KR101865739B1 - Hydraulic control system of automatic transmission for vehicles - Google Patents
Hydraulic control system of automatic transmission for vehicles Download PDFInfo
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- KR101865739B1 KR101865739B1 KR1020160168879A KR20160168879A KR101865739B1 KR 101865739 B1 KR101865739 B1 KR 101865739B1 KR 1020160168879 A KR1020160168879 A KR 1020160168879A KR 20160168879 A KR20160168879 A KR 20160168879A KR 101865739 B1 KR101865739 B1 KR 101865739B1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0003—Arrangement or mounting of elements of the control apparatus, e.g. valve assemblies or snapfittings of valves; Arrangements of the control unit on or in the transmission gearbox
- F16H61/0009—Hydraulic control units for transmission control, e.g. assembly of valve plates or valve units
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/0021—Generation or control of line pressure
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
Abstract
A hydraulic control apparatus for an automatic transmission for a vehicle is disclosed. The hydraulic control apparatus for an automatic transmission for a vehicle according to an embodiment of the present invention includes a first clutch that operates in forward speeds 4, 5, and 6, a second clutch that operates in forward speeds 3 and 5, The hydraulic control device for a vehicular automatic transmission including a first brake operating in 2, 3, and 4 speeds, a second brake operating in neutral, parking, and reverse, and a third brake operating in forward and second speeds A first solenoid valve for controlling and outputting a line pressure supplied from a line regulator valve; A second solenoid valve for supplying the D-range pressure and the R-range pressure selectively supplied from the manual valve via the first shuttle valve and supplying the D-range pressure and the R-range pressure to the second clutch; Third and fourth solenoid valves for respectively controlling and outputting the D range pressure supplied from the manual valve; The hydraulic pressure of the first solenoid valve and the operating pressure of the first brake supplied to the other side and the operating pressure of the second clutch and the third brake selectively supplied through the second shuttle valve, The hydraulic pressure supplied from the third solenoid valve is supplied to the first brake, and the hydraulic pressure supplied from the first solenoid valve is supplied to the second brake. A first fail safe valve for supplying the hydraulic pressure supplied from the fourth solenoid valve to the third brake; And an operating pressure of the second clutch and the third brake selectively supplied to the one side through the second shuttle valve and a control pressure of the on / off solenoid valve supplied to the other side and an R range pressure of the manual valve, And a second fail safe valve for supplying the hydraulic pressure supplied from the one solenoid valve to the first clutch or supplying the hydraulic pressure supplied from the one solenoid valve to the second brake via the first fail safe valve.
Description
BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to an oil pressure control apparatus for an automatic transmission for a vehicle, and more particularly, to an oil pressure control apparatus for an automotive automatic transmission that can implement an interlock function even when a normal oil pressure is not supplied due to a failure of a solenoid valve.
The vehicular automatic transmission includes a torque converter, a planetary gear train that is a multi-stage transmission mechanism connected to the torque converter, and a hydraulic control device that controls the planetary gear train to perform shifting.
Wherein the planetary gear train comprises a plurality of control elements consisting of a combination of at least two or more planetary gear sets and comprising a clutch and a brake for interconnecting selected rotary elements of the rotary elements of the planetary gear set or coupling them to the transmission housing .
The hydraulic control device is configured to selectively supply or discharge hydraulic pressure to a control element of the planetary gear train while being controlled by a transmission control unit so that a shift can be automatically performed in accordance with a driving condition of the vehicle.
Accordingly, the hydraulic control apparatus includes an oil pump for generating a hydraulic pressure, a regulator valve and a reduction valve for regulating the generated hydraulic pressure to a control hydraulic pressure, a plurality of solenoid valves for controlling the hydraulic pressure by an electrical signal of the transmission control unit, And a plurality of spool valves for selectively supplying or discharging the hydraulic pressure supplied from the oil pump to the respective control elements of the planetary gear train while switching the flow path by receiving the control hydraulic pressure of the solenoid valve.
