KR19980017061A - Hydraulic control system of automatic transmission for vehicles - Google Patents

Abstract

In the case of the interlock caused by the stick of the directional valves, the shift to the 3rd speed in mechanical emergency mode is achieved without the control of the transmission control unit, thereby ensuring stability and improving reliability accordingly. For providing a hydraulic control system of an automatic transmission; Pressure control means for adjusting the oil pressure generated from the oil pump, manual and automatic control means for forming the shift mode, hydraulic control means for adjusting the shifting feeling and responsiveness for smooth shift mode formation during shifting, and damper of the torque converter A hydraulic control system for an automatic transmission for a vehicle comprising a damper clutch control means for operating a clutch and hydraulic distribution means for supplying and distributing an appropriate hydraulic pressure to each friction element, the hydraulic distribution means being supplied from the hydraulic distribution means and the hydraulic distribution means thereof. Provided is a hydraulic control system for an automatic transmission for a vehicle, characterized in that the safety means is arranged between the friction element to be made while operating by the control hydraulic pressure.

Description

Hydraulic control system of automatic transmission for vehicles

1 is a block diagram of a hydraulic control system according to the present invention.

2 is an enlarged view of a safety valve applied to the present invention.

3 is an operating state of the safety valve applied to the present invention.

4 is a block diagram of a conventional hydraulic control system.

5 is a table showing an example of the interlock caused by the stick of the valve spool in the conventional hydraulic control system.

The present invention relates to a hydraulic control system of an automatic transmission for a vehicle, and more particularly, when the interlock is generated by a stick of the directional valves, the shift to the third speed in the mechanical emergency mode is performed without the control of the transmission control unit. It relates to a hydraulic control system of an automatic transmission for a vehicle to ensure the stability, thereby improving the reliability.

The automatic transmission for a vehicle has a torque converter and a multistage transmission gear mechanism connected to the torque converter, and a hydraulically operated friction element for selecting one of the gear stages of the transmission gear mechanism according to the driving condition of the vehicle. It is included.

The hydraulic control system of the automatic transmission for a vehicle operates the hydraulic pressure generated from the oil pump by selecting a friction element through a control valve, so that an appropriate shift can be automatically performed according to the driving state of the vehicle. Looking at an example of the hydraulic control system, a torque converter (2) receives torque from the engine and converts the torque to the transmission side, and an oil pump for generating and discharging the oil necessary for the torque converter and the shift stage control and the oil necessary for lubrication ( 4).

The oil pressure generated from the oil pump 4 flows along the conduit 6, and on the conduit 6, a pressure regulating valve 8 for making the oil at a constant pressure, and a pressure of the torque converter and the lubricating oil. The constant torque converter control valve 10 and the damper clutch control valve 12 for increasing the power transmission efficiency of the torque converter are connected to constitute a pressure regulating means and a damper clutch control means.

Some of the oil generated from the oil pump 4 switches the flow path while interlocking with the reducing valve 14 for maintaining a pressure lower than the line pressure at all times and depending on the position of the selector lever in the driver's seat. The flow path that can be supplied to the manual valve 16 is configured.

The constant hydraulic pressure reduced in the reducing valve 14 constitutes a flow path that can be used as a control pressure of the high-low pressure valve 18 which minimizes the driving loss of the oil pump by lowering the line pressure in the high speed stage. In addition, some of the hydraulic pressure is supplied to the first pressure control valve 20 and the second pressure control valve 22 to constitute a hydraulic control means that can be used as the shift stage control pressure.

Part of the hydraulic pressure supplied to the first and second pressure control valves 20 and 22 is a flow path that can use the control pressure of the NR control valve 24 to reduce the shift shock when the mode is changed from the neutral range to the reverse range. Making.

The first solenoid valve S1 and the second solenoid valve S2 which are controlled on / off by the transmission control unit in the pipeline 26 through which the hydraulic pressure flows when the manual valve 16 is in the travel D range. The shift control valve 28 which switches a flow path by the action of the communication is connected, and comprises the manual and automatic shift control means with the manual valve 16 mentioned above.

The shift control valve 28 is connected to the second speed pipeline 30, the third speed pipeline 32, and the fourth speed pipeline 34, and the shift valves of the hydraulic distribution means for controlling the respective shift stages are connected to these pipelines. Each is connected and configured to supply control hydraulic pressure.

