KR100264559B1 - Hydraulic control system of the transmission - Google Patents

Abstract

PURPOSE: A hydraulic control system of an automatic transmission is provided to improve the shift quality when a kick down skip shift from four-speed to two-speed is performed, an up shift control from one-speed to two-speed is performed and a down shift from three-speed to one speed is performed. CONSTITUTION: A hydraulic control system contains one-two shift valve(36) to convert a passage when a gear is shifted from one speed to two speed; a two-three/four-three shift valve(38) to convert the passage when the gear is shifted from two speed to three speed; a two-four/three-four shift valve(40) to convert the passage when the gear is shifted from three speed to four speed; and an and clutch valve(42). An accumulator(44) is controlled by chamber supply pressure of a second friction element when a kick down skip shift from the four speed to two speed is performed. Thereby, the shift quality is improved.

Description

Hydraulic control system of automatic transmission for vehicles

1 is a 1-2 speed shift state diagram as a hydraulic control system according to the present invention.

2 is a three-speed state diagram as a hydraulic control system according to the present invention.

3 is a 3-4 speed shift state diagram as a hydraulic control system according to the present invention.

4 is a 4-2 down skip shift state diagram as a hydraulic control system according to the present invention.

The present invention relates to a hydraulic control system for improving a feeling of shifting, and more particularly, to control the accumulator to servo pressure during the 4-2 downshift shifting, so that the release control of the end clutch can be arbitrarily performed. The present invention relates to a hydraulic control system capable of appropriately coping with the change, thereby improving the feeling of shifting, and enabling run-up and tie-up control of the engine.

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

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

The hydraulic control system includes a pressure regulating means for regulating the oil pressure generated from the oil pump, a manual and automatic shift control means for forming a shift mode, and a shift feeling and responsiveness for smooth shift mode formation during shifting. Hydraulic control means, damper clutch control means for actuating the damper clutch of the torque converter, and hydraulic distribution means for distributing an appropriate hydraulic supply to each friction element.

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

In order to improve shift responsiveness in the electronically controlled four-speed hydraulic control system, when the 4-2 down-skip shift is performed, the end clutch pressure release delay control is not possible and engine run-up is expected, and the hydraulic release delay using the accumulator valve is expected. And operation control.

As such, the accumulator used to improve the feeling of shifting is conventionally able to control the back-pressure release pressure of the end clutch by the elastic force of the spring, which makes it difficult to cope with oil temperature or engine driving conditions. This is also the same when downshift control is performed from 3 speeds to 2 speeds.

In addition, when the upshift control is performed from the first speed to the second speed, since the shift is completed by the pressure control solenoid valve to the servo pressure in the shift period in which the engine driving deviation is large, there is a problem in that the shifting feeling is not good.

The present invention has been invented to solve the problems of the prior art as described above, and an object of the present invention is when a kick-down skip shift is made from 4 speeds to 2 speeds and when upshift control is made from 1 speed to 2 speeds. In addition, the present invention provides a hydraulic control system of an automatic transmission for a vehicle that can improve a shifting feeling in which downshifting is performed from three speeds to two speeds.

In order to realize the object of the present invention as described above, the pressure adjusting means for adjusting the hydraulic pressure generated from the oil pump, the manual and automatic shift control means for forming a shift mode, and the smooth shift mode formation during shifting In a hydraulic control system for a vehicle comprising: hydraulic control means for controlling shifting feeling and responsiveness; damper clutch control means for operating the damper clutch of the torque converter; and hydraulic distribution means for distributing a proper hydraulic supply to each friction element.

The hydraulic distribution means includes a 1-2 shift valve for switching the flow path when shifting from the 1st speed to the 2nd speed, a 2-3 / 4-3 shift valve for switching the flow path when shifting from the 2nd speed to the 3rd speed,

It includes 2-4 / 3-4 shift and end clutch valve to switch the flow path when changing from 3 speed to 4 speed,

Provides a hydraulic control system of an automatic transmission for a vehicle that enables the accumulator connected between the end clutch valve and the 1-2 shift valve to be controlled under pressure to control the release pressure of the third friction element that is the end clutch. do.

The accumulator is supplied with duty-controlled hydraulic pressure and supplied with hydraulic pressure equal to the operating pressure of the second friction element acting as a reaction force element at the second and fourth speeds, and the hydraulic pressure of the input elements at the third and fourth speeds. It provides a hydraulic control system of an automatic transmission for a vehicle including a port.

The accumulator also provides a hydraulic control system for an automatic transmission for a vehicle including a piston, which is carried in the same direction by the small elastic member and the large elastic member, and a plug having a guide member for guiding the small elastic member.

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

1 shows a hydraulic control system according to the present invention, which shows a state in which the speed is changed from one speed to two speeds.

The electronically controlled hydraulic control system controls the shift stage as each valve switches the flow path by the action of solenoid valves that are on / off controlled or duty controlled by a transmission control unit (TCU) that receives the opening and vehicle speed signals of the throttle valve. Is performed.

