KR100313813B1 - Hydraulic control system for automatic transmission - Google Patents

Abstract

An object of the present invention is to configure a hydraulic distribution system consisting of two pressure control valves, two duty and solenoid valves for on / off control and two shift control valves to simplify the structure of the hydraulic control system to prevent malfunction of the valve, To provide a hydraulic control system for an automatic transmission to improve the control performance,

The hydraulic control system for an automatic transmission according to the present invention includes a pressure regulating means for supplying a hydraulic pressure generated from an oil pump to a line pressure line by controlling the pressure from a regulator valve to a line pressure; Damper clutch control means for controlling a converter clutch in which a converter clutch regulator valve connected to said regulator valve via a converter feed valve controls said torque converter; Shift control means for supplying the line pressure supplied to the line pressure line with a reverse pressure and a drive pressure of the manual valve corresponding to the R, N, P, D, 2, L range to supply to the reverse pressure line and the drive pressure line, respectively and; The hydraulic pressure that controls the speed and responsiveness for the smooth shift mode is formed by supplying the line pressure supplied to the line pressure line to the solenoid supply pressure which is the control pressure of each solenoid valve and supplying it to the solenoid supply pressure line. Means; And hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements at each shift stage;

The hydraulic pressure distribution means may include: first and second pressure control valves operated by the solenoid supply pressure supplied to the solenoid supply pressure pipeline to control the drive pressure to the torque pressure to supply the respective torque pressure pipelines;

It is controlled during the initial ND range movement by the torque pressure supplied from the first pressure control valve through the torque pressure pipe to supply the drive pressure to the friction element as long as it operates at the D-range full speed (1, 2, 3, 4 speed). An ND control valve;

The drive pressure supplied from the manual valve is controlled directly by the on / off controlled solenoid valve and directly supplied to the friction element as long as it operates in the D range 1,2,3 speed, and the first pressure control valve A first shift control valve for supplying the supplied torque pressure to the friction element as long as it operates at the D-speed 4 speed;

The torque pressure supplied from the first and second pressure control valves through the torque pressure line is controlled by the solenoid valve on / off controlled by the solenoid valve, and the two friction elements operate in the D range 2, 3, and 4 speeds. A second shift control valve supplied with a torque pressure supplied from the first pressure control valve to the first shift control valve at the D range 4 speed;

When the reverse pressure supplied to the reverse pressure pipe connected to the manual valve when moving the NR range is supplied to the friction element as long as it operates in the R range, the reverse pressure supplied to the reverse pressure pipe is transferred to other friction elements operating in the R range. It comprises a supply NR control valve.

Description

Hydraulic control system for automatic transmission {HYDRAULIC CONTROL SYSTEM FOR AUTOMATIC TRANSMISSION}

The present invention relates to a hydraulic control system for an automatic transmission, and more particularly, to a hydraulic control system comprising a hydraulic pressure distribution system consisting of two pressure control valves, two duty and solenoid valves for on / off control and two shift control valves. It relates to a hydraulic control system for an automatic transmission that can simplify the structure of the valve to prevent malfunction of the valve and improve the control performance.

In general, the hydraulic control system for an automatic transmission includes a clutch provided in the power train by the transmission control unit (TCU) controlling the solenoid valves on, off, and duty in accordance with the vehicle selection, such as range selection and vehicle speed and throttle opening ratio. It is configured to realize automatic transmission by operating and releasing the friction element constituted by the brake with the hydraulic pressure supplied and discharged from the hydraulic circuit.

Among the power trains, the four-speed forward has a peripheral speed consisting of two single-pinion planetary gearsets and a sub-speed transmission consisting of a single-pinion planetary gearset for outputting the rotational power shifted from the peripheral speed to the longitudinal reduction gear. There is a power train that realizes 1 speed and reverse speed.

The power train has three clutches for determining the input elements of the planetary gear set, four brakes for determining the reaction force element, two one-way clutches, and the like.

