KR100290389B1 - Hydraulic control system for automatic transmission - Google Patents

Abstract

PURPOSE: A hydraulic pressure controlling system of an automatic transmission is provided to supply hydraulic pressure into frictional element and to simplify a hydraulic circuit. CONSTITUTION: A hydraulic control system for an automatic transmission comprises an oil pump(1) controlling hydraulic pressure with line pressure; a manual valve(3) receiving the line pressure; a torque converter(5); a plural control valves(9,11,13) mounted on a hydraulic control unit(7); a conduit(15) connected to the manual valve; a hydraulic pressure dividing unit(21) receiving the line pressure from the manual valve; an end clutch valve(27) controlled by the line pressure by being arranged on the hydraulic pressure dividing unit; a valve spool(49) controlled by the hydraulic pressure; and a direct convert valve(53). Thereby, the hydraulic control system for the automatic transmission supplies the hydraulic pressure into frictional element by simplifying a hydraulic circuit.

Description

Hydraulic Control System for Automatic Transmission

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control system for an automatic transmission, and more particularly, to a hydraulic control system for an automatic transmission that simplifies the configuration of the hydraulic circuit and facilitates control while independently controlling each friction element.

In general, automatic transmissions with front clutch, rear clutch, end clutch, low-reverse brake and kick-down brake realize four forward speeds and one reverse speed by means of a hydraulic control system that controls these friction elements.

Such a hydraulic control system is typically composed of a line pressure control unit, a damper clutch and lubrication control unit, a manual valve, a shift control unit, a hydraulic control unit, and a hydraulic distribution unit.

That is, the hydraulic control system is controlled according to the range selection operation of the shift lever so that the manual valve supplies the line pressure to the shift control unit, the hydraulic control unit and the hydraulic distribution unit, and the shift control unit is selectively selected at 2, 3 or 4 hours according to the angular speed. Supply and discharge the line pressure, the hydraulic control unit controls the pressure of the line pressure to supply and discharge, the hydraulic distribution unit is controlled by the hydraulic pressure supplied from the manual valve, the shift control unit, the hydraulic control unit friction friction It is configured to selectively feed and discharge the elements.

The hydraulic control system for the automatic transmission as described above is configured to control the hydraulic distribution unit by the shift control unit, and to supply the hydraulic pressure controlled by the hydraulic control unit to the friction element through the controlled hydraulic distribution unit to complicate the configuration of the hydraulic circuit. There was a problem letting.

The hydraulic control system for the automatic transmission simultaneously controls the kickdown brake and the front clutch, and furthermore, the kickdown brake is configured to be controlled by both sides of the servo application and the servo release, thereby complicating the control of the friction element. there was.

SUMMARY OF THE INVENTION An object of the present invention is to provide a hydraulic control system for an automatic transmission by supplying a hydraulic pressure controlled by a hydraulic control unit directly to a friction element, thereby simplifying the hydraulic circuit and facilitating control.

In order to achieve the above object, the present invention in the hydraulic control system of the automatic transmission vehicle, in accordance with the range selection of the shift lever to supply the line pressure to the flow path corresponding to each range and discharge the supplied hydraulic pressure, R range A manual valve for supplying hydraulic pressure to the servo application of the kickdown brake at all ranges except the manual valve, and forming a hydraulic circuit to control only the servo release side of the transmission kickdown brake; A hydraulic control unit controlled by a transmission control unit (TCU) to duty-control the line pressure supplied from the manual valve to discharge the supplied and supplied hydraulic pressure; The hydraulic pressure supplied from the manual valve and the hydraulic control unit is controlled to supply the hydraulic pressure supplied from the manual valve and the rear clutch, the end clutch, the low-reverse brake and the kickdown brake to the friction elements selected to correspond to the respective shift stages. And a hydraulic distribution unit for discharging the supplied hydraulic pressure.

In the hydraulic control system for an automatic transmission configured as described above, the manual valve and the hydraulic control unit control the hydraulic distributor, and the hydraulic pressure controlled by them directly and independently supplied to each friction element through the flow path formed therein Discharge it.

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

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

3 is a hydraulic circuit diagram formed in the N range 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 1 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 2 speed of the hydraulic control system for an automatic transmission according to the present invention.

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

7 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.

