KR19980027186A - Automotive Transmission Hydraulic Control System - Google Patents

Abstract

In the hydraulic control system applied to the automatic transmission for a vehicle, the control pressure is supplied during the shift of 2 → 3, 3 → 4, and then converted to the drive pressure after the shift is completed, and the friction element acting as an input element is operated. By controlling the back pressure when releasing the pressure, it prevents the burnout of the operating friction element and also reduces the shifting shock accordingly, and also makes the speed change with the clutch-clutch control method as an electronic control. It is to provide a hydraulic control system that can improve the feeling of shifting, and in particular to provide a hydraulic control system that can be made independent of the damper clutch when the line pressure is variable at the forward 3, 4 speed.

Description

Automotive Transmission Hydraulic Control System

The present invention relates to a hydraulic control system applied to an automatic transmission for a vehicle.

For example, an automatic transmission for a vehicle has a torque converter and a multistage gear mechanism connected to the torque converter, and hydraulically operated friction for selecting one of the gear stages of the transmission gear mechanism according to the driving condition of the vehicle. Contains an element.

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.

And the hydraulic control system is a hydraulic pressure generated from the oil pump, the hydraulic control system is a pressure control means for regulating the hydraulic pressure generated from the oil pump, manual and automatic shift control means to form a shift mode, and smooth during shifting Hydraulic control means for adjusting the shifting feeling and responsiveness to form the shift mode, damper clutch control means for the damper clutch operation of the torque converter, and hydraulic distribution means for distributing the appropriate hydraulic supply to each friction element.

Accordingly, such a hydraulic control system is operated by the solenoid valves turned on and off by the transmission control unit and the solenoid valves controlled by the duty so that the hydraulic distribution of the hydraulic distribution means is different and the operation of the friction element is selected so that the gear shift control is performed. Is realized.

However, in the hydraulic control system as described above, when the control is made, the timing of discharging the hydraulic pressure supplied to the friction element that is currently operating during the shift control from the current shift stage to another shift stage and supplying the hydraulic pressure to the new friction element. This substantially affects the feeling of shifting, and there is a phenomenon in which the number of revolutions of the engine increases or the shifting mechanism is locked.

In addition, in order to obtain a means for improving the shifting feeling by adjusting the hydraulic supply timing, the structure of the shifting valve is changed. In this case, the structure of the shifting valve is complicated, and the control is complicated. It is implicated.

Therefore, the present invention has been invented to solve the above problems, the object of the present invention is to supply a control pressure during the shift during the shift 2 → 3, 3 → 4, and then converts the drive pressure to supply again after the shift is completed, By controlling the back pressure when the friction element used as the input element is released, it prevents the burnout of the operating friction element, reduces the shift shock accordingly, and speeds up the responsiveness when skipping shift. -Provides hydraulic control system to improve shifting feeling by shifting by clutch control method, especially hydraulic pressure that enables independent control from damper clutch when line pressure is variable at forward 3rd and 4th speed. To provide a control system.

In order to realize this, the present invention includes a pressure regulating means for regulating the hydraulic pressure generated from the oil pump;

Manual and automatic control means for forming a shift mode;

Hydraulic control means for adjusting the shifting feeling and responsiveness to form a smooth shifting mode during shifting;

Damper clutch control means for operating a damper clutch of the torque converter;

Hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to each friction element acting as an input and reaction force element at each shift stage;

The hydraulic distribution means is controlled by the second-speed line pressure of the shift control valve while supplying a part of the control pressure controlled by the first pressure control valve to the friction element acting at the second speed through any one of the valves. And a 1-2 shift valve constituting a flow path that can be supplied to the friction element acting on the subsequent shift stage.

Forming a flow path having a function for supplying or releasing the operating pressure of the two friction elements acting at the third and fourth speeds by the control of the solenoid valve operated by the on / off control of the transmission control unit A control switch valve;

The hydraulic pressure supplied from the control switch valve is controlled by the control pressure of the solenoid valve controlling the control switch valve and the hydraulic pressure supplied to the friction elements operating at the forward 1,2,3 speeds. A 4-2 shift valve for forming a flow path to supply the friction element to operate at the;

The hydraulic pressure supplied from the 1-2 shift valve and the hydraulic pressure supplied from the reverse shift stage are selectively controlled at the third speed and the reverse shift stage while being controlled by the third speed line pressure, another pressure supplied from the fourth speed shift stage. A 2-3 / 4-3 shift valve forming a flow path to supply hydraulic pressure to the friction element;

The hydraulic pressure supplied from the second pressure control valve is supplied to the friction element operating at the 1,2,3 speed, and the hydraulic pressure supplied to the friction element is directly discharged at the time of 3 → 4 shifting, and 3 → 4, 3 A 3-4 shift valve which forms a flow path such that the hydraulic pressure supplied to the friction element acting at the third speed and the reverse gear stage is discharged through the manual valve during the second shift;

High-low pressure valve having a flow path for supplying the hydraulic pressure of the third-speed line to the pressure regulating means while being controlled by the hydraulic pressure flowing to the timing control pipe so as to prevent unnecessary increase in the line pressure at the high-speed stages of the third and fourth speeds. Wow;

It provides a hydraulic control system of a vehicle automatic transmission comprising a.