In addition, the hydraulic control apparatus includes a fail-safe function that can prevent an interlock by limiting the release and application of a specific hydraulic pressure when an interlock condition occurs due to a control failure of the solenoid valve due to a failure of the transmission control unit or the like .
Furthermore, in recent years, the fail safe function is more stably implemented, and research and development for improving the reliability of the automatic transmission has been actively conducted.
The matters described in the background section are intended to enhance the understanding of the background of the invention and may include matters not previously known to those skilled in the art.
The embodiment of the present invention prevents an accidental danger due to the sudden deceleration of the vehicle due to the interlock and a serious failure of the automatic transmission even when the normal hydraulic pressure is not supplied due to the failure of the solenoid valve that controls the hydraulic pressure in accordance with the control signal of the transmission control unit And to provide a hydraulic control device for an automatic transmission for a vehicle.
In addition, the embodiment of the present invention can provide a safety to the driver, reduce the cost of the valve body, and shorten the development period by configuring a fail-safe valve that can minimize the number of valves while satisfying the required fail- And a hydraulic control device for a vehicle automatic transmission.
In one or more embodiments of the present invention, the first clutch that operates in forward 4, 5, and 6 speeds, the second clutch that operates in forward 3, 5 speeds and reverse speeds, and the forward 1, A second brake that operates in neutral, parking, and reverse, and a third brake that operates in forward, second, and sixth speeds, characterized in that the hydraulic pressure control device of the vehicular automatic transmission includes a line regulator valve A first solenoid valve for controlling and outputting a line pressure to be supplied; A second solenoid valve for supplying the D-range pressure and the R-range pressure selectively supplied from the manual valve via the first shuttle valve and supplying the D-range pressure and the R-range pressure to the second clutch; Third and fourth solenoid valves for respectively controlling and outputting the D range pressure supplied from the manual valve; The hydraulic pressure of the first solenoid valve and the operating pressure of the first brake supplied to the other side and the operating pressure of the second clutch and the third brake selectively supplied through the second shuttle valve, The hydraulic pressure supplied from the third solenoid valve is supplied to the first brake, and the hydraulic pressure supplied from the first solenoid valve is supplied to the second brake. A first fail safe valve for supplying the hydraulic pressure supplied from the fourth solenoid valve to the third brake; And an operating pressure of the second clutch and the third brake selectively supplied to the one side through the second shuttle valve and a control pressure of the on / off solenoid valve supplied to the other side and an R range pressure of the manual valve, And a second fail safe valve for supplying the hydraulic pressure supplied from the one solenoid valve to the first clutch or supplying the hydraulic pressure supplied from the one solenoid valve to the first brake or the second brake via the first fail safe valve.
The first and second solenoid valves are of an N / H type that maintains a high hydraulic pressure in a normal state, and the third and fourth solenoid valves and the on / off solenoid valves are N / L type.
The first, second, third and fourth solenoid valves, the on / off solenoid valve, the first and second clutches, and the first, second and third brakes are connected to the first and second , The first brake is actuated while the third solenoid valve and the on / off solenoid valve are energized, and the first, second, third, and fourth solenoid valves are energized in the forward second speed, The first and third solenoid valves are energized in the third forward speed and the second clutch and the first brake are operated while the second and third solenoid valves are energized in the forward fourth speed, The first and second clutches are operated without energizing the entire solenoid valve in the forward fifth speed and the second and fourth solenoid valves are energized in the forward sixth speed so that the first clutch and the third brake are operated , While the on / off solenoid valve is energized in the reverse direction, And the second brake can be made while the speed change operation.
The first shuttle valve may be a spool valve having two inlets and one outlet. The first shuttle valve may include a first port receiving the D range pressure from the manual valve, and a second port receiving the R range pressure from the manual valve. And a third port for supplying a hydraulic pressure supplied to the first and second ports to the second solenoid valve; And a valve spool incorporated in the valve body so as to be movable left and right.
