KR100302720B1 - Hydraulic control system of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE: A hydraulic control system of an automatic transmission for a vehicle is provided to easily control transmission responsiveness and transmission control by controlling a friction element when speed is changed by two one-way clutches. CONSTITUTION: A first and a second one-way clutches(F1,F2) and a second clutch(C2) are operated at a forward first speed. A second sun gear(20) is operated as an input element by the operation of the second clutch and the second one-way clutch. A planetary carrier(10) is operated as a reaction force element by the backward rotation preventing motion of the first one-way clutch. At a forward second speed, a first sun gear(14) is operated as a reaction force element by the operation of a first brake(B1). The planetary carrier is operated as a revolving element, and a ring gear(12) is driven. At a forward third speed, power is inputted to the second sun gear and the planetary carrier simultaneously. A composite planetary gear set(8) is directly engaged. At a forward fourth speed, the first brake is operated and the first sun gear is operated as a reaction force element. Speed change is performed by simply controlling one friction element by the first and second one-way clutches. Therefore, transmission responsiveness and transmission control is performed easily.

Description

Hydraulic control system of automatic transmission for vehicles

The present invention relates to a hydraulic control system for operating a gear train applied to an automatic transmission for a vehicle.

For example, an automatic transmission for a vehicle has a torque converter and a gear train connected to the torque converter, and includes a hydraulically actuated friction element for selecting any one gear stage of the gear train according to the driving state of the vehicle. Doing.

And the automatic transmission is provided with a shift control means (TCU) for automatically controlling the transmission ratio by controlling the hydraulic control system according to the change in the traveling speed and load of the vehicle, the shift control means of the plurality of gears installed in the gear train By controlling the friction elements to be operated or inactive by the hydraulic pressure of the hydraulic control system, one of the three elements of the planetary gear set (sun gear, ring gear, planet carrier) forming a gear train is used as an input element, and the other By selecting the element as the reaction element, the number of rotations of the output stage is controlled.

In this automatic transmission, in order to design a gear train that can output a transmission ratio of 4 forward speeds and 1 reverse speed, a compound planetary gear set combining two simple planetary gear sets and at least five friction elements must be used. do.

The composite planetary gear set may have a planetary carrier directly connected to each other so that at least two different elements may be shared with each other, or a sun gear is used in common and the planetary carrier and a ring gear are directly connected to each other, or the planetary carrier and the ring gear are mutually connected. In direct connection, it has four independent operating elements.

And the hydraulic control system for operating the gear crane is a pressure control means for adjusting the hydraulic pressure generated from the oil pump, manual and automatic shift control means for forming a shift mode, shifting feeling for smooth shift mode formation during shifting And hydraulic control means for adjusting the 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.

Accordingly, the hydraulic distribution of the hydraulic distribution means is made different by the solenoid valves on / off by the shift control means and the solenoid valves controlled by the duty, so that the operation of the friction element is selected to realize the shift stage control.

In this automatic transmission, the structure is simple, but the shift shock does not occur when shifting, and a quick shift response that requires a shift can be made quickly according to the driver's will.

SUMMARY OF THE INVENTION An object of the present invention is to provide a hydraulic control system of an automatic transmission for a vehicle having two one-way clutches and six friction elements, which greatly improves shifting speed and shifting response and makes shift control very easy.

In order to achieve the above object, the present invention combines a single pinion planetary gear set and a double pinion planetary gear set so that the planetary carrier and the ring gear share each other, and applies a plurality of clutches, brakes, and one-way clutches as friction members. In the automatic transmission for a vehicle in which a shift of 4 forward speeds and 1 reverse speed is performed, and the one-way clutch is shifted 1 ↔ 2, the asynchronous shift is performed when the 3 ↔ 4 shift of the vehicle is performed. A one-way clutch disposed between the sun gear of the double pinion planetary gear set acting as an input element at speeds 2 and 3 and a clutch connecting the input shaft and the sun gear thereof as an asynchronous transmission means; Pressure regulating means for regulating hydraulic pressure generated from the oil pump of the automatic transmission; Damper clutch control means for operating a damper clutch of the torque converter of the automatic transmission; Decompression means for maintaining the pressure lower than the line pressure of the automatic transmission at all times so as to be used as a control pressure; Shift control means (TCU) for defining a shift mode of the automatic transmission; Hydraulic control means for adjusting a shift feeling and responsiveness to form a smooth shift mode when shifting the automatic transmission; And hydraulic distribution means for supplying and distributing appropriate hydraulic pressure to the first, second, third, and fourth clutches and the first and second brakes, which act as input and reaction force elements at each shifting stage of the automatic transmission. It features.

1 is a stick diagram of a gear train according to the present invention.

2 is an operation table of a friction member applied to the gear train according to FIG.

3 is a block diagram of a hydraulic control system for operating the gear train of FIG. 1, showing a hydraulic flow state in the neutral (N) range.

4 is a configuration diagram of a hydraulic control means in the hydraulic control system.

5 is a configuration diagram of a hydraulic distribution means in the hydraulic control system.

6 is a view showing a hydraulic flow state in the driving (D) range 1 speed in the hydraulic control system according to the present invention.

7 is a view showing a hydraulic flow state at the time of 1-2 shift in the hydraulic control system according to the present invention.

8 is a view showing a hydraulic flow state at the driving (D) range 2 speed in the hydraulic control system according to the present invention.

9 is a view showing a hydraulic flow state at the time of 2-3 shift in the hydraulic control system according to the present invention.

10 is a view showing a hydraulic flow state at the driving (D) range 3 speed in the hydraulic control system according to the present invention.

11 is a view showing a hydraulic flow state at the time of 3 ↔ 4 shift in the hydraulic control system according to the present invention.

12 is a view showing a hydraulic flow state in the driving (D) range 4 speed in the hydraulic control system according to the present invention.

13 is a view showing a hydraulic flow state during manual shifting from the D range to the D2 range in the hydraulic control system according to the present invention.