Such a hydraulic control system includes a torque converter (2) that receives power from an engine and converts torque to a transmission side, and an oil pump (4) which generates and discharges the oil necessary for the torque converter and the shift stage and the oil necessary for lubrication. ).

Oil generated from the oil pump (4) is a pressure control valve (8) for making a constant pressure along the pipeline 6, a torque converter control valve (10) for constantly adjusting the pressure of the torque converter and the lubricating oil, And it constitutes a flow path that can be supplied to the damper clutch control valve 12 for increasing the power transmission efficiency of the torque converter.

And some of the oil generated from the oil pump (4) is a reducing valve 14 to always maintain a lower pressure than the line pressure, and a manual for switching the flow path while operating in conjunction with the position of the selector lever in the driver's seat The flow path that can be supplied to the valve 16 is configured.

The constant hydraulic pressure reduced in the reducing valve 14 constitutes a flow path that can be used as a control pressure of the high-low pressure valve 18 which minimizes the driving loss of the oil pump by lowering the line pressure in the high speed stage. In addition, some of the hydraulic pressure is supplied to the first pressure control valve 20 and the second pressure control valve 22 to constitute a flow path that can be used as the control pressure.

And the lip nut of hydraulic pressure supplied to these 12th, pressure control valve is making the flow path which can use the control pressure of the N-R control valve 24 which reduces a shift shock when a mode is changed from a neutral range to a reverse range.

The first solenoid valve S1 and the second solenoid valve S2 which are controlled on / off by the transmission control unit in the pipeline 26 through which the hydraulic pressure flows when the manual valve 16 is in the travel D range. The shift control valve 28 which switches a flow path by the function of) is connected so that hydraulic pressure can be supplied.

The shift control valve 28 is connected to the 2nd speed line 30, the 3rd speed line 32, and the 4th speed line 34 to supply control hydraulic pressure to the plurality of shift valves for the respective shift stage control. It is configured to be.

That is, the second speed pipeline 30 is configured to be supplied to the left end port of the 1-2 shift valve 36 to control the valve, and the third speed pipeline 32 is a 2-3 / 4-3 shift valve ( And the fourth speed conduit 34 is provided with the right end port of the 2-3 / 4-3 shift valve 38 described above and 2-4 / 3- It is configured to be supplied to the left end port of the four shift valve 40 and the left end port of the end clutch valve 42 to control each valve.

On the other hand, the first pressure control valve 20 is configured such that flow path switching can be performed by the third solenoid valve S3, and the second pressure control valve 22 is configured by the fourth solenoid valve S4. It has the structure which can switch a flow path.

The first-speed pipe 44 is branched to the pipe line 26 connected to the manual valve 16 and is supplied to the first pressure control valve 20 and the second pressure control valve 22 while the third and fourth solenoid valves ( The flow path which can be supplied to the 1st friction element C1 which is an input element of a 1st speed | rate via the 2-4 / 3-4 shift valve 4 by control of S3, S4 is comprised.

And the 1st pressure control valve 20 comprises the flow path which can supply hydraulic pressure to the 2nd friction element C2 which acts as a reaction force element of a 2nd speed | rate through the 1-2 shift valve 36.

In addition, a flow path through which the partial hydraulic pressure via the 1-2 shift valve 36 may be supplied to the end clutch C3 acting as the 3-speed input element using the 2-3 / 4-3 shift valve 38. The hydraulic pressure supplied to the second friction element C2 and the third friction element C3 is configured to be supplied to the two ports 46 and 48 of the accumulator 44, respectively.

In addition, when the manual valve 16 is in the reverse range, the hydraulic pressure supplied to the reverse first control conduit 50 acts as a reaction force element at the reverse shift stage via the 1-2 shift valve 36 ( C4) constitutes a flow path through which hydraulic pressure can be supplied, and the reverse second control pipe 52 is connected to the manual valve 16 for the operation of the fifth friction element C5 serving as an input element.

The reverse second control conduit 52 is provided with a check valve 54 so as to delay the hydraulic release when releasing the operating hydraulic pressure so as to improve the feeling of shifting.

On the other hand, the accumulator 44 has a plug 56 fixed to the valve body, and the plug is provided with a guide member 62 for guiding the small elastic member 60 holding the piston 58.

The piston 58 is supported by the large elastic member 64.

In the figure, reference numeral 66 denotes a fifth solenoid valve for controlling the damper clutch control valve.

In the hydraulic control system of the present invention made in this way, the first speed control process is the same as in the related art, and thus, detailed description thereof will be omitted.

When the vehicle speed increases in the first speed control state, the first solenoid valve S1 is controlled to be in an off state and the second solenoid valve S2 is controlled to be in an on state, so that hydraulic pressure flows in the second speed pipeline 30.

That is, the first solenoid valve S1 is controlled to be in an off state so that hydraulic pressure flows into the second speed pipeline 30 to move the spool of the 1-2 shift valve 36 from left to right, and then the third solenoid valve ( By controlling the duty of S3), the hydraulic pressure flowing through the first speed line 44 is controlled and supplied to the 1-2 shift valve 36.