8 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 the drawings>

3: Manual valve 9, 11, 13: 1st, 2nd, 3rd pressure control valve

23: Fail-safe valve 27: End clutch control valve

S1, S2, S3: 1st, 2nd, 3rd pressure control solenoid valve

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. Many specific details, such as the following description and the annexed drawings, are illustrative for the purposes of the present invention and are not intended to be limiting of the invention. And a detailed description of known functions and configurations that may unnecessarily obscure the subject matter of the present invention will be omitted.

1 is a hydraulic circuit diagram formed in the P range of the hydraulic control system for an automatic transmission according to the present invention, wherein the line pressure generated in the oil pump 1 and controlled to a constant pressure amplitude can be supplied to the manual valve 3. It is configured to be.

By the way, the configuration for controlling the hydraulic pressure generated in the oil pump 1 to the line pressure, supplying the controlled hydraulic pressure to the torque converter 5 and the lubrication unit, and the configuration for controlling the line pressure in front of the reducing, even if known In order to achieve the effect of the present invention, since there is no abnormality, description thereof will be omitted.

The manual valve 3 is configured and connected to supply the flow path roll pressure corresponding to each range or to discharge the hydraulic pressure that has been supplied according to the operation of the shift lever (not shown) of the driver.

That is, the manual valve 3 is connected to the conduit 15 so that the line pressure can be supplied to the first, second and third pressure control valves 9, 11 and 13 of the hydraulic control unit 7 in the D, 2 and L ranges. It is connected to the conduit 19 so that the line pressure can be supplied to the NR control valve 17 in the R range.

The manual valve 3 supplies the line pressure to the servo application (S / A) of the kick-down brake (KD / B) at all ranges except the R range, and controls only the servo release (S / R) to kick down. It is connected to the pipeline 25 so that the line pressure can be supplied to the fail-safe valve 23 of the hydraulic distribution unit 21 so as to control the brake KD / B.

And the manual valve 3 is the hydraulic distribution unit 21 so that the hydraulic pressure supplied from the second pressure control valve 11 of the L ranger hydraulic control unit 7 can be supplied to the low-reverse brake (LR / B). Supply the line pressure to the end clutch valve of the 27 is connected to the conduit 29 to control it.

This manual valve (3) is connected to the conduit 31 to supply the line pressure directly to the front clutch (F / C) in the R range to operate it.

The first, second and third pressure control valves 9, 11, 13 and the NR control valve 17 of the hydraulic control unit 7 receiving the line pressure from the manual valve 3 configured and connected as described above are provided with a transformer. The first, second, and third pressure control solenoid valves S1, S2, and S3, which are duty controlled by the mission control unit TCU, control the reducing pressure supplied to the reducing pressure pipe 33, so that the control pressure is controlled by the control pressure thereof. Each is connected.

Therefore, the hydraulic control unit 7 is connected to control the pressure of the line pressure supplied from the manual valve 3 to discharge the hydraulic pressure via the hydraulic distributor 21 or directly supplied and supplied to the friction element, respectively. .

That is, the first pressure control valve 9 directly supplies the hydraulic pressure controlled therein to the servo release S / R or discharges the hydraulic pressure that has been supplied, thereby controlling the kick-down brake KD / B. 35). In addition, the conduit 35 is connected to supply the hydraulic pressure to the fail-safe valve 23.

The second pressure control valve 11 is connected to the conduits 37 and 39 so that the hydraulic pressure controlled therefrom can be supplied to the end clutch E / C through the end clutch valve 27 or the hydraulic pressure which has been supplied can be discharged. . In addition, the conduit 37 is connected to control the fail-safe valve 23.

In addition, the second pressure control valve 11 is connected to the overwork 37, 41, 43 to supply the hydraulic pressure controlled therefrom to the low-reverse brake LR / B through the end clutch valve 27. . In addition, the conduit 43 is connected to control the fail-safe valve 23.

The third pressure control valve 13 connects the hydraulic pressure controlled therein to the rear clutch R / C or connects to the pipeline 45 so as to discharge the hydraulic pressure that has been supplied. In addition, the conduit 45 is connected to control the fail-safe valve 23.

The N-R control valve 17 is connected to the conduit 47 and the conduit 43 to supply the controlled hydraulic pressure to the low-reverse brake L-R / B or to discharge the supplied hydraulic pressure.