14 is a view showing a hydraulic flow state during manual shifting from the D range to the L range in the hydraulic control system according to the present invention.

15 is a view showing the hydraulic flow state of the reverse (R) range in the hydraulic control system according to the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings. While many specific details, such as the following description and the annexed drawings, are shown to provide a more general understanding of the invention, these specific details are illustrated for the purpose of explanation of the invention and are not meant to limit the invention thereto. And a detailed description of known functions and configurations that may unnecessarily obscure the subject matter of the present invention will be omitted.

As shown in FIG. 1, the gear train of the present invention is the power generated from the engine 2 is torque converted through a torque converter 8 having a damper clutch 6 is input to the composite planetary gear set (8) In the composite planetary gear set 8, the shift of the fourth forward speed and the first reverse speed is performed according to the conditions of the input and reaction force and is output through the output element.

The composite planetary gear set 8 is a combination of a single pinion planetary gear set and a double pinion planetary gear set, but the combination of the planetary carrier 10 and the ring gear 12 in the form of mutual sharing.

The first sun gear 14 of the composite planetary gear set 8, which acts as an input element when reversing, is connected via an input shaft 16 and a first clutch C1 connected to the output side of the torque converter 4, The first brake B1 is connected to the transmission housing 18 to act as a reaction force element at the forward and second forward speeds.

The planetary carrier 10 is connected to the transmission housing 18 by a first one-way clutch F1, which is an asynchronous transmission means operating as a reaction force element and a second brake B2 arranged in parallel. It acts as a reaction element.

The second sun gear 20 and the planet carrier 10 are connected to the input shaft 16 via the second and third clutches C2 and C3, respectively, so that the second sun gear 20 moves forward 1, 2, and 3. , And acts as the input element at the fourth speed, the planet carrier 10 is operated as the input element at the forward three, fourth speed.

In addition, the second sun gear 20 is disposed between the second clutch C2 and the second one-way clutch F2, which is an asynchronous transmission means operating at forward 1, 2, and 3 speeds, and is moved forward in parallel with them. A fourth clutch C4 operating at three speeds is disposed, and the ring gear 12 is connected to the output gear 22 to always operate as an output element.

In the gear train of the present invention made as described above, the first and second one-way clutches F1 and F2 and the second clutch C2 are operated at the first forward speed, as shown in the friction element operation table of FIG.

Then, while the second sun gear 20 is operated as an input element by the operation of the second clutch C2 and the second one-way clutch F2, the planet carrier 10 is reversed from the first one-way clutch F1. The anti-rotation operation makes the first speed shift while operating as a reaction element.

In addition, at the second forward speed, the first sun gear 14 is operated as a reaction force element by the operation of the first brake Bl in the state of the first speed. The planetary carrier 10 operates as an idle element, and thus the ring gear 12 is operated. Depends on the two-speed shift.

At the third forward speed, the operation of the first brake Bl is released in the state of the second speed, and the input to the second sun gear 20 and the planet carrier 8 is operated by the operation of the third and fourth clutches C3 and C4. At the same time, the compound planetary gear set 8 is directly connected to achieve a three-speed shift.

At the fourth forward speed, the operation of the fourth clutch C4 is released in the state of the third speed, and the first brake B1 is operated to operate the first sun gear 14 as a reaction force element. You lose.

At this time, although the input is made by the operation of the second clutch C2, since the idle speed of the first sun gear 14 is faster than the input, the operation of the second one-way clutch F2 is canceled, so that the four speed shift is performed. Will be done.

In the reverse direction, an input is made to the first sun gear 14 by the operation of the first clutch C1 and the second brake B2, and the planet carrier 10 acts as a reaction force element, so that the reverse shift is made. do.

According to the gear train of the present invention as described above, only one friction element is controlled when shifting 1 → 2, 3 → 4, 4 → 2 by the first and second one-way clutches F1 and F2. Responsiveness and shift control can be made very easy.

In addition, according to the above operation, the engine brake is operated at the forward 3 and 4 speeds, thereby improving the feeling of shifting before stopping when stopping at the "D" range 2 speeds.

The first clutch C1 is the front clutch, the second clutch C2 is the rear clutch, the third clutch C3 is the end clutch, the fourth clutch C4 is the bypass clutch, and the first brake B1 is The kick down band second brake B2 refers to a low reverse brake.

The hydraulic control system of the automatic transmission for a vehicle according to the embodiment of the present invention is configured as in FIG. 3, which shows the state when the select lever is in the neutral (N) range.

And a torque converter 4 for receiving power from the engine and converting the torque to the transmission side, and an oil pump 102 for generating the hydraulic pressure required for the torque converter and the shift stage control and lubrication. The hydraulic pressure generated from) is branched and supplied to the pressure regulating and damper clutch control means, the pressure reducing means and the shift control means (TCU).

The pressure regulating and damper clutch control means includes a pressure regulating valve 104 for adjusting a hydraulic pressure fed from the oil pump 102 to a constant pressure, and a hydraulic pressure supplied from the pressure regulating valve 104 for torque converter and lubrication. A constant torque converter control valve 106, and a damper clutch control valve 108 for controlling the damper clutch to increase the power transmission efficiency of the torque converter.

The decompression means is composed of a reducing valve 110 to maintain a pressure lower than the line pressure at all times, and a part of the hydraulic pressure reduced through the reducing valve 110 of the control of the damper clutch control valve 108 It is supplied with pressure.

And a part of the depressurization includes first, second and third pressure control valves 112, 114, and 116 for forming a hydraulic pressure that can be used as a shift stage control pressure, and first, second and third solenoids for controlling them. The valves S1, S2, S3 and the NR control valve 118 are provided to the hydraulic control means to reduce the shift shock when the mode is changed from the neutral range to the reverse range.