The second shuttle valve is formed in the form of a spool valve having two inlets and one outlet and includes a first port receiving operating pressure of the second clutch and a second port receiving a working pressure of the third brake And a third port for supplying hydraulic pressure to the first and second ports to the first and second fail-safe valves; And a valve spool incorporated in the valve body so as to be movable left and right.
Also, the first fail-safe valve may include a first port receiving the D-range pressure as a control pressure from the manual valve, a second port receiving the hydraulic pressure of the first solenoid valve through the second fail-safe valve, A fourth port for supplying the hydraulic pressure supplied to the second port and the third port to the second brake and a fourth port for supplying the hydraulic pressure to the second brake and the fifth port for supplying the hydraulic pressure from the third solenoid valve, A sixth port for supplying the hydraulic pressure supplied to the fifth port to the first brake, a seventh port for receiving the hydraulic pressure from the fourth solenoid valve, and a third port for receiving the hydraulic pressure supplied to the seventh port, A tenth port for receiving the operating pressure of the first brake as a control pressure, a third port for receiving the hydraulic pressure from the first solenoid valve, The valve including a first port 11 that receive the pressure body and; And a valve spool incorporated in the valve body so as to be movable in the left and right direction to switch the flow path while being moved left and right according to the control pressure condition.
The second fail-safe valve includes a first port for receiving the control pressure from the on / off solenoid valve, a second port for receiving the R-range pressure as a control pressure from the manual valve, A fourth port for supplying the hydraulic pressure supplied to the third port to the second brake via the first fail safe valve and a fourth port for supplying the hydraulic pressure supplied to the third port to the first clutch, And a sixth port that receives the operating pressure of the second clutch or the third brake on the opposite side of the first and second ports to the control pressure selectively via the second shuttle valve, ; And a valve spool which is built in the valve body so as to be movable in the left and right direction and which is moved left and right according to the elastic force of the elastic member and the condition of the control pressure.
The embodiment of the present invention prevents an accidental danger due to the sudden deceleration of the vehicle due to the interlock and a serious failure of the automatic transmission even when the normal hydraulic pressure is not supplied due to the failure of the solenoid valve that controls the hydraulic pressure in accordance with the control signal of the transmission control unit can do.
The fail-safe valve, which is applied to the hydraulic control apparatus for an automatic transmission for a vehicle according to an embodiment of the present invention, feeds back the hydraulic pressure of the control elements and prevents the specific hydraulic pressure from being released or applied when a hydraulic pressure combination, , Interlocks can be prevented.
Further, in the hydraulic control apparatus for an automatic transmission for a vehicle according to an embodiment of the present invention, a solenoid valve operated at a direct-coupled end (gear ratio 1) among the solenoid valves for controlling the hydraulic pressures of control elements is in a normal state And the fail-safe valve is configured such that the R range pressure by the manual valve can be directly supplied to the reverse speed change stage control element, so that the power supply of the transmission control unit by fail detection It is also possible to go straight ahead or backward.
Further, the hydraulic control apparatus for an automatic transmission for a vehicle according to an embodiment of the present invention provides a safety to the driver by configuring a fail-safe valve that can minimize the number of valves while satisfying the fail-safe function required by a simple concept, The body cost can be reduced and the development period can be shortened.
In addition, effects obtainable or predicted by the embodiments of the present invention will be directly or implicitly disclosed in the detailed description of the embodiments of the present invention. That is, various effects to be predicted according to the embodiment of the present invention will be disclosed in the detailed description to be described later.
1 is a hydraulic system diagram of an oil pressure control apparatus for an automatic transmission according to an embodiment of the present invention.
2 is a block diagram of a manual valve applied to the hydraulic control apparatus of an automatic transmission according to an embodiment of the present invention.
