KR101491267B1 - Hydraulic pressure control apparatus for dual clutch transmission - Google Patents

Abstract

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a hydraulic control apparatus for a double clutch transmission, and more particularly, to a hydraulic control apparatus for a double clutch transmission in which the configuration can be simplified by minimizing the number of valve components.
To this end, the present invention provides a hydraulic control system for a double clutch transmission that implements a plurality of speed change stages in accordance with supply and discharge of hydraulic pressure for operating a plurality of friction elements and a first clutch and a second clutch respectively having a plurality of friction elements A main oil pump always driven together with the crankshaft of the engine and a second flow path communicating with the oil pan are provided to supply the flow rate necessary for shifting in order to supply the flow rate necessary for the shift through the first flow path communicating with the oil pan Wherein the clutch control device controls the engagement operation of the first clutch or the second clutch by using the oil pressure generated by the electric pump through the auxiliary oil passage communicating with the electric pump, And a hydraulic pressure control device for a hydraulic control device.

Description

HYDRAULIC PRESSURE CONTROL APPARATUS FOR DUAL CLUTCH TRANSMISSION BACKGROUND OF THE INVENTION [0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a hydraulic control apparatus for a double clutch transmission, and more particularly, to a hydraulic control apparatus for a double clutch transmission in which the configuration can be simplified by minimizing the number of valve components.

Generally, in the case of a hydraulic control device applied to a wet type double clutch transmission, a constant drive pump connected to an engine power shaft is applied to generate a flow rate and an oil pressure. The hydraulic pressure required in the system is generated by applying a pressure control valve such as a regulator valve .

At this time, the system pressure is used as a driving pressure for controlling the actuator for shifting each gear and a pressure for controlling the dual clutch.

1, a hydraulic control apparatus for a wet type double clutch transmission according to the related art includes a solenoid valve 1, a regulator valve 2, two solenoid valves 3 for controlling the clutch, Four pressure control valves 4, four solenoid valves 5 for controlling the gear actuators, a pressure control valve 6, a shift valve 7 and a select valve 8 are applied. Further, a valve 9 and a solenoid valve 10 for controlling the separate lubrication pressure are applied.

In other words, there are 8 control valves with pressure and shift function, 5 solenoid valves, 3 on / off solenoid valves, and 1 other solenoid valve, so a total of 9 solenoid valves .

In addition, a manual valve for PRND shift is applied separately.

In the case of a clutch, a solenoid is applied as an independent control method for controlling each clutch. However, in case of a gear actuator, a pressure control valve for controlling the pressure of the even-numbered stage and the hole means is applied, A sequential preselect method is used by applying a shift valve and two select valves.

That is, since a plurality of pressure control valves are applied to the hydraulic control apparatus, a large flow rate is required. By applying the driven mechanical oil pump, a separate lubrication control valve for controlling the amount of lubricating oil and the amount of lubricating oil at the time of oscillation And solenoid valves are required.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide a hydraulic control system for a double clutch transmission that can simplify the configuration by minimizing the number of solenoid valves.

To achieve these and other advantages and in accordance with the purpose of the present invention, as embodied and broadly described herein, there is provided a hydraulic control system for a double clutch type transmission, including: a first clutch and a second clutch having a plurality of friction elements, A hydraulic control system for a double clutch transmission that implements a plurality of speed change stages, comprising: a main oil pump continuously driven together with a crankshaft of an engine for supplying a flow rate necessary for shifting through a first flow path communicating with the oil pan; And an electric pump for supplying a flow rate necessary for the shift through a second flow path communicating with the fan, wherein the oil pressure generated by the electric pump is transmitted through the auxiliary flow path communicating with the electric pump, And the engagement operation of the second clutch is controlled.

Further, a line pressure is generated by supplying oil of the oil pan to the regulator valve through the first flow path, and a reduction valve is provided to receive the supply pressure through the third and fourth flow paths communicating with the regulator valve .

In addition, the first one way check valve is provided on the second flow path to prevent back flow of the electric pump from the electric pump when not in operation.

In addition, the pressure reduced by the reducing valve is provided to the normally lubrication switch valve through the fourth flow path and is provided as a cooler reducing valve.

The supply pressure provided to the lubrication switch valve is provided to the first output shaft or the second output shaft through the first lubricant passage and the second lubricant passage as lubrication pressure.

The auxiliary flow path communicates with the cooler reducing valve and communicates with the idle stop check valve to provide the supply pressure.

In addition, the supply pressure provided through the third flow path is provided to the reducing valve, and the control pressure by the reducing valve is simultaneously supplied to the idle stop check valve, the cooler reducing valve, and the gear actuator control valve .