The shift control means is composed of a manual valve 120 for switching the flow while operating in conjunction with the position of the selector lever in the driver's seat, the hydraulic pressure supplied to the manual valve 120 is part of the "R" range While being supplied directly to the first clutch C1 and being supplied to the second brake B2 through the NR control valve 118, it is controlled by the hydraulic control means in the "D", "2", and "L" ranges. The second and third clutches C2 and C3 and the first and second brakes B1 are provided through hydraulic distribution means including the control switch valve 122, the ND control valve 124, and the low control valve 126. , B2).

In addition, while the bypass clutch valve 128 is controlled by the control of the fourth solenoid valve 54, the hydraulic pressure is supplied to the fourth clutch C4.

Looking at the configuration of the flow path from the manual valve 120 to each valve to supply the hydraulic pressure as described above, the supply line of the first clutch (C1) to supply the hydraulic pressure to the first clutch (C1) "R" 130 is connected to the first reverse pressure line 132 in communication with the pressure control valve 104.

The hydraulic pressure supplied to the second reverse pressure pipeline 134 is connected to the second brake B2 by a pipeline 136 connected to the NR control valve 118, and a three-way valve 138 on the pipeline 136. Interposed therebetween is also connected to the second pressure control valve 114 through the row control valve 126.

Further, the third, second and first pressure control valves 116, 114, and 112, the control switch valve 122, and the ND on the conduit 140 through which the forward pressure is supplied from the manual valve 120 in the “D” range. The control valve 124 is connected.

The hydraulic pressure controlled by the third pressure control valve 116 is supplied to the control pressure of the low control valve 126 at the second, third and fourth speeds, and at the same time, the first brake (the first brake) is controlled via the control switch valve 122 at the second speed. It is supplied at the operating pressure of the operating side chamber h1 of B1) and at the same time as the control pressure of the ND control valve 124, and is supplied to the pressure regulating valve 104 at the third and fourth speeds.

The hydraulic pressure controlled by the second pressure control valve 114 is supplied to the second brake B2 or the third clutch C3 via the low control valve 126 at the third speed, and the third clutch C3 A part of the hydraulic pressure supplied to is supplied to the control pressure of the control switch valve 122 and at the same time, is supplied to the release side chamber h2 of the first brake Bl through the ND control valve 124.

The hydraulic pressure supplied to the release side chamber h2 of the first brake B1 is again supplied to the fourth clutch C4 through the bypass clutch valve 128, and the release side of the first brake B1 is provided. On the channel connecting the chamber (h2) and the bypass clutch valve (128) via the three-way valve 140 is connected to the manual valve 120 to the hydraulic pressure passed through the manual valve 120 in the "2" range The flow path is configured to supply the fourth clutch C4 through the bypass clutch valve 128.

The hydraulic pressure controlled by the third pressure control valve 112 is configured to supply a flow path to the release side chamber h2 of the second clutch C2 or the first brake B1 through the N-D control valve 124.

In addition, the control switch valve 122 is controlled by the hydraulic pressure supplied to the third clutch C3 while the first brake receives the line pressure supplied from the manual valve 120 and the control pressure supplied from the third pressure control valve 116. Supplying the hydraulic pressure supplied from the third pressure control valve 116 to the pressure control valve 104 at the same time as supplying to the operating side chamber (h1) of (B1) to make the line pressure variable.

In the ND control valve 124 is controlled by the hydraulic pressure supplied from the control switch valve 128 to the operating side chamber (h1) of the first brake (B1) while being operated by the manual barb 120 and the second pressure control valve ( 114 or the hydraulic pressure supplied from the second pressure control valve 114 and the row control valve 126 can be supplied to the disassembled side chamber h2 of the second clutch C2 or the first brake B1. .

The low control valve 126 is supplied with hydraulic pressure supplied from the manual valve 120 to the fourth clutch C4 at the “L” range, and supplied from the third pressure control valve 116 to the control switch valve 122. A flow path for supplying the hydraulic pressure supplied from the second pressure control valve 114 to the second brake B2 or the third clutch C3 while being controlled by the hydraulic pressure is configured.

The bypass clutch valve 128 controls the hydraulic pressure supplied from the ND control valve 124 or the manual valve 120 in the “2” range while being controlled by the control pressure supplied from the fourth solenoid valve S4. The flow path supplied to the clutch C4 is comprised.

In addition, on the conduit connecting the bypass clutch valve 128 and the fourth clutch (C4) through the three-way valve 142 is configured to receive the hydraulic pressure from the manual valve 120 in the "L" range. .

And between the first and second pressure control valves 112 and 114 and the discharge line of the first and second pressure control valves 112 and 114 and the discharge line of the first and second pressure control valves 112 and 114. Are communicated with each other through a pipe, and a valve CB3 is interposed between the pipe line connecting the NR control valve 118 and the manual valve 120 and the discharge side pipe line of the NR control valve 118.

The check valve (CB1, CB2, CB3) in order to ensure a rapid discharge when the operating pressure is released.

Looking at the configuration of the valves in detail with reference to Figure 4 to form the flow path as described above, first pressure control valve 112 of the hydraulic control means, as shown in Figure 4, decompression from the reducing valve 14 The first port 150 receiving the supplied hydraulic pressure, the second port 152 receiving the hydraulic pressure from the manual valve 120, and the hydraulic pressure supplied to the second port 152 to the NR control valve 124. A third port 154 for supplying; It has a valve body including a fourth port 156 that receives the control pressure from the first solenoid valve (S1).

The valve spool embedded in the valve body includes a first land 158 having a small diameter so as to selectively discharge the hydraulic pressure supplied to the first port 150 to a discharge port; A second land (160) for actuating hydraulic pressure supplied to the first port (150) and selectively opening and closing the second port (152); And a third land 162 for selectively communicating the second port 152 and the third port 154 together with the second land 160, and the third land 162 and the valve body. An elastic member 164 is disposed therebetween so that the valve spool is always moved to the right side in the drawing.