3 is a configuration diagram of a first shuttle valve applied to an oil pressure control apparatus for an automatic transmission according to an embodiment of the present invention.
4 is a configuration diagram of a second shuttle valve applied to the hydraulic control apparatus for an automatic transmission according to the embodiment of the present invention.
5 is a configuration diagram of a first fail-safe valve applied to an oil pressure control apparatus for an automatic transmission according to an embodiment of the present invention.
6 is a configuration diagram of a second fail safe valve applied to the hydraulic control apparatus for an automatic transmission according to the embodiment of the present invention.
7 is a configuration diagram of a second fail safe valve applied to the hydraulic control apparatus for an automatic transmission according to the embodiment of the present invention.
FIG. 8 is an electric conduction diagram of a solenoid valve applied to an oil pressure control apparatus for an automatic transmission according to an embodiment of the present invention.
9 is an operation diagram of each control stage of the control element applied to the hydraulic control apparatus of the automatic transmission according to the embodiment of the present invention.
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.
In order to clearly illustrate the present invention, parts not related to the description are omitted, and the same or similar components are denoted by the same reference numerals throughout the specification.
In the following description, the names of the components are denoted by the first, second, etc. in order to distinguish them from each other because the names of the components are the same and are not necessarily limited to the order.
1 is a hydraulic system diagram of an oil pressure control apparatus for an automatic transmission according to an embodiment of the present invention.
1, the hydraulic control apparatus for an automatic transmission according to an embodiment of the present invention includes two clutches C1 and C2 and three brakes B1 and B2 so as to implement first forward speed and reverse reverse speed, (B1, B2, and B3) are configured to control the control elements composed of four spool valves REG, MV, FSV1, FSV2), two shuttle valves SV1, SV2 and six solenoid valves VFS (SS-A) SOL1, SOL2, SOL3, SOL4.
More specifically, in the hydraulic control apparatus for an automatic transmission according to the embodiment of the present invention, the oil pressure supplied from the oil pump is controlled to a stable line pressure by the line regulator valve REG.
The line pressure is supplied to an oscillation control unit for controlling the torque increase of the torque converter and the engagement and disengagement of the damper clutch, and is also supplied as a manual valve MV capable of changing the range according to the driver's will.
The line pressure is supplied to the line pressure control solenoid valve VFS and the on / off solenoid valve SS-A, which are depressurized by the reducing valve RED to control the line regulator valve REG.
9 is an operation diagram of each control stage of the control element applied to the hydraulic control apparatus of the automatic transmission according to the embodiment of the present invention.
9, the first clutch C1, which operates in the forward fourth speed (D4), fifth speed (D5) and sixth speed (D6), under the hydraulic pressure supply condition described above, is connected to the first solenoid valve SOL1) through the second fail-safe valve FSV2.
The second clutch C2, which operates in the forward third speed D3, the fifth speed D5 and the reverse speed R, supplies the D range pressure or the R range pressure controlled by the second solenoid valve SOL2 The D-range pressure and the R-range pressure selectively supplied in accordance with the range change from the manual valve MV are supplied to the second solenoid valve SOL2 through the first shuttle valve SV1.
The first brake B1 operating in the first forward speed D1, the second speed D2, the third speed D3 and the fourth speed D4 is controlled by the third solenoid valve SOL3 The rain pressure is supplied through the first fail safe valve (FSV1).
The second brake B2 that operates in the neutral N, the parking P and the reverse speed R transfers the line pressure controlled by the first solenoid valve SOL1 to the second fail safe valve FSV2 and the first brake B2, Is supplied via the fail safe valve (FSV1) or is supplied with the R range pressure supplied from the manual valve (MV).
The third brake B3 operating in the forward second speed D2 and the sixth speed D6 supplies the D range pressure controlled by the fourth solenoid valve SOL4 through the first fail safe valve FSV1 Receive.
