KR19980017253A - Automatic transmission hydraulic control device and control method - Google Patents

Abstract

The present invention is to simplify the shift control and prevent shift shock in the electronically controlled four-speed automatic transmission hydraulic control device, SCSV-C for controlling the end clutch valve independently regardless of the state of the SCV And the end clutch valve controlled by the SCSV-C simultaneously switches not only the path switching of the end clutch operating hydraulic pressure, but also the path of hydraulic pressure provided to the SA of the kick-down brake, and the hydraulic pressure provided to the SA By providing the duty control while eliminating the pressure transfer delay caused by the pressure compensation, it is possible to minimize the hydraulic pressure change of the end clutch during the shift from the 3rd speed to the 4th speed and to realize the gradual operation of the kick-down brake. As a result, a smooth shift can be achieved.

Description

Automatic transmission hydraulic control device and control method

1 is a neutral state circuit diagram of a hydraulic control apparatus according to the present invention,

2 is a detailed view of each valve mechanism of (a) to (n) in FIG. 1,

3 is a hydraulic operation state diagram of the 'D' range third speed state of FIG.

4 is a hydraulic operating state diagram of the 'D' range 4 speed state of FIG.

FIG. 5 is a graph showing the engine rotation speed, the operating state of each solenoid valve, and the estimated hydraulic pressure of each friction member according to time in a power on state at a 3-4 speed shift.

FIG. 6 is a graph showing the engine rotation speed, the operation state of each solenoid valve, and the estimated hydraulic pressure of each friction member according to time in the power off state at the time of 3-4 speed shift.

7 is a flow chart of an automatic transmission hydraulic control method according to the invention,

8 is a circuit diagram of a hydraulic control device according to the prior art.

Explanation of symbols on the main parts of the drawings

20: oil pump 21: regulator valve

22: reducing valve 23: torque converter valve

24: high-low valve 25: manual valve

26: N-R regulating valve 27: 1-2 shift valve

28: 2-3 / 4-3 shift valve 29: 2-4 / 3-4 shift valve

30: shift timing control valve D / C: damper clutch

DCCV: Damper Clutch Control Valve

DCCSV: Damper Clutch Control Solenoid Valve

PCV-A: Pressure Control Valve-A

PCV-B: Pressure Control Valve-B

PCSV-A: Pressure Control Solenoid Valve-A

PCSV-B: Pressure Control Solenoid Valve-B

SCV: Shift Control Valve

SCSV-A: Shift Control Solenoid Valve-A

SCSV-B: Shift Control Solenoid Valve-B

SCSV-C: Shift Control Solenoid Valve-C

SA: Servo Apply-kick-down servo operating side

SR: Servo Release-Kickdown Servo Release

T / C: torque converter

The present invention relates to a hydraulic control device and a control method of the four-speed automatic automatic transmission, and more particularly, a hydraulic control device to reduce the shift shock generated when shifting from the third speed to the fourth speed in the 'D' range. And a control method thereof.

In general, an automatic transmission of a vehicle is composed of a torque converter, a transmission gear mechanism connected to the torque converter, and a hydraulic control circuit for selectively operating a gear of the transmission gear mechanism in accordance with the driving state of the vehicle.

The torque converter includes an impeller that is directly connected to the crankshaft of the engine and rotates, a turbine that is directly connected to the input shaft of the automatic transmission and opposed to the impeller; It is composed of a stator to change the direction of the oil is to increase the rotational force of the impeller again.

As described above, the output of the engine transmitted to the impeller of the torque converter is transmitted to the transmission gear mechanism through the turbine, wherein the transmission gear mechanism is a planetary gear device composed of a plurality of sun gears, ring gears and carriers, wherein each gear By appropriately controlling the rotation of the gears, the rotational force supplied from the turbine by the relative movement between the gears is converted into an appropriate transmission ratio and transmitted to the propulsion shaft.

Here, a plurality of friction members are used to control each gear of the transmission gear mechanism, and the friction members generally include a front clutch, a rear clutch, a low-reverse brake, an end clutch, and a kick down brake. The friction member is operated by the hydraulic pressure generated by the oil pump operated according to the rotation of the engine.

That is, when the sensors mounted to each part of the vehicle transmits the various states of the vehicle to the transmission control unit (TCU), the TCU is installed in a plurality of hydraulic lines provided with the hydraulic oil generated from the oil pump according to the state of the vehicle. When the solenoid valve is controlled and a partial pressure change is generated in the hydraulic line by the operation of the solenoid valve, a plurality of valve mechanisms installed in the hydraulic line are operated to change the hydraulic action state to the friction member. , The friction member is to adjust the gear rotation state of the transmission gear mechanism according to the operating state of the hydraulic pressure.

Republic of Korea Patent Application No. 95-25936 'Automatic Transmission Hydraulic Control Device' filed by the present applicant of the electronically controlled four-speed automatic transmission configured and operated as described above is as shown in Figure 8, below the present invention To explain the pursuit, the hydraulic circuit of FIG. 8 is briefly described as follows.

The shift stage is determined by a manual valve 52 which receives a driver's shift lever operation and receives constant hydraulic pressure generated by the oil pump 50 and the regulator valve 51 and hydraulic pressure from the manual valve 52. In order to control the valve spool of the valve mechanism controlled by the solenoid valve and the SCV (Shift Control Valve) which enables to generate the hydraulic pressure for each shift stage from 1 to 4 speeds The reducing valve 53 to generate a pressure, and the valve spool is adjusted by the control pressure from the reducing valve 53 to generate and supply a control pressure for the friction member of the transmission gear mechanism to exhibit a smooth shifting feeling during shifting. PCV (Pressure Control Valve) -A, PCV-B; The valve spool is moved at the second speed supplied through the second speed flow path of the SCV to operate the kick-down brake at the control pressure supplied from the PCV-A, and to control the low-reverse brake. A 1-2 shift valve 54 for switching; The third speed passage and the fourth speed passage from the SCV are connected to both ends of the valve, and in the third speed state, the third speed pressure is provided to the third speed passage to operate the valve spool to pass through the 1-2 shift valve 54. The control pressure from PCV-A allows the SR and the end clutch to be operated and controlled, and in the fourth speed state, the fourth speed pressure is provided in the fourth speed flow path to act as a discharge passage for the control pressure supplied to the SR by operating a valve spool. And a 2-3 / 4-3 shift valve 55 which communicates with the rear clutch released at the same time and enables the rear clutch release control with the SR side force generated by the control pressure provided to the SA side; During the 'D' range 1,2,3 speed, the control pressure supplied from the PCV-B is supplied to the rear clutch by the action of a spring mounted on one side, and the 4 speed pressure is applied to the flow path of the 4 speed state connected to the opposite side where the spring is installed. When this is applied, the hydraulic pressure to the rear clutch is shut off, and the hydraulic pressure on the SR side is communicated to control the SA pressure to release and control the rear clutch, and 2- to switch the hydraulic pressure from the PCV-B to the end clutch operation control pressure. 4 / 3-4 shift valve 56; When the 2-3 / 4-3 shift valve 55 shifts from 3 to 4 speeds, the hydraulic pressure acting on the SR communicates with the rear clutch side for the rear clutch release control, and the release control is performed by the SR power control by the SA pressure. When switching the hydraulic pressure supplied to the end clutch from the 2-3 / 4-3 shift valve 55 to the control hydraulic pressure of the PCV-B supplied through the 2-4 / 3-4 shift valve 56 An end clutch valve 57 for continuously maintaining the end clutch operating state; It is connected to the pipeline between the 2-3 / 4-3 shift valve 55 and the end clutch valve 57 together with the SR side to form a hydraulic difference between the SA and the SR during the speed change which provides common hydraulic pressure to the SA and the SR at the same time. It consists of an accumulator valve 58 provided for the purpose.

Here, the hydraulic control device of the automatic transmission configured as described above in accordance with the spirit of the present invention and the 2-3 / 4-3 shift valve 55 to look at the process of shifting from the fourth speed to the third speed in the 'D' range. The configuration and connection state of the 2-4 / 3-4 shift valve 56 and the end clutch valve 57 are described in more detail as follows.