The 1-2 shift valve is a port for receiving a control pressure of the second speed line pressure from the shift control valve; A port for receiving controlled hydraulic pressure from the first pressure control valve of the hydraulic control means; A port receiving reverse pressure from a manual valve at a reverse shift stage; A port for simultaneously supplying the control pressure to a control switch valve and a 2-3 / 4-3 shift valve; A port for supplying the reverse pressure to the friction element acting on the reverse shift stage;

It provides a hydraulic control system of an automatic transmission for a vehicle, characterized in that comprises a.

The control switch valve includes a pair of ports for receiving the control pressure from the first speed pipeline of the manual valve to the right end and supplying it to the 4-2 shift valve; A port for receiving hydraulic pressure from the second speed pipeline of the shift control valve and supplying the hydraulic pressure to the working side chamber side of the friction element acting at the second speed; A port for receiving hydraulic pressure from the third speed pipeline of the shift control valve and supplying the hydraulic pressure to the 4-2 shift valve; And a port for receiving the hydraulic pressure controlled from the first pressure control valve of the hydraulic control means through a 1-2 shift valve and supplying the friction element operated at the 3,4 speed via the 4-2 shift valve. ;

The port receiving the hydraulic pressure from the first speed pipeline provides a hydraulic control system for an automatic transmission for a vehicle, characterized in that configured to be controlled by a solenoid valve controlled to be in an ON state only during each shift.

In the above, the ports of the control switch valve receiving hydraulic pressure from the three-speed pipeline are composed of two left and right sides by being separated from the distal end of the pipeline, and communicate with each other at their middle portions. Provided is a hydraulic control system for an automatic transmission for a vehicle, characterized in that the valve is arranged.

The 4-2 shift valve includes a part of the hydraulic pressure supplied to the friction elements operating at the 1,2,3 speed, and two ports supplied with the control pressure of the control switch valve; A first pressure control valve and four ports supplied with a third speed line pressure through a control switch valve; A port for supplying the control pressure and the third speed line pressure to a friction element selectively operated at the third and fourth speeds; To provide a hydraulic control system of an automatic transmission for a vehicle having a.

The 2-3 / 4-3 shift valve includes a port interlocked with the third speed line; A port in communication with the 1-2 shift valve; Two ports in communication with the 3-4 shift valve; Provided is a hydraulic control system for an automatic transmission for a vehicle having a port in communication with a friction element acting at a three-speed and reverse gear stage.

The 3-4 shift valve includes a port for receiving hydraulic pressure from the fourth speed line and supplying the hydraulic pressure back to the 2-3 / 4-3 shift valve; A port in communication with the second pressure control valve; Two ports in communication with the reverse second control conduit; And a port for supplying the hydraulic pressure supplied from the second pressure control valve to two friction elements acting at the third speed and the reverse shift stages.

In the above, the reverse second control conduit forms a circulation conduit at the distal end thereof and communicates the distal end thereof with the right end of the 3-4 shift valve, and the conduit conduit forms a conduit passing through the one end of the flow conduit. The other end thereof to be in communication with the 2-3 / 4-3 shift valve, and the valve is arranged to close the flow path returned from the position before the branch of the circulation pipe to the reverse second control pipe to reduce the release pressure. It provides a hydraulic control system of an automatic transmission for a vehicle, characterized in that formed to control.

The control switch valve is supplied to the control pressure via the 1-2 shift valve from the first hydraulic control valve by the on operation of the solenoid valve disposed on the timing control pipeline branched at the first speed line pressure, and to the off operation. It provides a hydraulic control system of an automatic transmission for a vehicle, characterized in that by converting to 3, 4 speed line pressure.

The 4-2 shift valve is formed so that a part of the hydraulic pressure supplied to the friction elements operating at 1,2,3 speeds via the 3 -4 shift valve is supplied to the right end to act as a control pressure. To provide a hydraulic control system of an automatic transmission for a vehicle.

The 3-4 shift valve is controlled by the 4-speed line pressure and the hydraulic speed control of the automatic transmission for a vehicle, characterized in that it is configured to supply the 4-speed line pressure to the right end of the 2-3 / 4-3 shift valve. Provide a system.

1 is a view showing a hydraulic flow state of the neutral (N) range in the hydraulic control system according to the present invention.

Figure 2 is a view showing the hydraulic flow state of the reverse (R) range in the hydraulic control system according to the present invention.

3 is a view showing a hydraulic flow state in the running (D) range 1 speed in the hydraulic control system according to the present invention.

4 is a view showing a hydraulic flow state at the time of driving (D) range 1 → 2 upshift in the hydraulic control system according to the present invention.

5 is a view showing a hydraulic flow state in the running (D) range 2 speed in the hydraulic control system according to the present invention.