The first and second solenoid valves SOL1 and SOL2 are of the N / H type that maintains a high hydraulic pressure in the normal state (no current is applied) and the third and fourth solenoid valves SOL3 and SOL4, And the on / off solenoid valve SS-A are N / L types that do not form a hydraulic pressure in the normal state.
2 is a block diagram of a manual valve applied to an automatic transmission hydraulic control apparatus according to an embodiment of the present invention.
2, the manual valve MV is formed in the form of a spool valve. The valve body includes a
In addition, the valve spool, which is built in the valve body so as to be movable left and right, selectively connects the
The line pressure supplied to the
3 is a configuration diagram of a first shuttle valve applied to an automatic transmission hydraulic pressure control apparatus according to an embodiment of the present invention.
Referring to FIG. 3, the first shuttle valve SV1 is in the form of a spool valve having two inlets and one outlet, and the valve body is connected to the
In addition, the valve spool, which is built in the valve body so as to be movable to the left and right, is formed of a cylindrical member having the same diameter, one side of which acts on the hydraulic pressure supplied to the
Accordingly, when the valve spool moves to the left in the drawing, the
4 is a configuration diagram of a second shuttle valve applied to an automatic transmission hydraulic control apparatus according to an embodiment of the present invention.
Referring to Fig. 4, the second shuttle valve SV2 is in the form of a spool valve having two inlets and one outlet, and the valve body is operated from the second solenoid valve SOL2 to the operation of the second clutch C2 A
Further, the valve spool, which is built in the valve body so as to be movable in the left-right direction, is made of a cylindrical member having the same diameter, one side of which acts on the hydraulic pressure supplied to the
Accordingly, when the valve spool moves to the left in the drawing, the
Since there is no speed change stage in which the second clutch C2 and the third brake B3 are operated at the same time, of the two operating pressures via the second shuttle valve SV2, The number of lands of the valve spool applied to the first and second fail-safe valves FSV1 and FSV2 can be reduced by supplying the control pressure to the fail-safe valves FSV1 and FSV2.
5 is a configuration diagram of a first fail-safe valve applied to an automatic transmission hydraulic pressure control apparatus according to an embodiment of the present invention.
5, the first fail-safe valve FSV1 is in the form of a spool valve. The valve body includes a first port 131, which receives the D-range pressure from the manual valve MV as a control pressure, A second port 132 for receiving the hydraulic pressure of the first solenoid valve SOL1 through the second fail safe valve FSV2, a third port 133 for receiving the R range pressure from the manual valve MV, A fourth port 134 for supplying the hydraulic pressure supplied to the second port 132 and the third port 133 to the second brake B2 and a fourth port 134 for supplying the hydraulic pressure supplied to the third port 133 to the second brake B2, A sixth port 136 for supplying the hydraulic pressure supplied to the fifth port 135 to the first brake B1 and a seventh port 136 for receiving the hydraulic pressure from the fourth solenoid valve SOL4, An eighth port 138 for supplying the hydraulic pressure supplied to the seventh port 137 to the third brake B3; an eighth port 138 for supplying the hydraulic pressure supplied to the seventh port 137 from the first solenoid valve SOL1; A tenth port (140) receiving the operating pressure of the first brake (B1) as a control pressure, and a third port (140) connected to the third brake (B3) or the second clutch (C2) And an eleventh port 141 that receives the operating pressure of the first shuttle valve SV2 through the second shuttle valve SV2.
The valve spool incorporated in the valve body to move left and right includes a
Accordingly, when the valve spool moves to the right in the drawing, the
When the valve spool moves to the left in the drawing, the
That is, the first fail safe valve (FSV1) can receive the operating pressure feedback from the five control elements. When three hydraulic pressures are simultaneously supplied from the five feedback pressures in the D range, the first, (B1), (B2) and (B3).