Here, the hydraulic control device of the automatic transmission configured as described above in accordance with the spirit of the present invention and the 2-4 / 3-4 shift valve 56 and to see the process of shifting from the third speed to the fourth speed of the 'D' range The configuration and connection state of the end clutch valve 57 are described in more detail as follows.

The 2-4 / 3-4 shift valve 56 has a first port 56-1 through which the four-speed pressure of the SCV is supplied to the valve body, and a second port 56 through which the hydraulic line of the PCV-B is connected. -2), a third port 56-3 for communicating with the end clutch valve 57, for supplying end clutch actuation hydraulic pressure, and a fourth port 56-4 for supplying actuation hydraulic pressure for the rear clutch. When the rear clutch is released, the hydraulic pressure recovered through the fourth port 56-4 is communicated to the SR side through the 2-3 / 4-3 shift valve 55 to control the SR power by SA control pressure. Fifth and sixth ports 56-5 and 56-6 for releasing and controlling the rear clutch; The valve spool operated at the valve body is supported by a spring 56-S installed on the opposite side of the first port 56-1, and the valve spool is operated at four speed pressure from the first port 56-1. The control pressure of the PCV-B supplied to the first land 56-7 and the second port 56-2 is selectively selected to the third port 56-3 and the fourth port 56-4. Hydraulic pressure of the rear clutch when the second land 56-8 and the second land 56-8 communicate the second port 56-2 with the third port 56-3. And a third land 56-9 for releasing via the fourth port 56-4 and the fifth and sixth ports 56-5 and 56-6.

In addition, the end clutch valve may include a first port 57-1 through which a four-speed pressure line of the SCV communicates with a valve body, and a third port 56-3 of the 2-4 / 3-4 shift valve 56. ), A second port 57-2 in communication with the second port, a third port 57-3 in communication with the 2-3 / 4-3 shift valve 55, and a fourth port 57- connected with the end clutch. 4) is provided; The valve spool operated at the valve body is supported by a spring 57-S installed on the opposite side of the first port 57-1 and at a fourth speed of SCV delivered to the first port 57-1. The first land 57-5 and the first land 57-5 for activating the valve spool and for communicating and blocking the third port 57-3 and the fourth port 57-4. A second land communicating the second port 57-2 with the fourth port 57-4 while the third port 57-3 and the fourth port 57-4 are blocked by the second port 57-3; 57-6).

Looking at the process of the hydraulic control device of the automatic transmission configured as described above is shifted from the 'D' range 3 speed to 4 speed as follows.

When the vehicle is increased in speed at the 3rd speed in the 'D' range 3 speed and shifting is required at 4 speed, when the TCU turns on the SCSV-A, the SCV supplies 4 speed pressure, which is a shift stage control pressure, to provide 2-4 /. Operate the 3-4 shift valve 56, the 2-3 / 4-3 shift valve 55, and the end clutch valve 57 at the same time.

First, the 2-4 / 3-4 shift valve 56 is operated by the fourth speed pressure acting as the first port 56-1 on the first land 56-7 so that the valve spool is moved. 56-8 switches the connection state between the second port 56-2 and the fourth port 56-4 to the connection state between the second port 56-2 and the third port 56-3, thereby providing a PCV. The control pressure from -B is supplied to the end clutch through the end clutch valve without supplying the rear clutch.

At this time, the third land 56-9 connects the fourth port 56-4 to the fifth and sixth ports 56-5, 56-6 to communicate hydraulic pressure that operated the rear clutch with the SR.

In addition, the 2-3 / 4-3 shift valve 55 moves the valve spool after the third speed pressure by the fourth speed and the force of the spring to communicate the hydraulic pressure acting on the SR with the rear clutch.

As described above, the rear clutch is released by the back pressure control on the SR side using the SA pressure controlled by the PCSV-A in the state where the hydraulic pressure supplied to the rear clutch and the SR side is in communication with each other. Simultaneous operation control to smooth the shifting feeling.

The end clutch valve 57 is a four-speed pressure acts on the first land (57-5) to move the valve spool, the first land (57-5) is in communication with the 2-3 / 4-3 shift valve (55). Blocking the third port (57-3) is to prevent the hydraulic pressure of the end clutch is released when the 2-3 / 4-3 shift valve 55 releases the hydraulic pressure of the SR.

In addition, the second land 57-6 receives hydraulic pressure from the PCV-B supplied via the second and third ports 56-2 and 56-3 of the 2-4 / 3-4 shift valve 56. The second clutch 57-2 is supplied to the end clutch through the fourth port 57-4 to continuously operate the end clutch.

Thus, the transmission gear mechanism is in a four-speed shift with the operation of the end clutch and the kick down brake.

At this time, the end clutch should be operated in the same state in the third speed and the fourth speed bar, it is preferable that the hydraulic pressure of the end clutch during the shifting process from the third speed to the fourth speed, the hydraulic pressure of the PCV-B When the pressure drop occurs when switching the end clutch pressure, the engine run-up occurs at the power-on high speed, causing a shift shock.

By the way, the hydraulic control device operated in the configuration as described above is the hydraulic pressure acting on the end clutch from 2-3 / 4-3 shift valve 55 while the valve spool of the end clutch valve 57 is operated 2-4 /. Since the pressure drop phenomenon of the end clutch occurs in the process of replacing the hydraulic pressure provided through the 3-4 shift valve 56, there is a problem that the shock occurs during the shift.

That is, the pipe line (* L) connecting the third port 56-3 of the 2-4 / 3-4 shift valve 56 and the second port 57-2 of the end clutch valve 57 is 2 The second port 57 of the end clutch valve 57 is switched when the hydraulic pressure of the PCV-B supplied to the second port 56-2 of the -4 / 3-4 shift valve 56 is acting on the rear clutch. -2) the pipeline itself connecting the third port 56-3 of the 2-4 / 3-4 shift valve 56 and the second port 57-2 of the end clutch valve 57 while being transferred to -2). Due to the pressure compensation delay caused by the pressure compensation of the instantaneous pressure drop phenomenon occurs in the end clutch will not be able to avoid the shock during shifting.

Accordingly, the present invention has been made in order to solve the above problems, to minimize the fluctuation of the hydraulic pressure acting on the friction member by the simple control method when shifting from the 'D' range 3 to 4 speed to prevent the shift shock. An object of the present invention is to provide an automatic transmission hydraulic control device and a control method thereof.

In order to achieve the object as described above, the present invention provides a control valve that can determine the shift stage by the hydraulic pressure supplied from the manual valve is the SCV to be generated by switching the flow path in each state ranging from 1 speed to 4 speed, solenoid valve PCV-A and PCV-B for generating a control valve for controlling the engagement of the friction member to smooth the shift during shifting, and a reducing valve for generating a stable reference control pressure for adjusting the valve spool of the valve mechanism controlled by the In the automatic transmission hydraulic control device configured to include; When the three-speed flow path and the four-speed flow path of the SCV is connected to both ends of the valve to supply the hydraulic pressure only in the flow path of the three-speed state to supply the hydraulic pressure supplied from the PCV-A to the SR and at the same time to the end clutch, A 2-3 / 4-3 shift valve serving as a discharge passage for the hydraulic pressure supplied to the SR when the hydraulic pressure is provided to the flow path in the fourth speed; Through the action of a spring mounted on one side during the 'D' range 1,2,3 speeds, the hydraulic pressure supplied from the PCV-B is continuously supplied to the rear clutch, and the SCV is connected to the flow path of the fourth speed connected to the opposite side where the spring is installed. When the four-speed pressure is applied, the hydraulic pressure is applied to the SA at the fourth speed in order to block the hydraulic pressure to the rear clutch and to release the rear clutch. A 2-4 / 3-4 shift valve for converting the hydraulic pressure of the PCV-B into the SA-operated hydraulic pressure in a state in which the pressure of the pipeline is compensated in advance at the second speed of the SCV in the pipeline for supplying the gas; The hydraulic pressure from the manual valve is provided as a control pressure at the other end of the valve spool supported by the spring, and the hydraulic pressure from the PCV-A supplied to the end clutch via the 2-3 / 4-3 shift valve at the third speed is 4 It is switched to supply to the end clutch directly in the speed state, and the hydraulic pressure of the PCV-B provided through the 2-4 / 3-4 shift valve at the speed of 2 speed or 3 speed to 4 speed is transferred to the end of the PCV-A. A shift timing control valve configured to maintain hydraulic pressure of the SA in exchange with hydraulic pressure; And a SCSV-C operated by a TCU to control the shift timing control valve by adjusting the hydraulic pressure supplied from the manual valve to the shift timing control valve.