Fig. 6 is a diagram showing a hydraulic flow state at the time of driving (D) range 2 → 3 upshift in the hydraulic control system according to the present invention.

7 is a view showing a hydraulic flow state in the driving (D) range 3 speed in the hydraulic control system according to the present invention.

8 is a view showing a hydraulic flow state at the time of driving (D) range 3 → 4 upshift in the hydraulic control system according to the present invention.

9 is a view showing a hydraulic flow state in the driving (D) range 4 speed in the hydraulic control system according to the present invention.

10 is a view showing a hydraulic flow state at the time of driving (D) range 4 → 3 downshift in the hydraulic control system according to the present invention.

11 is a view showing a hydraulic flow state at the time of driving (D) range 3 → 2 downshift in the hydraulic control system according to the present invention.

12 is a view showing a hydraulic flow state at the time of driving (D) range 2 → 1 downshift in the hydraulic control system according to the present invention.

13 is a view showing a hydraulic flow state when the travel (D) range 4 → 2 skip shift is made in the hydraulic control system according to the present invention.

1 is a view showing the hydraulic flow in the neutral range in the hydraulic control system according to the present invention, a torque converter (2) for receiving torque from the engine to convert the torque to the transmission side, and the torque converter and the shift stage control It includes an oil pump (4) for generating and dispensing the oil required for lubrication.

In the pipeline 6 through which the hydraulic pressure generated from the oil pump 4 flows, a pressure regulating valve 8 for making the oil flowing along the pipeline to a constant pressure, and a torque for constantly adjusting the pressure of the torque converter and the lubricating oil. The 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 pressure reduced in the reducing valve 14 is supplied to the first pressure control valve 18 and the second pressure control valve 20 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 18 and 20 is a flow path that can use the control pressure of the NR control valve 22 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 controlled on / off by the transmission control unit to the pipeline 24 through which hydraulic pressure flows when the manual valve 16 is in the travel D range. The shift control valve 26 which switches a flow path by the function 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 26 is connected to the second speed pipeline 28, the third speed pipeline 30, and the fourth speed pipeline 32 to control the hydraulic pressure by the shift valves of the hydraulic distribution means for controlling the respective shift stages. It is configured to supply.

In addition, a first speed pipe 33 is branched on the pipe 24 so that the line pressure can be supplied to the first and second pressure control valves 18 and 20, and the first and second pressure control valves 18 are provided. 20 is configured to switch the flow path by the third and fourth solenoid valves S3 and S4 so that the first pressure control valve 18 can supply control pressure to the friction element during shift control. The second pressure control valve is formed with a flow path to supply the drive pressure to the first friction element (C1) acting as the input element of the first speed.

The second speed pipeline 28 of the shift control valve 26 is supplied to the left end port of the 1-2 shift valve 34 so that the valve can be controlled and via the control switch valve 36. It is in communication with the operating side chamber h1 of the second friction element C2.

In addition, the three-speed pipe line 30 is configured to be supplied to the left end port of the 2-3 / 4-3 shift valve 38 to control the valve, and to lower the line pressure in the high speed stage to drive the oil pump. It is connected to the high-low pressure valve 40 which minimizes the loss and is configured to supply hydraulic pressure to the third friction element C3 via the control shift valve 36 and the 4-2 shift valve 42.

And the four-speed pipeline 32 is configured to communicate with the left end port of the 3-4 shift valve 44 to control its valve.

In addition, the first speed conduit 33 is connected to the timing control conduit 46 and a flow path capable of supplying the drive pressure flowing along the first speed conduit to the control switch valve 36 and the 4-2 shift valve 42. Consists of.

And a fifth friction in which the hydraulic pressure supplied to the reverse first control conduit 48 when the manual valve 16 is in the reverse R range acts as a reaction element at the reverse shift stage via the 1-2 shift valve 38. The hydraulic pressure supplied to the urea C5 and the hydraulic pressure supplied to the reversing second conduit 50 is simultaneously transferred to the fourth through the 3-4 shift valve 44 and the 2-3 / 4-3 shift valve 38. It is configured to supply hydraulic pressure to the friction element (C4).

In the above, a part of the hydraulic pressure supplied to the fourth friction element C4 can be simultaneously supplied to the release side chamber h2 of the second friction element C2.

In the valves forming the hydraulic distribution means as described above, the 1-2 shift valve 34 is controlled by the second speed pressure of the shift control valve 26 while the control pressure controlled by the first pressure control valve 18 is controlled. The hydraulic pressure is supplied to the second friction element C2 acting as the reaction force element of the second speed via the control switch valve 36, and the second friction element (2-3) via the 2-3 / 4-3 shift valve 38 A flow path capable of supplying hydraulic pressure to the release side chamber h2 and the fourth friction element C4 of C2) is configured.

In addition, a flow path that can supply hydraulic pressure via the first control pipe passage 48 to the fifth friction element C5 at the time of backward movement is constituted.

