KR101314042B1 - Shifting system for controlling automatic transmission of vehicle - Google Patents

Abstract

The present invention relates to a shift control system for an automatic transmission for a vehicle. More particularly, the shift control system for an automatic transmission for a vehicle that can increase a sense of shifting by simplifying a power train and independently controlling friction elements by eliminating a one-way clutch. It is about.
To this end, the present invention is an oil pump that drives together when the engine is driven to generate oil pressure, the line pressure generated by the oil pump is changed with the damper clutch by the driving mode switching and the duty control of the damper clutch control solenoid valve at high speed driving A regulator valve, a manual valve for selecting a flow path according to a mode for each range, and a hydraulic pressure generated from the oil pump and regulated at a constant pressure in the regulator valve, controlled by each solenoid valve, and a mode conversion is supplied from the manual valve. A plurality of pressure control valves for supplying or discharging the hydraulic pressure to the working hydraulic pressure of the first, second, third and fourth friction elements, and a switch for selectively supplying the hydraulic pressure to the first friction element by the hydraulic pressure supplied from the pressure control valve. Shift control of automatic transmission for vehicles In a system, the switch valve provides a shift control system for an automatic transmission for a vehicle, characterized in that the control is applied to supply the hydraulic pressure to the low / reverse brake, which is a friction element commonly acting in the neutral, single speed or reverse range.

Description

SHIFTING SYSTEM FOR CONTROLLING AUTOMATIC TRANSMISSION OF VEHICLE}

The present invention relates to a shift control system for an automatic transmission for a vehicle. More particularly, the shift control system for an automatic transmission for a vehicle that can increase a sense of shifting by simplifying a power train and independently controlling friction elements by eliminating a one-way clutch. It is about.

In general, an automatic transmission for a vehicle can transmit the driving force of an engine to a gear train through a torque converter which is a fluid clutch.

The gear train combines one or more planetary gear sets, one element as an input element, the other as a reaction element, and the other as an output element. Proper transmission ratio can be output.

The elements of the planetary gear set are using a plurality of friction elements and one-way clutch to selectively input, reaction and output.

The friction elements are selected and controlled at a suitable time by a hydraulic control system including a solenoid valve controlled by a transformer control unit (TCU).

In the case of the conventional four-speed automatic transmission to which the hydraulic control system is applied, the technology of the hydraulic control system capable of skipping shift is applied to the overdrive switch valve and the low reverse switch valve. One solenoid valve is used to control the two operating elements (OD & LR).

When one-way clutch (OWC) is applied, one-way clutch receives reaction torque during 3-1 skip shift, so smooth shifting is performed, but skip shift is not possible when one-way clutch is deleted to improve shifting feeling. It implies

Therefore, the present invention was created to solve the above problems, and an object of the present invention is to delete the one-way clutch while deleting the OD / LR switch valve of the hydraulic system.

A shift control system for an automatic transmission for a vehicle according to an exemplary embodiment of the present invention for achieving the above object is an oil pump which drives together when the engine is driven to generate oil pressure, and changes the driving mode of the line pressure generated by the oil pump and high speed driving. The damper clutch control solenoid valve's duty control allows the regulator valve to vary with the damper clutch, a manual valve that selects a flow path according to the mode for each range of hydraulic pressure generated from the oil pump and regulated to a constant pressure in the regulator valve. A plurality of pressure control valves controlled by a solenoid valve to supply or discharge the hydraulic pressure supplied from the manual valve to the operating hydraulic pressure of the first, second, third and fourth friction elements, and the hydraulic pressure supplied from the pressure control valve. Selectively to the first friction element by In a shift control system for an automatic transmission for a vehicle, comprising a switch valve for supplying pressure, the switch valve is configured to control the supply of operating hydraulic pressure to a low / reverse brake, which is a friction element commonly acting in the neutral, single speed, or reverse range. It features.

In addition, the pressure control valve is made of a first, second, third, fourth pressure control valve, characterized in that the pressure control valves are controlled by the first, second, third, fourth pressure control solenoid valve.