The 2-4 / 3-4 shift valve includes a first port through which a fourth speed line of the SCV communicates with a valve body, a second port through which a second speed line of the SCV is connected, and a hydraulic line of the PCV-B. A third port connected thereto, a fourth port communicating with the shift timing control valve to supply SA actuation hydraulic pressure, a fifth port for supplying actuation hydraulic pressure to the rear clutch, and the fifth port when the rear clutch is released. And sixth and seventh ports for passing and discharging the hydraulic pressure recovered therethrough; The valve spool which is operated in the valve body is carried by a spring installed on the opposite side of the first port, the first land to control the valve spool at 4 speeds from the first port and to control the second port, and A second land to selectively supply the hydraulic pressure of the PCV-A supplied to the third port to the fourth and fifth ports, and the hydraulic pressure of the rear clutch when the second land communicates the third port to the fourth port. It characterized in that it comprises a third land to be discharged via the fifth port and sixth, seventh port.

The shift timing control valve may include a first port provided with hydraulic pressure from a manual valve on the valve body, a second port communicating with a fourth port of the 2-4 / 3-4 shift valve, and a hydraulic pressure of the PCV-A. A third port provided, a fourth port in communication with the 2-3 / 4-3 shift valve, a fifth port in communication with the end clutch, and a sixth port in communication with the SA; The valve spool operated at the valve body is supported by a spring on the opposite side of the first port and operates the valve spool by hydraulic pressure from a manual valve provided to the first port, as well as the third and sixth ports. The first land for switching the communication state of the port and the communication state of the second port and the sixth port, the communication state of the fourth port and the fifth port and the communication state of the third port and the fifth port It is characterized by consisting of second and third lands.

The SCSV-C is installed in a pipe line through which hydraulic pressure is supplied from a manual valve to the shift timing control valve, so that the shift timing control valve is operated by adjusting hydraulic pressure by an on / off operation by a TCU. It is characterized in that the valve.

In addition, the automatic transmission hydraulic pressure control method according to the present invention provides the hydraulic pressure supplied to the end clutch and the SR in the same speed in the third speed state, and the end clutch is continuously maintained when releasing the hydraulic pressure of the SR for shifting to the fourth speed. An automatic transmission hydraulic control method for maintaining an operating state and simultaneously controlling an operating pressure of an SA to prevent shift shock; The hydraulic pressure provided to the end clutch at the 3-4 speed shift is operated by the ON / OFF control of the SCSV-C by the TCU by operating the shift timing control valve. Switching the hydraulic pressure of the PCV-A provided simultaneously with the SR to the hydraulic pressure of the PCV-A not passing through the 2-3 / 4-3 shift valve; Switching the hydraulic pressure of the PCV-A acting on the SA at three speeds to the hydraulic pressure from the PCV-B at four speeds by operating the shift timing control valve; And the duty control of the PCSV-B such that the hydraulic pressure of the PCV-B is changed to a control hydraulic pressure suitable for the shift torque during the third to fourth speed shifting.

The duty control of the PCSV-B may include a step of rapidly lowering the hydraulic pressure of the PCV-B in the power ON state so that the kick-down brake is released immediately, and a time until immediately after the kick-down brake is released. It is composed of a process of rapidly increasing the hydraulic pressure of the PCV-B, and a feedback control process to prevent the impact during the operation of the kick-down brake, to save the power, the PCSV-B in the power off (POWER OFF) state The duty control may include a process of releasing the kick-down brake, and a feedback control process for preventing the kick-down brake operation shock until the kick-down brake is operated simultaneously with the release of the kick-down brake.

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

1 is a view illustrating an automatic transmission hydraulic control device according to the present invention, the components of the oil pump 20 is operated in accordance with the operation of the engine to generate the hydraulic pressure; A regulator valve 21 for providing hydraulic pressure generated by the oil pump 20 in three modes of a drive state, a reverse state, and a high speed driving state; A reducing valve 22 which generates a constant hydraulic pressure lower than the hydraulic pressure generated by the regulator valve 21 and provides the common reference control pressure of the solenoid valve; A torque converter valve 23 for adjusting the oil pressure from the regulator valve 21 to adjust the torque converter pressure required by the torque converter T / C; The torque converter pressure from the torque converter valve 23 and the hydraulic pressure adjusted by the regulator valve 21 are selectively supplied to the torque converter T / C to damper clutch D / C of the torque converter T / C. A DCCV (Damper Clutch Control Valve) for operating the; A DCCV (Damper Clutch Control Solenoid Valve) for controlling the DCCV by a duty control of the TCU for checking the vehicle speed, the throttle valve opening amount, and various states of the vehicle; It is controlled by the duty action of DCCSV during high speed driving of 'D' range 3 speed and 4 speed, and operates the regulator valve 21 together with the damper clutch so that the friction member of the transmission gear mechanism does not slip (SLIP) at an appropriate pressure. A high-low valve 24 for minimizing driving loss of the oil pump 20 to improve fuel efficiency by reducing hydraulic pressure; By selecting the parking, reverse, neutral, D, 2, L range according to the driver's shift lever operation, the hydraulic pressure from the oil pump 20 and the regulator valve 21 can be selected to pass in the neutral state, the drive state, and the reverse state. A manual valve 25; An N-R regulating valve (26) for preventing a shift shock during reversal by controlling the front clutch directly connected to the reverse pressure pipeline from the manual valve (25) and the reverse pressure to be supplied to the low-reverse brake; In response to the drive state hydraulic pressure of the manual valve 25 and the reference control pressure adjusted by the reducing valve 22, the valve according to the duty control of the solenoid valve at the reference control pressure provided by the reducing valve 22 is provided. Pressure control valve (PCV) -A and PCV-B which provide a control pressure so that the spool is controlled to supply the hydraulic pressure from the manual valve 25 to the friction member of the transmission gear mechanism; Pressure control solenoid valves (PCSV) -A and PCSV-B which duty-control the reference control pressure from the reducing valve 22 provided to the PCV-A and the PCV-B according to the TCU's instruction; According to the operation of the SCSV (Shift Control Solenoid Valve) -A, SCSV-B controlled by the TCU, each state in which the hydraulic pressure provided from the manual valve 25 is 1 to 4 speeds A shift control valve (SCV) through which a low flow path is switched; The valve spool is operated by the hydraulic pressure supplied through the two-speed state flow path of the SCV to provide the hydraulic pressure supplied from the PCV-A to be selectively supplied to the SA, the SR, and the end clutch, and is supplied to the low-reverse brake. 1-2 shift valve 27 to switch the state to be; When the three-speed flow path and the four-speed flow path of the SCV is connected to both ends of the valve to supply the hydraulic pressure only in the flow path of the three-speed state, the hydraulic pressure supplied from the PCV-A is supplied to the SR and simultaneously provided to the end clutch. When hydraulic pressure is also provided to the flow path of the fourth speed, the hydraulic clutch acts as a discharge passage for the hydraulic oil supplied to the SR and communicates with the rear clutch released, and the rear clutch is driven by the SR force generated by the control pressure provided to the SA side. A 2-3 / 4-3 shift valve 28 to enable release control; Through the action of a spring mounted on one side during the 'D' range 1,2,3 speed, the hydraulic pressure supplied from the PCV-B is continuously supplied to the rear clutch, and the SCV is connected to the flow path of the fourth speed connected to the opposite side where the spring is installed. When the four-speed pressure is applied, the hydraulic pressure to the rear clutch is shut off, and the hydraulic pressure on the SR side is communicated to release the rear clutch by the SA control pressure. In order to reduce the drop in hydraulic pressure applied to the 4th speed, the hydraulic pressure of the PCV-B is changed to the SA working pressure while the pressure of the pipeline is compensated in advance by the 2nd speed of the SCV to the pipeline supplying the hydraulic pressure to act on the SA at 4 speeds. / 3-4 shift valve 29; The hydraulic pressure from the manual valve 25 is provided as a control pressure at the other end of the valve spool supported by the spring, and the PCV- supplied to the end clutch via the 2-3 / 4-3 shift valve 28 at three speeds. The PCV- is supplied via the 2-4 / 3-4 shift valve 29 when the hydraulic pressure from A is supplied to the end clutch directly in the fourth speed state and is shifted from the second speed or the third speed to the fourth speed. A shift timing control valve 30 for exchanging the hydraulic pressure of B with the hydraulic pressure of the PCV-A to maintain the hydraulic pressure of the SA; Shift Control Solenoid Valve (SCSV) -C operated by a TCU to control the shift timing control valve 30 by adjusting the hydraulic pressure supplied from the manual valve 25 to the shift timing control valve 30 is included. It is composed.

