KR100308965B1 - 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 compact the structure of a flow path of a valve body by independently controlling respective frictional elements via three solenoid valves. CONSTITUTION: A hydraulic control system comprises a pressure control unit, a damper clutch control unit, a transmission control unit, a hydraulic control unit, and a hydraulic pressure distributing unit. The hydraulic control unit includes a first pressure control valve(16) and a first solenoid valve(S1) for controlling the hydraulic pressure supplied to a first frictional element(C1), a second pressure control valve(18) and a second solenoid valve(S2) for controlling the hydraulic pressure supplied to a second frictional element(C2), a third pressure control valve(20) and a third solenoid valve(S3) for controlling the hydraulic pressure supplied to a third frictional element(C3), and an N-R(Neutral to Reverse) control valve(22) for controlling the backup pressure supplied to a fourth frictional element(C4).

Description

Hydraulic Control System of Automotive Transmission

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

For example, an automatic transmission for a vehicle has a torque converter and a multi-speed gear mechanism connected to the torque converter, and hydraulically operated friction for selecting one of the gear stages of the transmission gear mechanism according to the driving condition of the vehicle. Contains an element.

The hydraulic control system of the automatic transmission for a vehicle operates the hydraulic pressure generated from the oil pump by selecting a friction element through a control valve, so that an appropriate shift can be automatically performed according to the driving state of the vehicle.

And this hydraulic control system is a pressure control means for adjusting the hydraulic pressure generated from the oil pump, manual and automatic shift control means that can form a shift mode, and shifting feeling and responsiveness to form a smooth shift mode when shifting Hydraulic control means, a damper clutch control means for operating the damper clutch of the torque converter, and a 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 turned on / off by the transmission control unit and the solenoid valves controlled by the duty, and the operation of the friction element is selected to realize the shift stage control.

Various methods have been proposed in such a hydraulic control system, but as the hydraulic control system similar to the present invention, Korean Patent Application No. 97-25542 (97. 6.18) filed by the present applicant can be cited.

However, in the hydraulic control system described above, four solenoid valves having a large capacity and a pressure control valve controlled therein are used as the hydraulic distribution means to obtain the shift stages of the fourth forward speed and the first reverse speed, which complicates the flow path configuration of the valve body. Of course, there is a problem that it is enlarged.

In addition, since the line pressure is adjusted only by the drive pressure at the forward or the reverse pressure at the reverse, the line pressure increases the driving loss of the oil pump at the high speed, thereby causing the adverse effect on the fuel economy.

Accordingly, the present invention has been invented to solve the above problems, and an object of the present invention is to enable independent control of each friction element using three solenoid valves, thereby simplifying the flow path configuration of the valve body and miniaturizing it. Provides a hydraulic control system that can be.

In addition, it ensures stability by forming crystal hydraulic pressure in the "L" range in the manual valve, and improves fuel efficiency by minimizing the driving loss of the oil pump by adjusting the line pressure as part of the hydraulic pressure supplied to the friction element at the 3rd and 4th speed. In case of failure, it provides a hydraulic control system that can constitute a flow path with a 3-speed hold.

1 is a view showing a hydraulic flow state of the neutral (N) range in the hydraulic control system according to the present invention.

Figure 2 is a block diagram of the hydraulic control means applied to the present invention.

3 is a block diagram of a hydraulic distribution means applied to the present invention.

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

5 is a view showing a hydraulic flow state in the traveling (D) range 1 → 2 shifting process in the hydraulic control system according to the present invention.

Fig. 6 is a diagram showing a hydraulic flow state in the driving (D) range 2 speed in the hydraulic control system according to the present invention.

7 is a view showing a hydraulic flow state in the traveling (D) range 2 → 3 shifting process in the hydraulic control system according to the present invention.

8 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.

9 is a view showing the hydraulic flow state in the traveling (D) range 3 → 4 shifting process in the hydraulic control system according to the present invention.

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

11 is a view showing a hydraulic flow state in the traveling (D) range 4 → 3 shifting process in the hydraulic control system according to the present invention.

12 is a view showing a hydraulic flow state in the traveling (D) range 3 → 2 shifting process in the hydraulic control system according to the present invention.

FIG. 13 is a view illustrating a hydraulic flow state in a traveling (D) range 4 → 2 skip shifting process in the hydraulic control system according to the present invention. FIG.

14 is a view showing a hydraulic flow state in the three-speed hold state according to the failure in the hydraulic control system according to the present invention.

15 is a view showing a hydraulic flow state in the "L" range in the hydraulic control system according to the present invention.

