KR100285492B1 - Hydraulic pressure control system for automatic transmission - Google Patents

Abstract

PURPOSE: Hydraulic pressure controlling system for an automatic transmission is provided to improve shifting feeling by controlling frictional element and to reduce number of various valves. CONSTITUTION: Hydraulic pressure controlling system of an automatic transmission comprises a regulator valve(3) supplying hydraulic pressure into torque converter(7) and transmission lubricating units(9,11) by controlling through line pressure; a reducing valve(17) supplying reducing pressure pressurizing the line pressure into a damper clutch control valve(15); a manual valve(21) supplying the hydraulic pressure into conduits(23,25,27,28) according to operation of a shift lever; and plural solenoid valves(S1,S2,S3,S4) separately supplying the hydraulic pressure into rear clutch(R/C), end clutch(E/C), second brake(2ND/B), low-reverse brake(S-R/B and servo apply(S/A). Thereby, the hydraulic pressure controlling system of the automatic transmission improves shifting feeling by controlling frictional element.

Description

Hydraulic control system for ATs

The present invention relates to a hydraulic control system for an automatic transmission, and more particularly, an automatic transmission that realizes four forward speeds and one reverse speed by directly controlling the rear clutch, the end clutch, the low-reverse brake, the front clutch, and the second brake. For a hydraulic control system.

In general, the hydraulic control system for controlling the automatic transmission is configured in various ways depending on the friction elements constituting the gear train.

Here, the hydraulic control system for an automatic transmission that achieves four forward speeds and one reverse speed by selectively controlling the rear type planetary gears of the rear clutch, end clutch, low-reverse brake, front clutch, and second brake is described.

Such hydraulic control systems are well known in the art, and most have a structure in which the pressure control valve is controlled by a solenoid valve so that the pressure controlled hydraulic pressure is indirectly supplied to the friction element via several shift valves and clutch valves.

However, since the hydraulic control system for the automatic transmission indirectly controls the friction elements, it is necessary to require a large number of shift valves and clutch valves to control the flow path, which is accompanied by an increase in the number of these valves. There is a disadvantage in reducing the feeling of shifting, such as causing inability to drive with the stick.

Therefore, the present invention was created to solve the above disadvantages, and the hydraulic control system for an automatic transmission according to the present invention directly controls the friction elements to improve the feeling of shifting, while reducing the number of various valves, It provides a hydraulic control system for an automatic transmission that eliminates all the problems caused by it.

1 is a hydraulic circuit diagram formed in the N range of the hydraulic control system for an automatic transmission according to the present invention.

2 is a hydraulic circuit diagram formed at the R range of the hydraulic control system for an automatic transmission according to the present invention.

3 is a hydraulic circuit diagram formed at the D range 1 speed of the hydraulic control system for an automatic transmission according to the present invention.

4 is a hydraulic circuit diagram formed at the D range 2 speed of the hydraulic control system for an automatic transmission according to the present invention.

5 is a hydraulic circuit diagram formed at the D range 3 speed of the hydraulic control system for an automatic transmission according to the present invention.

6 is a hydraulic circuit diagram formed at the D range 4 speed of the hydraulic control system for an automatic transmission according to the present invention.

7 is a hydraulic circuit diagram formed in the L range of the hydraulic control system for an automatic transmission according to the present invention.

<Explanation of symbols for main parts of drawing>

3: Regulator valve 13: Torque converter control valve 15: Damper clutch control valve 17: Reducing valve 21: Manual valve 23, 25, 27, 28, 29, 31: Pipe 41: Switch valve S1, S2, S3, S4: 1, 2, 3, 4 Solenoid valve R / C: Rear clutch E / C: End clutch LR / B: Low-reverse brake F / C: Front clutch 2ND / B: Second brake S / A: Servo application S / R: servo release

In order to realize this, the hydraulic control system for an automatic transmission according to the present invention includes a line pressure control means for controlling the oil pressure generated in the oil pump to a line pressure having a constant pressure amplitude and supplying hydraulic pressure to the transmission lubrication unit including a torque converter;

Range control means for supplying and discharging the line pressure supplied from said line pressure control means to a pipeline corresponding to each range;

Hydraulic control means for selectively supplying and discharging the hydraulic pressure supplied from the range control means to the rear clutch, the end clutch, the low-reverse brake, the front clutch, and the second brake;

And switching means for selectively supplying the hydraulic pressure supplied from the hydraulic control means to the servo application of the low-reverse brake and the second brake.

The hydraulic control system for an automatic transmission configured as described above is advanced by directly supplying and discharging the line pressure supplied from the range control means to each friction element or selectively supplying and discharging according to the operation of the switching means. Realizes 1st speed and 2nd speed.