Hereinafter, the structure and the pipe connection state of the component parts as described above will be described in more detail with reference to the valve mechanism detailed view of FIG. 2.

The regulator valve 21 has a first port 21-1 communicating with the oil pump 20 on the valve body as shown in FIG. 2A, and a neutral provided by the manual valve 25. Second and third ports 21-2 and 21-3 supplied with the hydraulic state and the reverse state, respectively, a fourth port 21-4 communicating with the high-low valve 24, and the torque converter valve. 5th and 6th ports 21-5 and 21-6 which communicate with 23, and 7th ports 21-7 which allow the adjusted hydraulic pressure to be recovered to the suction side of the oil pump 20; The valve spool operated at the valve body is supported by a spring 21-S which is capable of adjusting elastic force on the opposite side of the second and third ports 21-2 and 21-3, and the second port 21-. 2) a first land 21-8 to maintain the equilibrium state of the valve spool with the spring 21-S by the hydraulic pressure provided to the second land 21-8, and to generate the hydraulic pressure in the neutral and drive states; A second land 21-9 having a pressure acting area larger than the pressure acting area of -8) and operating a valve spool by hydraulic pressure provided to the third port 21-3 to generate a reverse pressure; ) And a pressure operating area larger than that of the second land 21-9 and at the same time the hydraulic pressure from the high-low valve 24 is supplied to the fourth port 21-4 to drive at a high speed. Third land 21-10 and the first, fifth, sixth ports 21-1, 21-5, 21-6 and the seventh port to generate hydraulic pressure to minimize power loss. Lands 4 and 5 (21-11, 21) for appropriately controlling the communication state of (21-7) so as to provide a constant hydraulic pressure appropriate for the torque converter valve 24, the manual valve 25, etc. according to the running state of the engine. -12).

The torque converter valve 23 supplies hydraulic pressure provided through the fifth and sixth ports 21-5 and 21-6 of the regulator valve 21 to the valve body as shown in FIG. 2 (b). A first port 23-1 provided, a second port 23-2 connected to the DCCV, and a third port 23-3 communicating with the suction side of the oil pump 20; One end of the valve spool acting on the valve body is supported by a spring 23-S, and a flow path through which hydraulic pressure transmitted to the first port 23-1 passes through the opposite side on which the spring 23-S is installed. Is formed to provide a control force corresponding to the spring 23-S to the valve spool and the third port when the hydraulic pressure supplied to the first port 23-1 is excessive. And a second land 23-5 for opening the valve 23-3 to adjust the pressure.

The DCCV is provided with a reference control pressure supplied from the reducing valve 22 on both sides of the valve body as shown in FIG. 2 (c) so that the valve spool operation can be controlled together with the spring DCCV-S. , The ports DCCV-1 and DCCV-2, the third port DCCV-3 provided with the hydraulic pressure from the regulator valve 21, and the fourth hydraulic pressure provided from the torque converter valve 23 are provided. A port (DCCV-4) and a fifth port (DCCV-5) for providing hydraulic pressure of the fourth port (DCCV-4) to the torque converter (T / C) when the damper clutch (D / C) is not operated, The oil pressure from the torque converter (T / C) is recovered when the damper clutch (D / C) is not in operation, and the sixth port (DCCV) for providing oil pressure to the torque converter (T / C) when the damper clutch (D / C) is operated. -6) and seventh for supplying the hydraulic pressure from the regulator valve 21 provided to the third port DCCV-3 to the torque converter T / C through the sixth port DCVV-6; 7 '(DCCV-7, DCCV-7') port and drain An eighth port (DCCV-8) it is provided, and; The valve spool acting on the valve body is provided with a clamping force by the spring DCCV-S at the first port DCCV-1 and when the valve spool is moved according to the operation of the DCCSV, the third port DCCV- 3) the fourth land (DCCV-4) and the fifth port (DCCV-5) when the damper clutch (D / C) is deactivated. ), The second and third lands (DCCV-10, DCVV-11) for communicating the hydraulic pressure from the torque converter valve 23 to the torque converter (T / C), and the third land ( The fourth port (DCCV-4) is connected to the eighth port (DCCV-8) together with the DCCV-11 to drain the hydraulic pressure from the torque converter valve 23, and the seventh port (DCCV-7 ') The fourth land DCCV-12 and the second port for connecting the sixth port DCVV-6 to supply the hydraulic pressure provided through the seventh port DCVV-7 to the torque converter T / C. The hydraulic pressure from the reducing valve 22 provided to DCCV-2 is properly applied to the valve spool. To claim 5, 6 a land (DCCV-13, DCCV-14) formed so as to consist, including.

The high-low valve 24 has a first and second ports 24-1 and 24-in which the hydraulic pressure from the reducing valve 22 is provided at the valve spool control pressure to the valve body as shown in FIG. 2D. 2), a third port 24-3 in communication with the end clutch, and a fourth port 24-4 in communication with the fourth port 21-4 of the regulator valve 21; The valve spool acting on the valve body is provided with the holding force of the spring 24-S installed on the side of the first port 24-1 and moved according to the operation of the DCCSV, thereby moving to the third port 24-3. And the fourth port 24-4 communicate with each other to provide the end clutch operating hydraulic pressure to the regulator valve 21 so that the regulator valve 21 can provide hydraulic pressure that can minimize power loss during high speed driving. 24-5) and second and third lands 24-6 and 24-7 formed so that the hydraulic pressure from the reducing valve 22 provided to the second port 24-2 properly acts on the valve spool. It is composed.

The reducing valve 22 has a first port 22-1 through which hydraulic pressure of the regulator valve 21 is provided to the valve body as shown in FIG. 2 (e), and a regulator as described above. A second port 22-2 for providing DCCV and the high-low valve 24 with a reference control pressure to be controlled by DCCSV so as to be controlled by DCCSV, and the second port. To the third port 22-3 for feeding back the hydraulic pressure discharged to the 22-2 to the valve spool adjusting pressure, and to the PCV-A, PCV-B and NR control valves 26. A fourth port 22-4 for providing a reference control pressure and a fifth port 22-5 for hydraulic discharge; The valve spool acting on the valve body has a hydraulic pressure fed back to the third port 22-3 and the first port 22 for controlling the hydraulic pressure from the regulator valve 21 according to the movement of the valve spool. The first land (22-6) for controlling the opening area of -1), and the spring (22-) for controlling the opening area of the fifth port (22-5) so as to discharge excess hydraulic pressure, and to adjust the elastic force. It is comprised including the 2nd land 22-7 supported by S).