The first solenoid valve 51 for controlling the first pressure control valve 112 as described above is a three-way valve, and when on controlled, the first pressure control valve 112 of the first pressure control valve 112 is cut off in a state in which the supply of the reduced pressure hydraulic pressure is blocked. When the hydraulic pressure supplied at the control pressure is discharged and, on the contrary, off-controlled, the discharge port is closed and the valve holds a flow path through which the reduced pressure hydraulic pressure can be supplied to the first pressure control valve 112. Detailed description of the configuration is omitted. Let's do it.

By the above configuration, when the first solenoid valve 51 is turned on, the valve spool of the first pressure control valve 112 is moved to the left in the drawing to close the second port 152, and conversely, the off control is performed. As the ground control pressure is supplied, the valve spool is moved to the right in the drawing to communicate the second port 152 and the third port 154 to supply hydraulic pressure to the ND control valve 124.

The second pressure control valve 114 and the second solenoid valve 52 have the same configuration as the first pressure control valve 112 and the first solenoid valve 51, except that the first pressure control valve 112 is used. ), The flow path configuration is different.

That is, the valve body of the second pressure control valve 114 includes a first port 166 that receives the reduced pressure from the reducing valve 110; A second port 168 supplied with hydraulic pressure from the manual valve 166; A third port 170 for supplying the hydraulic pressure supplied to the second port 168 to the row control switch 126; And a fourth port 172 that receives the control pressure from the second solenoid valve S2.

The valve spool embedded in the valve body may include a first land 174 having a small diameter so as to selectively discharge the hydraulic pressure supplied to the first port 166 to a discharge port; A second land 176 for selectively opening and closing the second port 168 while the hydraulic pressure supplied to the first port 166 is acted on; And a third land 178 for selectively communicating the second port 168 and the third port 170 together with the second land 66, and the third land 178 and the valve body. An elastic member 180 is disposed between the valve spools so that the valve spool is always moved to the right side in the drawing.

When the second solenoid valve S2 is turned on by the above configuration, the valve spool of the second pressure control valve 114 is moved to the left side in the drawing to close the second port 168, and conversely, the off control is performed. As the ground control pressure is supplied, the valve spool is moved to the right in the drawing to communicate the second port 168 and the third port 170 to supply hydraulic pressure to the low control switch 126.

And the third pressure control valve 116 and the third solenoid valve (S3) has the same configuration as the first pressure control valve 112 and the first solenoid valve (S1), but the third pressure control valve (116) ), The flow path configuration is different.

That is, the valve body of the third pressure control knob 116 may include a first port 182 that receives the reduced pressure from the reducing valve 110; A second port 184 supplied with hydraulic pressure from the manual valve 120; A third port 186 for supplying the hydraulic pressure supplied to the second port 154 to the control pressure of the row control valve 126 and to the fourth clutch C4; And a fourth port 188 that receives the control pressure from the third solenoid valve S3.

The valve spool embedded in the valve body may include a first land 190 having a small diameter to selectively discharge the hydraulic pressure supplied to the first port 182 to a discharge port; A second land 192 that selectively opens and closes the second port 184 while the hydraulic pressure supplied to the first port 182 acts; And a third land 194 for selectively communicating the second port 184 and the third port 186 together with the second land 192, and the third land 194 and the valve body. An elastic member 196 is disposed therebetween so that the valve spool is always moved to the right in the drawing.

When the third solenoid valve S3 is turned on by the above configuration, the valve spool of the third pressure control valve 116 is moved to the left side in the drawing to close the second port 184, and conversely, the off control is performed. As the ground control pressure is supplied, the valve spool is moved to the right in the drawing to communicate the second port 184 and the third port 186 to supply the hydraulic pressure supplied from the manual valve 120 to the low control valve 126. do.

The N-R control valve 118 controlled by the control pressure of the third solenoid valve S3 includes: a first port 198 receiving a control pressure of the third solenoid valve S3 to a valve body; A second port 200 which receives hydraulic pressure from the manual valve 120; A third port 202 is formed to supply hydraulic pressure supplied to the second port 198 to the second brake B2.

The valve spool embedded in the valve body communicates with the first land 204 to which the hydraulic pressure supplied to the first port 198 acts, and optionally the second port 200 and the first port 198. A second land 206 is formed, and the valve spool is always moved to the right side of the drawing when the control member is not supplied because the carbon member 208 is supported between the second land 206 and the valve body thereof. Keep it.

5 is a view for explaining the configuration of the distribution means applied to the present invention, the valve body of the control switch valve 122 is the first and second ports 210, 212 receiving hydraulic pressure from the manual valve 120 And a third port 214 that receives hydraulic pressure from the third pressure control valve 116, a fourth port 216 that receives hydraulic pressure supplied to the third clutch C3 at a control pressure, and the third port 216. A fifth port 218 for supplying control pressure of the operating side chamber h1 of the first brake B1 and the ND control valve 124 to supply the hydraulic pressure supplied to the second port 212 and the third port 214; And a sixth port 220 for selectively supplying the hydraulic pressure supplied to the third port 214 to the pressure regulating valve 104.

The valve spool embedded in the valve body may include a first land 220 through which hydraulic pressure supplied to the first port 210 acts, and a second opening / closing the first and second ports 210 and 212. The land 222, the third land 224 selectively opening and closing the third and fifth ports 214 and 218, and the hydraulic pressure supplied from the fourth port 216 act, and selectively discharge port EX ), And includes a fourth land 226 that opens and closes.

Accordingly, the hydraulic pressure is supplied from the manual valve 120 at speed 1 of the “D” range, and at the second speed, the pressure of the third pressure control valve 116 is supplied to the operating side chamber h1 of the first brake B1. In the third and fourth speeds, the hydraulic pressure supplied from the manual valve 120 is supplied to the pressure regulating valve 104 so that the line pressure is variable.