Therefore, the hydraulic pressure supplied to the 1-2 shift valve 36 is supplied to the actuating side chamber of the second friction element C2 which is a kick-down servo since the flow path is switched to the hydraulic pressure of the 2-shift valve. Together with the first friction element C1, a two speed shift stage is made (see FIG. 1).

When the vehicle speed increases in such a state, the transmission control unit also controls the second solenoid valve S2 to be in an off state so that the hydraulic pressure flows into the third speed conduit 32. The flow path of is switched.

Therefore, the hydraulic pressure duty controlled by the first pressure control valve 20 is supplied to the release side chamber of the second friction element C2 via the 2-3 / 4-3 shift valve 38 to operate the friction element. The friction element is supplied to the third friction element C3 and the three speed control is completed while canceling (see FIG. 2).

At this time, the piston 58 of the accumulator 44 is moved by hydraulic pressure. If the vehicle speed is further increased in such a state, the transmission control unit controls the first solenoid valve S1 to be in the on-state to provide a 4-speed pipeline. Hydraulic flows to (34).

Therefore, the flow paths of the 2-4 / 3-4 shift valve 40 and the end clutch valve 42 are switched by the hydraulic pressure of the four speed pipeline 34, and the 2-3 / 4-3 shift valve 38 The flow path is switched back to the initial position.

By the flow path switching, the release pressure of the first friction element C1 and the hydraulic pressure of the release side chamber of the second friction element C2 are interlocked and discharged through the orifice, so that back pressure control is possible. Since the hydraulic pressure supplied from the first pressure control valve 20 is supplied to the operation side chamber of the second friction element C2, the release pressure of the first friction element C1 is released and delayed, and the second friction element is operated again. Control (see Figure 3).

And when downshifting from the 4th speed to the 3rd speed, the 1st solenoid valve is controlled to the off state. By this control, since the oil pressure of the 4th speed | path line 34 is released, the 2-4 / 3-4 shift valve 40 Since the flow path of the and the end clutch valve 42 is switched to the initial state, hydraulic pressure flows from the end clutch valve 42 to the 2-3 / 4-3 shift valve 38.

At this time, the hydraulic pressure of the second friction element (C2) is down-shifted to 3 speed while the duty control.

And when the kick-down skip shift is made from the fourth to the second speed, as shown in FIG. 4, the first solenoid valve S1 is controlled in the off state, and the second solenoid valve S2 is controlled in the on state. The hydraulic pressures of the inner and fourth speed conduits 32 and 34 are released.

At this time, the valve spools of the 2-4 / 3-4 shift valve 40 and the end clutch valve 42 move to the left as shown in FIG. 4, and the 2-3 / 4-3 shift valve 38 The hydraulic pressure of the left and right 3, 4 speeds is released so that it is fixed.

At this time, the pressure of the third friction element is released through the orifice (Of) and receives a release resistance, and according to the duty control of the third solenoid valve S3 and the degree of release of the third friction element C3, the piston of the accumulator 44 Reference numeral 58 moves from the right to the left, and this movement causes the release pressure of the third friction element to increase by the compensation volume, so that control is possible as shifting is required.

In addition, since the control pressure by the duty control of the fourth solenoid valve (S4) is supplied to the second friction element (C1) via the 2-4 / 3-4 shift valve 40, the second speed control is completed.

When the downshift control is performed from the 3rd speed to the 2nd speed, the second solenoid valve S2 is controlled from the off state to the on state, thereby releasing the hydraulic pressure of the 3rd speed pipeline 32, thereby providing 2-3 / 4. The spool of the -3 shift valve 38 moves from right to left to release the working hydraulic pressure of the third friction element C3.

At this time, the hydraulic pressure is supplied to the operation side chamber of the second friction element C2 controlled in conjunction with the accumulator 44 to complete the second speed control.

As described above, the hydraulic control system according to the present invention controls the accumulator by operating chamber supply pressure of the second friction element when the kick-down skipping shift is made from the fourth speed to the second speed. It can be arbitrarily used to increase the feeling of shifting, and also has the effect of controlling the tie-up of the engine.

In addition, since the accumulator is controlled in a shift section in which the driving deviation of the engine is large when shifting from 1 to 2 speeds, the shifting feeling can be improved even at this shift stage.

Claims (1)

Pressure control means for adjusting the hydraulic pressure generated from the oil pump, manual and automatic shift control means for forming a shift mode, hydraulic control means for adjusting shift feeling and responsiveness to form a smooth shift mode during shifting, 1. A hydraulic control system for a vehicle comprising damper clutch control means for damper clutch operation of a torque converter, and hydraulic distribution means for distributing an appropriate hydraulic pressure supply to each friction element, comprising: an end clutch valve forming said hydraulic distribution means; Between the two shift valves an accumulator is arranged for delaying the release pressure of the third friction element operating in the forward 2,3, which accumulates the second friction element operating pressure operating at the 2nd and 4th speeds, It has two ports to which the working pressure of the third friction element operating at three speeds is supplied. Sun Hydraulic control system of the automatic transmission, characterized by yirueojim by placing an accumulator to hold the piston to receive an elastic force in a direction.