The first and second ports PCV-A are provided with the hydraulic pressure from the reducing valve 22 to the valve body at the valve spool control pressure as shown in FIG. 2 (f). 2), a third port (PCV-A-3) through which the hydraulic pressure provided by the manual valve 25 is supplied to the drive state, and a fourth port (PCV-A) in communication with the 1-2 shift valve 27. -4) and a fifth port (PCV-A-5) for controlled hydraulic discharge; The valve spool acting on the valve body receives a holding force of the spring PCV-AS and a control pressure controlled by the PCSV-A acts to control the opening area of the fifth port PCV-A-5. The second land (PCV-) which controls the degree of communication between the first port (PCV-A-6) and the fourth port (PCV-A-4) by controlling the opening area of the third port (PCV-A-3). A-7) and a third installed to form a substantial valve spool control pressure so that the hydraulic pressure supplied to the second port PCV-A-2 properly acts on the second land PCV-A-7. Land (PCV-A-8) is included and configured.

The PCV-B has a first and second ports (PCV-B-1, PCV-B-) in which the hydraulic pressure from the reducing valve 22 is provided at the valve spool control pressure to the valve body as shown in FIG. 2 (g). 2), a third port (PCV-B-3) to which the hydraulic pressure provided by the manual valve 25 is supplied to the drive state, and a fourth port communicating with the 2-4 / 3-4 shift valve 29 (PCV-B-4) and the fifth port (PCV-B-5) for controlled hydraulic discharge, and the valve spool acting on the valve body is subjected to the holding force of the spring (PCV-BS) The first land PCV-B-6 and the third port PCV-B- which control the opening area of the fifth port PCV-B-5 by the control pressure controlled by the PCSV-B. The second land PCV-B-7, which controls the opening area of 3) to control the degree of communication with the fourth port PCV-B-4, and is supplied to the second port PCV-B-2. It is necessary to establish a substantial valve spool control pressure so that the hydraulic pressure can be properly applied to the second land (PCV-B-7). The first consists includes a third land (PCV-B-8).

The NR control valve 26 is provided with a first port 26-1 through which the valve spool control pressure from the reducing valve 22 is supplied to the valve body as shown in FIG. 2 (h), and the manual valve 25. Second port 26-2 in communication with the reverse pressure pipeline of the < RTI ID = 0.0 >), < / RTI > third port 26-3 for providing hydraulic pressure to the low-reverse brake via the 1-2 shift valve 27, and the hydraulic pressure. A fourth port 26-4 for evacuation is provided; The valve spool acting on the valve body receives a valve spool control pressure by PCSV-A to the first port 26-1 and controls the opening area of the fourth port 26-4. One land 26-5 and the second port are supported by a spring 26-S to provide a valve spool adjustment pressure relative to the valve spool adjustment pressure provided to the first port 26-1. The second land 26-6 for controlling the opening area of 26-2 is comprised.

The manual valve 25 has a first port 25-1 through which hydraulic pressure from the regulator valve 21 is provided to the valve body as shown in (i) of FIG. 2, and the first port when reversing. A second port 25-2 in communication with (25-1), providing hydraulic pressure to the regulator valve 21, and delivering hydraulic pressure to the second port 26-2 of the NR control valve 26; And a third port 25-3 connected to the first port 25-1 in a drive state to provide hydraulic pressure to the regulator valve 21, the SCV, PCV-A, PCV-B, A fourth port 25-4 is provided for providing hydraulic pressure to the shift timing control valve 30; The valve spool operated at the valve body is operated according to the driver's shift lever operation so that the first port 25-1 is connected to the second port 25-2 when reversing and the third port 25 is neutral. -3) and the first and second lands (25-5, 25-6) for communicating with the third and fourth ports (25-3, 25-4) when driving, and the first port (when parking). The discharge passage 25-7 formed so that the oil pressure from 25-1) may be discharge | released is comprised.

As shown in (j) of FIG. 2, the SCV selectively includes a first port (SCV-1) receiving hydraulic pressure through the manual valve 25 to the valve body, and a hydraulic passage from one speed to four speeds with a valve spool. 2, 3, 5 ports (SCV-1, SCV-2, SCV-3) to form, and 6, 7, 8 ports (SCV-6, SCV-7, SCV-8); As shown in the drawing, left and right plugs SCV-9 and SCV-10 are inserted into both sides of the valve body, and valve spools are inserted into the center of the valve body. The left and right stoppers (SCV-11, SCV-12) restrict the movement distance between the SCV-9 and SCV-10) and the valve spool, and at the same time, a hole is formed in the center so that the valve spool can be Both ends pass through the left and right stoppers SCV-11 and SCV-12 to be in contact with the left and right plugs SCV-9 and SCV-10, and the right stopper SCV-12 is a spring. It is supported by (SCV-S).

The valve spool has a first land (SCV-14) for restricting the left movement amount of the valve spool to a certain range on the left side, and the first port (SCV-1) for the sixth, seventh and eighth ports during the second to fourth speeds. The hydraulic pressure is selectively passed in accordance with the movement amount of the second land SCV-15 which is in turn communicated with (SCV-6, SCV-7, SCV-8).

In addition, the second and fifth ports SCV-2 and SCV-5 are formed at both ends of the valve spool, and the third port SCV-3 is formed where the left stopper SCV-11 is installed. The ninth port (SCV-9) is formed at the site where the right stopper (SCV-12) is installed, and the first port (SCV-1) is formed at the center of the valve, and the first port ( Sixth, seventh, and eighth ports SCV-6, SCV-7, and SCV-8 are sequentially formed on the right side of SCV-1.

Here, in order to control the hydraulic pressure acting on the second and fifth ports (SCV-2, SCV-5), the common communication with the first, second and fifth ports (SCV-1, SCV-2, SCV-5). SCSV-A, which is ON / OFF controlled by the TCU, is installed in the hydraulic line, and the first and third ports (SCV) are controlled to control the hydraulic pressure acting on the third port (SCV-3). SCSV-B is installed in the hydraulic line common to -1, SCV-3).

The 1-2 shift valve 27 is a first port 27-1 formed to receive a second speed pressure supplied through the sixth port SCV-6 of the SCV to the valve body as shown in FIG. 2 (k). And a second port 27-2 communicating with the first port 26-3 of the NR control valve 26 and receiving reverse pressure, and a fourth port of the PCV-A (PCV-A-4). ), A third port 27-3, a fourth port 27-4 for providing the reverse pressure supplied to the second port 27-2 to the low reverse brake, and the 2- A fifth port 27-5 in common communication with the 3 / 4-3 shift valve 28 and the shift timing control valve 30; The valve spool acting on the valve body is supported by a spring 27-S installed on the opposite side of the first port 27-1, and the valve is spooled by the second speed pressure provided to the first port 27-1. A first land 27-6 for operating the spool, a second land 27-7 for interrupting a communication state between the second port 27-2 and the fourth port 27-4, and the first land 27-6. It is comprised including the 3rd land 27-8 which controls the communication state of the 3rd port 27-3 and the 5th port 27-5.

The 2-3 / 4-3 shift valve 28 is connected to the seventh port (SCV-7) of the SCV to the valve body as shown in (l) of FIG. 1), a second port 28-2 communicating with the eighth port (SCV-8) of the SCV and receiving four speed pressures, and a fifth port 27-5 of the 1-2 shift valve 27. The third port 27-3 in communication with the fourth port, the fourth port 28-4 in common with the SR and the shift timing control valve 30, and the 2-4 / 3-4 shift valve 29 A fifth port 28-5 which communicates with the rear clutch side via the SR clutch control by the SA control pressure to enable the rear clutch release control; The valve spool acting on the valve body is supported by a spring 28-S installed on the side of the second port 28-2, and the valve spool is operated at a three-speed pressure provided to the first port 28-1. The first land 28-6 and the third port 28-3 and the fourth port 28-4 which generate an operating force and control the opening area of the fifth port 28-5. And a second land 28-7 which controls the communication state and generates the actuation force of the valve spool by the four speed pressure and the spring force provided to the second port 28-2.