Therefore, the hydraulic control system that enables the power train as described above to realize automatic shifting, as shown in Figure 10, the friction element that operates in the D range 1,2,3 speed (under drive area) in the N range Pre-actuated by line pressure, converting line pressure into drive pressure in manual valve, controlling this drive pressure from one pressure control valve to torque pressure, and controlling this controlled torque pressure by operation of control switch valve And by supplying to the friction elements corresponding to each shift stage via the clutch valve and operating them at low pressure, and then supplying the drive pressure to fully operate the friction elements.

However, the hydraulic control system for an automatic transmission as described above is operated by supplying the torque pressure supplied by one pressure control valve to a plurality of shift valves and clutch valves, thereby reducing shift response and increasing oil leakage factors. The control pressure characteristics may vary according to the present invention, and thus a problem of shifting may be reduced due to malfunction of the valve and deterioration of control performance.

Therefore, the present invention was invented to solve the above disadvantages, and an object of the present invention is to construct a hydraulic distribution system consisting of two pressure control valves, two duty and solenoid valves for on / off control, and two shift control valves. By simplifying the structure of the hydraulic control system to prevent the malfunction of the valve, to provide a hydraulic control system for an automatic transmission to improve the control performance.

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

2 is a configuration diagram of a pressure control valve applied to the hydraulic control system according to the present invention.

3 is a block diagram of a D-N control valve applied to the hydraulic control system according to the present invention.

4 is a configuration diagram of the first and second shift control valves applied to the hydraulic control system according to the present invention.

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

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

FIG. 7 is a hydraulic circuit diagram illustrating a hydraulic flow state during a shift (D) range 2-3 in the hydraulic control system according to the present invention. FIG.

8 is a hydraulic circuit diagram showing a hydraulic flow state in the driving (D) range 3 speed in the hydraulic control system according to the present invention.

FIG. 9 is a hydraulic circuit diagram showing a hydraulic flow state in the driving (D) range 4 speed in the hydraulic control system according to the present invention. FIG.

10 is a schematic hydraulic circuit diagram of a hydraulic control system according to the prior art.

In order to realize this, the hydraulic control system for an automatic transmission according to the present invention is

Pressure regulating means for supplying the hydraulic pressure generated by the oil pump to the line pressure line by controlling the pressure in the regulator valve to line pressure; Damper clutch control means for controlling a converter clutch in which a converter clutch regulator valve connected to said regulator valve via a converter feed valve controls said torque converter; Shift control means for supplying the line pressure supplied to the line pressure line with a reverse pressure and a drive pressure of the manual valve corresponding to the R, N, P, D, 2, L range to supply to the reverse pressure line and the drive pressure line, respectively and; The hydraulic pressure that controls the speed and responsiveness for the smooth shift mode is formed by supplying the line pressure supplied to the line pressure line to the solenoid supply pressure which is the control pressure of each solenoid valve and supplying it to the solenoid supply pressure line. Means; And hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements at each shift stage;

The hydraulic pressure distribution means may include: first and second pressure control valves operated by the solenoid supply pressure supplied to the solenoid supply pressure pipeline to control the drive pressure to the torque pressure to supply the respective torque pressure pipelines;

It is controlled during the initial ND range movement by the torque pressure supplied from the first pressure control valve through the torque pressure pipe to supply the drive pressure to the friction element as long as it operates at the D-range full speed (1, 2, 3, 4 speed). An ND control valve;

The drive pressure supplied from the manual valve is controlled directly by the on / off controlled solenoid valve and directly supplied to the friction element as long as it operates in the D range 1,2,3 speed, and the first pressure control valve A first shift control valve for supplying the supplied torque pressure to the friction element as long as it operates at the D-speed 4 speed;

The torque pressure supplied from the first and second pressure control valves through the torque pressure line is controlled by the solenoid valve on / off controlled by the solenoid valve, and the two friction elements operate in the D range 2, 3, and 4 speeds. A second shift control valve supplied with a torque pressure supplied from the first pressure control valve to the first shift control valve at the D range 4 speed;

When the reverse pressure supplied to the reverse pressure pipe connected to the manual valve when moving the NR range is supplied to the friction element as long as it operates in the R range, the reverse pressure supplied to the reverse pressure pipe is transferred to other friction elements operating in the R range. It comprises a supply NR control valve.