Accordingly, the 1-2 shift valve 34 includes a port for receiving control pressure from the shift control valve 26 at the forward 2, 3, and 4 speed shift stages; A port for receiving controlled hydraulic pressure from the first pressure control valve 18 of the hydraulic control means; A port for receiving reverse pressure from the manual valve 16 at the reverse shift stage; A port for simultaneously supplying the control pressure to the control switch valve (36) and the 2-3 / 4-3 shift valve (38); And a port for supplying the reverse pressure to the fifth friction element C5.

In addition, the control switch valve 36 is a hydraulic supply timing and second and fourth speeds supplied to the friction element C3 acting as an input element of the third and fourth speeds together with the 4-2 shift valve 42. Has a means to adjust the control timing of the friction element (C2) acting as a reaction force element in the.

Such means are supplied to the second friction element C2 and the third friction element C3 while the control switch valve 36 is controlled by the fifth solenoid valve S5 controlled on / off by the transmission control unit. It becomes possible by being able to switch control pressure and drive pressure.

Accordingly, the control switch valve 36 has a port capable of receiving the control pressure from the first speed pipeline 28 of the manual valve 16 to the right end and supplying it to the 4-2 shift valve 42 again; A port for receiving hydraulic pressure from the second speed pipeline 28 of the shift control valve 26 and supplying the hydraulic pressure to the operating side chamber side h1 of the second friction element C2; A port for receiving hydraulic pressure from the third speed pipeline 30 of the shift control valve 26 and supplying the hydraulic pressure to the third friction element C3 through the 4-2 shift valve 42; The hydraulic pressure controlled from the first pressure control valve 20 of the hydraulic control means is supplied through the 1-2 shift valve 34 to the third friction element C3 via the 4-2 shift valve 42. It includes a port for supplying, the port receiving the hydraulic pressure from the first speed pipeline 33 has a configuration that can be controlled by the fifth solenoid valve (S5) that is controlled in the ON state only during each shift.

And in the above, the port receiving hydraulic pressure from the three-speed pipeline 30 is composed of two left and right by being separated from the distal end of the pipeline is communicated with each other in the middle thereof, the one side pipeline to close the flow path when supplying the hydraulic pressure to its valve 첵 The valve 52 is formed.

This is for the release delay when the hydraulic pressure of the third friction element C3 is released.

In addition, the 4-2 shift valve 42 is controlled by the control pressure of the fifth solenoid valve S5 and the hydraulic pressure supplied to the first friction element C1, and is supplied from the control switch valve 36. The pressure and drive pressure are selectively supplied to a third friction element C3 operating at third and fourth speeds.

To this end, the 4-2 shift valve 42 includes a port through which a part of the hydraulic pressure supplied to the first friction element C1 is supplied to the right end; A port communicating with the control switch valve 36 to receive a control pressure; A port for receiving control pressure from the control switch valve 36; A port receiving drive pressure from the third speed line 30; And a port for selectively supplying the control pressure and the drive pressure to the third friction element C3.

And the 2-3 / 4-3 shift valve 38 is controlled by the third speed pressure supplied to the left end at the 3 and 4 speed shift stages, and the pressure supplied from the 3-4 shift valve 44 at the 4 speed shift stage. The hydraulic pressure supplied from the 1-2 shift valve 34 and the hydraulic pressure supplied from the 3-4 shift valve 44 at the reverse shift stage may be selectively selected from the release side chamber h2 and the second friction element C2. It performs the function of supplying to the five friction elements (C4).

Accordingly, its 2-3 / 4-3 shift valve 38 has a port in communication with the third speed line 30; A port in communication with the 1-2 shift valve 34; Two ports in communication with the 3-4 shift valve 44; And a port communicating with the release side chamber h2 and the fifth friction element C4 of the second friction element C2.

In addition, the 3-4 shift valve 44 may allow the hydraulic pressure supplied from the second pressure control valve 20 to be supplied to the first friction element C1 at speeds 1, 2, and 3 as well as at the time of 3 → 4 shift. The hydraulic pressure supplied to the first friction element C1 is discharged directly, and the hydraulic pressure supplied to the release side chamber and the fourth friction element C4 of the second friction element C2 is shifted at 3 → 4 and 3 → 2 shifts. A function of discharging through the manual valve 16 via the 2-3 / 4-3 shift valve 38 and the reverse second control conduit 50 is performed.

Accordingly, a port for receiving hydraulic pressure from the fourth speed line 32 and supplying the hydraulic pressure to the 2-3 / 4-3 shift valve 38 again; A port in communication with the second pressure control valve 20; Two ports communicating with the reverse second control conduit 50; And a port for supplying hydraulic pressure supplied from the second pressure control valve to the second and fifth friction elements.

Forming two ports in communication with the second reverse control conduit 50 in the above is to form a circulation conduit 54 in the distal end of the second reverse control conduit 50, the distal end of the reverse control conduit 50 Is communicated with the right end of the 3-4 shift valve 44, the circulation conduit 54 forms a flow passage penetrating the one end of the flow passage to the 3-4 shift valve 44, and the other end thereof 2-3 It is because it was made to communicate with the / 4-3 shift valve 38.