The ND control valve 124 may include first and second ports 230 and 232 branched from the manual valve and supplied with hydraulic pressure, and a third port 234 supplied with hydraulic pressure from the first pressure control valve 112. A fourth port 236 for receiving hydraulic pressure supplied to the third clutch C3, a fifth port 238 for supplying hydraulic pressure supplied from the first port 230 to the second clutch C2, and And a sixth port 240 for supplying the hydraulic pressure supplied from the third port 234 to the release side chamber h2 of the first brake B1, and the operating side chamber h1 of the first brake B1. It has a valve body for holding the fifth port 238 receives the hydraulic pressure supplied to the control pressure.

The valve spool embedded in the valve body includes a first land 244 through which hydraulic pressure flowing into the fifth port 238 acts, and a third port 234 through a fifth port 238 and a sixth port ( A second land 246 selectively communicating with 240, a third land 248 selectively opening and closing the first port 230, and a second port 232 together with the third land 248. The fourth land 250 to which the hydraulic pressure supplied to) is acted on.

Accordingly, the hydraulic pressure supplied to the first port 230 is supplied to the second clutch C2 while being controlled by the hydraulic pressure supplied to the operating side chamber h1 of the first brake B1 at the second, third and fourth speeds. At the same time, at the third and fourth speeds, the hydraulic pressure of the third port 236 is supplied to the release side chamber h2 and the fourth clutch C4 of the first brake Bl.

The valve body of the row control valve 126 may include the first and second ports 267 and 262 which receive hydraulic pressure from the second and third pressure control valves 114 and 116, and the hydraulic pressure from the manual valve 120. And third and second ports 264 and 268 which supply the hydraulic pressure introduced into the second port 262 to the second brake B2 and the third clutch C3. Holds.

The valve spool embedded in the valve body acts on the control pressure supplied to the third port 264 and selectively connects the fourth port 266 to the discharge port EX. A second land 272 that selectively communicates one port 260 with the fourth or fifth ports 266 and 268, and optionally a first port 260 together with the second land 272. And a third land 270 communicating with the port 268 and communicating the fifth port 268 with the discharge port EX, wherein the elastic member is disposed between the third land 270 and the valve body. 272 is touched.

Accordingly, the hydraulic pressure of the second pressure control valve 114 is supplied to the third clutch C3 in the “D” ranges 3 and 4, and the second brake B2 is supplied in the “L” range.

In addition, the bypass clutch valve 126 may include a first port 280 connected to the manual valve 120 and the ND control valve 124, and a hydraulic pressure supplied to the first port 280 to the fourth clutch C4. And a valve body including a second port 282 for supplying to the third port and a third port 284 for receiving a control pressure of the fourth solenoid valve 54.

The valve spool embedded in the valve body may include first and second ports 280 together with the first land 286 for operating the hydraulic pressure supplied to the third port 284, and optionally the first land 286. And a second land 288 for communicating the second port 282 with the discharge port Ex at the same time as the second port 282 is communicated with the second land 288. 290 is interposed.

Accordingly, the hydraulic pressure supplied from the N-D control valve 124 in the “D” range 3 speed is supplied to the fourth clutch C4.

In the figure, reference numeral S5 denotes a fifth solenoid valve for controlling the damper clutch control valve 12 to activate or deactivate the damper clutch 4.

In the hydraulic control system according to the present invention, the hydraulic pressure discharged from the oil pump 102 is adjusted to a constant hydraulic pressure by the pressure control valve 104 in the neutral (N) range as shown in FIG. After the pressure is reduced through the valve 110, the damper clutch control valve 108 and the first, second, and third pressure control valves 112, 114, and 116 are respectively supplied.

At this time, the second solenoid valve S1 duty-controlled by the shift control means is controlled in an on state, and the first and third solenoid valves S1 and S3 are controlled in an off state, and the respective pressure control valves 112 and 114 are controlled. , 116 is controlled, and the hydraulic pressure supplied to the manual valve 120 is supplied to the pressure adjusting knob 104 to adjust the line pressure.

At the forward 1 speed of the driving range D, the hydraulic pressure supplied to the manual valve 120 is supplied to the first, second, and third pressure control valves 112, 114, and 116 as shown in FIG. 6.

At this time, while the second and third solenoid valves S2 and S3 of the hydraulic control means are controlled in an on state, the hydraulic pressure supplied from the manual valve 120 is cut off, and the first solenoid valve S2 is controlled in an off state. While the control pressure is supplied to the left side of the valve spool of the second pressure control valve 114, the valve spool is moved to the right side.

Then, the valve is communicated to supply the hydraulic pressure supplied from the manual valve 120 to the ND control valve 124, wherein the ND control valve 124 by the hydraulic pressure supplied from the manual valve 120 through the other flow path The valve spool is moved to the left side to supply the hydraulic pressure supplied from the second pressure control valve 114 to the second clutch C2, so that the shift is made at the first forward speed.

When the opening speed of the throttle valve increases as the vehicle speed increases in the first speed control state, the shift speed is shifted to the second speed. At this time, as shown in FIG. 7, the shift control means is in the on state. The duty control of the 3rd solenoid valve S3 which was controlled is carried out, and the control pressure of the 3rd pressure control valve 116 passes through the control switch valve 122, and the operating side chamber h1 and ND of the 1st brake B1 are controlled. It is supplied to the control valve 124 to move.

Then, the control pressure of the operating side chamber h1 of the first brake B1 is supplied, and the hydraulic pressure supplied to the second clutch C2 is supplied to the first pressure control valve according to the valve spool movement of the ND control valve 124. When the hydraulic pressure supplied from 112 is converted to the line pressure supplied from the manual valve 120, the shift is made. When the third solenoid valve S3 is controlled off at the time of completion of the shift, the operating side of the first brake B1 is performed. As the hydraulic pressure supplied to the chamber h1 is supplied with the complete line pressure, the shift is completed in the hydraulic state as shown in FIG.

If the vehicle speed is further increased in the two-speed control state as described above, and the opening degree of the throttle valve is increased, the first and second solenoid valves S1 and S2 of the shift control means as shown in FIG. 9 in the second speed state. Is controlled to the duty state.