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

1 is a hydraulic circuit diagram showing the hydraulic flow state of the neutral (N) range in the hydraulic control system according to the present invention, the present invention is an oil pump (3) mounted on an oil pump drive hub (not shown) of the torque converter (1) Is generated at the same time as the engine is driven, and the regulator valve 5 is configured to control the oil pressure generated by the oil pump 3 to the line pressure from the regulator valve 5 to supply the line pressure line 7. And connected.

At the same time, the converter feed valve 11 is connected to the regulator valve 5 so that the hydraulic pressure can be controlled and supplied to the converter clutch regulator valve 9 that controls the converter clutch embedded in the torque converter 1. The converter clutch regulator valve 9 is connected to the torque converter 1 by pipe lines 17 and 19 so as to supply hydraulic pressure in a direction capable of releasing and controlling the converter clutch.

On the other hand, the manual valve 21 which is connected to receive the line pressure from the line pressure line 7 has a reverse pressure corresponding to the R, N, P, D, 2, L range according to the range selection operation of the shift lever. The pipeline 23, the drive pressure pipeline 25, the two-range pipeline 27, L range pipeline 29 is configured and connected to supply and discharge the respective reverse pressure and drive pressure.

As described above, the line pressure line 7 for supplying the line pressure to the manual valve 21 is connected to the solenoid supply valve 31 so as to supply the line pressure.

The solenoid supply valve 31 is connected to the solenoid supply pressure line 33 so as to control and supply the line pressure supplied to the line pressure line 7 with the solenoid supply pressure which is the control pressure of each solenoid valve.

The solenoid valves are the first solenoid valve (S1) for controlling the hydraulic pressure acting on one side of the regulator valve (7) for controlling the line pressure, the second solenoid for controlling the hydraulic pressure acting on one side of the converter clutch regulator valve (9) The third and fourth solenoid valves S3 and S4 for controlling the hydraulic pressure acting on one side of the valve S2 and the first and second pressure control valves 35 and 49 are referred to.

Meanwhile, the first and second pressure control valves 35 and 49 control the drive pressure supplied from the drive pressure line 25 to the torque pressure according to the duty control of the third and fourth solenoid valves S3 and S4. It is configured and connected to supply to the conduits 37 and 51.

The duty action of the third solenoid valve S3 controls the first pressure control valve 35 and also controls the NR control valve 39 so that the NR control valve 39 is driven from the reverse pressure pipeline 23. It is configured and connected to supply and discharge the supplied reverse pressure to the three-speed clutch C2 which is operated and controlled in the R and D range three speeds through the pipe line 41.

The ND control valve 43 which receives the torque pressure supplied to the torque pressure line 37 is operated and controlled in the D range 1 speed through the pipeline 45 when moving from the N range to the D range. It is configured and connected so that it can be controlled while supplying to the forward clutch C1 which continues to operate in the L range.

When the torque pressure is supplied to the conduit 45 through the ND control valve 43, the ND control valve 43 is configured to supply the drive pressure supplied from the drive pressure conduit 25 to the conduit 47. have.

In addition, the first and second pressure control valves 35 and 49 which receive the drive pressure from the drive pressure line 25 through the lines 53 and 55 are controlled by the duty control of the third and fourth solenoid valves S3 and S4. The controlled torque pressure is configured and connected to supply and discharge the second shift control valve 59 and the first shift control valve 57 via the torque pressure pipes 37 and 51.

Specifically, the second shift control valve 59 is connected to the pipelines 61 and 63 so that the torque pressure supplied from the torque pressure pipelines 37 and 51 can be supplied to the first shift control valve 57, respectively. Also, the line pressure supplied to the line pressure line 7 is controlled by the off control of the sixth solenoid valve S6 to shut off the torque pressure supplied from the torque pressure lines 37 and 51 and to drive the drive pressure line 25. It is configured to receive the drive pressure supplied to the through the pipe line 65 is connected to the drive pressure pipe 25.