Further, a line pressure relief valve for fail-safe is provided on the first flow path, and the line pressure is discharged when the line pressure of the first flow path reaches a predetermined pressure.

In addition, the oil filter is arranged in the third flow path on the way from the regulator valve to the reducing valve, thereby blocking foreign matter in the flow path.

In addition, the fourth flow path is communicated during a fourth flow path communicating the reducing valve and the cooler reducing valve, and a solenoid valve for line pressure control is provided on the fourth flow path.

The first clutch control solenoid valve is bi-directionally controlled by the control pressure of the idle stop check valve and the control pressure of the lubrication switch valve. The first clutch control solenoid valve Is formed.

A second clutch control solenoid valve is provided which is bi-directionally controlled by the control pressure of the second clutch control flow path and the control pressure of the idle stop check valve, the second clutch control solenoid valve being provided in communication with the lubrication switch valve .

The control pressure of the second clutch control passage is supplied to the gear actuator control valve and includes a select passage supplied with the control pressure of the gear actuator control valve.

Further, the second one way check valve and the third one way check valve are provided on the first clutch control flow passage and the second clutch control flow passage, respectively, thereby preventing the control pressure from being higher than the supply pressure.

And a plurality of gear actuators communicating with the select flow passage and having a gear actuator select valve provided with a partial pressure of the fourth flow passage and selectively receiving a control pressure of the gear actuator select valve, do.

The solenoid valve includes a solenoid valve for a shift valve that is turned ON / OFF to directly control the gear actuator select valve in response to a supply pressure of the fourth flow path.

The main oil pump may be a variable vane pump.

As described above, according to the hydraulic control system for the double clutch type transmission according to the present invention, the main oil pump is applied to the variable vane pump, thereby minimizing the flow loss and increasing the operating oil efficiency during the idle stop operation.

In addition, the transmission feel can be improved by controlling the flow control solenoid valve for controlling the gear actuator in both directions.

In addition, the number of solenoid valves can be minimized to reduce the number of assembling steps.

Further, by independently controlling the first clutch and the second clutch, precise control and fail-safe functions become possible.

Further, precise control is enabled by feedback control through a pressure sensor for measuring the pressures of the first clutch and the second clutch.

1 schematically shows a hydraulic control system for a double clutch transmission according to the prior art.
2 is a schematic view of a hydraulic control apparatus for a double clutch transmission according to an embodiment of the present invention.
FIG. 3 shows an operating state when the speed change stage of the hydraulic control apparatus for a double-clutch transmission according to an embodiment of the present invention is an N range / P range.
FIG. 4 illustrates an operation state of the hydraulic control apparatus for a double-clutch transmission according to an embodiment of the present invention when the gear range is an R range.
FIG. 5 illustrates an operating state when the gear position of a hydraulic control apparatus for a double-clutch transmission according to an embodiment of the present invention is a D range.
FIG. 6 shows an operating state of the idle stop of the hydraulic control apparatus for a double clutch transmission 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.

2 is a schematic view of a hydraulic control apparatus for a double clutch transmission according to an embodiment of the present invention. 2, the hydraulic control apparatus 100 for a double-clutch transmission according to an embodiment of the present invention includes a first clutch 121a and a second clutch 121b having a plurality of friction elements, an oil pan 101 Is connected to a second oil passage (100b) communicating with the oil pan (101) for generating and supplying a flow amount required for a shift by causing the oil in the first oil passage (100a) And an electric pump 103 that is driven upon stop operation.

The main oil pump 102 is constructed of a direct drive type, an external gear type or a chain application type so as to be always driven together with the crankshaft of the engine. At this time, the main oil pump 102 can minimize unnecessary flow loss when the idle stop is applied by applying a variable-volume vane pump.

The electric pump 103 communicates with the oil pan 101 via a second oil path 100b arranged to communicate with the oil pan 101. The pump is electrically driven when the operation of the main oil pump 102 is stopped during idling, So that the first clutch 121a and the second clutch 121b can be controlled when the engine is stopped. Here, a third one way check valve 111b may be provided on the second flow path 100b. The third one way check valve 111b prevents reverse flow from the electric pump 103 when the electric pump 103 is not driven in the idle stop operation of the engine. That is, when the electric pump 103 sucks hydraulic oil, there may be a problem in driving the pump due to the interlocking action. Therefore, the auxiliary oil passage 100e is made to be biased and the possibility of occurrence of a hydraulic problem such as air inflow from the electric pump 103 . ≪ / RTI > That is, the auxiliary passage 100e communicating with the electric pump 103 supplies the control pressure generated by the supply pressure supplied from the reducing valve 105 to the cooler reducing valve 117, The control pressure generated by the valve 117 is communicated to be supplied to the idle stop check valve 118 so as to supply the supply pressure to generate the hydraulic pressure for the engagement operation of the first clutch 121a and the second clutch 121b do. Reference numerals 124a and 124b denote sensors for confirming the pressures of the first clutch 121a and the second clutch 121b.