That is, the second speed pipe 30 is supplied to the left end port of the 1-2 shift valve 36 so as to control the valve, and the third speed pipe 32 is a 2-3 / 4-3 shift valve ( It is configured to be supplied to the left end port of 38) to control the valve, the four-speed pipe 34 is 2-4 / 3- and the right end port of the 2-3 / 4-3 shift valve 38 described above. It is supplied to the left end port of the 4 shift valve 40 is configured to control each valve.

On the other hand, the first pressure control valve 20 is configured such that flow path switching can be performed by the third solenoid valve S3, and the second pressure control valve 22 is configured by the fourth solenoid valve S4. It has the structure which can switch a flow path.

The first speed pipe 44 is branched into the pipe line 26 connected to the manual valve 16, and is supplied to the first pressure control valve 20 and the second pressure control valve 22 while the third and fourth solenoid valves ( The flow path which can be supplied to the 1st friction element C1 which is an input element of a 1st speed | rate via the 2-4 / 3-4 shift valve 4 by control of S3, S4 is comprised.

The timing control pipeline 45 is connected to the first speed pipeline 44, and constitutes a flow path capable of supplying the line pressure flowing along the first speed pipeline 44 to the shift timing control valve 42.

The shift timing control valve 42 serves to supply or release the operating pressure of the friction element C3 acting as an input element of the third and fourth speed stages, and this friction element C3 It has a means for adjusting the control timing of the friction element (C2) acting as a reaction force element at the second and fourth speed and the supply timing of the hydraulic pressure supplied to.

Such means are characterized in that the operating pressure and friction element of the friction element C2 on which the fifth solenoid valve S5 on which the shift timing control valve 42 is controlled on / off by the transmission control unit acts as a reaction force element in the off control. It becomes possible by being able to switch the operating pressure of C3).

The first pressure control valve 20 constitutes a flow path capable of supplying hydraulic pressure to the second friction element C2 acting as a reaction force element of the second speed via the 1-2 shift valve 36.

In addition, a part of the hydraulic pressure via the above 1-2 shift valve 36 acts as a third speed input element via the 2-3 / 4-3 shift valve 38 and the shift timing control valve 42. It constitutes a flow path that can be supplied to the third friction element (C3), the hydraulic pressure supplied to the third friction element (C3) can also be supplied to the release chamber (h1) of the second friction element (C2). It constitutes a flow path.

When the manual valve 16 is in the reverse range, the fourth friction element C4 acting as a reaction element at the reverse shift stage via the 1-2 shift valve 36 is supplied with the hydraulic pressure supplied to the reverse first control conduit 46. In order to operate the fifth friction element C5 acting as an input element, a second control pipe passage 48 is connected to the manual valve 16.

The reverse second control conduit 48 is provided with a check valve 50 to delay the hydraulic release when releasing the hydraulic pressure to improve the feeling of shift.

The second friction element C2 is provided with a kick-down switch 52 in the actuating side chamber h2 and is turned off when hydraulic pressure is supplied to the actuating side chamber h2 and supplied to the releasing side chamber h1. When controlled to the on state is configured to transmit the signal to the electronic control unit (TCU).

The 2-4 / 3-4 shift valve 40 is supplied from the second pressure control valve 22 in order to change the operating hydraulic pressure of the second friction element C2 according to the shift stage to enable skip shifting. The hydraulic pressure being provided has ports that can be supplied from the shift timing control valve 42 to the second friction element C2 via this 2-4 / 3-4 shift valve 40.

In the figure, reference numeral S6 denotes a sixth solenoid valve for controlling the damper clutch control valve 12 to activate or deactivate the damper clutch.

In the hydraulic control system thus constructed, the first friction element C1 at the first forward speed and the release side and the operating side chamber h1 (h2) of the first friction element C1 and the second friction element C2 at the second forward speed At the third forward speed, the operating side chamber h2 of the first friction element C1 and the second friction element C2, and the third friction element C3, and at the fourth forward speed, the third friction element C3 and the second friction. The hydraulic pressure is controlled so that the hydraulic pressure is supplied to the operating side chamber h2 of the element C2 and the reverse, while the hydraulic pressure is supplied to the fourth and fifth friction elements C4 and C5.