In addition, the second shift control valve 59 supplies the drive pressure supplied to the conduit 65 to the second brake B2 which is operated and controlled at two speeds, and operates the conduit 67 and the third speed. It is connected to a conduit 69 to feed and operate the second clutch C2 to be controlled.

The first shift control valve 57 is connected to the second shift control valve 59 by pipe lines 61 and 63, and is connected to the manual valve 21 and the drive pressure pipe 25 to supply hydraulic pressure. By the on-control of the fifth solenoid valve S5, the pipeline 71 is operated to supply the third clutch C3 operated and operated at the fourth speed, and the fourth brake is operated and controlled at the 1,2,3 speed. It is connected to the conduit 73 to supply it to (B4) and operate it.

In addition, the manual valve 21 is connected to the third brake B3 which is operated and controlled during the operation of the 2 range and the second range conduit 27 so as to receive the drive pressure, and the first brake which is operated and controlled during the L range operation. B1) and the L range pipe 29 are connected to receive the drive pressure.

Detailed configurations of the first and second pressure control valves 35 and 49, the N-D control valve 43, and the first and second shift control valves 57 and 59 are as follows.

First, as illustrated in FIG. 2, the first pressure control valve 35 may include a first port 101 connected to a conduit 53 for supplying drive pressure from the manual valve 21 and the first port. As the second port 103, the second port 103 and the conduit 105 connected to the torque pressure conduit 37 for supplying the hydraulic pressure supplied to the port 101 to the second shift control valve 59. A third port 107 connected to supply a part of the hydraulic pressure to one side thereof, and a third pipe 107 which supplies the solenoid supply pressure from the solenoid supply valve 31 according to the operation of the third solenoid valve S3. 4 port 109 to form a valve body,

The first land 113 of a small diameter and the first diameter for selectively opening and closing the first port 101 by operating by being supported by the elastic member 111 at one side and the hydraulic pressure supplied to the third port 107. The second land 115 having a small diameter spaced apart from the land 113 at predetermined intervals to selectively connect the first port 101 and the second port 103 together with the first land 113. And a third land having a large diameter which is supported by the hydraulic pressure flowing into the fourth port 109 through the elastic member 117 at a predetermined interval from the second land 115. It consists of a valve spool 121 consisting of 119.

The second pressure control valve 49 is the same as the first pressure control valve described above, and the description thereof is omitted.

As shown in FIG. 3, the ND control valve 43 is driven from the first port 201 and the manual valve 21 connected to the conduit 7 for supplying the line pressure from the oil pump 3. A second port 203 connected to the pipeline 47 for supplying pressure, and a third port connected to the pipeline 45 for supplying the hydraulic pressure supplied to the second port 203 to the first clutch C1 ( 205, the fourth port 207 connected to the third port 205 and the conduit 209 to supply a part of the hydraulic pressure to one side, and the torque pressure to supply the torque pressure from the first pressure control valve 35. The fifth port 211 is connected to the conduit 37 to form a valve body,

Operated by hydraulic pressure supplied to the first port 201, the first land 213 having a small diameter for selectively opening and closing the second port 203 and the first land 213 at a predetermined distance from each other. Small diameter second to be spaced apart to selectively connect the second port 203 and the third port 205, the third port 205 and the fifth port 207 with the first land 213 The land 215 and the valve spool 219 constituted by the third land 217 of a large diameter acting by the hydraulic pressure flowing into the fourth port 207.

Meanwhile, as illustrated in FIG. 4, the first shift control valve 57 is a conduit 75 to which a control pressure in which the line pressure from the oil pump 3 is controlled by the fifth solenoid valve S5 is supplied. A second port 303 connected to a conduit 61 for supplying a torque pressure from the first pressure control valve 35 via the first port 301 and the second shift control valve 59. And a third port 305 connected to a conduit 63 for supplying a torque pressure from the second pressure control valve 49 via the second shift control valve 29, and supplied from the manual valve 21. Fourth port 307 connected to the conduit 25 for supplying the drive pressure, the fifth port 309 connected to the conduit 71 for supplying hydraulic pressure to the third clutch C3 operating at D speed 4 speed. ), And a sixth port 311 connected to a conduit 73 for supplying hydraulic pressure to a fourth brake operating at D, 1,2,3 speeds. Lugo,