The oil discharged from the oil pan 101 by the main oil pump 102 is supplied to the regulator valve 104 through the first oil line 100a. The regulator valve 104 is commonly applied, and means a line pressure control valve for generating a system pressure.

The regulator valve 104 is connected to the first flow path 100a, the third flow path 100c, and the fourth flow path 100d. A line pressure relief valve 106 for fail-safe may be installed in the middle of the first flow path 100a. The fail-safe line pressure relief valve 106 discharges a certain amount of line pressure to stabilize the system pressure when the line pressure of the first flow path 100a increases more than necessary. A main oil filter 107 provided on the first oil passage 100a and disposed between the regulator valve 104 and a gear actuator control valve 112 described later is provided to control the foreign matter in the oil pressure control system So that it can be blocked.
The supply pressure through the third flow path (100c) is supplied to the reducing valve (105). The oil filter 123 for reducing pressure is provided on the third flow path 100c toward the reducing valve 105 so as to block foreign substances in the operating oil supplied to the reducing valve 105. [ The oil filter 123 for reducing pressure may be a built-in oil filter, a steel mesh type or a nonwoven fabric type.

The control pressure of the reducing valve 105 is formed by communicating the third flow path 100c connected to the regulator valve 104 and the fourth flow path 100d to the reducing valve 105, respectively. A solenoid valve 108 for line pressure control may be installed on the fourth flow path 100d. The line pressure control solenoid valve 108 may be a solenoid valve of the VFS type or the PWM type. A damping pressure damping valve 109 may be provided on the fourth flow path 100d to stabilize the supply pressure of the line pressure control solenoid valve 108.

The supply pressure of the fourth flow path 100d is supplied to the lubrication switch valve 119, the cooler reducing valve 117 and the solenoid valve 113 for the shift valve.

The lubrication switch valve 119 is for supplying the amount of lubricating oil to the clutch to be controlled and is connected to a first clutch control solenoid valve (not shown) for controlling the first clutch 121a by the supply pressure of the fourth oil passage 100d And a second clutch control solenoid valve (111) for controlling the second clutch (121b).

The first clutch control solenoid valve 110 is provided with a first clutch control valve 118a for receiving the control pressure of the idle stop check valve 118, And the control pressure of the lubrication switch valve (119). The second clutch control solenoid valve 111 is provided between the control pressure of the second clutch control flow passage 118b and the second clutch control solenoid valve 118b, Directional control by the control pressure of the stop check valve 118. A second one way check valve 110b and a third one way check valve 111b are provided on the first clutch control flow passage 118a and the second clutch control flow passage 118b so that the control pressure is higher than the supply pressure It is possible to prevent an abnormal phenomenon.

On the other hand, the first lubrication oil passage 100h on the first output shaft 122a side or the second lubrication oil passage 100b on the second output shaft 122b side at all times through the lubrication switch valve 119 at the speed change stage excluding the idle stop of the engine, The lubricating pressure is supplied to the lubricating oil supply port 100i.

The cooler reducing valve 117 is operated by the cooler 120 through the cooling passage 100g when the supply pressure of the fourth flow path 100d is supplied or when the supply pressure of the electric pump 103 is supplied Provide pressure. The cooler 120 refers to a cooling device or a heater device mounted on a vehicle. Therefore, the cooling can be always performed through the cooler 120 irrespective of whether the engine is stopped during operation of the vehicle.

On the other hand, the control pressure of the idle stop check valve 118 is supplied to the gear actuator control valve 112 through the second clutch control flow passage 118b. The gear actuator control valve 112 may be a direct control solenoid valve and controls the gear actuator select valve 115 through a select passage 112a to which the control pressure of the gear actuator control valve 112 is supplied .

At this time, the supply pressure provided through the fourth oil passage 100d is provided to the gear actuator select valve 115 and the ON / OFF operation of the shift valve solenoid valve 113 and the control of the gear actuator control valve 112 It is controlled by pressure.

