KR100645553B1 - Hydraulic control system of automatic transmission for vehicle - Google Patents

Abstract

Supplying the reducing control pressure as a source pressure to the damper clutch control solenoid valve for controlling the damper clutch control valve according to the vehicle driving condition so that the operating pressure is supplied to the damper clutch for stable damper clutch control;

In the hydraulic control system of the automatic transmission, so that the hydraulic pressure generated from the oil pump is supplied to each friction element through the pressure control unit and the flow path switching unit according to the transmission range, the line pressure controlled to a constant pressure in the regulator valve,

The hydraulic control system of the automatic transmission for a vehicle configured to supply the control pressure of the reducing valve supplied to the control pressure of the pressure control unit to the solenoid valve controlling the damper clutch control valve constituting the damper clutch control unit. to provide.

Damper Clutch Control Valve. Reducing valve. Pressure control valve

Description

HYDRAULIC CONTROL SYSTEM OF AUTOMATIC TRANSMISSION FOR VEHICLE}

1 is a hydraulic flow chart in the N, P range of the hydraulic control system according to the present invention.

Figure 2 is a flow chart of the hydraulic pressure in the N, P range of the conventional hydraulic control system.

The present invention relates to a hydraulic control system for an automatic transmission for a vehicle, and more particularly, a reducing control pressure is sourced to a damper clutch control solenoid valve for controlling a damper control valve according to vehicle driving conditions so that a working pressure is supplied to the damper clutch. The present invention relates to a hydraulic control system of an automatic transmission in which an optimum shifting feeling can be obtained by supplying at a (SOURCE) pressure to achieve a stable damper clutch control.

For example, an automatic transmission applied to a vehicle is controlled by a shift control device controlling a plurality of solenoid valves to control hydraulic pressure according to a traveling speed of a vehicle, an opening ratio of a throttle valve, and various detection conditions, thereby operating a gear shift of a target shift stage. To make the shift.

In other words, when the driver converts the select lever to the desired shift stage, the manual control port is changed in the hydraulic control system, and the hydraulic pressure supplied from the oil pump is selectively selected according to the duty control of the solenoid valve. To make the shifting work.

Looking at an example of the hydraulic control system of the automatic transmission to implement a five-speed forward and one reverse speed of the automatic transmission, as shown in Figure 2, as shown in Figure 2, the oil pressure generated in the oil pump 202 regulator valve 204 It is controlled at a constant pressure at and supplied to the manual valve 206 and the reducing valve 208.

Then, the manual valve 206 converts the flow path according to the range selection of the select lever, not shown, to the first, second, third, fourth, and fifth solenoid valves S1, S2, S3, S4, and S5 that control hydraulic pressure. Supplied via the first, second, third, fourth, fifth pressure control valves 210, 212, 214, 216, 218 according to their control to switch valve 220 or first and second fail safe valves. 222, 224 is configured to be connected to or directly supplied to the friction element so that the shift is made while operating each friction element as described above at each shift stage.

That is, the first solenoid valve S1 and the first pressure control valve 210 are connected to the low-reverse brake LR / B via the switch valve 220 and the first fail safe valve 222. The two solenoid valve S2 and the second pressure control valve 212 are connected to the second brake 2ND / B via the second fail-safe valve 224.

The third solenoid valve S3 and the third pressure control valve 214 are directly connected to the underdrive clutch UD / C, and the fourth solenoid valve S4 and the fourth pressure control valve 216 are overdriven. Directly connected to the clutch OD / C, the fifth solenoid valve S5 and the fifth pressure control valve 218 are directly connected to the reduction brake RD / B and at the same time through the third fail safe valve 226. It has a configuration connected to the direct clutch (D / C).

In addition, a part of the hydraulic pressure controlled from the regulator valve 204 is a torque converter control valve 228 which is constantly adjusted for the torque converter TC and lubrication, and a damper clutch to increase the power transmission efficiency of the torque converter TC. Supplied to the damper clutch control valve 230 for controlling, the damper clutch control valve 230 is configured to control the on / off operation of the damper clutch while being controlled by the sixth solenoid valve (S6).

By such a configuration, the first, second, third, fourth, fifth, and sixth solenoid valves are driven under the control of the transmission (TCU), and the hydraulic pressure is supplied / released to the friction element at each shift stage so that the shift is performed. Will be.

And the regulator valve 206 is controlled by the seventh solenoid valve (S7) to control the line pressure to suit the vehicle driving conditions, the reducing pressure controlled by the reducing valve 208 is the forward shift stage Is supplied to the second, third, and fourth solenoid valves S2, S3, and S4 that perform duty control at the same time, so that a stable shift control is achieved, and at the same time, the seventh solenoid valve S7 to control the line pressure is supplied. The line pressure can be controlled stably.