The first land 313, which is operated by the hydraulic pressure supplied to the first port 301 to open and close the second port 303, is spaced apart from the first land 313 at a predetermined interval. A second land 315 selectively connecting the second port 303 to the fifth port 309 and the discharge port EX together with the first land 313, and the second land 315; Spaced apart at predetermined intervals to selectively connect the sixth port 311 to the third port 305 and the fourth port 307 together with the second land 315, the elastic member 317 on one side It comprises a valve spool 321 consisting of a third land 319 is carried through the).

In addition, as shown in FIG. 4, the second shift control valve 59 supplies a line pressure supplied from the oil pump 3 according to the operation of the sixth solenoid valve S6. Second and third ports 403 and 405 connected to a first pressure port 401 connected to the first pressure control valve 35 to supply a torque pressure from the first pressure control valve 35 to the adjacent second and third ports 403 and 405. Drive from the manual valve 21 between the adjacent fourth and fifth ports 407 and 409 and the third and fourth ports 405 and 407 connected to the torque pressure line 51 for supplying the torque pressure from the control valve 49. The sixth port 411 is connected to the drive pressure line 25 for supplying pressure and the drive pressure line 25 for supplying drive pressure from the manual valve 21 on one side of the fifth port 409. Eighth port 415 connected to the seventh port 413, the second port 303 of the first shift control valve 57 by a conduit 61. And a ninth port 417 connected to a conduit 69 connecting to a second clutch C2 operating at D ranges 3 and 4, and a third port 305 of the first shift control valve 57. A tenth port 419 connected to the conduit 63, and an eleventh port 421 connected to the conduit 67 connected to the second brake B2 operated at the D ranges 2, 3 and 4 speed. Make up the valve body,

The first land 423, which is operated by the hydraulic pressure supplied to the first port 401, is formed to be spaced apart from the first land 423 at predetermined intervals to open and close the discharge port EX. The second land 425 and the second land 425, which selectively connect the eighth port 415 to the second port 403 and the discharge port EX together with the land 423, have a predetermined distance from the second land 425. Third lands 427 and the third lands, which are spaced apart from each other, selectively connect the ninth port 417 to the third port 405 and the sixth port 411 together with the second land 425. A fourth land 429 which is formed at a predetermined distance from the 427 and selectively connects the tenth port 419 to the fourth port 407 and the discharge port EX together with the third land 427. And the fourth land 429 is spaced apart from the fourth land 429 to select the eleventh port 421 as the fifth port 409 and the seventh port 413 together with the fourth land 429. By connecting the elastic member on one side (43) It is composed of a fifth land 431 which is supported through 3) to form a valve spool 435.

As a result, each of the first and second shift control valves 57 and 59 operates by the line pressure controlled by the fifth and sixth solenoid valves S5 and S6 to operate each of the D range 1,2,3 and 4 speeds. It has a structure that can supply hydraulic pressure selectively to the friction element.

The hydraulic control system for an automatic transmission, configured as described above, supplies and discharges hydraulic pressure to friction elements corresponding to the vehicle's driving conditions such as range selection of the shift lever and the vehicle speed and the throttle opening rate, thereby operating and releasing them, thereby providing a power train. The transmission control unit TCU controls the solenoid valves S1, 2, 3, 4, 5, 6 on / off and duty so as to realize automatic shifting.

First, the oil pump 3 generates hydraulic pressure by the rotational power transmitted through the torque converter 1 at the same time as the engine is started, and the generated hydraulic pressure is controlled by the line pressure having a constant pressure amplitude in the regulator valve 5. Then, it is supplied to the line pressure line 7 connected to this valve 5.

The line pressure supplied to the line pressure line 7 is supplied to a manual valve 21 for selecting a range according to the operation of the shift lever, and is controlled and supplied with a reverse pressure and a drive pressure corresponding to each range, and the solenoid supply valve ( 31) is supplied to the solenoid supply pressure which is the control pressure of the first, second, third, fourth solenoid valves (S1, 2, 3, 4).