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

In order to realize this, the present invention provides a pressure regulating means for regulating hydraulic pressure generated from an oil pump, a damper clutch control means for damper clutch operation of a torque converter, a shift control means for forming a shift mode, and a smooth shift during shifting. Hydraulic control means for adjusting the shifting feeling and responsiveness to form the mode, and hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the first, second, third, fourth, fifth friction elements acting as input and reaction force elements at each gear stage. Including;

The shift control means comprises a manual valve for converting a flow path in accordance with an operation of a selector lever of a driver;

The hydraulic control means includes a first pressure control valve and a first solenoid valve for controlling the hydraulic pressure supplied to the first friction element operating in the speed ranges "D" 1, 2 and 3, and in the speed range "D" 2, 4 A second pressure control valve and a second solenoid valve for controlling the hydraulic pressure supplied to the actuating second friction element, and a third pressure for controlling the hydraulic pressure supplied to the third friction element operating in the "D" ranges 3 and 4. A control valve and a third solenoid valve, and an NR control valve controlling the reverse pressure supplied to the fourth friction element while being controlled by the control pressure of the second solenoid valve;

The hydraulic distribution means is controlled by receiving the hydraulic pressure supplied to the manual valve and the third friction element, the control switch valve for supplying a portion of the hydraulic pressure supplied to the third friction element to the pressure regulating means, and the third in the "D" range A low control valve which supplies the hydraulic pressure supplied from the pressure control valve to the third friction element and at the same time supplies the fourth friction element at the "L" range, and supplies the reverse pressure to the fourth friction element at the "R" range, It intermediates the hydraulic pressure supplied from the second pressure control valve to the second friction element, and uses the hydraulic pressure supplied from the manual valve and the part of the hydraulic pressure supplied to the first and second friction elements as control pressures respectively, A fail-safe valve to enable;

It provides a hydraulic control system of an automatic transmission for a vehicle consisting of.

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

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the hydraulic control system by this invention, and shows the state when a select lever is in the neutral (N) range.

A torque converter (2) for receiving torque from the engine and converting the torque to the transmission side, and an oil pump (4) for generating oil required for lubrication and control for the torque converter and the shift stage, and the oil pump (4). The hydraulic pressure generated from the pump 4 is branched and supplied to the pressure regulating and damper clutch control means, the decompression means and the shift control means.

The pressure regulating and damper clutch control means includes a pressure regulating valve 8 for adjusting a hydraulic pressure fed from the oil pump 4 to a constant pressure, and a hydraulic pressure supplied from the pressure regulating valve 8 for torque converter and lubrication. The torque converter control valve 10 which is constantly adjusted, and the damper clutch control valve 12 for controlling the damper clutch in order to increase the power transmission efficiency of the torque converter (2).

The decompression means is composed of a reducing valve 14 to maintain a pressure lower than the line pressure at all times, a portion of the hydraulic pressure reduced through the reducing valve 14 of the control of the damper clutch control valve 12 It is supplied with pressure.

The first and second pressure reducing valves 16, 18 and 20 form a hydraulic pressure which may be used as the shift stage control pressure, and the first, second and third respectively controlling them. It is supplied to the hydraulic control means which consists of solenoid valves S1, S2, S3, and an NR control valve 22 which reduces 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 24 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 24 is "D", "2", First, through the hydraulic distribution means consisting of a control switch valve 26, a low control valve 28, and a fail-safe valve 02 to perform a safety function while being controlled by the hydraulic control means in the "L" range 2, 3, 4 friction elements (C1) (C2) (C3) (C4) are properly distributed.

In the "R" range, N-R is supplied directly to the fifth friction element C5.

It is supplied to the fourth friction element C4 through the control valve 22.

Looking at the configuration of the flow path from the manual valve 24 to each valve to supply the hydraulic pressure as described above, the first, second on the first pipe line (D1) to which the forward pressure of the manual valve 24 is supplied in the "D" range And 3 pressure control valves 16, 18, 20, control switch valves 26, and fail-safe valves 30.

And the hydraulic pressure controlled by the first pressure control valve 16 is supplied to the first friction element (C1) operating in the "D" range 1, 2, 3 speed through the second pipe (D2) and at the same time, fail-safe It has a flow path supplied by the control pressure of the valve 30.

The hydraulic pressure controlled by the second pressure control valve 18 operates at the control pressure of the low control valve 28 through the third conduit D3, and at the same time, the “D” range via the fail safe valve 30. It has a flow path supplied to the 2nd friction element C2 which operates in speeds 2 and 3.

The hydraulic pressure controlled by the third pressure control valve 20 is supplied to the low control valve 28 through the fourth conduit D4, and the third friction element C3 and the fail safe valve in the "D" range 3 and 4 speed. 30, the flow path is supplied to the fourth friction element C4 and the fail-safe valve 30 in the "L" range.

And the NR control valve 22 is controlled by the hydraulic pressure supplied from the second pressure control valve 18 in the "R" range while the fifth friction element (1) from the manual valve 24 through the reverse pressure first conduit R1 ( C5) has a flow path for supplying a portion of the hydraulic pressure supplied to the fourth friction element (C4) and the fail-safe valve 30 via the reverse pressure second pipeline (R2) and the low control valve (28).

The control switch valve 26 controlled by the forward pressure supplied from the manual valve 24 receives and controls a part of the hydraulic pressure supplied to the third operating element C3 operating in the "D" range 3, 4 speed. While having a flow path for supplying a part of its hydraulic pressure to the pressure regulating valve (8) for line pressure control.