The 2-4 / 3-4 shift valve 29 is connected to the eighth port (SCV-8) of the SCV to the valve body as shown in (m) of FIG. Port 29-1, a second port 29-2 that communicates with the sixth port SCV-6 of the SCV, and is supplied with a second speed pressure, and a fourth port PCV-B- 4) a third port 29-3 connected to 4), a fourth port 29-4 for supplying SA actuation hydraulic pressure in communication with the shift timing control valve 30, and supplying actuation hydraulic pressure to the rear clutch. To control the SA by communicating the fifth port 29-5 and the hydraulic pressure recovered through the fifth port 29-5 when the rear clutch is released to the SR side via the 2-3 / 4-3 shift valve. And sixth and seventh ports 29-6 and 29-7 which enable rear clutch release control by SR power control by pressure; The valve spool operated at the valve body is supported by a spring 29-S installed on the opposite side of the first port 29-1, and the valve spool is operated at four speed pressure from the first port 29-1. The first pressure 29-8 for controlling the second port 29-2 and the control pressure of the PCV-A supplied to the third port 29-3 are supplied to the fourth port 29-. 4) and the second land 29-9 to selectively supply the fifth port 29-5, and the second land 29-9 supplies the third port 29-3 as the fourth port ( The third land 29-10 for releasing the hydraulic pressure of the rear clutch via the fifth port 29-5 and the sixth and seventh ports 29-6 and 29-7 when communicating with 29-4). It is configured to include.

The shift timing control valve 30 may include a first port 30-1 through which hydraulic pressure from the fourth port 25-4 of the manual valve 25 is provided to the valve body as shown in FIG. 2 (n); The second port 30-2 communicating with the fourth port 29-4 of the 2-4 / 3-4 shift valve 29, and the third and fifth ports of the 1-2 shift valve 27; The third port 30-3 provided with the hydraulic pressure of the PCV-A via (27-3, 27-5), and the fourth port 28- of the 2-3 / 4-3 shift valve 28; A fourth port 30-4 communicating with 4), a fifth port 30-5 communicating with the end clutch, and a sixth port 30-6 communicating with SA; The valve spool operated at the valve body is supported by the spring 30-S on the opposite side of the first port 30-1, and is provided from the manual valve 25 provided to the first port 30-1. The valve spool is operated by hydraulic pressure and the communication state between the third port 30-3 and the sixth port 30-6 and the second port 30-2 and the sixth port 30-6 Communication state of the first land 30-7, the fourth port 30-4 and the fifth port 30-5, and the third port 30-3, 2nd and 3rd lands 30-8 and 30-9 which switch the communication state of the five ports 30-5 are comprised.

The SCSV-C is installed in a conduit connecting the first port 30-1 of the shift timing control valve 30 and the fourth port 25-4 of the manual valve 25 to be turned on by the TCU. It is composed of a solenoid valve for operating the valve spool of the shift timing control valve 30 by adjusting the hydraulic pressure by the () / off (OFF) operation.

In order to explain the operation and effect of the present invention configured as described above with reference to Figures 3 to 6 the shift process from the third speed to the fourth speed state will be described in detail as follows.

First, the state of the hydraulic control circuit in the three speed state will be described. As shown in FIG. 3, the hydraulic pressure supplied from the oil pump 20 causes the rear gear and the end clutch to operate so that the transmission gear mechanism can obtain the three speed ratio. In this case, the SA and SR of the kick down brake maintain the state in which the kick down brake is not operated as the hydraulic pressure is provided at the same time to ensure the ease of control when shifting to the second and fourth speeds.

That is, the hydraulic pressure provided from the oil pump 20 is the hydraulic pressure directly acting on the first port 21-1 of the regulator valve in the regulator valve 21 and the first and third ports 25-1, of the manual valve. The state of the valve spool is adjusted by the hydraulic pressure and the spring 21-S provided to the second port 21-2 via 25-3) to maintain a constant hydraulic pressure.

Of course, when the TCU operates the damper clutch (D / C) through the DCCSV, the hydraulic pressure from the end clutch via the third and fourth ports (24-3, 24-4) of the high-low valve is Since the state of the valve spool is adjusted through the third land 21-10 by acting on the fourth port 21-4, the unnecessary hydraulic pressure is suppressed during high speed driving to prevent power loss.

The hydraulic pressure from the regulator valve 21 formed as described above is provided to the first port SCV-1 of the SCV via the first and fourth ports 25-1 and 25-4 of the manual valve, and the SCSV -A and SCSV-B are both controlled in the OFF state to supply hydraulic pressure provided to the first port (SCV-1) to the second, third, and fifth ports (SCV-2, SCV-3, SCV-5). Supply at the same time.

The hydraulic pressure provided to the second port SCV-2 is moved to the right by stopping the left plug SCV-9 to the right, and stopped by the left stopper SCV-11, and to the third port SCV-3. The supplied hydraulic pressure acts on the first land (SCV-14) of the valve spool to provide a force directed to the right side of the valve spool, and the hydraulic pressure provided to the fifth port (SCV-5) is connected to the spring (SCV-S). The right plug (SCV-10) is brought into close contact with the right stopper (SCV-12) so that the valve spool to be moved to the right stops without passing through the hole of the right stopper (SCV-12).

Accordingly, the second land SCV-15 of the valve spool simultaneously moves the first port SCV-1 and the sixth and seventh ports SCV-6 and SCV-7 together with the first land SCV-14. The second speed pressure through the sixth port (SCV-6) is the second port 29-2 of the 2-4 / 3-4 shift valve and the first port of the 1-2 shift valve. 3-1 is supplied to 27-1, and the third speed pressure is supplied to the first port 28-1 of the 2-3 / 4-3 shift valve through the seventh port SCV-7.

At this time, the hydraulic pressure from the regulator valve 21 is reduced in the reducing valve 22 is provided to the PCV-A, PCV-B as the valve spool control pressure bar, PCSV-A and PCSV- controlled by TCU By the duty control of B, the valve spools of the PCV-A and the PCV-B are operated, respectively, to adjust the time and amount of the hydraulic pressure supplied from the fourth port 25-4 of the manual valve to control the appropriate control pressure at the time of shifting. At speed 3, both PCSV-A and PCSV-B remain off.

Hydraulic pressure provided by the PCV-A is the shift timing control valve because the 1-2 shift valve 27 is operated by the second speed pressure to communicate the third port 27-3 and the fifth port 27-5. Acts on the third port 30-3 of the pump, and at the same time passes through the third and fourth ports 28-3 and 28-4 of the 2-3 / 4-3 shift valve operated by the third speed pressure of the SCV. To the fourth port 30-4 of the SR and the shift timing control valve.

Since the SCSV-C is in an OFF state, the shift timing control valve 30 is provided with hydraulic pressure provided from the fourth port 25-4 of the manual valve to the first port 30-1 so that the first land ( 30-7) overcomes the force of the spring 30-S and moves the valve spool to the left, whereby the third port 30-3 and the sixth port 30-6 communicate with each other. Since the hydraulic pressure provided from the 2 shift valve 27 is supplied to the SA and the fourth port 30-4 and the fifth port 30-5 are in communication with each other, the 2-3 / 4-3 shift valve ( The hydraulic pressure provided in 28 is provided to the end clutch.

In addition, the hydraulic pressure provided to the end clutch is provided to the third port 24-3 of the high-low valve so as to act on the regulator valve 21 when the damper clutch D / C is operated.

The hydraulic pressure provided to the 2-4 / 3-4 shift valve 29 through the PCV-B is controlled by the spring 29-S of the valve spool of the 2-4 / 3-4 shift valve 29 on the right side. Since the third port 29-3 and the fifth port 29-5 are in close contact with each other to the left side, they are provided to the rear clutch, and the second speed pressure of the SCV provided to the second port 29-2 is the fourth port ( 29-4) is transmitted to the second port 30-2 of the shift timing control valve to prepare for the shift to the fourth speed.