A first gear actuator 116a, a second gear actuator 116b, and a third gear actuator 110a, which are communicated with each other through a first branch passage 100j and a second branch passage 100k, which are communicated with the gear actuator control valve 112, The first gear actuator 116c and the fourth gear actuator 116d. The first, second, third and fourth gear actuators 116a, 116b, 116c and 116d may be controlled by respective first, second, third and fourth flow control solenoid valves 114a, 114b, 114c and 114d Control is provided to both ends of the first, second, third, and fourth gear actuators 116a, 116b, 116c, and 116d so as to perform bidirectional control so that fork (not shown) The flow rate control can be performed smoothly.

The gear actuators 116a, 116b, 116c, and 116d are provided to control gears of respective gear positions, and in the case of the select valves of the gear positions, the gear actuators 116a, 116b, Can be selected or modified one by one.

The operation of the hydraulic control apparatus for a double clutch transmission according to an embodiment of the present invention as described above will now be described with reference to the accompanying drawings.

FIG. 3 shows an operating state when the speed change stage of the hydraulic control apparatus for a double-clutch transmission according to an embodiment of the present invention is an N range / P range, and FIG. FIG. 5 shows an operating state when the gear position of the hydraulic control apparatus for a double-clutch transmission according to the embodiment of the present invention is in the D range, and FIG. 6 shows an operating state in the case of an idle stop of the hydraulic control apparatus for a double clutch transmission according to an embodiment of the present invention.

3, when the speed change stage is switched to the N range or the P range, the first oil passage 100a communicates with the reducing valve 117 via the regulator valve 104 and is depressurized to a predetermined pressure . At this time, since the electric pump 103 is in the stopped state, the first one way check valve 101a keeps the second flow path 100b shut off, and at the same time, The additional reduced flow rate through the reducing valve 117 maintains the cooling operation through the cooler 120. [

Since the second clutch control flow path 118b of the first clutch control flow path 118a is disconnected from the first clutch 121a and the second clutch 121b, the first clutch 121a and the second clutch 121b, Are all released. At this time, by applying the residual pressure valves 110a and 111a to each of the first clutch 121a and the second clutch 121b, the response time can be improved by minimizing the fill time of the control pressure.

Further, the supply pressure of the regulator valve 104 moves the spool of the lubrication switch valve 119 in the right direction of Fig. 3, so that the lubrication pressure is supplied to the first lubrication passage 100h.

4, when the speed change stage is switched to the R range, the first one way check valve 101a is opened and the first clutch control solenoid valve 110 is connected to the first clutch 121a The first clutch 121a is engaged and the operation of the shift valve solenoid valve 113 causes the control pressure of the gear actuator select valve 115 to reach the third gear actuator 116c and the fourth gear actuator 116d.

The second one way check valve 110b is shut off and the third one way check valve 111b is opened so that the spool of the lubrication switch valve 119 is opened as shown in Figure 5 when the speed change stage is switched to the D range, The control pressure supplied from the regulator valve 104 is supplied to the second lubricating oil passage 100i.

6, when the idle stop operation is performed, the operation of the main oil pump 102 driven together with the crankshaft of the engine is stopped and the electric pump 103 is driven. Therefore, since the flow rate can not be generated in the reducing valve 105, the spool of the cooler reducing valve 117 is moved in the right direction of FIG. 6 by the elastic member (not shown) (100e) is connected to the cooling passage (100g) and supplies the operating oil via the cooler (120). Therefore, even if the driving of the main oil pump 102 is stopped during the idle stop operation, the electric pump 103 can continuously supply the operating oil to the cooler 120. [

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.

100: Hydraulic control device
100a:
100b:
100c: Third Euro
100d: the fourth channel
100e: auxiliary flow path
100 g: cooling flow path
100h: the first lubrication oil passage
100i: Second lubricating oil passage
100j: the first quarter euro
100k: second quarter euro
101: Oil pan
101a: First one way check valve
102: Main oil pump
103: Electric pump
104: Regulator valve
105: Reducing valve
106: Line pressure relief valve for fail-safe
107: Main oil filter
108: Line pressure control solenoid valve
109: Damping valve for reducing pressure
110: First clutch control solenoid valve
110a and 111a:
110b: second one way check valve
111: Second clutch control solenoid valve
111b: Third one way check valve
112: Gear actuator control valve
112a:
113: Solenoid valve for shift valve
114a: first flow control solenoid valve
114b: second flow control solenoid valve
114c: third flow control solenoid valve
114d: fourth flow control solenoid valve
115 Gear Actuator Select Valve
116a: first gear actuator
116b: second gear actuator
116c: third gear actuator
116d: fourth gear actuator
118: idle stop check valve
118a: first clutch control channel
118b: second clutch control channel
119: Lubrication switch valve
120: Cooler
121a: first clutch
121b:
122a: a first output shaft
122b: a second output shaft
123: Oil filter for reducing pressure
124a: first pressure sensor
124b: second pressure sensor