In addition, the first pressure control solenoid valve is controlled off at the neutral end, so that the switch valve supplies pressure to the first friction element.

The apparatus may further include a first fail-safe valve configured to receive pressure from the switch valve and supply pressure to the first friction element.

In addition, the switch valve is characterized in that the line pressure of the manual valve is supplied to the fourth friction element while maintaining the clamping pressure of the low / reverse brake when shifting from the first speed to the second speed D range at the neutral end.

The second fail-safe valve may further include a line pressure of the manual valve when the speed is changed from the first speed to the second speed of the D range.

In addition, the third and fourth pressure control solenoid valves are controlled off when shifting from the first to second speeds of the D range, while the line pressure of the manual valve passes through the second fail-safe valve via the third pressure control solenoid valve. And supplied to the third friction element and the fourth friction element.

As described above, according to the shift control system of the automatic transmission for a vehicle according to the present invention, the response is improved by eliminating the one-way clutch and controlling the engagement side and the release side respectively by independent control of each friction element.

In addition, by adding a switch valve, the fail-safe function can be enhanced to prevent damage to the power train due to a malfunction.

In addition, by eliminating the one-way clutch of the low / reverse brake, it is possible to reduce the hardware cost and weight through the complementary development of the control logic of the software.

1 is an overall hydraulic circuit diagram in a neutral state by a shift control system of an automatic transmission for a vehicle according to an embodiment of the present invention.
2 is a hydraulic circuit diagram of a D range 1 speed state by a shift control system of an automatic transmission for a vehicle according to an exemplary embodiment of the present invention.
3 is a hydraulic circuit diagram of a D-range 2-speed state by a shift control system of an automatic transmission for a vehicle according to an embodiment of the present invention.

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

1 is an overall hydraulic circuit diagram in a neutral state by a shift control system of an automatic transmission for a vehicle according to an embodiment of the present invention. As shown in the shift control system of the automatic transmission for a vehicle according to an embodiment of the present invention is an oil pump 10 for always generating hydraulic pressure during engine operation, torque converter 20 for transmitting the power of the engine to the input shaft of the transmission, Regulator valve 30 for adjusting the hydraulic pressure generated in the oil pump 10 to a constant hydraulic pressure, that is, line pressure, the torque converter 20 and the torque converter control valve 40 and the torque converter to constantly adjust the hydraulic pressure for lubrication It is controlled by the damper clutch control valve 50, the 1st, 2nd, 3rd, and 4th pressure control solenoid valves PS1, PS2, PS3, and PS4 which control the hydraulic pressure acting on the damper clutch installed in the 20, and is shifted. First, second, third and fourth pressure control valves P1, P2, P3 and P4 for preventing the occurrence of shock and an NR control valve 80 for preventing the shock when shifting from the neutral range to the reverse range.

In addition, the reducing valve 60 to create a constant hydraulic pressure lower than the line pressure, and the manual valve (M) for switching the flow path in conjunction with the position of the shift lever and to send or discharge the line pressure to each valve, And a switch valve 70 controlled by the on / off operation of the first pressure control solenoid valve PS1.

The regulator valve 30 having a function of adjusting the line pressure generated by the oil pump 10 includes a valve body and a valve spool (not shown) moving therein.

The damper clutch control valve 50 is connected to the torque converter 20 through the clutch actuation conduit 201 and the clutch non actuation conduit 201 to actuate the damper clutch 21 in the torque converter.

On the other hand, the NR control valve 80 is connected to the pressure reducing line 12 is supplied with hydraulic pressure to gradually increase the hydraulic pressure supplied to the friction element that operates when the reverse to reduce the shift shock as a second pressure control solenoid valve (PS2) On / off duty action of) moves the valve spool to the left and right. Here, the valve spool is elastically supported by a spring (not shown) so that the valve spool is always moved to the right.

In addition, the switch valve 70 controls the operation of the low / reverse clutch by supplying or blocking hydraulic pressure from the first pressure control valve P1.