However, in the hydraulic system as described above, when the valve spool stick of each of the direction switching valves 40, 38 and 42 is not provided, a means for converting to the third mode, which is an emergency mode, is not provided. There is a problem that the line interlock phenomenon occurs, causing a failure of the automatic transmission.

In the above, the interlock means that the hydraulic pressure is supplied to the operating side chamber h2 of the first friction element C1, the second friction element C2, and the third friction element C3 so that three friction elements operate simultaneously to transmit power. It means that the device is locked.

That is, as an example, when the valve spool of each valve is sticked to the opposite side of the spring as an example, it will be described with reference to FIG.

As a first example, a stick is generated in the 2-4 / 3-4 shift valve 40, and when the remaining two valves 38 and 42 operate normally, an interlock phenomenon occurs in the fourth forward stage, and the second For example, when a stick is generated in the 2-4 / 3-4 shift valve 40 and the 2-3 / 4-3 shift valve 38 and the other one valve 42 is normally operated, a three speed shift is performed. An interlock is generated in the fourth stage without being supported, and when all three valves are sticked as a third example, an interlock is generated in the second, third, and fourth stages, and as a fourth example, a 2-3 / 4-3 shift valve 38 When the stick is generated and the remaining two valves 40 and 42 operate normally, only three shifts are performed, and no interlock is generated.

And as a fifth example, when a stick is generated in the shift timing control valve 42 and the remaining two valves 40 and 38 are normally operated, an interlock is generated in two stages, and as a sixth example, 2-4 / When the stick is generated in the 3-4 shift valve 40 and the shift timing control valve 42 and the other one valve 38 is normally operated, interlocks are generated in the second and fourth stages. When the stick is generated in the 3 / 4-3 shift valve 38 and the shift timing control valve 42 and the other one valve 40 is normally operated, interlocks are generated in the second and third stages.

The occurrence of the interlock phenomenon as described above is due to the connection relationship between the valves 40, 38 and 42 for each direction switching. When such an interlock phenomenon occurs, breakage of the automatic transmission cannot be avoided. The problem is that the reliability is lowered.

Therefore, the present invention has been invented to solve the above problems, an object of the present invention is to mechanically emergency mode 3 speed without the control of the transmission control unit when the interlock occurs by the stick of the direction switching valves (Stick) It is to provide a hydraulic control system of an automatic transmission for a vehicle to ensure the stability of the shift, thereby improving the reliability.

In order to realize this, the present invention provides a pressure control means for adjusting the hydraulic pressure generated from the oil pump, a manual and automatic control means for forming a shift mode, and a hydraulic control for adjusting the shifting feeling and responsiveness to form a smooth shift mode during shifting. A hydraulic control system for an automatic transmission for a vehicle, comprising: a means, a damper clutch control means for operating a damper clutch of a torque converter, and a hydraulic distribution means for supplying and distributing an appropriate hydraulic pressure to each friction element. The present invention provides a hydraulic control system for an automatic transmission for a vehicle, wherein safety means are disposed between some friction elements that operate while being controlled by a control hydraulic pressure supplied from the hydraulic distribution means.

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 block diagram of a hydraulic control system according to the present invention. The same components as those in the conventional hydraulic control system are denoted by the same reference numerals, and detailed description of the configuration is omitted.

The hydraulic control system of the present invention, like the hydraulic control system of FIG. 4, comprises a pressure regulating means, a manual and automatic transmission means, a hydraulic control means, a damper clutch control means and a hydraulic distribution means. As in FIG. 1, safety means are arranged between the hydraulic distribution means and some frictional elements operated by the controlled hydraulic pressure supplied from the hydraulic distribution means.

That is, the safety means is a hydraulic valve to the operating side chamber (h2) of the first friction element (C1) and the second friction element (C2), and the third friction element (C3) by sticking the direction switching valves to the opposite side of the spring This is for supplying three friction elements at the same time to prevent the occurrence of interlock.

Accordingly, the valve body of the safety valve 100, which forms the safety means, includes a conduit 102 connecting the 2-3 / 3-4 shift valve 40 and the first friction element C1, and a shift timing control valve ( The first and second ports 106 and 108 communicate with the conduit 104 connecting the 42 and the third friction element C3.