Then, the control pressure of the first pressure control valve 112 by the duty control of the first solenoid valve S1 is supplied to the release side chamber h2 of the first brake B1 through the ND control valve 124. As the control pressure of the second pressure control valve 114 by the duty control of the second solenoid valve S2 is supplied to the third clutch C3 through the low control valve 126, the speed is gradually changed to three speeds. .

At the end of the shifting process, the first and second solenoid valves S1 and S2 are controlled to be off as shown in FIG. 10 to the release side chamber h2 and the third clutch C3 of the first brake B1. The pressure of the first pressure control valve 112, which is waiting at the bypass clutch valve 128 due to the on control of the fourth solenoid valve 54 and the pressure of the supplied hydraulic pressure is converted from the control pressure to the line pressure, is the fourth clutch. It is supplied to (C4).

The pressure of the third pressure control valve 116 supplied to the operating side chamber h1 of the first brake B1 is converted to the pressure of the manual valve 120 and at the same time, the third pressure control valve 116. The pressure of the is supplied to the pressure control valve 104 is to change the line pressure is to complete the three-speed shift.

The line pressure control as described above substantially lowers the line pressure, which is to reduce the driving loss of the oil pump so as to obtain an effect of improving fuel efficiency at high speed.

If the opening speed of the throttle valve is increased while the vehicle speed is further increased in the three speed control state as described above, the first solenoid valve S1 of the shift control means is duty controlled as shown in FIG. 11 in the third speed state. The third solenoid valve S3 is controlled on.

Then, the hydraulic pressure supplied to the release side chamber h2 of the pressure control valve 8 and the first brake B1 is discharged through the first and third pressure control valves 112 and 116 and the fourth clutch ( As the hydraulic pressure supplied to C4) is discharged, shifting starts.

In this shifting process, at the end of the shift, the first solenoid valve S1 is turned on and the third solenoid valve S3 is turned off, as shown in FIG. 12. In this case, the release side of the first brake B1 is turned off. The hydraulic pressure supplied to the chamber h2 and the fourth clutch C4 is completely discharged, and the pressure control switch valve 122 of the third pressure control valve 116 is turned off by the OFF control of the third solenoid valve S3. Supplied to the pressure control valve 104 through which the line pressure variable is made, the four-speed shift is completed.

FIG. 13 is a flow chart of hydraulic pressure when the manual shift is performed from the "N" range to the "D2" range. At this time, the first, second and fourth solenoid valves S1, S2, and S4 are controlled by the shift control means. , The third solenoid valve (S3) is controlled to the off state.

Then, the hydraulic pressure supplied to the first and second pressure control valves 112 and 114 is cut off, the pressure of the manual valve 120 is supplied to the second clutch C2 via the ND control valve 124, and the manual The hydraulic pressure supplied from the valve 12 directly to the bypass clutch valve 128 is supplied to the fourth clutch C4.

And the pressure of the 3rd pressure control valve 116 is supplied to the operating side chamber h1 of the 1st brake b1 via the control switch valve 122, and a speed change is completed.

FIG. 14 is a hydraulic flow chart when manual shift is made from the “N” range to the “L” range, in which the first, second and fourth solenoid valves S1, S2, and S4 are controlled by the shift control means. The third solenoid valve S3 is controlled in the on state.

Then, the pressure of the first pressure control valve 112 is supplied to the second clutch C2 through the ND control valve 124, and the line pressure is directly supplied to the low control valve 126 from the manual valve 26. Hydraulic pressure is supplied to the fourth clutch C4 while the spool is moved to the right in the drawing, and the pressure of the second pressure control valve 18 is supplied to the second brake B2 via the low control valve 126 to shift. This is done.

FIG. 15 is a flow chart of hydraulic pressure in the reverse R range, in which reverse pressure is supplied from the manual valve 120 to the first clutch C1 and the NR control valve 118, where the NR control valve 118 As the valve spool is moved to the left side of the drawing by the duty control of the third solenoid valve S3, a flow path is formed to supply the hydraulic pressure supplied from the manual valve 120 to the second brake B2 so that the reverse shift is performed. Will be.

In addition to the above-described shifting, the hydraulic control system of the present invention enables shifting of 4 → 2 skips and shifts of N → D2, N → D4, and the control state thereof may be sufficiently understood in the above description. Shall be.

As described above, in the hydraulic control system of the automatic transmission for a vehicle according to the embodiment of the present invention, only one friction element needs to be controlled when shifting 1 → 2, 3 → 4, 4 → 2 by the first and second one-way clutches. Therefore, shift response and shift control can be made very easy.

In addition, the engine brake is operated in the forward 3, 4 by the above operation, there is an effect that can improve the transmission feeling before stopping when the stop in the "D" range 2 speed.

Claims (22)