When the hydraulic pressure of the first solenoid valve SOL1 is fed back in the neutral N and the reverse speed R, the R range pressure of the manual valve MV supplied to the
6 is a configuration diagram of a second fail-safe valve applied to an automatic transmission hydraulic pressure control apparatus according to an embodiment of the present invention.
6, the second fail-safe valve FSV2 is in the form of a spool valve. The valve body includes a
The valve spool incorporated in the valve body to move left and right includes a
The second fail safe valve FSV2 is controlled by the control pressure of the first and
7 is a configuration diagram of a second fail-safe valve applied to an automatic transmission hydraulic control apparatus according to an embodiment of the present invention.
7, the second fail safe valve FSV2 is supplied with the hydraulic pressure of the first solenoid valve SOL1 to the first clutch C1 when three control pressures are not supplied, The hydraulic pressure of the first solenoid valve SOL1 must be supplied to the second brake B2.
When the control pressure is not supplied to the first and
The second fail safe valve FSV2 is controlled by only one of the
FIG. 8 is a view showing the electric currents of solenoid valves applied to the hydraulic control apparatus of the automatic transmission according to the embodiment of the present invention. FIG. The operation states of the solenoid valve and the control element for each gear stage will be described as follows.
In the neutral N and parking P, the second solenoid valve SOL2 and the on / off solenoid valve SS-A are energized to operate the second brake B2.
The first brake B1 and the second brake B1 are energized while the first, second and third solenoid valves SOL1, SOL2 and SOL3 and the on / off solenoid valve SS- The illustrated one-way clutch operates.
Although the one-way clutch is not shown in the figure, it is possible to prevent any rotation axis of the planetary gear train operating as a fixed element in the forward first speed (D1) from being reversely rotated in the forward first speed, So that the shift shock can be prevented.
The first and third brakes B1 and B3 are energized while the first, second, third and fourth solenoid valves SOL1, SOL2 and SOL3 are energized in the forward second speed D2 It works.
In the forward third speed (D3), the first and third solenoid valves SOL1 and SOL3 are energized to operate the second clutch C2 and the first brake B1.
In the forward fourth speed (D4), the first clutch C1 and the first brake B1 operate while the second and third solenoid valves SOL2 and SOL3 are energized.
In the forward fifth speed (D5), the first and second clutches (C1) and (C2) operate without energizing the entire solenoid valve.
In the forward sixth speed (D6), the first and second clutches C1 and B3 operate while the second and fourth solenoid valves SOL2 and SOL4 are energized.
In the reverse speed R, the second clutch C2 and the second brake B2 operate while the on / off solenoid valve SS-A is energized.
In the shifting process, the forward fifth speed (D5) and reverse speed (R) are shifted in a state in which no current is applied to each solenoid valve. This is because current is applied to each solenoid valve due to failure of the transmission control unit (Direct-coupled) in the D range, and can maintain the reverse shift stage in the R range.
As described above, in the hydraulic control apparatus for an automatic transmission for a vehicle according to an embodiment of the present invention, even when a normal hydraulic pressure is not supplied due to a failure of a solenoid valve that controls the hydraulic pressure while being controlled by a transmission control unit, It is possible to prevent an accidental accident caused by a sudden deceleration and a serious failure of the automatic transmission.
In addition, the fail-safe valve acting on the hydraulic control apparatus of the automatic transmission for a vehicle according to the embodiment of the present invention feeds back the hydraulic pressure of the control elements to prevent the specific hydraulic pressure from being released or applied when the hydraulic pressure combination , Interlocks can be prevented.
In the hydraulic control apparatus for an automatic transmission for a vehicle according to an embodiment of the present invention, a solenoid valve operated in a direct-coupled stage (gear ratio 1) among solenoid valves for controlling the hydraulic pressures of control elements is operated in a normal state And the fail-safe valve is configured so that the R range pressure by the manual valve can be directly supplied to the reverse-speed-change-stage control element, whereby the power-off of the transmission control unit by fail detection It may be possible to go straight ahead or backward.