And third and fourth ports 112 and 114 in communication with the shift timing control valve 42 and the conduit 110 connecting the operating side h2 of the second friction element C2. The fifth and sixth ports 118 and 120 communicate with the conduit 116 connecting the conduit 45 and the release chamber h1 of the second friction element C2.

In addition, the valve spool 122 embedded in the valve body has a first land 124 for preventing the discharge of hydraulic pressure flowing into the second port 108, and an inflow of one surface into the second port 108. Selective communication between the second land 126 that acts, the third land 128 where one side of the hydraulic pressure flows into the first port 106, and the third and fourth ports 112 and 114. The fourth land 130, the fifth land 132 on which one surface of the hydraulic pressure flows into the third port 112, and the sixth land acting on the hydraulic pressure supplied to the fifth port 118 ( 134).

Accordingly, in the normal operating state, the valve spool 122 is kept moved to the left side as shown in FIG. 2, but the direction switching valves 40, 38, 42 are spring-loaded according to various conditions. When the interlock phenomenon occurs while the hydraulic pressure is supplied to the actuating side chamber h2 and the third friction element C3 of the first friction element C1 and the second friction element C2 due to the stick phenomenon on the opposite side, The hydraulic pressure flowing into the first and second ports 106 and 108 causes the valve spool 122 to move to the right side as shown in FIG. 3.

Then, as the valve spool 122 moves, as shown in FIG. 3, the fourth port 114 communicates with the discharge port Ex, and discharges the hydraulic pressure supplied to the operating side chamber h2 of the second friction element C2. Let's go.

Accordingly, the hydraulic pressure is supplied to the first and third friction elements C1 and C3, thereby shifting to the third speed in the emergency mode.

That is, even if an interlock phenomenon occurs due to the stick generation of the direction switching valves 40, 38, 42, the shift is automatically made to the third speed in the emergency mode without control of the transmission control unit.

Therefore, in the hydraulic control system of the automatic transmission, it is possible to perform a safety function in the occurrence of the stick of the direction switching valves, it is possible to configure a safety circuit that does not require electronic control, it is possible to ensure the reliability.

In addition, even if the electronic control system breaks automatically three speed shift is made, it is possible to secure the stability by protecting the automatic transmission.

Claims (3)

Pressure control means for adjusting the oil pressure generated from the oil pump, manual and automatic control means for forming the shift mode, hydraulic control means for adjusting the shifting feeling and responsiveness for smooth shift mode formation during shifting, and damper of the torque converter In the hydraulic control system of an automatic transmission for a vehicle comprising a damper clutch control means for operating the clutch and hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to each friction element, A hydraulic control system of an automatic transmission for a vehicle, characterized in that the safety means is arranged between the hydraulic means and the frictional elements which are shifted while operating by the control hydraulic pressure supplied from the hydraulic distribution means thereof. 2. The safety means according to claim 1, wherein the safety means is provided such that the directional valves are sticked opposite the springs so that hydraulic pressure is supplied to the operating chamber of the first friction element and the second friction element and the third friction element so that the three friction elements operate simultaneously. When the hydraulic pressure of the automatic transmission for the vehicle, characterized in that the valve spool is moved by the hydraulic pressure supplied to the first, the third friction element and the safety valve configured to discharge the hydraulic pressure of the chamber of the second friction element Control system. The pipeline for connecting the safety valve 2-3 / 3-4 shift valve and the first friction element to form a safety means, and the pipeline for connecting the shift timing control valve and the third friction element. Connects the first and second ports communicating with the first and second ports connected to the conduit connecting the shift timing control valve and the operating side of the second friction element, and the timing control conduit and the release chamber of the second friction element. A valve body having fifth and sixth ports communicated with the conduit; A first land for preventing the discharge of the hydraulic pressure flowing into the second port, a second land with one surface acting as the hydraulic pressure introduced into the second port, and a third with the hydraulic pressure introduced into the first port A land, a fourth land for selectively communicating with the third and fourth ports, a fifth land with one surface acting on the hydraulic pressure flowing into the third port, and a sixth acting by hydraulic pressure supplied to the fifth port. A hydraulic control system for an automatic transmission for a vehicle including a valve spool holding a land.