That is, because the distal end of the reverse second control conduit 50 and one end of the conduit communicated with the circulation conduit 54 are communicated with the 3-4 shift valve 44. The check valve 56 which closes the flow path returned to the 2nd control pipe line 50 side was arrange | positioned so that release pressure could be controlled.

And the high-low pressure valve 40 for controlling the supply line pressure to the hydraulic pressure from the third speed line 30 in the high speed stage of the third and fourth speed is controlled by the hydraulic pressure flowing into the timing control line 46 while the third speed line ( The hydraulic pressure of 30) is supplied to the pressure regulating valve 8 at speeds 3 and 4 so as to prevent power loss from being generated due to unnecessary line pressure increase.

At this time, the high-low pressure valve 40 is controlled at the time of the off-control of the fifth solenoid valve S5, so that the line pressure can be lowered. As a result, the line pressure control can be effectively performed.

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 of the present invention as described above, as shown in FIG. 1, in the neutral (N) range, the hydraulic pressure discharged from the oil pump 4 is regulated to a constant hydraulic pressure by the pressure control valve 8 while reducing the reducing valve. After the pressure is reduced through 14, the damper clutch control valve 12 and the first and second pressure control valves 18 and 20 are respectively supplied.

At this time, the third and fourth solenoid valves S3 and S4, which are duty controlled by the transmission control unit, are controlled to be in an off state to move the spools of these pressure control valves to the right as shown in the drawing.

In this state, when the selector lever is selected as the reverse (R) range, as shown in FIG. 2, a part of the hydraulic pressure supplied to the manual valve 16 is controlled by the duty control of the third solenoid valve S3. The fifth friction element which is supplied to the 1-2 shift valve 34 through the reverse first control conduit 48 while passing through the valve 22 and moves the valve spool of the valve to the right to act as a reaction force element in the reverse direction ( C5).

In addition, some of the hydraulic pressure is directly controlled by the manual valve 16, and is reversed through the reverse second control conduit 50, the 3-4 shift valve 44, and the 2-3 / 4-3 shift valve 38. The reverse control is completed while being supplied to the fourth friction element C4 acting as a time input element.

When the selector lever is selected as the driving range D in the state of neutral N, a part of the hydraulic pressure supplied to the manual valve 16 is shifted to the shift control valve 26 and the first and second as shown in FIG. It is supplied to the pressure control valves 18 and 20.

At this time, the first and second solenoid valves S1 and S2 of the shift control means are all controlled in the on state, and thus maintain the port conversion of the shift control valve in the initial state.

The hydraulic pressure supplied to the first and second pressure control valves 18 and 20 of the pressure control means is configured to block the hydraulic pressure supplied from the first speed pipeline 33 while the third solenoid valve S3 is controlled to be in an on state. Therefore, this hydraulic pressure is supplied to the first friction element C1 acting as an input element at the first forward speed via the 3-4 shift valve 44 through the second pressure control valve 20 to complete the first speed control. do.

When the opening rate of the throttle valve is increased while the vehicle speed is increased in such a first speed control state, as shown in FIG. 4, the transmission control unit controls the first solenoid valve S1 that has been controlled in an on state to be in an off state. The hydraulic pressure supplied to the shift control valve 26 is supplied to the second speed pipeline 28.

The hydraulic pressure supplied from the first speed pipeline 33 is controlled by the first pressure control valve 18 while the third solenoid valve S3 is duty-controlled in the OFF state so that the control pressure is controlled by the 1-2 shift valve 34. And via the control switch valve 36 is supplied to the operating side chamber h1 of the second friction element C2.

At this time, a part of the hydraulic pressure passing through the 1-2 shift valve 34 is supplied to the 2-3 / 4-3 shift valve 38 to wait there, and the pipeline L1 branched from the second speed pipeline 30 is used. In the control switch valve 36 to stand by.

In this state, as shown in FIG. 5, when the third solenoid valve S3 is controlled to be off, the valve spool of the control switch valve 36 moves to the left side to the operating side chamber h1 of the second friction element C2. The second speed control is completed as the supplied pressure is converted from the control pressure to the second speed line 28 pressure.

When the opening degree of the throttle valve increases as the vehicle speed further increases in the two-speed control state as described above, as shown in FIG. 5, the first and second solenoid valves S1 and S2 of the shift control means are turned off. do.

Under such control, hydraulic pressure flows into the second-speed pipeline 28 and the third-speed pipeline 30. At this time, the hydraulic pressure of the third-speed pipeline 30 is the left port of the 2-3 / 4-3 shift valve 38. As it flows into the valve spool is moved to the right side as seen in the drawing.

Due to this action, the hydraulic pressure, which has been waited at the 2-3 / 4-3 shift valve 38 during the second speed control, is supplied to the release side chamber h2 of the second friction element C2, and this second friction element C2 is applied. At the same time to stop the operation of the supply of the control pressure to the fourth friction element (C4).