In the above three-speed hydraulic circuit, when a shift command from the TCU to the fourth speed is provided, as shown in FIG. 4, the hydraulic clutch of the SR is released while the kick-down brake is released by releasing the hydraulic pressure of the SR. By operating it, the gearbox mechanism is operated together with the end clutch to obtain a four-speed transmission ratio.

Here, according to the present invention, the hydraulic control method for shifting from the third speed state to the fourth speed state is carried out in the engine speed and the solenoid valve operating state and the friction members at the time of the shift shown in FIGS. 5 and 6. With reference to the expected hydraulic graph of the detailed description with the operating state of each component as follows.

In the 3-4 speed shift, the automatic transmission hydraulic pressure control method according to the present invention operates the hydraulic pressure provided to the end clutch by controlling the shift timing control valve 30 to ON / OFF control of SCSV-C by the TCU. The hydraulic pressure of the PCV-A which is simultaneously provided with the SR to the end clutch by the 2-3 / 4-3 shift valve 28, and the hydraulic pressure of the PCV-A which does not pass through the 2-3 / 4-3 shift valve 28. Switching to; Switching the hydraulic pressure of the PCV-A acting on the SA at three speeds to the hydraulic pressure from the PCV-B at four speeds by manipulating the shift timing control valve (30); And the duty control of the PCSV-B so that the hydraulic pressure of the PCV-B is changed to the control hydraulic pressure suitable for the shift torque during the third to fourth speed shifting.

That is, the control of the end clutch, the kick down brake and the rear clutch is initiated by the TCU switching SCSV-A and SCSV-C from the OFF state to the ON state at the same time and duty control of the PCSV-B. First, the state of the hydraulic control circuit according to the state change of the SCSV-A is as follows.

When SCSV-A is on, the hydraulic pressure supplied to the second and fifth ports SCV-2 and SCV-5 is discharged through the SCSV-A. The valve spool is provided to the third port (SCV-3) because the right plug (SCV-10) which prevents the hole of 12) from passing through close to the right side of the valve body, overcoming the force of the spring (SCV-S). It moves to the right side by hydraulic pressure, and it is in the state which communicates the 1st port SCV-1 and 6th, 7th, 8th port SCV-6, SCV-7, SCV-8 simultaneously.

As described above, while the eighth port SCV-8 communicates with the first port SCV-1, the fourth speed pressure is 2-3 / with the first port 29-1 of the 2-4 / 3-4 shift valve. 4-3 is simultaneously acting on the second port 28-2 of the shift valve.

The fourth speed acting on the 2-4 / 3-4 shift valve 29 causes the valve spool to move to the right. The first land 29-8 receives the second port 29 provided with the second speed pressure from the SCV. -2), the second land 29-9 blocks the communication state between the third port 29-3 and the fifth port 29-5, and the third port 29-3 blocks the fourth state. The port 29-4 communicates with the third land 29-3. The fifth land 29-3 communicates with the fifth port 29-5 with the sixth and seventh ports 29-6, 29-7.

Referring to the hydraulic operation state by the operation of the valve spool as described above, the operation of the first and second lands (29-8, 29-9) is the shift timing control valve 30 through the fourth port (29-4) ), The second speed of the SCV provided through the second port 29-2 is replaced by the hydraulic pressure provided by the PCV-B to the rear clutch, which is 2-4 / 3 when shifting to the fourth speed. -4 is to prevent the hydraulic pressure drop due to the pressure compensation of the pipeline from the shift valve 29 to the shift timing control valve 30.

The operations of the second and third lands 29-9 and 29-10 cut off the hydraulic pressure from the PCV-B provided to the rear clutch at the 1,2,3 speed, and the fifth port 29-5 and the fifth port 29-5 are operated. The 6,7 ports 29-6 and 29-7 communicate with each other to connect the rear clutch to the SR side so that the rear clutch release control can be performed by the SR power control by the SA control pressure.

In addition, the four-speed pressure from the SCV provided to the second port 28-2 of the 2-3 / 4-3 shift valve is equal to the three-speed pressure from the SCV provided to the first port 28-1. The valve spool is moved to the left side to overcome with S), so that the first and second lands 28-6 and 28-7 communicate with the third port 28-3 and the fourth port 28-4. By blocking the state and communicating the fourth port 28-4 to the fifth port 28-5, the hydraulic pressure of the PCV-A provided through the 1-2 shift valve 27 is cut off and the operating hydraulic pressure of the SR is recalled. 2-4 / 3-4 Release control of the rear clutch by SR power control by SA control pressure as described above by communicating with the rear clutch via the sixth and seventh ports 29-6, 29-7 of the shift valve. Make it possible.

Next, the operation of the hydraulic control circuit according to the state change of the SCSV-C will be described.

When the SCSV-C is ON, the hydraulic pressure provided to the first port 30-1 of the shift timing control valve through the fourth port 25-4 of the manual valve is discharged through the SCSV-C. Hydraulic pressure acting on the first port 30-1 of the timing control valve is released, and the valve spool of the shift timing control valve 30 is in close contact with the right side by the force of the spring 30-S.

In this case, the valve spool of the shift timing control valve 30 blocks the communication with the fifth port 30-5 by closing the opening of the fourth port 30-4 by the third land 30-9. When the 2-3 / 4-3 shift valve 28 releases the hydraulic pressure acting on the SR, the hydraulic pressure of the end clutch 30 is not released at the same time, and the second land 30-8 is the first land ( And the fifth port 30-5, which provides hydraulic pressure to the end clutch, with the third port 30-3 together with 30-7) of the PCV-A via the 1-2 shift valve 27. Hydraulic pressure is provided directly to the end clutch without passing through the 2-3 / 4-3 shift valve 28 to maintain the continuous operation of the end clutch.

In addition, the third land 30-9 may communicate the third port 30-3 and the sixth port 30-6 with the second land 30-8 with the second port 30-2. ) And the sixth port (30-6) in communication with the PCV- which acted on the SA through the third and sixth ports (30-3, 30-6) via the 1-2 shift valve (27). The hydraulic pressure of A is replaced with the hydraulic pressure of the PCV-B via the 2-4 / 3-4 shift valve 29 to provide the SA.

At this time, the hydraulic pressure provided to the SA should be appropriately controlled in order to prevent an impact during shifting, and in this embodiment, this is realized by the duty control of the PCSV-B.

That is, the duty control of the PCSV-B may be controlled in different ways in a power on state (FIG. 5) and a power off state (FIG. 6). (A) abruptly lowering the hydraulic pressure of the PCV-B to immediately release the kick-down brake; and (b) rapidly increasing the hydraulic pressure of the PCV-B to save time until immediately before the kick-down brake is reactivated. Using a control method comprising a feedback control process (c) for preventing an impact during operation of the kick down brake; The duty control of the PCSV-B in the power off state may include the step of releasing the kick-down brake (d) and the kick-down brake operation shock until the kick-down brake is operated simultaneously with the release of the kick-down brake. The control method consisting of a feedback control process (e) to prevent the use is used.

Here, the control method as described above will be described with reference to a flowchart as shown in FIG. 7. The engine speed and the vehicle speed are sensed, and the throttle valve opening amount is detected to determine whether the power is on. .

In the case of POWER ON, SCSV-A is ON, SCSV-B is OFF, SCSV-C is ON, and POWER ON is ON. Set the initial duty of the PCSV-B accordingly.

After the initial duty setting as described above, by controlling the SA pressure by the duty change of the PCSV-B according to the engine speed change amount set according to the power ON state, the rear clutch release control by the SR power control by the SA control pressure And kick down brake operation control is repeated until synchronization is completed.

In addition, if it is determined that the power is OFF, the SCSV-A is turned on, the SCSV-B is turned off, and the SCSV-C is turned on. ), And set the initial duty of PCSV-B which is predetermined according to the power off status.