However, in the hydraulic control system as described above, the sixth solenoid valve for controlling the damper clutch control valve uses a line pressure that changes frequently depending on the opening degree of the accelerator pedal as the source pressure.

Accordingly, since the hydraulic pressure acting on the damper clutch is not constant, shock or vibration may occur during operation of the damper clutch according to driving conditions.

In addition, since the line pressure changes from time to time according to the opening of the accelerator pedal, vibration occurs due to the hydraulic pressure of the internal parts of the proportional control solenoid valve and the internal parts are worn out due to the continuous bad condition, which causes the oil leakage to occur. Not only does it worsen, it also affects the durability of the transmission as a whole.

This problem can be improved to some extent by inputting all the conditions in software and applying the control values for each condition differently. However, it is practically impossible to input all driving conditions into the software. There is a problem.

Therefore, the present invention has been invented to solve the above problems, an object of the present invention is to reduce the damper clutch control valve in accordance with the vehicle operating conditions to reduce the damper clutch control solenoid valve so that the operating pressure is supplied to the damper clutch The control pressure is supplied to the source SOURCE pressure to achieve a stable damper clutch control.

In addition, by providing a stable reducing control pressure source pressure to the damper clutch control solenoid valve, to provide a hydraulic control system of an automatic transmission to improve the durability to improve the durability of the entire transmission.

In order to realize this, the present invention, the hydraulic pressure generated in the oil pump is controlled to a constant pressure in the regulator valve is a manual valve for converting the flow path according to the shift range, a plurality of solenoid valves and each solely controlled by these solenoid valves A pressure control unit consisting of a pressure control valve, a flow path switching unit for selectively supplying hydraulic pressure to a friction element connected to the oil pressure selectively supplied to the hydraulic pressure supplied from the partial pressure control valve of the pressure control unit, and constant for torque converter and lubrication. In the hydraulic control system of the automatic transmission configured to be supplied to the damper clutch control unit to adjust the supply so that,

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And a conduit further configured to supply the control pressure of the reducing valve supplied to the control pressure of the pressure control part to the solenoid valve controlling the damper clutch control valve constituting the damper clutch control part. It provides a hydraulic control system of an automatic transmission for a vehicle.

Hereinafter, with reference to the accompanying drawings, preferred embodiments of the present invention that can specifically realize the above object will be described in detail.

1 is a hydraulic flow chart in the N, P range of the hydraulic control system according to the present invention, the hydraulic pressure generated in the oil pump (2) is controlled to a constant pressure in the regulator valve (4) to reduce the manual valve (6) The valve 8 is supplied to the hydraulic control unit A and the like.

In the manual valve (6), the flow path is converted according to the range selection of the select lever (not shown), and in the reducing valve (8), the pressure is reduced and supplied to the hydraulic control unit (A), which is controlled by the hydraulic control unit (A). The supplied hydraulic pressure is supplied to the flow path switching portion B or the direct friction element.

The hydraulic control unit A is the first, second, third, fourth, fifth solenoid valves S1, S2, S3, S4, S5 and the first, second, respectively controlled by these solenoid valves. 3, 4, 5 pressure control valves 10, 12, 14, 16 and 18.

The flow path switching unit (B) comprises a switch valve 20 and first, second and third fail-safe valves 22, 24 and 26, and the manual valve 6 and the reducing valve 8 ), And the connection relationship between the hydraulic control unit (A) and the flow path switching unit (B) in detail as follows.

In the manual valve 6, the D range pressure line 28, the N range pressure line 30, and the R range pressure line 32 communicate with each other to supply the hydraulic pressure of the line pressure line 34 in accordance with the range change. do.

The D range pressure line 28 is in communication with the second, third and fourth pressure control valves 14, 16, 18, and the N range pressure line 30 is a regulator valve 6 and a first fail-safe valve. Communicating so that the hydraulic pressure can be supplied to the control pressure of 22, the R range pressure pipeline 32 is the operating pressure of the reverse clutch (R / C) operating in the reverse (R) range and the second fail-safe valve (24) It is in communication so that it can be supplied at the control pressure of).

The reducing valve 8 controls the line pressure to a lower stable pressure and communicates with the second, third and fourth solenoid valves S2, S3, and S4 so as to supply a control pressure.

Line pressure is supplied to the first and fifth solenoid valves S1 and S5 as a control pressure, and line pressure is also supplied to the first and fifth pressure control valves 10 and 18 so that the first and fifth solenoid valves ( S1 is controlled by S5 and supplied to the switch valve 20 at the second control pressure or directly to the reduction brake R / B.

The first solenoid valve S1 and the first pressure control valve 10 of the hydraulic control unit A are provided with a low-reverse brake (LR / B) via a switch valve 20 and a first fail-safe valve 22. Is connected to the direct clutch D / C via the third fail-safe valve 26, and the second solenoid valve S2 and the second pressure control valve 12 are connected to the second fail-safe valve 24. ) Is connected to the second brake (2ND / B).