At the same time, the release side chamber h2 of the second friction element C2 is supplied with a control pressure via the control switch valve 36 by the off control of the fifth solenoid valve S5, as well as the second and third speed drives. A portion of the pressures 28 and 30 will stand by in the control switch valve 36.

A part of the hydraulic pressure flowing to the timing control channel 46 acts on the high-low pressure valve 40 to move the valve spool to the left in the drawing so that a part of the third speed line 30 pressure is applied to the pressure control valve 8. To adjust the line pressure.

In this state, as shown in FIG. 7, when the fifth solenoid valve S5 that is being controlled to be on is controlled on, the valve side spool of the control switch valve 36 moves to the left while the operating side chamber of the second friction element C2 is moved. At the same time as the pressure supplied to (h1) is converted from the control pressure to the second speed line 28 pressure, the third speed line 30 is supplied to the third friction element C3, and the third speed control is completed.

Part of the hydraulic pressure supplied to the third friction element (C3) during the three-speed control is supplied to the high-low pressure valve 40 to control the pressure control valve (8) to adjust the line pressure, wherein 2 ¡Æ during three shifts, the valve spool of the high-low pressure valve 40 moves to the left, and when the three-speed shift is completed, the valve spool moves to the right by the ON control of the fifth solenoid valve S5, Close the hydraulic pressure supplied to) to maintain the regulated line pressure at the third speed.

And the line pressure control as described above is to substantially lower the line pressure, which is to reduce the driving loss of the oil pump to obtain the effect of improving the fuel efficiency in the high-speed stage, in the case of adjusting the line pressure in this way As described above, it is possible to independently control the line pressure instead of adjusting the damper clutch.

In addition, since the operation of the third friction element (C3) is controlled by the fifth solenoid valve (S5) at the time of completion of the shift when shifting from the second to the third speed as described above, it is temporarily neutral in the process of shifting while driving. This can be prevented.

When the vehicle speed further increases and the opening ratio of the throttle valve increases in the three-speed control state as described above, the transmission control unit simultaneously controls the first solenoid valve S1 as shown in FIG. The fifth solenoid valve S5 is controlled to be in an off state so that hydraulic pressure flows to all of the second, third and fourth speed pipelines 28, 30 and 32, and the third solenoid valve S3 is duty controlled. .

Then, the hydraulic pressure supplied to the operating side chamber h1 of the second friction element C2 is changed to the control pressure by the operation of the control switch valve 36, and shifts 3-4 by the supply of the fourth speed line 32 pressure. As the valve spool of the valve 44 moves to the right in the drawing, the valve spool of the 2-3 / 4-3 shift valve 38 moves to the left in the drawing.

In the above, the valve spool of the 2-3 / 4-3 shift valve 38 may move to the left side even though the third speed line pressure 30 acts on the left side. This is because it acts on the right side of the 2-3 / 4-3 shift valve 38 via 44).

According to the operation of the 2-3 / 4-3 shift valve 38 and the 3-4 shift valve 44 as described above, the hydraulic pressure supplied to the first friction element C1 at the third speed is the 3-4 shift valve 44. Discharged quickly through the discharge port (Ex).

And the hydraulic pressure supplied to the release side chamber h2 of the fourth friction element C4 and the second friction element C2 is a 2-3 / 4-3 shift valve 38, a 3-4 shift valve 44, It is discharged through the manual valve 16 via the reverse second control conduit 50, and the release pressure thereof is released while being controlled by the check valve 56 disposed in the reverse second control conduit 50. .

After the control is performed as described above, as shown in FIG. 9, while the fifth solenoid valve S5 is controlled to be in an on state, the valve spool of the control switch valve 36 is moved to the left in the drawing to form the second friction element C2. The normal drive pressure is supplied to the actuating side chamber h1 and the third friction element C3, thereby completing the four speed control.

When the downshift is performed according to the driving conditions of the vehicle while driving, the first solenoid valve S1 controlled on the fourth speed as shown in FIG. 10 when the downshift is performed from the fourth speed to the third speed is first performed. Hydraulic pressure, which was supplied to the fourth speed line 32 while the control valve is off, is discharged through the shift control valve 26, so that the valve spool of the 3-4 shift valve 44 is shifted to the left to be 2-3 / 4. The hydraulic pressure supplied to the -3 shift valve 38 is discharged through the discharge port Ex of the 3-4 shift valve 44.

In addition, a part of the hydraulic pressure controlled by the first pressure control valve 18 by the duty control of the third and fourth solenoid valves S3 and S4 so as to pass through the 1-2 shift valve 34 may be a fifth solenoid valve ( According to the off control of S5), it is supplied to the operating side chamber h1 of the second friction element C2 via the control switch valve 36, and the remaining part is supplied through the 2-3 / 4-3 shift valve 38. It is supplied to the release side chamber h2 of the 4th friction element C4 and the 2nd friction element C2.