The combination of the single-pinion planetary gear set and the double-pinion planetary gear set for the planetary carrier and the ring gear to share with each other, and the multiple speeds of the 4th forward and 1st reverse are achieved by applying a number of clutches, brakes, and one-way clutch that are friction members In the automatic transmission for a vehicle in which the one-way clutch performs asynchronous shifting when shifting 1↔ 2, the one-way clutch acts as an input element at forward 1, 2, and 3 speeds so that asynchronous shifting may be performed when shifting 3↔4 of the vehicle. A one-way clutch disposed between the clutch connecting the sun gear and the input shaft of the double pinion planetary gear set and the sun gear thereof as an asynchronous transmission means; Pressure regulating means for regulating hydraulic pressure generated from the oil pump of the automatic transmission; Damper clutch control means for operating a damper clutch of the torque converter of the automatic transmission; Decompression means for maintaining the pressure lower than the line pressure of the automatic transmission at all times so as to be used as a control pressure; Shift control means (TCU) for forming a shift mode of the automatic transmission; Hydraulic control means for adjusting a shift feeling and responsiveness to form a smooth shift mode when shifting the automatic transmission; And hydraulic distribution means for supplying and distributing appropriate hydraulic pressure to the first, second, third, and fourth clutches and the first and second brakes, which act as input and reaction force elements at each shifting stage of the automatic transmission. A hydraulic control system for an automatic transmission for a vehicle. 2. The hydraulic control system of an automatic transmission for a vehicle according to claim 1, wherein the one-way clutch which is the asynchronous transmission means is formed to be operated when the input shaft is rotated forward. The gear of the automatic transmission according to claim 1, further comprising another clutch in parallel with the one-way clutch and the clutch connected in series between the sun gear and the input shaft of the double pinion planetary gear set. Train. 2. The shift control means of claim 1, wherein the shift control means comprises a manual valve for supplying hydraulic pressure to the second brake through the first clutch and the N-R control valve at the time of reversing while converting the flow path according to the operation of the selector lever of the driver; The hydraulic pressure control means includes a first pressure control valve and a first solenoid valve for controlling hydraulic pressure supplied to the release side chamber of the first brake and the second clutch, and hydraulic pressure supplied to the second brake, the third and fourth clutches. The second pressure control valve and the second solenoid valve to control, the third pressure control valve and the third solenoid valve to control the hydraulic pressure supplied to the operating side chamber of the first brake and the pressure regulating means, and the third solenoid valve. It is controlled by the NR control valve to control the reverse pressure, the hydraulic distribution means is a control for selectively supplying the hydraulic pressure supplied from the manual valve and the third pressure valve to the operating side chamber of the first brake and the pressure regulating means A low control valve for selectively supplying a switch valve and hydraulic pressure supplied from the second pressure control valve to the second brake and the third clutch. And an ND control valve for selectively supplying hydraulic pressure supplied from the manual valve and the first pressure control valve to the release side chamber and the second clutch of the first brake, and optionally the manual valve and the ND while being controlled by the fourth solenoid valve. And a bypass valve for supplying oil pressure supplied from the control valve to the fourth clutch. The hydraulic pressure controlled by the third pressure control valve of the hydraulic control means is supplied to the control pressure of the low control valve at the second, third and fourth speeds, and at the second speed, the hydraulic pressure of the first brake is controlled via the control switch valve. A hydraulic control system for an automatic transmission for a vehicle, characterized in that a flow path is formed to be supplied to the operating pressure of the operating side chamber and to the control pressure of the ND control valve, and to be supplied to the pressure regulating valve at the 3rd and 4th speeds. The hydraulic pressure controlled by the second pressure control valve is supplied to the second brake or the third clutch via the low control valve at three speeds, and a part of the hydraulic pressure supplied to the third clutch is controlled. A hydraulic control system for an automatic transmission for a vehicle, characterized in that a flow path is formed to be supplied to the control pressure of the control switch valve and to be supplied to the release side chamber of the first brake through the ND control valve. 7. The flow path according to claim 6, wherein the hydraulic pressure supplied to the release side chamber of the first brake is supplied to the fourth clutch through the bypass clutch valve, and connects the release side chamber of the first brake to the bypass clutch valve. Oil pressure of the automatic transmission for the vehicle, characterized in that the flow path is formed so that the three-way valve is connected to the manual valve and the hydraulic pressure passing through the manual valve at the "2" range can be supplied to the fourth clutch through the bypass clutch valve. Control system. The oil pressure control of the automatic transmission for a vehicle according to claim 4, wherein the oil pressure controlled by the third pressure control valve is supplied to the release side chamber of the second clutch or the first brake through an ND control valve. system. The control switch valve of claim 4, wherein the control switch valve supplies the line pressure supplied from the manual valve and the control pressure supplied from the third pressure control valve to the operating side chamber of the first brake while being controlled by the hydraulic pressure supplied to the third clutch. And at the same time supplying hydraulic pressure supplied from the third pressure control valve to the pressure regulating valve so that the line pressure can be varied. The valve of claim 4, wherein the ND control valve is controlled from a manual valve and a second pressure control valve or a second pressure control valve and a low control valve while being controlled by the hydraulic pressure supplied from the control switch valve to the operating side chamber of the first brake. A hydraulic control system for an automatic transmission for a vehicle, wherein the supplied hydraulic pressure can be supplied to the release side chamber of the second clutch or the first brake. 5. The second pressure control of claim 4, wherein the row control valve is controlled by the hydraulic pressure supplied from the manual valve to the fourth clutch and the hydraulic pressure supplied from the third pressure control valve to the control switch valve in the “L” range. A hydraulic control system for an automatic transmission for a vehicle, characterized in that the hydraulic pressure supplied from the valve can be supplied to the second brake or the third clutch. The method of claim 4, wherein the bypass clutch valve is to be controlled by the control pressure supplied from the fourth solenoid valve to supply the hydraulic pressure supplied from the manual valve in the ND control valve or the "2" range to the fourth clutch. A hydraulic control system for an automatic transmission for a vehicle. The automatic transmission for a vehicle according to claim 12, wherein the hydraulic clutch is formed on the pipe connecting the bypass clutch valve and the fourth clutch so as to receive hydraulic pressure from the manual valve during the “L” range. Hydraulic control system. 5. The NR control valve and the manual valve of claim 4, wherein a pipe connected to the first and second pressure control valves and a manual valve and a discharge line of the first and second pressure control valves communicate with each other via a valve. A hydraulic control system for an automatic transmission for a vehicle, characterized in that formed between the pipeline connecting the valve and the discharge side pipeline of the NR control valve intervening the valve. 