And the regulator valve 5 for controlling the line pressure is the line by the control pressure of the first solenoid valve (S1) for controlling the solenoid supply pressure acting on one side thereof and the reverse pressure and the drive pressure supplied from the manual valve 21. The hydraulic pressure supplied to the torque converter 1 via the converter feed valve 11 connected to the conduit 13 and the conduit 15 is controlled by the pressure control, and at the same time, a part of the hydraulic pressure supplied from the regulator valve 5. Supply the hydraulic pressure to the converter clutch regulator valve (9) to control.

The converter clutch regulator valve 9 has a conduit 17 for connecting hydraulic pressure supplied from the conduit 15 to the torque converter 1 as the transmission control unit TCU controls the second solenoid valve S2. 19) Release and operate the converter clutch by selectively supplying one of the pipelines.

On the other hand, when the N range is selected by the shift lever, as shown in FIG. 1, the line pressure supplied to the line pressure line 7 is supplied to the manual valve 21 and the solenoid supply valve 31 as described above.

When the shift lever is moved to the D range in the N range state, the transmission control unit (TCU) controls the fifth and six solenoid valves S5 and 6 to be turned off and on, respectively, to form a first flow path. The two shift control valves 57 and 59 are controlled as shown in FIG. 5, and the manual valve 21 controls the line pressure line 7 to communicate with the drive pressure line 25.

Therefore, the drive pressure supplied from the drive pressure pipe line 25 is supplied to the first and second pressure control valves 35 and 49 through the pipe lines 53 and 55, respectively. At this time, the transmission control unit TCU duty-controls the third solenoid valve S3 from off to on and the fourth solenoid valve S4 from on to off to control the first and second pressure control valves 35 and 49. As a result, the drive pressure is supplied to the torque pressure pipe line 37 by the torque pressure, and the torque pressure pipe line 51 is shut off, and the torque pressure supplied to the torque pressure pipe line 37 is supplied to the ND control valve 43 to supply the pipe pressure. The first clutch C1 connected thereto through 45 is operated, and the torque pressure is cut off by the complete ON control of the third solenoid valve S3.

At this time, immediately before the third solenoid valve S3 is fully on-controlled, the first clutch C1 is supplied to the ND control valve 43 through the conduit 47 and connected thereto through the conduit 45. ), And the drive pressure is supplied to the first shift control valve 57 and the drive pressure is supplied as it is through the conduit 73 connected to the fourth brake B4. Activate (B4) to realize D range 1 speed.

The first clutch C1 has a part of hydraulic pressure supplied from the line pressure line 7 to the drive pressure line 25 when the N range is connected to the first pressure control valve 35 and the torque pressure line 37. Since it was supplied through the ND control valve 43 to maintain the operation control standby state, the time for operation control is shortened by that amount.

On the other hand, in the D range 2 speed state, the transmission control unit TCU duty-controls the fourth solenoid valve S4 from the on state to the off state in the first speed state, and thus the first clutch C1 and the fourth brake B4. 6), as shown in FIG. 6, the drive pressure is controlled to the torque pressure through the second pressure control valve 49, so that the second shift control valve 59 through the torque pressure line 51. This torque pressure is supplied to the second brake B2 via the pipe line 67 and operated to realize the D range second speed.

The transmission control unit TCU duty-controls the third solenoid valve S3 from on to off in the second speed state while shifting from the second speed state to the third speed state. In the state where the four brakes B4 and the second brake B2 are operated, as shown in FIG. 7, the drive pressure is controlled to the torque pressure through the first pressure control valve 35 so that the torque pressure pipe 37 ) Is supplied to the second shift control valve 59, and this torque pressure is supplied to the second clutch C2 through the conduit 69 to operate it, and then the transmission control unit TCU The solenoid valve S6 is controlled to be off, and as shown in FIG. 8, the second shift control valve 59 is controlled so that the drive pressure from the manual valve 21 is passed through the conduits 67 and 69. By switching the flow path to supply the second brake (B2) and the second clutch (C2) D range 3 speed is completed.

