulating valve; A lock-up control valve for guiding the pressurized oil supplied from the torque converter pressure reducing valve to the lock-up clutch; And Hydraulic control device of the automatic transmission, characterized in that it comprises a directional control valve directional control by the line pressure to guide the oil pressure to the lock-up control valve.

Images