Further, the hydraulic control apparatus for an automatic transmission for a vehicle according to an embodiment of the present invention provides a safety to the driver by configuring a fail-safe valve that can minimize the number of valves while satisfying the fail-safe function required by a simple concept, The body cost can be reduced and the development period can be shortened.
It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention as defined in the appended claims. It will be understood that the invention may be varied and varied without departing from the scope of the invention.
B1, B2, B3 ... First, second, and third brakes
C1, C2 ... First and second clutches.
FSV1, FSV2 ... First and second fail-safe valves
MV ... Manual valve
RED ... Reducing Valve
REG ... Line regulator valve
SOL1, SOL2, SOL3, SOL4 ... First, second, third and fourth solenoid valves.
SS-A ... on / off solenoid valve
SV1, SV2 ... First and second shuttle valves
VFS ... Line pressure control solenoid valve
Claims (7)
A first solenoid valve for controlling and outputting a line pressure supplied from a line regulator valve;
A second solenoid valve for supplying the D-range pressure and the R-range pressure selectively supplied from the manual valve via the first shuttle valve and supplying the D-range pressure and the R-range pressure to the second clutch;
Third and fourth solenoid valves for respectively controlling and outputting the D range pressure supplied from the manual valve;
The hydraulic pressure of the first solenoid valve and the operating pressure of the first brake supplied to the other side and the operating pressure of the second clutch and the third brake selectively supplied through the second shuttle valve, The hydraulic pressure supplied from the third solenoid valve is supplied to the first brake, and the hydraulic pressure supplied from the first solenoid valve is supplied to the second brake. A first fail safe valve for supplying the hydraulic pressure supplied from the fourth solenoid valve to the third brake; And
Off solenoid valve and the R-range pressure of the manual valve, which are selectively supplied through the second shuttle valve to one side and the control pressure of the second clutch and the third brake selectively supplied to the other side, A second fail safe valve for supplying the hydraulic pressure supplied from the solenoid valve to the first clutch or supplying the hydraulic pressure supplied from the solenoid valve to the second brake via the first fail safe valve;
And a hydraulic pressure control device for controlling the hydraulic pressure of the automatic transmission.
The first and second solenoid valves are N / H types that maintain a high hydraulic pressure in a normal state,
Wherein the third and fourth solenoid valves and the on / off solenoid valve are of N / L type that do not form a hydraulic pressure in the normal state.
The first, second, third and fourth solenoid valves and the on / off solenoid valves, and the first and second clutches and the first, second and third brakes
The first brake is actuated while the first, second, and third solenoid valves and the on / off solenoid valves are energized in the forward first speed,
The first and third brakes operate while the first, second, third, and fourth solenoid valves are energized in the forward second speed,
The first clutch and the first brake are actuated while the first and third solenoid valves are energized in the forward third speed,
The first and the second brakes are actuated while the second and third solenoid valves are energized in the forward fourth speed,
The first and second clutches are operated without energizing the entire solenoid valve in the forward fifth speed,
The first and third brakes are actuated while the second and fourth solenoid valves are energized in the sixth forward speed,
And the second clutch and the second brake are operated while the on / off solenoid valve is energized in the backward direction, thereby shifting the vehicle.
The first shuttle valve
In the form of a spool valve having two inlets and one outlet,
A first port for receiving the D range pressure from the manual valve, a second port for receiving the R range pressure from the manual valve, and a second port for supplying the hydraulic pressure supplied to the first and second ports to the second solenoid valve A valve body including three ports;
And a valve spool incorporated in the valve body so as to be movable left and right.
The second shuttle valve
In the form of a spool valve having two inlets and one outlet,
A first port receiving a working pressure of the second clutch, a second port receiving an operating pressure of the third brake, and a first and a second fail safe valve A valve body including a third port for supplying the valve body to the valve body;
And a valve spool incorporated in the valve body so as to be movable left and right.