The low control valve 28, which is controlled by receiving control pressure from the second pressure control valve 18 in the "D" range, controls the hydraulic pressure supplied from the third pressure control valve 20 at the third and fourth speeds. It is supplied to the element C3 and the fail-safe valve 30, and is supplied to the fourth friction element C4 while being controlled by receiving hydraulic pressure from the manual valve 28 in the "L" range, and in the "R" range, It has a flow path for supplying the hydraulic pressure supplied from the suppressing second pipe passage (R2) to the fourth friction element (C4).

The fail-safe valve 30 controls a part of the hydraulic pressure supplied from the first, third and fourth friction elements C1, C3 and C4 and the hydraulic pressure supplied from the manual valve 24 in the "D" range. It has a flow path that is supplied and controlled to discharge the hydraulic pressure supplied to the second friction element (C2) in the event of a failure of the transmission control unit to be held in three speeds.

And a first conduit D1 for supplying hydraulic pressure to the first, second, and third pressure control valves 16, 18, and 20, and second, third, for supplying the pressures controlled from these valves to another place. A reverse pressure first pipeline (4) for supplying hydraulic pressure to the ND control valve 22 is interconnected between the four pipelines D2, D3, and D4 via a check valve CB1, CB2, and CB3. A check valve CB4 is disposed between R1) and the reverse pressure second conduit R2 for supplying the pressure controlled from the valve to another place, so that a quick discharge occurs when the working pressure is discharged.

Looking at the configuration of the valve in detail in order to form such a furnace with reference to Figure 2, first, the valve body of the first pressure control valve 16 forming the hydraulic control means is decompressed from the reducing valve (14) A first port 40 which receives hydraulic pressure; A second port 42 which receives hydraulic pressure from the manual valve 22; A third port 44 for supplying the hydraulic pressure supplied to the second port 42 to the underdrive clutch, which is the first friction element C1; And a fourth port 46 which receives the control pressure from the first solenoid valve S1.

The valve spool embedded in the valve body may include a first land 48 having a small diameter so as to selectively discharge the hydraulic pressure supplied to the first port 40 to the discharge port; A second land (50) for actuating hydraulic pressure supplied to the first port (40) and selectively opening and closing the second port (42); And a third land 52 that selectively communicates the second port 42 with the third port 44 together with the second land 50, and the third land 52 and the valve body. An elastic member 54 is disposed between the valve spools so that the valve spool is always moved to the right side in the drawing.

The first solenoid valve for controlling the first pressure control valve 16 as described above is a well-known three-way valve, and when it is controlled on, the first pressure control valve 16 controls the supply of the reduced pressure hydraulic pressure. When the hydraulic pressure supplied by the pressure is discharged and vice versa, the discharge port is a valve having a flow path capable of supplying the closed and reduced pressure hydraulic pressure to the fourth port 46 of the first pressure control valve 16. Detailed description of the configuration will be omitted.

When the first solenoid valve S1 is turned on by the above configuration, the valve spool of the first pressure regulating valve 16 is moved to the left in the drawing to close the second port 42, 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 42 and the third port 44 to supply the working pressure to the first friction element C1.

The second pressure control valve 18 and the second solenoid valve S2 have the same configuration as the first pressure control valve 16 and the first solenoid valve S1, except that the first pressure control valve 16 is used. ), The flow path configuration is different.

That is, the valve body of the second pressure control valve 18 includes a first port 56 which receives the reduced pressure from the reducing valve 14; A second port 58 supplied with hydraulic pressure from the manual valve 24; A third to supply the hydraulic pressure supplied to the second port 58 to the control pressure of the low control valve 28 and to the second speed brake, which is the second friction element C2, via the fail-safe valve 30. Port 60; And a fourth port 62 supplied with a control pressure from the second solenoid valve S2.

The valve spool embedded in the valve body may include a first land 64 having a small diameter so as to selectively discharge the hydraulic pressure supplied to the first port 56 to the discharge port; A second land 66 which selectively opens and closes the second port 58 while the hydraulic pressure supplied to the first port 56 acts; And a third land 68 that selectively connects the second port 58 and the third port 60 together with the second land 66, and the third land 68 and the valve body. An elastic member 70 is disposed therebetween so that the valve spool is always moved to the right in the drawing.

When the second solenoid valve S2 is turned on by the above configuration, the valve spool of the second pressure regulating valve 18 is moved to the left side in the drawing to close the second port 58, 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 connect the second port 58 and the third port 60 to supply the control pressure of the low control valve 28 and at the same time fail safe valve 30. The hydraulic pressure is supplied to the second speed brake, which is the second friction element C2, via.

The third pressure control valve 20 and the third solenoid valve S3 have the same configuration as the first pressure control valve 16 and the first solenoid valve S1, except that the third pressure control valve 20 is used. ), The flow path configuration is different.

That is, the valve body of the third pressure control valve 20 includes a first port 72 which receives the reduced pressure from the reducing valve 14; A second port 74 which receives hydraulic pressure from the manual valve 24; The hydraulic pressure supplied to the second port (74) via the low control valve 28 to supply the hydraulic pressure to the low friction brake of the fourth friction element (C4) or the over-drive clutch of the third friction element (C3) Three ports 76; And a fourth port 78 that receives the control pressure from the third solenoid valve S3.