Claims (17)

CLAIMS 1. A hydraulic control system for a double clutch transmission, comprising: a first clutch and a second clutch each having a plurality of friction elements, and a plurality of speed change stages according to supply and discharge of hydraulic pressure for operating the plurality of friction elements,
A main oil pump 102 always driven together with a crankshaft of the engine to supply a flow rate necessary for shifting through a first oil passage 100a communicating with the oil pan 101; And
And an electric pump (103) for supplying a flow rate necessary for shifting through a second flow path (100b) communicating with the oil pan (101)
Controls the tightening operation of the first clutch 121a or the second clutch 121b by using the oil pressure generated by the electric pump 103 through the auxiliary oil passage 100e communicating with the electric pump 103 ,
The oil in the oil pan 101 is supplied to the regulator valve 104 through the first oil path 100a to form a line pressure and the third oil path 100c and the fourth oil path 100c, And a relief valve (105) in which a control pressure is formed by communicating the flow path (100d)
The first one way check valve 101a is provided on the second flow path 100b to prevent back flow of the electric pump from the electric pump 103 when the electric pump is not operated,
The pressure reduced by the reducing valve 105 is supplied to the normally lubricating switch valve 119 and the cooler reducing valve 117 via the fourth oil line 100d. Hydraulic control device.
delete delete delete The method according to claim 1,
The supply pressure supplied to the lubricating switch valve 119 is supplied to either the first output shaft 122a or the second output shaft 122b through the first lubricating oil passage 100h and the second lubricating oil passage 100i as lubricating pressure And the hydraulic pressure control device for a double clutch transmission. 6. The method of claim 5,
Wherein the auxiliary oil passage 100e communicates with the cooler reducing valve 117 and communicates with the idle stop check valve 118 to provide the supply pressure. The method according to claim 6,
The supply pressure provided through the third flow path 100c is supplied to the reducing valve 105 and the control pressure by the reducing valve 105 is supplied to the cooler reducing valve 117, The operating pressure supplied to the cooler reducing valve 117 is supplied to the idle stop check valve 118 and then the control pressure generated from the idle stop check valve 118 is supplied to the gear actuator control valve 112 And the hydraulic control device for a double clutch transmission. The method according to claim 1,
A line pressure relief valve 106 for fail-safe is provided on the first oil passage 100a to discharge the line pressure when the line pressure of the first oil passage 100a reaches a predetermined pressure. Hydraulic control device. 8. The method of claim 7,
And the oil filter 123 is disposed on the way of the third flow path 100c from the regulator valve 104 to the reducing valve 105 to shut off foreign matter in the flow path. . The method according to claim 1,
The fourth flow path 100d is provided with a line pressure control solenoid valve 108 communicating the reducing valve 105 and the cooler reducing valve 117 and branched from the fourth flow path 100d And the hydraulic control device for a double clutch transmission. The method according to claim 6,
Stop check valve 118 and a control pressure of the lubrication switch valve 119. The first clutch control line 118a is supplied with the control pressure of the idle stop check valve 118, Wherein the first clutch control solenoid valve (110) is controlled in a bi-directional manner. 12. The method of claim 11,
And a second clutch control flow path 118b communicating with the lubrication switch valve 119. The control pressure of the second clutch control flow path 118b and the control pressure of the idle stop check valve 118 enable bidirectional control And a second clutch control solenoid valve (111) is formed in the second clutch control solenoid valve (111). 13. The method of claim 12,
A control pressure of a part of the second clutch control passage 118b is supplied to the gear actuator control valve 112 and includes a select passage 112a for receiving the control pressure of the gear actuator control valve 112 And a hydraulic control unit for a double clutch transmission. 13. The method of claim 12,
The second one way check valve 110b and the third one way check valve 111b are provided on the first clutch control flow passage 118a and the second clutch control flow passage 118b so that the control pressure becomes higher than the supply pressure And the hydraulic pressure control device for the double clutch transmission. 14. The method of claim 13,
A gear actuator select valve 115 communicating with the select passage 112a and providing a partial pressure of the fourth passage 100d is provided and the control pressure of the gear actuator select valve 115 is selectively supplied And a plurality of gear actuators (116a, 116b, 116c, 116d). 16. The method of claim 15,
And a solenoid valve (113) for a shift valve which is ON / OFF operated to directly control the gear actuator select valve (115) by receiving the supply pressure of the fourth flow path (100d). Hydraulic control device for clutch transmission. The method according to claim 1,
Wherein the main oil pump (102) is a variable vane pump.

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