The hydraulic distribution unit 21 configured as described above and supplied with the hydraulic pressure controlled by the hydraulic control unit 7 and the line pressure supplied from the manual valve 3 includes the end clutch valve 27 and the paint safe valve 23. Is provided to supply the supplied hydraulic pressure to the friction element selected to correspond to each shift stage or to discharge the hydraulic pressure that has been supplied.

That is, the end clutch valve 27 is controlled by the line pressure supplied from the manual valve path 3, so that the hydraulic pressure supplied from the second pressure control valve 11 of the hydraulic control unit 7 is supplied with the low-reverse brave ( To discharge the hydraulic pressure supplied and supplied to the LR / B), to supply the hydraulic pressure supplied from the second pressure control valve 11 to the end clutch E / C or to discharge the supplied hydraulic pressure It is configured to selectively.

The end clutch valve 27 is a valve spool 49 which can be controlled by the hydraulic pressure supplied to each of the conduits 29, 37, 39, and 41 connected thereto to perform the above-described action, and a conduit controlling the same ( 51). The conduit 51_ is connected to a conduit 39 for supplying and discharging the hydraulic pressure to control the end clutch E / C, and is connected to supply and discharge the hydraulic pressure.

In addition, the hydraulic distributor 21 is configured to selectively supply the hydraulic pressure supplied from the NR control valve 17 and the hydraulic pressure supplied via the second pressure control valve 11 and the end clutch valve 27 through the conduit 43. A diverter valve 53 is provided between the conduit 43 and the conduits 47 and 41 so as to be supplied to the reverse brake LR / B.

Meanwhile, the servo distributor (S / A) of the rear clutch (R / C), the end clutch (E / C), and the kick-down brake (KD / B) is simultaneously operated to the hydraulic distributor 21 during the shift. A fail-safe valve 23 is provided to prevent it from becoming. Interlocking when the friction element is actuated depends on the configuration of the power train.

That is, the fail safe valve 23 simultaneously operates the rear clutch R / C and the end clutch E / C while the servo release S / R of the kickdown brake KD / B is not operated. In this case, the hydraulic pressure is not supplied to the servo application S / A.

The fail-safe valve 23 supplies the hydraulic pressure supplied from the manual valve 3 through the conduit 25 to the servo application S / A of the kick-down brake KD / B through the conduit 55. And to be disconnected.

Therefore, the fail-safe valve 23 is provided with a valve spool 57 which is controlled by the hydraulic pressure supplied to the conduits 35, 37, 43, and 45 connected thereto to perform the above operation.

The hydraulic control system for an automatic transmission configured as described above realizes control corresponding to each range according to the range selection operation of the manual valve 3 according to the operation of the shift lever.

(P range)

First, when the P range is selected as the shift lever, as illustrated in FIG. 1, the oil pressure generated by the oil pump 1 and controlled by the line pressure is supplied to the manual valve 3, and thus, the pipe 25 and the fail. The P range is realized because it is supplied to the servo application S / A via the safe valve 23 and the conduit 55 to operate the kickdown brake KD / B.

(R range)

When the R range is selected as the shift lever, as shown in FIG. 2, the transmission control unit TCU duty-controls the third pressure control solenoid valve S3.

Therefore, the line pressure supplied to the manual valve 3 is supplied to the front clutch F / C through the conduit 31 connected thereto to operate it.

In addition, the line pressure supplied to the NR control valve 17 through the conduit 19 connected to the manual valve 3 is controlled by the duty control of the third pressure control solenoid valve S3 as the NR control valve 17 is controlled. It is controlled and supplied to and operated by the low-reverse brake LR / B through the conduit 47, the directional valve 53, and the conduit 43 connected thereto.

Therefore, the front clutch F / C and the low-reverse brake L-R / B are operated to realize the R range.

(N range)

When the N range is selected as the shift lever, as illustrated in FIG. 3, the hydraulic pressure generated by the oil pump 1 and controlled by the line pressure is supplied to the manual valve 3, thereby providing a pipeline 25 fail-safe valve ( 23) The N-range is realized because it is supplied to the servo application S / A via the conduit 55 to operate the kickdown brake KD / B.