After the initial duty setting as described above, by controlling the SA pressure by the duty change of the PCSV-B according to the engine speed change amount set according to the power off state, the rear clutch release control by the SR power control by the SA control pressure And kick down brake operation control is repeated until synchronization is completed.

Here, the hydraulic pressure of the PCV-B controlled by the duty control of the PCSV-B is controlled by the fourth port 29-4 of the 2-4 / 3-4 shift valve and the second port 30- of the shift timing control valve. 2) The pressure compensation of the pipeline by the two-speed pressure provided at the third speed in the connecting pipe is made in advance, so that the kick-down brake operation can be controlled in real time according to the control of the TCU, thereby making it easier to control the shift.

Accordingly, the problem of fluctuations in the end clutch operating hydraulic pressure caused by the pressure transmission delay phenomenon according to the conventional pipeline input compensation is to shift the hydraulic pressure of the PCV-A via the 1-2 shift valve 27 2-3 / 4-3. By dividing the path via the valve 28 and the path not via the 2-3 / 4-3 shift valve 28 to the shift timing control valve 30, the state is switched to be provided to the end clutch. Resolved; As mentioned above, the pipeline in which the pressure transfer delay phenomenon occurs has a pressure compensated state before the shift by the second speed pressure, so that the pressure transfer delay phenomenon does not occur and the SA operating hydraulic pressure is controlled by the duty control of the PCSV-B. It can be used as a conduit to prevent the shock during shifting by a simple control method of duty control of PCSV-B only.

As described above, the present invention provides an SCSV-C for controlling the shift timing control valve independently of the state of the SCV in the electronically controlled automatic transmission hydraulic control device, and the shift timing control valve controlled by the SCSV-C. To simultaneously change the path of the hydraulic pressure provided to the SA of the kick-down brake as well as the path switching of the end clutch-operated hydraulic pressure, and the hydraulic pressure provided to the SA is duty controlled while excluding the pressure transfer delay caused by the pressure compensation of the pipeline. By providing it, there is an effect of minimizing the operating hydraulic pressure change of the end clutch when shifting from the third speed state to the fourth speed state and realizing the gradual operation of the kick-down brake so that a smooth shift can be made by a simple control method.

Claims (7)

In order to adjust the valve spool of the valve mechanism controlled by the solenoid valve and the SCV which causes the flow path to be changed to each state ranging from 1 speed to 4 speed, the control pressure which can determine the shift stage by the hydraulic pressure supplied from the manual valve. An automatic transmission hydraulic control device comprising a reducing valve for generating a stable reference control pressure, and a PCV-A and a PCV-B for generating a control pressure for controlling the engagement of the friction member to smooth the shifting feeling during shifting. When the three-speed flow path and the four-speed flow path of the SCV is connected to both ends of the valve to supply the hydraulic pressure only in the flow path of the three-speed state to supply the hydraulic pressure supplied from the PCV-A to the SR and at the same time to the end clutch, A 2-3 / 4-3 shift valve serving as a discharge passage for the hydraulic pressure supplied to the SR when the hydraulic pressure is provided to the flow path in the fourth speed; Through the action of a spring mounted on one side during the 'D' range 1,2,3 speeds, the hydraulic pressure supplied from the PCV-B is continuously supplied to the rear clutch, and the SCV is connected to the flow path of the fourth speed connected to the opposite side where the spring is installed. When the four-speed pressure is applied, the hydraulic pressure is applied to the SA at the fourth speed in order to block the hydraulic pressure to the rear clutch and to release the rear clutch. A 2-4 / 3-4 shift valve for converting the hydraulic pressure of the PCV-B into the SA-operated hydraulic pressure in a state in which the pressure of the pipeline is compensated in advance at the second speed of the SCV in the pipeline for supplying the gas; The hydraulic pressure from the manual valve is provided as a control pressure at the other end of the valve spool supported by the spring, and the hydraulic pressure from the PCV-A supplied to the end clutch via the 2-3 / 4-3 shift valve at the third speed is 4 It is switched to supply to the end clutch directly in the speed state, and the hydraulic pressure of the PCV-B provided through the 2-4 / 3-4 shift valve at the speed of 2 speed or 3 speed to 4 speed is transferred to the end of the PCV-A. A shift timing control valve configured to maintain hydraulic pressure of the SA in exchange with hydraulic pressure; And an SCSV-C operated by a TCU to control the shift timing control valve by adjusting the hydraulic pressure supplied from the manual valve to the shift timing control valve. The method of claim 1, The 2-4 / 3-4 shift valve includes a first port through which a fourth speed line of the SCV communicates with a valve body, a second port through which a second speed line of the SCV is connected, and a hydraulic line of the PCV-B. A third port connected to the first port, a fourth port for supplying SA actuation hydraulic pressure in communication with the shift timing control valve, a fifth port for supplying rear clutch actuation hydraulic pressure, and a fifth port when the rear clutch is released; And sixth and seventh ports for passing and discharging the recovered hydraulic pressure; The valve spool which is operated in the valve body is carried by a spring installed on the opposite side of the first port, the first land to control the valve spool at the fourth speed pressure from the first port and to control the second port; A second land for selectively supplying the hydraulic pressure of the PCV-A supplied to the third port to the fourth and fifth ports, and when the second land communicates the third port to the fourth port, And a third land configured to discharge the hydraulic pressure via the fifth port and the sixth and seventh ports. The method of claim 1, The shift timing control valve may include a first port provided with hydraulic pressure from a manual valve on the valve body, a second port communicating with a fourth port of the 2-4 / 3-4 shift valve, and a hydraulic pressure of the PCV-A. A third port provided, a fourth port in communication with the 2-3 / 4-3 shift valve, a fifth port in communication with the end clutch, and a sixth port in communication with the SA; The valve spool operated at the valve body is supported by a spring on the opposite side of the first port and operates the valve spool by hydraulic pressure from a manual valve provided to the first port, as well as the third and sixth ports. The first land for switching the communication state of the port and the communication state of the second port and the sixth port, the communication state of the fourth port and the fifth port and the communication state of the third port and the fifth port Automatic transmission hydraulic control device characterized in that the second and third land. The method of claim 1, The SCSV-C is installed in a pipe line through which hydraulic pressure is supplied from a manual valve to the shift timing control valve, so that the shift timing control valve is operated by adjusting hydraulic pressure by an on / off operation by a TCU. Automatic transmission hydraulic control device characterized in that the valve. When the hydraulic pressure of the SR is supplied to the end clutch and the SR through the same path at the third speed, and the hydraulic pressure of the SR is released to shift to the fourth speed, the end clutch maintains the continuous operating state and simultaneously maintains the operating pressure of the SA. An automatic transmission hydraulic control method for adjusting to prevent shift shock; The hydraulic pressure provided to the end clutch at the 3-4 speed shift is operated by the ON / OFF control of the SCSV-C by the TCU by operating the shift timing control valve. Switching the hydraulic pressure of the PCV-A provided simultaneously with the SR to the hydraulic pressure of the PCV-A not passing through the 2-3 / 4-3 shift valve; Switching the hydraulic pressure of the PCV-A acting on the SA at three speeds to the hydraulic pressure from the PCV-B at four speeds by operating the shift timing control valve; And controlling duty of the PCSV-B such that the hydraulic pressure of the PCV-B is changed to the control hydraulic pressure suitable for the shift torque during the third to fourth speed shifting. The method of claim 5, The duty control of the PCV-B in the power-on state includes the step of rapidly lowering the hydraulic pressure of the PCV-B so that the kick-down brake is released immediately, and the time from the release of the kick-down brake to just before restarting. Automatic transmission hydraulic control method comprising the step of increasing the hydraulic pressure of the PCV-B, and the feedback control process to prevent the shock during operation of the kick-down brake to save energy. The method of claim 5, The duty control of the PCSV-B in the power off state may include the process of releasing the kick-down brake, and preventing the kick-down brake operation shock until the kick-down brake is operated simultaneously with the release of the kick-down brake. Automatic transmission hydraulic control method characterized in that consisting of a feedback control process for.