The shift control system for an automatic transmission for a vehicle according to an embodiment of the present invention as described above is controlled by a transmission control unit (TCU) according to the opening degree of the throttle valve and the vehicle speed by solenoid valves acting on / off or duty. The following shifting operations are made.

That is, when the engine starts to drive, the torque converter 20 drives together and rotates the input shaft of the transmission. At this time, the oil pump 10 drives to start to generate and discharge oil pressure.

A part of the oil pressure generated at this time flows along the line pressure line 11 to the regulator valve 30, the damper clutch control valve 50 and the switch valve 70, and a part of the reducing valve 60 and the manual valve ( M) flows.

The hydraulic pressure flowing to the regulator valve 30 is supplied to the torque converter control valve 40 and simultaneously pushes the valve spool to the left to control the pressure while a part of the discharge port Ex discharge pressure returns to the oil pan 10a. Done.

In addition, the hydraulic pressure flowing into the reducing valve 60 changes the opening area of the port by the movement of the valve spool to discharge the hydraulic pressure lower than the line pressure. 3 and 4 pressure control valves P1, P2, P3 and P4 are supplied.

1 is an overall hydraulic circuit diagram in a neutral state by a shift control system of an automatic transmission for a vehicle according to an embodiment of the present invention. Here, the control of the solenoid valve is to realize a neutral stage by engaging the first friction element C1 among a plurality of friction elements, and a process of supplying hydraulic pressure will be described. Referring to FIG. 1, the line pressure supplied from the oil pump 10 is supplied to the manual valve M and the first pressure control valve P1.

At this time, the first pressure control solenoid valve PS1 is turned off and the second, third and fourth pressure control solenoid valves PS2, PS3 and PS4 are turned on, respectively.

Therefore, the line pressure is supplied to the first pressure control valve P1 and the pressure passing through the first pressure control valve P1 is transmitted from the switch valve 70. The pressure through the switch valve 70 thus engages the low / reverse brake, which is the second friction element C2. In addition, by including the first fail-safe valve (F1) between the switch valve 70 and the first friction element (C1) it is possible to ensure the stability during abnormal operation of the hydraulic system.

2 is a hydraulic circuit diagram of a D range 1 speed state by a shift control system of an automatic transmission for a vehicle according to an embodiment of the present invention. The control solenoid valves PS1, PS2, and PS3 remain in an on state, and in conjunction with this, the manual valve M maintains the clamping pressure of the low / reverse brake C1 due to the operation of the switch valve 70. The pressure is supplied to the fourth pressure control valve P4 through the line pressure pipe line 11 in the state.

At this time, the first pressure control solenoid valve PS3 and the fourth pressure control solenoid valve PS4 are turned off and the line pressure is supplied to the second pressure control valve P3 and the third pressure control valve P4, thereby providing the first pressure. The friction element C1 and the fourth friction element C4 are engaged.

Unlike when the one-way clutch OWC and the under clutch C4 are engaged as in the prior art, when the shift is performed from the neutral end to the D range 1 speed, the one-way clutch OWC is omitted by using the switch valve 70. The fastening pressure of the low / reverse brake C1 can be maintained as it is. In particular, in the four-wheel automatic transmission, the one-way clutch OWC is applied to the low / reverse brake C1 to control the low / reverse brake C1 in the hydraulic system. However, in the present embodiment, the low / reverse brake ( C1) The one-way clutch OWC is deleted so that the hydraulic control can be controlled independently.

FIG. 3 is a hydraulic circuit diagram of the D range 2 speed, in which the third friction element C3 and the fourth friction element C4 are engaged to realize the D range 2 speed among a plurality of friction elements. In this case, when the vehicle speed increases or the opening degree of the throttle valve increases in the state of the first speed, the transmission control unit TCU simultaneously controls the first pressure control solenoid valve PS1 and the second pressure control solenoid valve PS2 and at the same time. The duty control is started while the third pressure control solenoid valve PS3 and the fourth pressure control solenoid valve PS4 are turned off. In this case, the second fail-safe valve F2 may be provided to receive pressure from the manual valve M, and the second fail-safe valve F2 is transmitted to the 2/4 brake C3. At the same time, the shift to the D range second speed is completed by causing the under clutch C4 to operate by the pressure supplied from the second fail safe valve F2 and the fourth pressure control valve P4.