(D range 1 speed)

When the D range is selected as the shift lever in the N range state and the throttle opening degree is increased, as shown in FIG. 4, the oil pressure generated by the oil pump 1 and controlled by the line pressure is supplied to the manual valve 3. Therefore, it is supplied to the servo application S / A through the conduit 25, the fail-safe valve 23, and the conduit 55.

The transmission control unit TCU controls the first, second, and third pressure control solenoid valves S1, S2, and S3 to duty, on, and duty, respectively, to control the first, second, and third pressure control valves 9, 11, and 13. ).

Therefore, the first pressure control valve 9 pressure-controls the line pressure supplied from the manual valve 3 to supply the servo release S / R with the conduit 35 connected thereto to operate the servo application in the N range. Release the KD / B with (S / A).

The second pressure control valve 11 shuts off the line pressure supplied from the manual valve 3.

In addition, the third pressure control valve 13 pressure-controls the line pressure supplied from the manual valve 3 and supplies it to the rear clutch R / C with a conduit 45 connected thereto to operate it.

Accordingly, the kickdown brake KD / B is released, the rear clutch R / C is operated, and the D-range 1 speed is realized.

(D-range 2 speed)

When the throttle opening degree is increased in the first speed state, as shown in FIG. 5, the transmission control unit TCU turns on the first, second and third pressure control solenoid valves S1, S2, and S3, respectively. Duty control to control the first, second and third pressure control valves 9, 11 and 13.

Accordingly, the first pressure control valve 9 cuts off the line pressure supplied from the manual valve 3, thereby discharging the hydraulic pressure supplied to the servo release S / R connected to the conduit 35 to the kickdown brake ( KD / B) is activated.

(D-range 3 speed)

When the throttle opening degree is increased in the second speed state, as shown in FIG. 6, the transmission control unit TCU controls the first, second, and third pressure control solenoid valves S1, S2, and S3 to perform duty control. Control 1,2,3 pressure control valves (9, 11, 13).

Therefore, the first pressure control valve 9 pressure-controls the line pressure supplied from the manual valve 3 and supplies the servo release S / R to the servo release S / R through the conduit 35 connected thereto, thereby operating at the second speed. Release the KD / B with (S / A).

Then, the second pressure control valve 11 pressure-controls the line pressure supplied from the manual valve 3 and is connected to the pipeline 37, the end clutch valve 27, and the pipeline 39 connected to the end clutch (E / C). Supply it to operate.

Therefore, the kick-down brake KD / B is released at the state where the rear clutch R / C is operating, and the end clutch E / C is operated to realize the D range third speed.

(D-range 4 speed)

When the throttle opening degree is significant in the third speed state, as shown in FIG. 7, the transmission control unit TCU controls the first, second and third pressure control solenoid valves 9, 11 and 13.

Accordingly, the first pressure control valve 9 cuts off the line pressure supplied from the manual valve 3, thereby discharging the hydraulic pressure supplied to the servo release S / R connected to the conduit 35 to the kickdown brake ( KD / B) is activated.

Then, the third pressure control valve 13 cuts off the line pressure supplied from the manual valve 3, thereby discharging the hydraulic pressure supplied to the rear clutch R / C connected to the conduit 45 to release it.

Accordingly, the rear clutch R / C is released while the end clutch E / C is operating, and the servo release S / R is released while the servo application S / A is operated to kick down. The brake KD / B is operated to realize the D range four speeds.

(L range)

On the other hand, if the L range is selected by the shift lever and the throttle opening degree is increased, it is as shown in FIG. The hydraulic pressure generated by the oil pump 1 and controlled by the line pressure is supplied to the manual valve 3, thereby providing a servo application (S / A) through the conduit 25, the fail-safe valve 23, and the conduit 55. ) And at the same time, it is supplied to the end clutch valve 29 through the conduit 29 to control the valve spool 49 to move to the right as seen in the drawing.

And the transmission control unit TCU duty-controls all the 1st, 2nd, 3rd pressure control solenoid valves S1, S2, S3.

Accordingly, the first pressure control valve 9 pressure-controls the line pressure supplied from the manual valve 3 and supplies the servo pressure S / R to the servo release S / R through the conduit 35 connected thereto. Release the kickdown brake (KD / B).