The valve spool embedded in the valve body includes a first land 80 having a small diameter so as to selectively discharge the hydraulic pressure supplied to the first port 72 to the discharge port; A second land 82 for selectively opening and closing the second port 74 while the hydraulic pressure supplied to the first port 72 is acted on; And a third land 84 for selectively communicating the second port 74 and the third port 76 together with the second land 82, and the third land 84 and the valve body. An elastic member 86 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 regulating valve 20 is moved to the left side in the drawing to close the second port 74, 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 74 and the third port 74 to supply the hydraulic pressure supplied from the manual valve 26 to the low control valve 28. do.

The N-R control valve 22 controlled by the control pressure of the second solenoid valve S2 includes: a first port 88 that receives a control pressure of the second solenoid valve S2 to a valve body; A second port 90 which receives hydraulic pressure from the manual valve 24; A third port 92 is formed to supply hydraulic pressure supplied to the second port 90 to the fourth friction element C4 through the row control valve 28.

The valve spool embedded in the valve body may include a first land 94 on which hydraulic pressure supplied to the first port 88 is applied; Optionally comprising a second land 96 connecting the second port 90 and the third port 92, an elastic member 98 is installed between the second land 96 and the valve body If the control pressure is not supplied to keep the valve spool always moved to the right side of the drawing.

4 is a view for explaining the configuration of the distribution means applied to the present invention, the valve body of the control switch valve 26 is the first port 100 receives hydraulic pressure from the manual valve 24 and the third friction The second and third ports 102 and 104 which receive the hydraulic pressure supplied to the element C3 at the control pressure and the line pressure regulating pressure, and the hydraulic pressure supplied to the third port 104 are pressure regulating valves 8. It comprises a fourth port 106 to supply to.

In addition, a valve spool embedded in the valve body may include a first land 108 having a small diameter and a larger diameter than the first land 108, in which hydraulic pressure supplied to the first port 100 acts. A second land 110 acting on the hydraulic pressure supplied to the first port 100 together with the 108, and a third land 112 connecting the third and fourth ports 104 and 106 selectively; And a fourth land 114 for selectively communicating the fourth port 106 with the discharge port while acting on the hydraulic pressure of the second port 102.

Accordingly, while the hydraulic pressure is supplied from the manual valve 24 in the "D" and "2" ranges, a part of the hydraulic pressure supplied to the third friction element C3 at the third and fourth speeds is supplied to the pressure regulating valve 8. Allow line pressure adjustment.

In addition, the row control valve 28 may include a first port 116 supplied with hydraulic pressure from the third pressure regulating valve 20 and a second port 118 supplied with hydraulic pressure from the manual valve 24 in an “L” range. ), A third port 120 for receiving hydraulic pressure from the second pressure control valve 18, a fourth port 122 for receiving hydraulic pressure from the NR control valve, and the first port 116. ) Is supplied to the third friction element C3, the control switch valve 26 and the fail-safe valve 30, the fifth port 124, and the fourth port 122. And a sixth port 126 for supplying to the friction element C4 and the fail-safe valve 30.

The valve spool embedded in the valve body acts on the control pressure supplied to the second port 118 and selectively blocks the fourth port 122 and the first port 116. The second land 130 to selectively connect the fifth and sixth ports 124 and 126, and the third land 132 to selectively connect the fifth port 124 to the discharge port EX. The elastic member 134 is installed between the third land 132 and the valve body.

Accordingly, in the "D" ranges 3 and 4, the hydraulic pressure of the third pressure control valve 20 is supplied to the third friction element C3, while in the "L" range, the hydraulic pressure is supplied to the fourth friction element C4. In the R ″ range, the hydraulic pressure supplied from the NR control valve 22 is supplied to the fourth friction element C4.

The fail-safe valve 30 as a safety means includes a first port 136 supplied with hydraulic pressure from the manual valve 24 and a second port supplied with hydraulic pressure from the second pressure control valve 18. 138, a third port 140 that receives a part of the hydraulic pressure supplied to the third friction element C3, and a fourth port 142 that receives a part of the hydraulic pressure supplied to the fourth friction element C4. And a fifth port 144 that receives a part of the hydraulic pressure supplied to the first friction element C1, and a sixth to supply hydraulic pressure supplied to the second port 138 to the second friction element C2. Port 146 is included.

The valve spool embedded in the valve body includes a first land 148 acting on the hydraulic pressure supplied to the fourth port 144 and a second land 150 acting on the hydraulic pressure supplied to the fifth port 146. And a third land 152 acting on the hydraulic pressure supplied to the third port 140, and selectively connecting the second port 138 and the sixth port 146 to the sixth port 146. A fourth land 154 selectively communicating with the discharge port EX, a fifth land 156 connecting the second port 138 and the sixth port 146 together with the fourth land 154; And a fifth land 158 acting on the hydraulic pressure supplied to the first port 136.