In addition, in the D range 4 speed state, the transmission control unit TCU duty-controls the fourth solenoid valve S4 from off to on in the third speed state, and as shown in FIG. 9, the second pressure control valve. The torque pressure supplied from the 49 to the first shift control valve 57 is cut off, and then the fifth solenoid valve S5 is controlled to be turned on through the conduit 73 from the first shift control valve 57. The drive pressure supplied to the fourth brake B4 is cut off to release the operation. At this time, the torque pressure supplied from the third solenoid valve S3 to the first pressure control valve 35 is discharged through the pipe line 71. By supplying to the clutch C3 and controlling the operation thereof, the fourth speed D range is realized while the first, second and third clutches C1, 2 and 3 and the second brake B2 are operated.

When the vehicle speed and the throttle opening ratio decrease in the state of the D range 4 speed, the transmission control unit TCU moves the third, 4, 5, and 6 solenoid valves S3, 4, 5, and 6 to the opposite of the speed increasing operation. It can be controlled to achieve deceleration operation.

As can be seen from the D range speed-up operation of the hydraulic control system for an automatic transmission having the above configuration, two pressure control valves 35 and 49, two duty and solenoid valves for on / off control S3, 4 and 5 6) and two shift control valves 57 and 59 allow the hydraulic control system to be miniaturized and simplified, to improve shift responsiveness and to reduce oil leakage. It is possible to maintain the characteristics of the control pressure according to the constant, such as to improve the control performance of the valve has the effect of improving the shifting feeling.

As described above, the hydraulic control system for an automatic transmission according to the present invention applies a hydraulic pressure distribution system consisting of two pressure control valves, two duty and solenoid valves for on / off control, and two shift control valves to the hydraulic control system. By simplifying and miniaturizing the structure, the shift response is improved, and the oil leakage element is reduced, so that the characteristic of the control pressure according to the temperature can be kept constant, thereby preventing the malfunction of the valve. The control performance and shifting feeling of the valve can be improved.

Claims (5)