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

1 is a hydraulic circuit diagram formed in the N range of the hydraulic control system for an automatic transmission according to the present invention, including rear clutch (R / C), end clutch (E / C), low-reverse brake (LR / B), It is configured to independently control the front clutch F / C and the second brake 2ND / B.

That is, the regulator valve 3 is connected to the oil pump 3 to the conduit 5 so that the oil pressure generated in the oil pump 1 is controlled to the line pressure having a constant pressure amplitude in the regulator valve 3 of the line pressure control means. Connected.

The regulator valve 3 is a torque converter control valve 13 and a damper clutch control valve 15 to supply the hydraulic pressure supplied from the oil pump 1 to the torque converter 7 and the transmission lubrication parts 9 and 11. Leads to.

The damper clutch control valve 15 causes the hydraulic pressure supplied from the torque converter control valve 13 to pass through the torque converter 7 as the solenoid valve S controls the reducing pressure supplied from the reducing valve 17. Or non-via.

The reducing valve 17 is connected to the conduit 19 so as to supply the reducing pressure which is supplied with the line pressure to the conduit 5 to the damper clutch control valve 15 which is one element of the line pressure control means.

And the manual valve 21 of the range control means that is supplied with the line pressure to the pipeline 5 connected to the regulator valve (3) supplies and discharges the hydraulic pressure to the pipelines (23, 25, 27, 28) corresponding to each range It is configured to be.

That is, the manual valve 21 is configured to control the communication between the conduits 23, 25, 27, 28 and the conduit 5 according to the operation of the shift lever, and the regulator valve 3 has a line corresponding to each range. It is connected to conduits 29 and 31 to control the pressure.

The hydraulic pressure supplied to the conduits 23, 25, 27 and 28 connected to the manual valve 21 is pressure-controlled, so that the rear clutch R / C, the end clutch E / C, and the low-reverse brake LR / B) a first hydraulic control means for selectively supplying and discharging to the servo application S / A and the servo release S / R of the front clutch F / C and the second brake 2ND / B. 2, 3, 4 solenoid valves (S1, S2, S3, S4) are provided.

The first solenoid valve S1 is connected to the manual valve 27 by a conduit 23 to be installed on the conduit 33 to supply pressure to the rear clutch R / C by controlling the pressure of the hydraulic pressure supplied therefrom. do.

The second solenoid valve S2 is connected to the manual valve 27 by a conduit 23 and installed on the conduit 35 to supply and discharge the hydraulic pressure supplied therefrom to the end clutch E / C). do.

The third solenoid valve S3 is connected to the manual valve 27 by a conduit 25 so as to pressure-control the hydraulic pressure supplied therefrom to supply and discharge the servo brake S / R of the second brake 2ND / B. To be installed on the conduit 37.

The fourth solenoid valve S4 is connected to the manual valve 27 by a conduit 25 and pressure-controls the hydraulic pressure supplied therefrom, thereby providing a servo control of the low-reverse brake LR / B and the second brake 2ND / B. It is installed on the conduit 39 to selectively supply and discharge the ply (S / A).

And the front clutch (F / C) is directly connected to the conduit (27).

Meanwhile, the first and fourth solenoid valves S1 and S4 control the hydraulic pressure to a high state when the power is off, and the second and third solenoid valves S2 and S3 are configured to control the hydraulic pressure to a normal low state when the power is off. do.

This enables two-speed running when the power is cut off from the first, second, third and fourth solenoid valves S1, S2, S3 and S4 in the D range driving state, and the front clutch (F / C) in the R range driving state. The low-reverse brake (LR / B) is activated, and in the L range state, the rear clutch (R / C) and the low-reverse brake (LR / B) are operated to enable driving.

And switching means configured to select a flow path in the conduit 39 therebetween such that the fourth solenoid valve S4 selectively supplies hydraulic pressure to the low-reverse brake LR / B and the servo application S / A. Switch valve 41 is provided.

When the engine of the vehicle having the hydraulic control system for an automatic transmission configured as described above is started, the oil pump 1 generates hydraulic pressure, and the regulator valve 3 controls the hydraulic pressure to a line pressure so that the pipeline 5 At the same time, the hydraulic pressure is supplied to the torque converter 7 and the transmission lubrication parts 9 and 11 via the torque converter control valve 13 and the damper clutch control valve 15, and the reducing valve 17 The line pressure is controlled by the reducing pressure and supplied to the conduit 19.

(N range)

In this state, when the N range is selected by the shift lever, the transmission control unit TCU controls the solenoid valve S to be off to release the damper clutch (not shown).

The damper clutch control is omitted because the transmission control unit TCU controls the solenoid valve S in accordance with a predetermined logic.

In addition, when the shift lever is selected to N, the manual valve 21 is controlled in the state of FIG. 1 to communicate the conduit 5 with the conduit 25.