The third solenoid valve S3 and the third pressure control valve 14 are directly connected to the underdrive clutch UD / C, and the fourth solenoid valve S4 and the fourth pressure control valve 16 are overdriven. The clutch OD / C is directly connected, and the fifth solenoid valve S5 and the fifth pressure control valve 18 are directly connected to the reduction brake RD / B.

By the above configuration, the reverse clutch (R / C) operates in reverse, the low-reverse brake (LR / B) operates in reverse and forward 1 speed, and the second brake (2ND / B) moves forward 2, 4, 5 Inside, underdrive clutch (UD / C) operates forward 1, 2, 3, overdrive clutch (OD / C) operates forward 3, 4, 5, reduction brake (R / B) operates at forward 1, 2, 3, 4 and reverse, and the direct clutch (D / C) is shifted while operating pressure is supplied at 5 forward.

In addition, part of the hydraulic pressure controlled from the regulator valve 6 is the torque converter TC, which is the damper clutch control unit C, and the torque converter control valve 36 which is constantly adjusted for lubrication, and the power of the torque converter TC. It is supplied to a damper clutch control valve 38 that controls the damper clutch in order to increase the transmission efficiency, and the damper clutch control valve 38 is controlled by the sixth solenoid valve S6 while controlling the operation of the damper clutch. It is configured to be.

In addition, the regulator valve 6 is controlled by the seventh solenoid valve S7 to control the line pressure in accordance with the vehicle operating conditions, the control controlled by a constant pressure (6.5 BAR) in the reducing valve (8) The pressure is supplied to the source pressure of the second, third, and fourth solenoid valves S2, S3, and S4 that perform duty control at the forward shift stage, and at the same time, to the source pressure of the seventh solenoid valve S7. do.

Accordingly, the second, second and third pressure control valves 12, 14 and 16 controlled by the second, third and fourth solenoid valves S2, S3 and S4 are operated stably while the second brake 2ND / B), stable operation is supplied to the underdrive clutch (UD / C) and the overdrive clutch (O / C), thereby greatly improving the shifting feeling.

In addition, the reducing is also supplied to the seventh solenoid valve S7 as the pressure source pressure, thereby reducing the load applied to the seventh solenoid valve S7 and thereby reducing the flow and vibration amounts of the internal parts. It essentially heals the cause of wear.

Accordingly, since the hydraulic pressure drop and the change are not generated, it is possible to maintain the initial shift feeling and to improve the overall durability of the transmission.

In this hydraulic control system, the present invention provides a sixth solenoid valve 6 that controls the damper clutch valve 30 to supply a reducing pressure that is constantly reduced in pressure from the reducing valve 8 to the source pressure. The conduit 40 was configured to be possible.

That is, the reducing pressure line 40 is to communicate the downstream side of the reducing valve 8 and the sixth solenoid valve (S6).

Accordingly, since the source pressure of the sixth solenoid valve 6 is stably supplied to the reducing pressure, the operating pressure supplied to the damper clutch is stabilized to suppress the occurrence of shock or vibration that may occur when the damper clutch is operated. The software configuration in the step also eliminates the accelerator pedal function and only tunes the control value to obtain the optimum shift feeling, and the efficiency of the tuning step can be improved.

As described above, according to the present invention, the reducing control pressure is supplied as the source pressure to the solenoid valve that controls the damper clutch control valve according to the vehicle driving conditions, so that the stable operating pressure is supplied to the damper clutch, thereby operating the damper clutch. It is possible to suppress the occurrence of heavy shocks and vibrations and to improve the durability of the solenoid valve, thereby improving the durability of the entire transmission.

In addition, it is an invention that can eliminate the function of the accelerator pedal for the damper clutch control during the soft development of the automatic transmission, and can obtain an optimal shift feeling as well as improve the tuning effect by tuning only the control value.

Claims (1)

A pressure controller comprising a manual valve for controlling the hydraulic pressure generated by the oil pump at a constant pressure in the regulator valve and converting the flow path according to the shift range, a plurality of solenoid valves and a pressure control valve independently controlled by these solenoid valves; And a flow path switching part for selectively switching the flow path to the hydraulic pressure supplied from the pressure control valve of the pressure control part and supplying the hydraulic pressure to the friction element connected thereto, and a damper clutch control part which constantly adjusts and supplies the torque converter and lubrication. In the hydraulic control system of the automatic transmission in which the flow path is configured to be supplied to the The control pressure of the reducing valve 8, which is supplied at the control pressure of the pressure controller, may be supplied to the sixth solenoid valve S6 that controls the damper clutch control valve constituting the damper clutch controller. And a reducing pressure pipe (40) to connect the downstream side of the reducing valve (8) and the sixth solenoid valve (S6).

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