Pressure regulating means for supplying the hydraulic pressure generated by the oil pump to the line pressure line by controlling the pressure in the regulator valve to line pressure; Damper clutch control means for controlling a converter clutch in which a converter clutch regulator valve connected to said regulator valve via a converter feed valve controls said torque converter; Shift control means for supplying the line pressure supplied to the line pressure line with a reverse pressure and a drive pressure of the manual valve corresponding to the R, N, P, D, 2, L range to supply to the reverse pressure line and the drive pressure line, respectively and; The hydraulic pressure that controls the speed and responsiveness for the smooth shift mode is formed by supplying the line pressure supplied to the line pressure line to the solenoid supply pressure which is the control pressure of each solenoid valve and supplying it to the solenoid supply pressure line. Means; And hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements at each shift stage; The hydraulic pressure distribution means may include: first and second pressure control valves operated by the solenoid supply pressure supplied to the solenoid supply pressure pipeline to control the drive pressure to the torque pressure to supply the respective torque pressure pipelines; It is controlled during the initial ND range movement by the torque pressure supplied from the first pressure control valve through the torque pressure pipe to supply the drive pressure to the friction element as long as it operates at the D-range full speed (1, 2, 3, 4 speed). An ND control valve; The drive pressure supplied from the manual valve is controlled directly by the on / off controlled solenoid valve and directly supplied to the friction element as long as it operates in the D range 1,2,3 speed, and the first pressure control valve A first shift control valve for supplying the supplied torque pressure to the friction element as long as it operates at the D-speed 4 speed; The torque pressure supplied from the first and second pressure control valves through the torque pressure line is controlled by the solenoid valve on / off controlled by the solenoid valve, and the two friction elements operate in the D range 2, 3, and 4 speeds. A second shift control valve supplied with a torque pressure supplied from the first pressure control valve to the first shift control valve at the D range 4 speed; When the reverse pressure supplied to the reverse pressure pipe connected to the manual valve when moving the NR range is supplied to the friction element as long as it operates in the R range, the reverse pressure supplied to the reverse pressure pipe is transferred to other friction elements operating in the R range. An NR control valve for supplying; Hydraulic control system for automatic transmission comprising a The method of claim 1, wherein the first and second pressure control valve A first port for receiving drive pressure from the manual valve, a second port for supplying the hydraulic pressure supplied to the first port to the second shift control valve, and a portion of the hydraulic pressure connected to the second port as a conduit A valve body including a third port for supplying to one side and a fourth port for receiving the solenoid supply pressure from the solenoid supply valve according to the operation of the solenoid valve; A first land of a small diameter, which is supported and operated by an elastic member at one side of the hydraulic pressure supplied to the third port and selectively opens and closes the first port, and is spaced apart from the first land at a predetermined distance from the A second land having a small diameter for selectively connecting the first port and the second port together with the first land, and a predetermined distance from the second land, interposed between the second land and an elastic member, A hydraulic control system for an automatic transmission comprising a valve spool consisting of a third diameter of a large diameter acting by the hydraulic pressure flowing into the port. The valve of claim 1, wherein the N-D control valve is A first port receiving line pressure from the oil pump, a second port receiving drive pressure from a manual valve, a third port supplying hydraulic pressure supplied to the second port as a friction element, and the first port. A valve body including a fourth port connected to the three ports by a pipe and supplying a part of the hydraulic pressure to one side, and a fifth port supplied with the torque pressure from the first pressure control valve; A first land having a small diameter, which is operated by hydraulic pressure supplied to the first port to selectively open and close the second port, and is spaced apart from the first land at a predetermined distance, and the first land is formed together with the first land. A valve spool consisting of a small diameter second land selectively connecting the second port and the third port, the third port and the fifth port, and a large diameter third land acting by hydraulic pressure flowing into the fourth port. Hydraulic control system for automatic transmission comprising a. The method of claim 1, wherein the first shift control valve A first port supplied with the line pressure supplied from the oil pump according to the operation of the solenoid valve, a second port supplied with the torque pressure from the first pressure control valve via the second shift control valve, A third port supplied with the torque pressure from the second pressure control valve via the two shift control valve, a fourth port supplied with the drive pressure supplied from the manual valve, and one friction operated at four speeds of the D range. A valve body comprising a fifth port connected with the element and a sixth port connected with the other friction element operating at the D range 1,2,3 speeds; A first land operated by the hydraulic pressure supplied to the first port to open and close the second port, and formed to be spaced apart from the first land at a predetermined interval to form the second port together with the first land. A second land selectively connected to the fifth port and the discharge port, and spaced apart from the second land at a predetermined interval to selectively connect the sixth port to the third port and the fourth port together with the second land; And a valve spool made of a third land which is supported by an elastic member on one side thereof. The method of claim 1 or 4, wherein the second shift control valve A first port receiving the line pressure supplied from the oil pump according to the operation of the solenoid valve, a neighboring second or third port receiving the torque pressure from the first pressure control valve, and the second pressure control valve Neighboring fourth and fifth ports receiving torque pressure from the sixth port; sixth port receiving drive pressure from the manual valve between the third and fourth ports; and driving pressure from the manual valve at one side of the fifth port. A seventh port receiving the eighth port connected to the second port of the first shift control valve, a ninth port connected to one friction element operating at the D range 3 and 4 speeds, and the first shift control A valve body including a tenth port connected to a third port of the valve and an eleventh port connected to another friction element operating at the D ranges 2, 3, and 4; A first land operated by the hydraulic pressure supplied to the first port to open and close the discharge port, and spaced apart from the first land at a predetermined interval, and the eighth port is formed together with the first land. And a second land selectively connected to the discharge port, and spaced apart from the second land at a predetermined distance to selectively connect the ninth port to the third and sixth ports together with the second land. A third land and a fourth land formed at a predetermined interval from the third land to selectively connect the tenth port to the fourth port and the discharge port together with the third land; A valve spool formed spaced apart from each other to selectively connect the eleventh port to the fifth port and the seventh port together with the fourth land, and having a fifth land supported by an elastic member on one side; Automatic valve Appointed hydraulic control system.