By this configuration, the fail-safe valve 30 supplies hydraulic pressure to any one friction element operated at three speeds while maintaining the state in which the valve spool is automatically moved to the left side when a failure occurs during the first, second and fourth speeds. By being fixed at three speeds, it is possible to ensure stability while driving.

In the hydraulic control system of the present invention as described above, as shown in FIG. 1, in the neutral (N) range, the hydraulic pressure discharged from the oil pump 4 is regulated to a constant hydraulic pressure by the pressure control valve 8 while reducing the reducing valve. After the pressure is reduced through 14, the damper clutch control valve 12 and the first, second and third pressure control valves 16, 18 and 20 are respectively supplied.

At this time, the first, second, and third solenoid valves S1, S2, and S3 controlled by the transmission control unit maintain the controlled state in the off state.

In the forward 1 speed of the driving range D, the hydraulic pressure supplied to the manual valve 26 is first, second and third pressure control valves 16 and 18 through the first pipe line D1 as shown in FIG. 4. The first solenoid valve S1 of the hydraulic control means is controlled in the off state, and the second and third solenoid valves S2 and S3 are controlled in the on state.

Then, the valve spools of the second and third pressure control valves 18 and 20 are moved to the left side in the drawing by the on control of the second and third solenoid valves S2 and S3. Is blocked and becomes a standby state, and the hydraulic pressure supplied to the first pressure control valve 16 is supplied to the first friction element C1 in a flow path formed by the right movement of the valve spool, and thus the first speed shift is made.

When the opening speed of the throttle valve is increased while the vehicle speed is increased in such a first speed control state, the transmission is shifted to the second speed. In this case, as shown in FIG. 5, the transmission control unit is configured as a first solenoid valve ( The duty control of the 2nd solenoid valve S2 which was controlled in the on state in the state which fixedly controlled S1 to the off state was carried out, and the control pressure of the 2nd pressure regulating valve 18 was controlled through the failsafe valve 30 to the 2nd. Supply to the friction element (C2).

Then, when the second friction element C2 is gradually operated, the shift to the second speed is made. When the second solenoid S2 is controlled off at the time of completion of the shift, the friction element is supplied with a complete line pressure while the second friction element C2 is gradually controlled. Two-speed shift is completed with the same hydraulic pressure.

When the opening speed of the throttle valve is increased while the vehicle speed is further increased in the second speed control state as described above, the first solenoid valve S1 of the hydraulic control means is fixed in the OFF state in the second speed state. 2 solenoid valve (S2) is a duty control for the operating pressure release is made, the third solenoid valve (S3) is a duty control for the operating pressure supply is made.

Then, as shown in FIG. 7, the hydraulic pressure supplied to the second friction element C2 by the release duty control of the second solenoid valve S2 is gradually released through the second pressure control valve 18, and the third solenoid valve The control pressure of the third pressure control valve 20 by the supply duty control of S3 begins to be supplied to the third friction element C3 through the low control valve 28 so that the speed shift to the third speed is made gradually. do.

At the end of the shift in this shifting process, as shown in FIG. 8, the duty-controlled second solenoid valve S2 is controlled on, and the third solenoid valve S4 is controlled off to be supplied to the third friction element C3. The pressure is converted to the line pressure to complete the shift to the third speed.

And at the third speed thereof, a part of the line pressure supplied to the third friction element C3 is operated at the control pressure of the control switch valve 26, so that the valve spool thereof is moved to the left in the drawing so that a part of the hydraulic pressure thereof is the pressure regulating valve. It is supplied to (8) to adjust the line pressure, such a line pressure adjustment is to substantially lower the line pressure, which is to reduce the driving loss of the oil pump to achieve the effect of improving fuel efficiency at high speed stage will be.

When the opening degree of the throttle valve is increased while the vehicle speed is further increased in the third speed control state as described above, in the third speed state, in the state in which the third solenoid valve S3 of the shift control means is fixedly controlled in the off state, Duty control for releasing the first solenoid valve S1 is performed, and duty control for supplying operating pressure is performed for the second solenoid valve S2.

Then, as shown in FIG. 9, the hydraulic pressure supplied to the first friction element C1 by the release duty control of the first solenoid valve S1 is gradually released through the first pressure control valve 16, and the second solenoid valve is released. The control pressure of the second pressure control valve 18 by the supply duty control of (S2) is supplied to the second friction element (C2) through the fail-safe valve 30 so that the shift to the fourth speed is made gradually. do.

At the end of the shift in this shifting process, as shown in FIG. 10, the duty-controlled first solenoid valve S1 is controlled on and the second solenoid valve S2 is controlled off to be supplied to the second friction element C2. The pressure is converted to the line pressure to complete the shift to the fourth speed.

FIG. 11 is a view illustrating a 4 → 3 shifting process. In the fourth speed state, the third solenoid valve S3 of the shift control means is fixed to the off state, and the first solenoid valve S1 is Duty control for operation is made, and the second solenoid valve S2 is made for duty control for release.