At this time, the transmission control unit TCU controls the first, second, third and fourth solenoid valves S1, S2, S3 and S4 to be on, off, off and on, respectively.

Therefore, the line pressure supplied to the conduit 25 is blocked by the third and fourth solenoid valves S3 and S4 so that no friction element is operated. Therefore, the N range is realized.

(R range)

When the shift lever is selected to R in the above N range, the manual valve 21 is controlled in the state of FIG. 2, thereby communicating the conduit 5 to the conduits 25, 27, and 31. The hydraulic pressure supplied to this conduit 31 acts so that the regulator valve 3 controls the line pressure corresponding to the R range.

At this time, the transmission control unit TCU controls the first, second, third and fourth solenoid valves S1, S2, S3 and S4 on, off, off and off, respectively. In the N-R shift process, the fourth solenoid valve S4 is duty controlled.

Therefore, the reverse pressure supplied to the conduit 27 controls the switch valve 41 to the state of FIG. 2 and is supplied to the front clutch F / C to operate it. The line pressure supplied to the conduit 25 is supplied to the low-reverse brake L-R / B via the fourth solenoid valve S4 and the switch valve 41 connected thereto to operate the line pressure. Therefore, the R range is realized.

(D range 1 speed)

In addition, if the shift lever is selected as D and the throttle opening degree is increased in the above N range, the manual valve 21 is controlled in the state shown in FIG. 3 to thereby connect the conduit 5 to the conduits 23, 25 and 29. Communicate. The hydraulic pressure supplied to this conduit 29 acts so that the regulator valve 3 controls the line pressure corresponding to the D range.

At this time, the transmission control unit TCU controls the first, second, third and fourth solenoid valves S1, S2, S3, and S4 to be off, off, off, and on, respectively.

Therefore, the drive pressure supplied to the conduit 23 controls the switch valve 41 to the state of FIG. 3, and is supplied to the rear clutch R / C via the first solenoid valve S1 to operate it. . Therefore, D range 1 speed is realized.

On the other hand, at the time of N-D shifting, the creep mode of operating the rear clutch R / C and the servo application S / A is realized by duty control of the first and fourth solenoid valves S1 and S4. When the throttle opening degree is increased, the fourth solenoid valve S4 is duty controlled to discharge the hydraulic pressure supplied to the servo application S / A to realize the first speed.

(D-range 2 speed)

When the throttle opening degree is increased in the D range 1 speed state as described above, the manual valve 21 continues to communicate the conduits 23, 25, and 29 accordingly. The hydraulic pressure supplied to this pipe line 29 is used for line pressure control as in the D range 1 speed.

At this time, the transmission control unit TCU controls all of the first, second, third and fourth solenoid valves S1, S2, S3 and S4 to be off. In the 1-2 shift process, the fourth solenoid valve S4 is duty controlled.

Therefore, the drive pressure supplied to the conduit 23 actuates the rear clutch R / C as in the D range 1 and controls the switch valve 41.

The line pressure supplied to the conduit 25 is supplied to the servo application S / A via the fourth solenoid valve S4 and the switch valve 41 connected to the fourth solenoid valve S4 and controlled in the state of FIG. Activate (2ND / B). Thus, the D range second speed is realized.

In particular, when the first, second, third, and fourth solenoid valves S1, S2, S3, and S4 are powered off while driving in the D-range, they are all controlled by the rear clutch R / C and the second brake 2ND / B. Oil pressure is supplied to the servo application (S / A) of the motor to operate them, so that the D-range 2 speeds can be run.

(D-range 3 speed)

When the throttle opening degree is increased in the D range 2 speed state as described above, the manual valve 21 continues to communicate the conduits 23, 25, and 29 accordingly. The hydraulic pressure supplied to this conduit 29 is used for line pressure control as in the D-range 2 speed.

At this time, the transmission control unit TCU controls the first, second, third and fourth solenoid valves S1, S2, S3 and S4 to off, on, on and off, respectively. In the 2-3 shifting process, the second and third solenoid valves S2 and S3 are duty controlled.

Therefore, the drive pressure supplied to the conduit 23 actuates the rear clutch R / C as in the D range 2 and simultaneously controls the switch valve 41 to the state shown in FIG. 5 and the second solenoid valve S2. It is supplied to the end clutch (E / C) via) to operate it.

The line pressure supplied to the conduit 25 is supplied to the servo application S / A as in the D range 2 speed, and is supplied to the servo release S / R via the third solenoid valve S3. To release the second brake 2ND / B. Thus, the D range third speed is realized.

(D-range 4 speed)

When the throttle opening degree is increased in the D range 3 speed state as described above, the manual valve 21 continues to communicate the conduits 23, 25, and 29 accordingly. The hydraulic pressure supplied to this conduit 29 is used for line pressure control as in the third range D speed.