Then, the second pressure control valve 11 pressure-controls the line pressure supplied from the manual valve 3 to connect the conduit 37, the end clutch valve 27, the conduit 41, the directional valve 53, The low-reverse brake (LR / B) is supplied to the pipeline 43 to operate it.

In addition, the third pressure control valve 11 pressure-controls the line pressure supplied from the manual valve 3 and supplies it to the rear clutch R / C with a conduit 45 connected thereto to operate it.

Accordingly, the kickdown brake KD / B is released, the rear clutch R / C and the low-reverse brake L-R / B are operated to realize the L range 1 speed.

Hydraulic control system for automatic transmission configured as described above, front clutch (F / C), rear clutch (R / C), end clutch (E / C), low-reverse brake (LR / B), kick-down brake It can be seen that controlling the automatic transmission that applies (KD / B) as the friction element not only facilitates the control but also simplifies its configuration.

And since each friction element is controlled independently, it is not necessary to consider the control pressure of other friction elements when controlling a specific friction element.

As described above, in the hydraulic control system for an automatic transmission according to the present invention, the manual valve and the hydraulic control unit control the hydraulic distribution unit, and the hydraulic pressure that was independently supplied and supplied to each of the direct friction elements controlled by them through the flow path formed thereby. Since it is discharged there is an effect that can simplify the configuration of the hydraulic circuit and facilitate control.

Claims (5)

There is a hydraulic control system of the automatic transmission vehicle, According to the range selection of the gearshift lever, the Lonnie pressure is supplied to the flow path corresponding to each range and the hydraulic pressure is discharged.The hydraulic kickdown brake is supplied by supplying hydraulic pressure to the servo application of the kickdown brake in all ranges except the R range. A manual valve for forming a hydraulic circuit so as to control only the servo release side of the valve; A hydraulic control unit controlled by a transmission control unit (TCU) to duty-control the line pressure supplied from the manual valve to discharge the supplied and supplied hydraulic pressure; The hydraulic pressure supplied from the manual valve and the hydraulic control unit is controlled to supply the hydraulic pressure supplied from the manual valve and the rear clutch, the end clutch, the low-reverse brake and the kickdown brake to the friction elements selected to correspond to the respective shift stages. And a hydraulic distribution unit for discharging the supplied hydraulic pressure. 2. The hydraulic control unit according to claim 1, wherein the hydraulic control unit controls the line pressure supplied from the manual valve as the transmission control unit (TCU) duty-controls the first pressure control solenoid valve. A first pressure control valve for discharging hydraulic pressure; The transmission control unit (TCU) controls the line pressure supplied from the manual valve as the duty control of the second pressure control solenoid valve to discharge the hydraulic pressure supplied and supplied to the end clutch or the low-reverse brake through the hydraulic distributor. 2 pressure control valve; A third pressure control valve for controlling the line pressure supplied from the manual valve to discharge the hydraulic pressure supplied and supplied to the rear clutch as the transmission control unit TCU controls the third pressure control solenoid valve; As with the third pressure control valve, the transmission control unit (TCU) duty-controls the third pressure control solenoid valve to remove the line pressure supplied from the manual valve to discharge the hydraulic pressure supplied and supplied to the low-reverse brake. Hydraulic control system for an automatic transmission characterized in that it comprises a NR control valve. The hydraulic pressure distribution unit of claim 1, wherein the hydraulic pressure distribution unit is controlled by the hydraulic pressure supplied from the manual valve to discharge the hydraulic pressure supplied and supplied from the second pressure control valve of the hydraulic control unit to the low-reverse brake; Supplying the hydraulic pressure supplied from the second pressure control valve to the end clutch or discharging the hydraulic pressure supplied; Hydraulic control system for an automatic transmission, characterized in that it comprises an end clutch valve for selectively performing either action. The kick-down brake servo application is simultaneously operated to interlock to prevent the servo application of the rear clutch, the end clutch, and the kick-down brake from being simultaneously operated and inter-looked during shifting. And a fail-safe valve that prevents hydraulic pressure from being supplied to the servo application when the rear clutch and the end clutch are operated simultaneously while the servo release of the kickdown brake is not operated. Hydraulic control system for automatic transmission. The hydraulic control system according to claim 1, wherein the fail-safe valve is configured to supply or shut off the hydraulic pressure supplied from the manual valve to the servo application of the kick-down brake.

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