Then, the control pressure of the first pressure control valve 16 is supplied to the first friction element C1 by the operating duty control of the first solenoid valve S1, and the second solenoid valve S2 is controlled to release the control pressure. The hydraulic pressure supplied to the second friction element C2 is discharged through the second pressure control valve 16.

In this shifting process, as shown in FIG. 8, the duty-controlled first solenoid valve S1 is turned off, and the second solenoid valve S2 is on-controlled so that the operating pressure of the second friction element C2 is changed. The control pressure, which is completely discharged and supplied to the first friction element C1, is converted into a line pressure to complete the shift to the third speed.

FIG. 12 is a view illustrating a 3 → 2 shift process, in which the first solenoid valve S1 of the shift control means is turned off in the third speed state in which the first and third friction elements C1 and C3 are operating. In the fixed control state, duty control for operation of the second solenoid valve S2 is performed, and duty control for release of the third solenoid valve S3 is performed.

Then, the control pressure of the second pressure control valve 18 is supplied to the second friction element C2 by the operation duty control of the second solenoid valve S2, and the release pressure of the third solenoid valve S3 is controlled. The hydraulic pressure which has been supplied to the three friction elements 32 is discharged through the third pressure control valve 18.

At the end of the shift in this shifting process, as shown in FIG. 6, the duty-controlled second solenoid valve S2 is controlled off, and the third solenoid valve S3 is controlled on so that the operating pressure of the third friction element C3 is controlled. The control pressure, which is completely discharged and supplied to the second friction element C2, is converted into the line pressure, thereby completing the shift to the second speed.

FIG. 13 is a diagram illustrating a 4 → 2 skip shifting process. In the fourth speed state, the second solenoid valve S2 of the shift control means is fixed to the off state, and the first solenoid valve S1 is controlled. The duty control for the operation is made, the third solenoid valve (S3) is a duty control for the release is made.

Then, the control pressure of the first pressure control valve 16 is supplied to the first friction element C1 by the operation duty control of the first solenoid valve S1, and the release pressure of the third solenoid valve S3 is controlled. The hydraulic pressure supplied to the third friction element C3 is discharged through the third pressure control valve 18.

At the end of the shift in this shifting process, as shown in FIG. 6, the duty-controlled first solenoid valve S1 is controlled off and the third solenoid valve S3 is controlled on so that the operating pressure of the third friction element C3 is controlled. The control pressure, which is completely discharged and supplied to the first friction element C1, is converted into a line pressure to complete a skip shift to the second speed.

FIG. 14 illustrates a state in which the transmission control unit is held at three speeds while the vehicle is in a broken state, and in this case, the first, second and third solenoid valves S1 (S2) ( S3) is left in the off state.

Then, the first, second and third pressure control valves 16, 18 and 20 all form a flow path, and the hydraulic pressure supplied from the manual valve 25 passes through the first, second and third friction elements. (C1) (C2) (C3) is supplied to the fail-safe valve 30, the valve spool is moved to the right in the drawing due to the difference in the area of each land acting on the hydraulic pressure supplied thereto, the second pressure control The hydraulic pressure supplied from the valve 18 is cut off, and the operating pressure of the second friction element C2 is released so that the first and third friction elements C1 and C3 are held in the third speed state in which the first friction element C2 is operated, thereby making it emergency. It will be possible to operate.

15 is a hydraulic flow chart in the "L" range, in which the first and third solenoid valves S1 and S3 are turned off and the second solenoid valve S2 is turned on in the transmission control unit.

The line pressure is then supplied directly from the manual valve 24 to the low control valve 28 to move the valve spool to the right in the drawing. The pressure of the third pressure control valve 18 is directed to the fourth friction element C4. The pressure of the first pressure regulating valve 16 is supplied to the first friction element C4 and the shift is performed.

16 is a flow chart of the hydraulic pressure in the reverse shift stage, in which reverse pressure is supplied from the manual valve 24 to the fifth friction element C5 and the NR control valve 23, in which the NR control valve 22 2 The valve spool is moved to the left side of the drawing in accordance with the off control of the solenoid valve S2 to form a flow path, so that the hydraulic pressure supplied from the manual valve 24 is reduced by the elastic force of the elastic member 134 in the drawing. The reverse shift is performed by supplying the fourth friction element C4 through the row control valve 28 moved to the left.

As described above, in the hydraulic control system of the present invention, each of the friction elements may be independently controlled by using three hydraulic control solenoid valves, and the operation of the other friction element while fixing one friction element is performed. By releasing and controlling the operation of one of the other friction elements, there is no need to enlarge the solenoid valve, thereby simplifying the configuration of the flow path in the valve body, thereby making the valve body compact.

In addition, by forming the crystal hydraulic pressure in the manual valve in the "L" range, stability can be secured. The fuel pressure is minimized by minimizing the driving loss of the oil pump by adjusting the line pressure as part of the hydraulic pressure supplied to the friction elements at the 3rd and 4th speeds. It is an invention that can improve the flow rate and constitute a 3-speed hold flow path in case of failure.