The first fail-safe valve
A first port receiving the D range pressure from the manual valve as a control pressure, a second port receiving the hydraulic pressure of the first solenoid valve through the second fail safe valve, a second port receiving the R range pressure from the manual valve, A fourth port for supplying a hydraulic pressure supplied to the second port and the third port to the second brake, a fifth port for receiving hydraulic pressure from the third solenoid valve, A seventh port for receiving the hydraulic pressure from the fourth solenoid valve; an eighth port for supplying the hydraulic pressure supplied to the seventh port to the third brake; A ninth port receiving hydraulic pressure from the first solenoid valve, a tenth port receiving the operating pressure of the first brake as a control pressure, and an eleventh port receiving the control pressure from the second shuttle valve And the valve body;
And a valve spool which is built in the valve body so as to be movable in the left and right direction and which is switched left and right according to the condition of the control pressure to switch the flow path.
The second fail-safe valve
A first port receiving a control pressure from the on / off solenoid valve, a second port receiving a control pressure from an R range pressure from a manual valve, a third port receiving a hydraulic pressure from the first solenoid valve, A fourth port for supplying the hydraulic pressure supplied to the third port to the second brake via the first fail safe valve, a fifth port for supplying the hydraulic pressure supplied to the third port to the first clutch, And a sixth port for selectively receiving the operating pressure of the second clutch or the third brake from the opposite side of the second port to the control pressure via the second shuttle valve;
And a valve spool which is built in the valve body so as to be movable in the left and right direction to switch the flow path while moving left and right according to the elastic force of the elastic member and the condition of the control pressure.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| KR1020160168879A KR101865739B1 (en) | 2016-12-12 | 2016-12-12 | Hydraulic control system of automatic transmission for vehicles |
Applications Claiming Priority (1)
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| KR1020160168879A KR101865739B1 (en) | 2016-12-12 | 2016-12-12 | Hydraulic control system of automatic transmission for vehicles |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009109000A (en) * | 2007-10-29 | 2009-05-21 | Hyundai Motor Co Ltd | Hydraulic pressure control system for vehicular eight speed automatic transmission |
| JP2009109001A (en) * | 2007-10-29 | 2009-05-21 | Hyundai Motor Co Ltd | Hydraulic pressure control system for vehicular eight speed automatic transmission |
| KR20100011844A (en) * | 2008-07-25 | 2010-02-03 | 현대자동차주식회사 | Hydraulic control system of automatic transmission for vehicles |
| KR20100111488A (en) * | 2009-04-07 | 2010-10-15 | 현대자동차주식회사 | Hydraulic control system of 8-shift automatic transmission for vehicles |
| KR20100111487A (en) * | 2009-04-07 | 2010-10-15 | 현대자동차주식회사 | Hydraulic control system of 8-shift automatic transmission for vehicles |
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- 2016-12-12 KR KR1020160168879A patent/KR101865739B1/en active IP Right Grant
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2009109000A (en) * | 2007-10-29 | 2009-05-21 | Hyundai Motor Co Ltd | Hydraulic pressure control system for vehicular eight speed automatic transmission |
| JP2009109001A (en) * | 2007-10-29 | 2009-05-21 | Hyundai Motor Co Ltd | Hydraulic pressure control system for vehicular eight speed automatic transmission |
| KR20100011844A (en) * | 2008-07-25 | 2010-02-03 | 현대자동차주식회사 | Hydraulic control system of automatic transmission for vehicles |
| KR20100111488A (en) * | 2009-04-07 | 2010-10-15 | 현대자동차주식회사 | Hydraulic control system of 8-shift automatic transmission for vehicles |
| KR20100111487A (en) * | 2009-04-07 | 2010-10-15 | 현대자동차주식회사 | Hydraulic control system of 8-shift automatic transmission for vehicles |
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