At the same time, the hydraulic pressure controlled by the second pressure control valve 20 is supplied with a control pressure to the first friction element C1 via the 3-4 shift valve 44, at which time, the release of the second friction element is released. 4 → 3 downshift is performed while being supplied to the side chamber h1 and the fifth friction element C5.

At this time, the operation of the first friction element (C1) is free after 4 → 3 shift, it is possible to improve the shift shock as well as to prevent the occurrence of temporary neutrality.

FIG. 11 is a view for explaining a 3 → 2 downshift process. In this case, the second solenoid valve S2 that is controlled off at the third speed is turned on so that the hydraulic pressure supplied to the third friction element C3 is reduced. It is quickly discharged through the speed line 30 and the shift control valve 26.

The hydraulic pressure supplied from the third solenoid valve S3 to the operating side chamber h1 of the second friction element C2 by the duty control is changed to the control pressure by the operation of the control switch valve 36. The release side chamber h1 of the friction element C2 and the release pressure of the fourth friction element C4 are subjected to back pressure control by the control pressure 2-3 / 4-3 shift valve 38, 3-4 shift The valve 44 is discharged through the manual valve 16 via the reverse second control pipe 50, and the 3 → 2 shift is performed.

FIG. 12 shows the hydraulic flow state during 2 → 1 downshift, in which the second solenoid valve S2 is controlled in the on state while the first solenoid valve S1 is kept in the off state. The fifth solenoid valve S5 is maintained in the off state during the shift.

Accordingly, the hydraulic pressure supplied to the second speed pipeline 28 is rapidly discharged through the discharge port Ex of the shift control valve 26, and the hydraulic pressure supplied to the operating side chamber h1 of the second friction element C2 is supplied. Is released through the control switch valve 36 and the 1-2 shift valve 34 by the off control of the third solenoid valve S3, and 2 → 1 shift is made.

As described above, the hydraulic control system of the present invention is capable of performing a kick-down skip shift from the fourth speed to the second speed, wherein a control command from the fourth speed to the second speed is issued from the transmission control unit, as shown in FIG. 13. The first solenoid valve S1 is controlled from the on state to the off state, the second solenoid valve S2 is controlled from the off state to the on state, and the fifth solenoid valve S5 is shifted from the on state to the off state. To control.

Then, the duty control of the third solenoid valve (S3) and the fourth solenoid valve (S4) to release the operating pressure of the third friction element (C3), respectively, supplying the operating pressure to the first friction element (C1) to 2 speed Shift control is completed.

In this way, the shift is performed by releasing the operation of the third friction element C3 and controlling the operation of the first friction element C1 at the time of 4 → 2 skip shifting. By using the clutch-clutch control method, the shifting feeling is improved. You will be able to.

As described above, the hydraulic control system according to the present invention, as well as quickly release the pressure of the first, third friction element which is released during the shift of 3 → 4, 3 → 2 as well as the operating pressure of the second friction element As a result, the release pressure of the second friction element and the release pressure of the fifth friction element can be controlled to back pressure, thereby minimizing shift shock and at the same time preventing the state from being temporarily neutral during driving.

In addition, 4 → 2 skip shifting is possible, so the response is very good, and the shifting can be improved by the clutch-clutch control method as the electronic control, thereby improving the shifting feeling.

In particular, when the line pressure is changed at the forward 3 and 4 speeds, independent control can be made separately from the damper clutch.

Claims (11)