Claims (18)

Pressure control means for regulating hydraulic pressure generated from oil pump, damper clutch control means for damper clutch operation of torque converter, shift control means for forming shift mode, shifting feeling and responsiveness for smooth shift mode formation during shifting And hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the first, second, third, fourth and fifth friction elements acting as input and reaction force elements at each shift stage. The shift control means is made of a manual valve for converting the flow path in accordance with the operation of the selector lever of the driver; The hydraulic control means includes a first pressure control valve means for controlling the hydraulic pressure supplied to the first friction element selectively operated in the "D" range, and a hydraulic pressure supplied to the second friction element selectively operated in the "D" range. The second pressure control valve means for controlling the pressure, the third pressure control valve means for controlling the hydraulic pressure supplied to the third friction element selectively operated in the "D" range, and controlled by the control pressure of the second solenoid valve An NR control valve for controlling the reverse pressure supplied to the fourth friction element; The hydraulic distribution means may be controlled by receiving hydraulic pressure supplied to the manual valve and the third friction element, and a control switch valve for supplying a part of the hydraulic pressure supplied to the third friction element to the pressure regulating means, and a third time in the "D" range. A low control valve which supplies the hydraulic pressure supplied from the pressure control valve to the third friction element and at the same time supplies the fourth friction element at the "L" range, and supplies the reverse pressure to the fourth friction element at the "R" range, Intermediates the hydraulic pressure supplied from the second pressure regulating valve means to the second friction element, and uses a part of the hydraulic pressure supplied from the manual valve and the hydraulic pressure supplied to the first and second friction elements as the control pressure, respectively, to hold the third speed. A fail-safe valve to enable; Hydraulic control system of an automatic transmission for a vehicle, characterized in that consisting of. The valve of claim 1, wherein the manual valve of the shift control means includes a flow path for supplying hydraulic pressure to the fifth friction element and the fourth friction element in the "R" range, and for controlling the line pressure in the "D" range. And a flow path for supplying hydraulic pressure to the hydraulic control means and the hydraulic distribution means in the "D" range, and a flow path for supplying control pressure to the low control valve of the hydraulic distribution means in the "L" range. Hydraulic control system of automatic transmission for vehicles. The method of claim 1, wherein the first pressure control valve means comprises a first pressure control valve and a first solenoid valve for controlling the hydraulic pressure supplied to the first friction element operating in the "D" range 1,2,3, The second pressure control valve means is composed of a second pressure control valve and a second solenoid valve for controlling the hydraulic pressure supplied to the second friction element operating in the "D" range 2, 4 speed, the third pressure control valve means A hydraulic control system for an automatic transmission for a vehicle, comprising a third pressure control valve and a third solenoid valve for controlling hydraulic pressure supplied to a third friction element operating in the "D" range 3, 4 speed. The control pressure of the fail-safe valve according to claim 1, wherein the hydraulic pressure controlled by the first pressure control valve of the hydraulic control means is supplied through the conduit to the first friction element operating in the "D" range 1,2,3 speeds. A hydraulic control system of an automatic transmission for a vehicle, characterized in that the flow path is formed to be supplied to the. The hydraulic pressure controlled by the second pressure control valve of the hydraulic control means is operated at the "D" range 2, 3 speed via the fail-safe valve while operating at the control pressure of the low control valve through the conduit. A hydraulic control system for an automatic transmission for a vehicle, characterized in that a flow path is formed to be supplied to the second friction element. The hydraulic pressure controlled in the third pressure control valve of the hydraulic control means is supplied to the low control valve through the conduit and is supplied to the third friction element and the fail-safe valve in the "D" ranges 3 and 4, and "L". "In the range, the hydraulic control system of the automatic transmission for a vehicle, characterized in that the flow path is formed to be supplied to the fourth friction element and the fail-safe valve. The hydraulic control means according to claim 1, wherein the NR control valve of the hydraulic control means is controlled by the hydraulic pressure supplied from the second pressure control valve in the "R" range while being supplied from the manual valve to the fifth friction element through the reverse pressure first pipe. A hydraulic control system for an automatic transmission for a vehicle, characterized in that it has a flow path which receives a part and supplies it to a fourth friction element and a fail-safe valve via a reverse pressure second pipeline and a low control valve. The valve according to claim 1, wherein a check valve is provided between the first, second and third pressure control valves of the hydraulic control means and the pipeline for supplying the hydraulic pressure to the NR control valve, and the pipeline for supplying the pressures controlled from these valves to another place. Hydraulic control system of an automatic transmission for a vehicle, characterized in that the interconnection through. The control switch valve of claim 1, wherein the control switch valve controlled by the forward pressure supplied from the manual valve receives and controls a portion of the hydraulic pressure supplied to the third operating element operating in the “D” ranges 3 and 4. A hydraulic control system for an automatic transmission for a vehicle, characterized by having a flow path supplied to a pressure regulating valve for line pressure control. The low pressure control valve of claim 1, wherein the row control valve controlled by receiving control pressure from the second pressure control valve in the “D” range is configured to supply hydraulic pressure supplied from the third pressure control valve at speeds 3 and 4 to the third friction element and the fail safe. Flow path for supplying to the fourth