At this time, the transmission control unit TCU controls the first, second, third and fourth solenoid valves S1, S2, S3 and S4 on, on, off and off, respectively. In the 3-4 shifting process, the first and third solenoid valves S1 and S3 are duty controlled.

Therefore, the drive pressure supplied to the conduit 23 operates the end clutch E / C as in the D range 3 speed, controls the switch valve 41 in the state shown in FIG. 6, and the rear clutch R / C. Hydraulic pressure that was operating) is discharged via the first solenoid valve S1 to release it.

The line pressure supplied to the conduit 25 is supplied to the servo application S / A as in the D range 3 speed, and the hydraulic pressure for operating the servo release S / R is the third solenoid valve S3. It is discharged via, to activate the second brake (2ND / B). Thus, the D range four speeds are realized.

(L range)

In addition, if the shift lever is selected to L in the above N range state and the throttle opening degree is increased, the manual valve 21 is controlled in the state shown in FIG. 7 accordingly, and thus the pipeline 5 is connected to the pipeline 23, 25, 28, 29. ). The hydraulic pressure supplied to this conduit 29 acts so that the regulator valve 3 controls the line pressure corresponding to the L range.

At this time, the transmission control unit TCU controls all of the first, second, third and fourth solenoid valves S1, S2, S3 and S4 to be off. In the D-L shifting process, the fourth solenoid valve S4 is duty controlled.

Therefore, the drive pressure and the low pressure supplied to the conduits 23 and 28 control the switch valve 41 to the state of FIG. 7, while the drive pressure supplied to the conduit 23 controls the first solenoid valve S1. It is supplied to the rear clutch (R / C) to operate it.

The line pressure supplied to the conduit 25 is supplied to the low-reverse brake L-R / B via the fourth solenoid valve S4 and the switch valve 41 to operate the line pressure. Therefore, the L range is realized.

As described in the R, D, L range angular speed, the hydraulic control system for an automatic transmission directly controls each friction element.

As described above, the hydraulic control system for an automatic transmission according to the present invention selectively supplies and discharges the line pressure supplied from the range control means directly to each friction element, or selectively supplies and discharges according to the operation of the switching means. Thus, by realizing the 4th forward speed and the 1st reverse speed, it is possible to improve the feeling of shifting, reduce the number of various valves, and eliminate all the problems caused by these valves.

Claims (8)

A line pressure control means for controlling the oil pressure generated by the oil pump to a line pressure having a constant pressure amplitude and supplying oil pressure to the transmission lubrication part including a torque converter; Range control means for supplying and discharging the line pressure supplied from said line pressure control means to a pipeline corresponding to each range; Hydraulic control means for selectively supplying and discharging the hydraulic pressure supplied from the range control means to the rear clutch, the end clutch, the low-reverse brake, the front clutch, and the second brake; And a switching means for selectively supplying the hydraulic pressure supplied from said hydraulic control means to the servo application of the low-reverse brake and the second brake. The hydraulic control system for an automatic transmission according to claim 1, comprising a reducing valve for supplying a reducing pressure supplied with a line pressure to a solenoid valve for controlling one element of the line pressure control means. The apparatus of claim 1, wherein the line pressure control means comprises: a regulator valve controlled by the oil pressure supplied from the range control means to control the oil pressure supplied from the oil pump to the line pressure; A torque converter control valve connected to the regulator valve; And a damper clutch control valve configured to receive hydraulic pressure from the torque converter control valve and supply hydraulic pressure to the transmission lubrication unit via and without the torque converter. The hydraulic control system for an automatic transmission according to claim 1, wherein the range control means comprises a manual valve for controlling communication of the conduit according to the operation of the shift lever. The method of claim 1, wherein the hydraulic control means comprises a first solenoid valve for supplying and discharging the hydraulic pressure supplied from the range control means to the rear clutch; A second solenoid valve for supplying and discharging the hydraulic pressure supplied from the range control means to the end clutch independently of the first solenoid valve; A third solenoid valve for selectively supplying and discharging the hydraulic pressure supplied from the range control means to the servo release of the front clutch and the second brake independently of the second solenoid valve; A hydraulic control system for an automatic transmission comprising a fourth solenoid valve for selectively supplying and discharging the hydraulic pressure supplied from the range control means independently of the third solenoid valve to supply and discharge the low-reverse brake and the second brake servo application. . The hydraulic control system of claim 5, wherein the first and fourth solenoid valves are configured to control the hydraulic pressure to a normal high state when the power is turned off. The hydraulic control system for an automatic transmission according to claim 5, wherein the second and third solenoid valves are configured to control the hydraulic pressure to a normal low state when the power is turned off. 6. The hydraulic control system according to claim 5, wherein a second switch valve of the switching means is provided therebetween so that the fourth solenoid valve selectively supplies hydraulic pressure to the low-reverse brake and the servo application.

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