Pressure regulating means for regulating the hydraulic pressure generated from the oil pump; Manual and automatic control means for forming a shift mode; Hydraulic control means for adjusting the shifting feeling and responsiveness to form a smooth shifting mode during shifting; Damper clutch control means for operating a damper clutch of the torque converter; Hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to each friction element acting as an input and reaction force element at each shift stage; The hydraulic distribution means is controlled by the second-speed line pressure of the shift control valve while supplying a part of the control pressure controlled by the first pressure control valve to the friction element acting at the second speed through any one of the valves. And a 1-2 shift valve constituting a flow path that can be supplied to the friction element acting on the subsequent shift stage. Forming a flow path having a function for supplying or releasing the operating pressure of the two friction elements acting at the third and fourth speeds by the control of the solenoid valve operated by the on / off control of the transmission control unit A control switch valve; The hydraulic pressure supplied from the control switch valve is controlled by the control pressure of the solenoid valve controlling the control switch valve and the hydraulic pressure supplied to the friction elements operating at the forward 1,2,3 speeds. A 4-2 shift valve for forming a flow path to supply the friction element to operate at the; The hydraulic pressure supplied from the 1-2 shift valve and the hydraulic pressure supplied from the reverse shift stage are selectively controlled at the third speed and the reverse shift stage while being controlled by the third speed line pressure, another pressure supplied from the fourth speed shift stage. A 2-3 / 4-3 shift valve forming a flow path to supply hydraulic pressure to the friction element; The hydraulic pressure supplied from the second pressure control valve is supplied to the friction element operating at the 1,2,3 speed, and the hydraulic pressure supplied to the friction element is directly discharged at the time of 3 → 4 shifting, and 3 → 4, 3 A 3-4 shift valve which forms a flow path such that the hydraulic pressure supplied to the friction element acting at the third speed and the reverse gear stage is discharged through the manual valve during the second shift; High-low pressure valve having a flow path for supplying the hydraulic pressure of the third-speed line to the pressure regulating means while being controlled by the hydraulic pressure flowing to the timing control pipe so as to prevent unnecessary increase in the line pressure at the high-speed stages of the third and fourth speeds. Wow; Hydraulic control system of a vehicle automatic transmission comprising a. The system of claim 1, wherein the 1-2 shift valve comprises: a port for receiving a control pressure at a second speed line pressure from the shift control valve; A port for receiving controlled hydraulic pressure from the first pressure control valve of the hydraulic control means; A port receiving reverse pressure from a manual valve at a reverse shift stage; A port for simultaneously supplying the control pressure to a control switch valve and a 2-3 / 4-3 shift valve; A port for supplying the reverse pressure to the friction element acting on the reverse shift stage; Hydraulic control system of a vehicle automatic transmission, characterized in that comprises a. The control switch valve of claim 1, further comprising: a pair of ports configured to receive the control pressure from the first speed pipeline of the manual valve to the right end and to supply the same to the 4-2 shift valve; A port for receiving hydraulic pressure from the second speed pipeline of the shift control valve and supplying the hydraulic pressure to the working side chamber side of the friction element acting at the second speed; A port for receiving hydraulic pressure from the third speed pipeline of the shift control valve and supplying the hydraulic pressure to the 4-2 shift valve; And a port for receiving the hydraulic pressure controlled from the first pressure control valve of the hydraulic control means through a 1-2 shift valve and supplying the friction element operated at the 3,4 speed via the 4-2 shift valve. ; The port receiving the hydraulic pressure from the first speed pipeline is configured to be controlled by a solenoid valve controlled to be in the ON state only during each shifting, the hydraulic control system of an automatic transmission for a vehicle. The method according to claim 1 or 3, wherein the port of the control switch valve which is supplied with hydraulic pressure from the three-speed pipeline consists of two left and right by being separated from the distal end of the pipeline to communicate with each other in the middle portion thereof, A hydraulic control system for an automatic transmission for a vehicle, characterized in that a check valve for closing the flow path is arranged. The method of claim 1, wherein the 4-2 shift valve comprises: a part of the hydraulic pressure supplied to the friction elements operating at the 1,2,3 speed, and two ports to which the control pressure of the control switch valve is supplied; A first pressure control valve and four ports supplied with a third speed line pressure through a control switch valve; A port for supplying the control pressure and the third speed line pressure to a friction element selectively operated at the third and fourth speeds; Hydraulic control system of an automatic transmission for a vehicle having a. The valve according to claim 1, wherein the 2-3 / 4-3 shift valve includes: a port interlocked with the third speed line; A port in communication with the 1-2 shift valve; Two ports in communication with the 3-4 shift valve; Hydraulic control system of an automatic transmission for a vehicle having a port in communication with a friction element acting in a three-speed and reverse shift stage. The valve of claim 1, further comprising: a port for receiving hydraulic pressure from the fourth speed line and supplying the hydraulic pressure back to the 2-3 / 4-3 shift valve; A port in communication with the second pressure control valve; Two ports in communication with the reverse second control conduit; And a port for supplying the hydraulic pressure supplied from the second pressure control valve to two friction elements acting at the third speed and the reverse gear stages. The method of claim 7, wherein the reverse second control conduit forms a circulation conduit at its distal end and communicates the distal end thereof with the right end of the 3-4 shift valve, and the conduit conduit forms a conduit therethrough so that one end of the flow conduit 3- A four-valve valve, the other end thereof in communication with a 2-3 / 4-3 shift valve, and a check valve for closing the flow path returned to the reverse second control line from the position before the branch of the circulation line, A hydraulic control system for an automatic transmission for a vehicle, characterized in that formed to control the release pressure. The control switch valve according to claim 1, wherein the control switch valve supplies a control pressure via the 1-2 shift valve from the first hydraulic control valve by the on operation of the solenoid valve disposed on the timing control pipeline branched at the first speed line pressure, A hydraulic control system for an automatic transmission for a vehicle, characterized in that to be converted to 3, 4 speed line pressure by the off operation. The method of claim 1, wherein the 4-2 shift valve is formed so that a part of the hydraulic pressure supplied to the friction elements operating in the 1,2,3 speed via the 3-4 shift valve is supplied to the right end to act the control pressure. Hydraulic control system of an automatic transmission for a vehicle, characterized in that. The automatic transmission for a vehicle according to claim 1, wherein the 3-4 shift valve is configured to supply the fourth speed line pressure to the right end of the 2-3 / 4-3 shift valve while being controlled by the fourth speed line pressure. Hydraulic control system.