5. The pressure reducing valve of claim 4, wherein the first pressure control valve comprises: a first port receiving hydraulic pressure reduced from a reducing valve, and a second port receiving hydraulic pressure from a manual valve; A valve body including a third port for supplying hydraulic pressure supplied to the second port to an N-D control valve, and a fourth port for receiving control pressure from a first solenoid valve; A first land having a small diameter so as to selectively discharge the hydraulic pressure supplied to the first port to a discharge port; A second land to which the hydraulic pressure supplied to the first port operates and selectively opens and closes the second port; And a third land for selectively communicating with the second port and the third port together with the second land, and further comprising a valve spool between the third land and the valve body in which a ballistic member is disposed. Hydraulic control system of an automatic transmission for a vehicle, characterized in that. According to claim 4, wherein the second pressure control valve and the first port for receiving a reduced pressure from the reducing valve; A second port for receiving hydraulic pressure from the manual valve; A third port for supplying hydraulic pressure supplied to the second port to a low control switch; A valve body including a fourth port for receiving a control pressure from the second solenoid valve; A first land having a small diameter so as to selectively discharge the hydraulic pressure supplied to the first port to a discharge port; A second land for selectively opening and closing a second port at the same time the hydraulic pressure supplied to the first port is operated; And a third land for selectively communicating with the second port and the third port together with the second land, and further comprising a valve spool between the third land and the valve body in which a ballistic member is disposed. Hydraulic control system of an automatic transmission for a vehicle, characterized in that. According to claim 4, wherein the third pressure control valve and the first port for receiving a reduced pressure from the reducing valve; A second port for receiving hydraulic pressure from the manual valve; A third port for supplying the hydraulic pressure supplied to the second port to the control pressure of the low control valve and to the fourth clutch; A valve body including a fourth port supplied with a control pressure from a third solenoid valve; A first land having a small diameter so as to selectively discharge the hydraulic pressure supplied to the first port to a discharge port; A second land for selectively opening and closing the second port while acting on the hydraulic pressure supplied to the first port; And a third land for selectively communicating with the second port and the third port together with the second land, and further comprising a valve spool between the third land and the valve body in which a carbon member is disposed. Hydraulic control system of an automatic transmission for a vehicle, characterized in that. 5. The control switch valve of claim 4, wherein the control switch valve comprises a first port and a second port supplied with hydraulic pressure from a manual valve, a third port supplied with hydraulic pressure from the third pressure control valve, and a hydraulic pressure supplied to a third clutch. The fourth port supplied with the control pressure, the hydraulic pressure supplied to the second port and the third port are supplied to the fifth port for supplying the control pressure of the operating side chamber of the first brake and the ND control valve, and the third port. A valve body including a sixth port selectively supplying hydraulic pressure to the pressure control valve; A first land to which the hydraulic pressure supplied to the first port acts, a second land to selectively open and close the first and second ports, a third land to selectively open and close the third and fifth ports, and The hydraulic pressure control system of the automatic transmission for a vehicle, characterized in that it further comprises a valve spool including a fourth land for operating the hydraulic pressure supplied from the four ports, and selectively opening and closing the discharge port. The ND control valve of claim 4, wherein the ND control valve comprises: first and second ports branched from the manual valve, supplied with hydraulic pressure, a third port supplied with hydraulic pressure from the first pressure control valve, and the hydraulic pressure supplied to the third clutch. The fourth port receiving the oil, the fifth port supplying the hydraulic pressure supplied from the first port to the second clutch, and the sixth port supplying the hydraulic pressure supplied from the third port to the release side chamber of the first brake. And a valve body having a fifth port supplied with a control pressure for the hydraulic pressure supplied to the operating side chamber of the first brake; A first land to which the hydraulic pressure flowing into the fifth port acts, a second land to selectively communicate the third port to the fifth port and a sixth port, and a third to selectively open and close the first port And a valve spool having a land and a fourth land on which the hydraulic pressure supplied to the third port and the second port acts on the second port. 5. The valve body of claim 4, wherein the valve body of the row control valve comprises: first and second ports supplied with hydraulic pressure from the second and third pressure control valves, a third port supplied with hydraulic pressure from a manual valve, and the second A valve body having fourth and fifth ports for supplying hydraulic pressure introduced into the port to the second brake and the third clutch; A first land acting on the control pressure supplied to the third port and selectively communicating the fourth port with the discharge port, a second land selectively communicating the first port with the fourth or fifth port, and And a third land communicating the first port with the fourth port together with the second land and communicating the fifth port with the discharge port, wherein the carbon member is between the third land and the valve body. Hydraulic control system for an automatic transmission for a vehicle, characterized in that it further comprises a valve spool. The valve of claim 4, wherein the bypass clutch valve includes a first port connected to a manual valve and an ND control valve, a second port for supplying hydraulic pressure supplied to the first port to a fourth clutch, and a fourth solenoid valve. A valve body including a third port supplied with a control pressure of the valve body; A first land in which the hydraulic pressure supplied to the third port is operated, and a second land for selectively communicating the first and second ports with the first land and communicating the second port with the discharge port. And the second land further comprises a valve spool on which the elastic member of the valve body is held. According to claim 4, A pressure control valve for regulating the hydraulic pressure fed from the oil pump to a constant pressure, a torque converter control valve for constantly adjusting the hydraulic pressure supplied from the pressure control valve for torque converter and lubrication, torque converter A pressure regulating and damper clutch control means comprising a damper clutch control valve for controlling the damper clutch to increase power transmission efficiency of the damper clutch; Decompression means comprising a reducing valve for maintaining a pressure lower than the line pressure at all times; Shift control means including a manual valve for converting a flow path according to an operation of the driver's selector lever and supplying hydraulic pressure to the second brake through the first clutch and the N-R control valve when reversing; First, second and third pressure control valves for controlling the hydraulic pressure supplied from the manual valve while using the reduced pressure supplied from the pressure reducing means as the shift stage control pressure, and the first, second and third controlling the valves. Hydraulic control means comprising three solenoid valves and an NR control valve for reducing shift shock when the mode is changed from the neutral range to the reverse range; It consists of a control switch valve, an ND control valve, a low control valve and a bypass clutch valve controlled by a fourth solenoid valve while being controlled by the hydraulic control means in the “D”, “2”, and “L” ranges. And hydraulic distribution means for appropriately distributing the hydraulic pressure to the second, third and fourth clutches and the first and second brakes.