As described above, the range in which the low / reverse brake C1 operates among the friction elements is, for example, when shifting from the N range to the D range, when shifting from the D range 1 speed to the 2 speed, and 1 to the D range 3 speed. The low / reverse brake C1 can be controlled under the above conditions since the skip shift to the inside is performed.

On the other hand, when the shift lever is switched to the R range, the hydraulic pressure generated by the oil pump 10 is moved along the reverse pressure line 13 through the manual valve M while the port change of the manual valve M is performed in conjunction with this. Flowing to operate the fifth friction element (C5) and at the same time supplied to the regulator valve 30 to adjust the line pressure.

And some of the hydraulic pressure is supplied to the N-R control valve (80). The NR control valve 80 is supplied with the reduced pressure from the reducing valve 60 to the second fail-safe valve F2 by the duty control of the third pressure control solenoid valve PS3 and the manual valve M. The reverse shift is achieved by operating the low / reverse brake C1 supplied to the fifth friction element C5 and simultaneously supplied with pressure from the switch valve 70. That is, in the reverse mode as described above, the hydraulic pressure is supplied to the first friction element C1 and the fifth friction element C5 to reverse the vehicle.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, And all changes to the scope that are deemed to be valid.

10: oil pump
11: line pressure pipeline
12: decompression line
13: reverse pipeline
20: torque converter
21: Damper Clutch
30: regulator valve
40: torque converter control valve
50: damper clutch control valve
60: reducing valve
70: switch valve
80: NR control valve
C1, C2, C3, C4, C5: first, 2, 3, 4, 5 friction elements
F1, F2: first and second fail safe valves
M: manual valve
P1, P2, P3, P4: 1st, 2, 3, 4 pressure control valve
PS1, PS2, PS3, PS4: 1st, 2nd, 3rd, 4th Pressure Control Solenoid Valve
201: working pipeline
202: non-operating pipeline

Claims (7)

An oil pump driven together when the engine is driven to generate oil pressure;
A regulator valve for varying the line pressure generated by the oil pump together with a damper clutch by duty control of a damper clutch control solenoid valve during driving mode switching and high speed driving;
A manual valve configured to select a flow path generated by the oil pump and adjusted to a predetermined pressure in a regulator valve according to each range mode;
A plurality of pressure control valves controlled by respective solenoid valves to perform mode conversion to supply or discharge the hydraulic pressure supplied from the manual valve to the operating hydraulic pressure of the first, second, third and fourth friction elements;
In the shift control system for an automatic transmission for a vehicle, comprising a switch valve for selectively supplying hydraulic pressure to the first friction element by the hydraulic pressure supplied from the pressure control valve,
The switch valve is controlled to supply the hydraulic pressure to the first friction element, which is a friction element commonly acting in the neutral, first speed or reverse range,
The pressure control valve is composed of first, second, third and fourth pressure control valves, and these pressure control valves are controlled by the first, second, third and fourth pressure control solenoid valves,
The switch valve is a shift of the automatic transmission for a vehicle, characterized in that the line pressure of the manual valve is supplied to the fourth friction element while maintaining the clamping pressure of the first friction element when shifting from the first to second speed of the D range at the neutral end. Control system.
delete The method of claim 1,
And said switch valve supplies pressure to said first friction element such that said first pressure control solenoid valve is controlled off at a neutral stage. The method of claim 3,
And a first fail safe valve receiving pressure from the switch valve and supplying pressure to the first friction element. delete The method of claim 1,
And a second fail-safe valve that is directly supplied with the line pressure of the manual valve when the speed is changed from the first speed to the second speed of the D range. The method according to claim 6,
The third and fourth pressure control solenoid valves are off-controlled when shifting from the first to second speed of the D range, and the line pressure of the manual valve passes through the second fail-safe valve via the third pressure control solenoid valve. A shift control system for an automatic transmission for a vehicle, characterized by being supplied to a third friction element and a fourth friction element.

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