friction element while being supplied to the valve, controlled by receiving hydraulic pressure from the manual valve in the "L" range, and supplying the hydraulic pressure supplied from the reverse pressure second conduit to the fourth friction element in the "R" range. Hydraulic control system of an automatic transmission for a vehicle, characterized in that it has a. The failure safety valve of claim 1, wherein the fail-safe valve is controlled by receiving a part of the hydraulic pressure supplied from the first, third, and fourth friction elements and the hydraulic pressure supplied from the manual valve in the "D" range at a control pressure. A hydraulic control system for an automatic transmission for a vehicle, characterized in that it has a flow path for discharging the hydraulic pressure supplied to the second friction element to be held in three speeds. The pressure control valve of claim 1, further comprising: a first port configured to receive the 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 an underdrive clutch that is a first friction element; A valve body including a fourth port for receiving a control pressure from the 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; A valve spool including a third land selectively connecting the second port and a third port together with the second land, wherein a ballistic member is disposed between the third land and the valve body; Hydraulic control system of a vehicle automatic transmission comprising a. The method of claim 1, wherein the second pressure control valve comprises: a first port for receiving the 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 simultaneously supplying the hydraulic pressure to the second speed brake, the second friction element, via the fail-safe valve; 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; A valve spool including a third land selectively connecting the second port and a third port together with the second land, wherein a ballistic member is disposed between the third land and the valve body; Hydraulic control system of a vehicle automatic transmission comprising a. The pressure control valve of claim 1, further comprising: a first port configured to receive the 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 an overdrive clutch, which is a third friction element, or a presser reverse brake, which is a fourth friction element, via a low control valve; 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; A valve spool including a third land selectively connecting the second port and a third port together with the second land, wherein a ballistic member is disposed between the third land and the valve body; Hydraulic control system of a vehicle automatic transmission comprising a. The N-R control valve of claim 1, further comprising: a first port supplied with a control pressure of the second solenoid valve; A second port for receiving hydraulic pressure from the manual valve; A valve body having a third port configured to supply hydraulic pressure supplied to the second port to a fourth friction element through a low control valve; A first land on which hydraulic pressure supplied to the first port acts; A valve spool selectively comprising a second land connecting the second port and the third port, wherein a carbon member is held between the second land and the valve body; Hydraulic control system of a vehicle automatic transmission comprising a. The control switch valve of claim 1, wherein the control switch valve comprises: a first port receiving hydraulic pressure from a manual valve, a second port and a third port receiving hydraulic pressure supplied to a third friction element at a control pressure and a line pressure regulating pressure; A valve body including a fourth port for supplying hydraulic pressure supplied to the port to the pressure regulating valve; A first land having a small diameter acting on the hydraulic pressure supplied to the first port, a second land having a larger diameter than the first land and acting on the hydraulic pressure supplied to the first port together with the first land; A valve spool including a third land communicating the third and fourth ports, and a fourth land configured to selectively communicate the fourth port with the discharge port while acting on the hydraulic pressure of the second port; Hydraulic control system of a vehicle automatic transmission comprising a. The low pressure control valve of claim 1, wherein the row control valve includes a first port supplied with hydraulic pressure from the third pressure control valve, a second port supplied with hydraulic pressure from a manual valve at an “L” range, and a hydraulic pressure from the second pressure control valve. A third port receiving control pressure, a fourth port receiving hydraulic pressure from the NR control valve, and a hydraulic pressure supplied to the first port to a third friction element, a control switch valve, and a fail safe valve; A valve body including a fifth port, a fourth friction element supplied to the fourth port, and a sixth port supplied to the fail safe valve; A first land acting on the control pressure supplied to the second port and selectively blocking the fourth port, a second land selectively communicating the first port with the fifth and sixth ports, and optionally a fifth A valve spool comprising a third land communicating the port with the discharge port, wherein an elastic member is installed between the third land and the valve body; Hydraulic control system of a vehicle automatic transmission comprising a. The fail safe valve of claim 1, wherein the fail-safe valve includes a first port supplied with hydraulic pressure from a manual valve, a second port supplied with hydraulic pressure from a second pressure control valve, and a hydraulic pressure supplied from a third friction element. A third port receiving a part, a fourth port receiving a part of the hydraulic pressure supplied to the fourth friction element, a fifth port supplied with a part of the hydraulic pressure supplied to the first friction element, and the second port A valve body comprising a sixth port for supplying hydraulic pressure supplied to the second friction element; A first land acting on the hydraulic pressure supplied to the fourth port, a second land acting on the hydraulic pressure supplied to the fifth port, a third land acting on the hydraulic pressure supplied to the third port, and a second port; A fourth land for selectively connecting the sixth port and selectively connecting the sixth port to the discharge port, a fifth land for connecting the second port and the sixth port together with the fourth land, and a first port; A valve spool comprising a fifth land acting on the hydraulic pressure supplied to the valve; Hydraulic control system of a vehicle automatic transmission comprising a.

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