KR19980036510A - Hydraulic control system for automatic transmission and its control method - Google Patents

Abstract

In the hydraulic control system of the four-speed automatic transmission, the line pressure control adjusts the hydraulic pressure supplied from the hydraulic generating means to the line pressure in order to convert hydraulic logic into electronic logic to improve shift response, shift feeling, and durability of friction elements. Means, a damper clutch control means for supplying or discharging the hydraulic pressure supplied from said line pressure control means to each lubrication part and a torque converter, a reducing pressure control means for reducing the hydraulic pressure supplied from said line pressure control means to a reducing pressure, said line Range control means for supplying hydraulic pressure to the flow path corresponding to each range selection by linking the hydraulic pressure supplied from the pressure control means to the operation of the shift lever, the hydraulic pressure supplied from the range control means to the control of the transmission control unit (TCU) According to each gearshift Shift control means for supplying at each corresponding shift pressure and changing the flow path of the hydraulic pressure supplied to a specific friction element, and controlling the hydraulic pressure supplied from the range control means to the friction element operating pressure under the control of the transmission control unit (TCU). A hydraulic pressure distribution means for forming a flow path by the hydraulic pressure control means, the hydraulic pressure supplied from the shift control means and the shift control means, and distributing the hydraulic pressure supplied from the shift control means and the hydraulic control means to the selected friction elements through the flow path thus formed. Hydraulic control system for automatic transmission

Description

Hydraulic control system for automatic transmission and its control method

The present invention relates to a hydraulic control system for a four-speed automatic transmission, and more particularly, to a hydraulic control system for an automatic transmission and a method of controlling the hydraulic pressure supplied to each friction element by using a solenoid to improve shift response and shifting feeling. It is about.

In general, the automatic transmission for a vehicle is configured to convert the external power of the engine into a torque converter and convert the converted rotational power according to the engine speed and the driving state of the vehicle in a multi-speed gear mechanism composed of a planetary gear device. have.

In order to convert the rotational power in the planetary gear unit as described above, the automatic transmission is fixedly fixed to the transmission housing so that it can be operated as a reaction force element through a brake means, which is a friction element, to a specific element of the planetary gear unit, And a hydraulic control system for controlling the friction elements so as to be variably connected to the input shaft so as to operate as an input element via another friction element, the clutch means.

The hydraulic control system for an automatic transmission is a line pressure corresponding to the driving state of the vehicle by applying the hydraulic pressure generated by the mutual drive of the drive gear mounted on the oil pump drive hub driven together with the pump impeller of the torque converter and the driven gear engaged thereto. It is configured to supply the lubrication portion of the planetary gear device, the damper clutch mounted to the torque converter, and each friction element for controlling each planetary gear device.

However, the hydraulic control system for the automatic transmission as described above forms a flow path by controlling the spool valve using hydraulic logic, and supplies hydraulic pressure to the flow path thus formed to realize automatic shifting by activating and releasing selected friction elements. To deteriorate, there is a disadvantage in reducing the durability of the friction element due to deterioration of the shift feeling.

Therefore, the present invention has been invented to solve the above problems, an object of the present invention is to convert the hydraulic logic into electronic logic, the hydraulic control system for an automatic transmission that improves the shift response and shift feeling and durability of the friction element and its To provide a control method.

In order to realize this, the hydraulic control system for an automatic transmission according to the present invention includes a line pressure control means for adjusting the oil pressure supplied from the oil pressure generating means to line pressure, and the oil pressure supplied from the line pressure control means to each lubrication part and a torque converter. A damper clutch control means for supplying or discharging, a reducing pressure control means for reducing the hydraulic pressure supplied from the line pressure control means to a reducing pressure, and the hydraulic pressure supplied from the line pressure control means in conjunction with the operation of the shift lever. Range control means for supplying the hydraulic pressure to the corresponding flow path, the hydraulic pressure supplied from the range control means is supplied to each of the transmission pressure corresponding to each shift stage under the control of the transmission control unit (TCU) and supplied to a specific friction element Shift control to change hydraulic flow path The hydraulic flow control means for controlling the hydraulic pressure supplied from the roll means and the range control means to the friction element operating pressure according to the control of the transmission control unit (TCU), and the hydraulic pressure and the shift control means supplied from the shift control means. And hydraulic distribution means for distributing the hydraulic pressure supplied from the shift control means and the hydraulic control means through the thus formed flow path to the selected friction element.

In addition, the control method of the hydraulic control system for an automatic transmission according to the present invention to control the solenoid valve of the shift control means on / off to operate the hydraulic distribution means by the hydraulic pressure supplied from the range control means to form a flow path, the hydraulic control means The solenoid valve of the controller controls the hydraulic pressure supplied from the range control means by duty and on / off control, and supplies / discharges the controlled hydraulic pressure to the flow path formed by the hydraulic distribution means to activate / release the selected friction element.

The hydraulic control system for an automatic transmission configured as described above controls the hydraulic distribution means according to the solenoid valve control of the shift control means to form a flow path, and the hydraulic pressure is formed by the hydraulic distribution means according to the control of the solenoid valve of the hydraulic control means. Supply to the flow path to activate / release the friction element to enable automatic shifting.

BEST MODE Hereinafter, preferred configurations and operations of the present invention will be described in detail with reference to the accompanying drawings.

1 is a hydraulic circuit diagram formed in the 1-2 shift process of the hydraulic control system for automatic transmission according to the present invention.

Figure 2 is a hydraulic circuit diagram formed in the 2-3 shift process of the hydraulic control system for automatic transmission according to the present invention.

Figure 3 is a hydraulic circuit diagram formed in the 3-4 shift process of the hydraulic control system for automatic transmission according to the present invention.

Figure 4 is a hydraulic circuit diagram formed in the 4-3 shift process of the hydraulic control system for automatic transmission according to the present invention.

5 is a hydraulic circuit diagram formed in the 3-2 shift process of the hydraulic control system for automatic transmission according to the present invention.

Figure 6 is a hydraulic circuit diagram formed in the 2-1 shift process of the hydraulic control system for automatic transmission according to the present invention.

Figure 7 is a hydraulic circuit diagram formed in the 4-2 shift process of the hydraulic control system for automatic transmission according to the present invention.

1 is a hydraulic circuit diagram formed in a 1-2 shifting process of the hydraulic control system for an automatic transmission according to the present invention, wherein the selected friction element is operated / supplied while supplying / discharging the hydraulic pressure generated by the hydraulic generating means to each friction element. It is configured to realize the automatic transmission by releasing.

That is, the oil pump 3 mounted on the pump dry hub of the torque converter 1 continuously generates hydraulic pressure at the same time as the engine is driven, so that the oil pump 3 can be supplied to the regulator valve 5 which is a line pressure control means. Is connected.

The regulator valve 5 is a torque converter control valve of a damper clutch control means installed to control the hydraulic pressure supplied to the line pressure line 7 to the lubrication portion of the transaxle and the damper clutch built in the torque converter 1. (9), damper clutch control valve (11) and torque converter (1) for connection to conduits (13, 15, 17, 19, 21).

Meanwhile, the reducing valve 23 of the reducing pressure control means connected with the line pressure line 7 and supplied with the line pressure regulated by the regulator valve 5 transmits the damper clutch control valve 11 to the transmission control unit (TCU). The damper clutch control solenoid valve 25 to control in accordance with the control signal of the connected to the conduit 27 to supply the reducing pressure.

The line pressure line 7 is connected to supply the hydraulic pressure to the torque converter 1 through the damper clutch control valve 11 forming a flow path under the control of the damper clutch control solenoid valve 25.

In addition, the line pressure line 7 is connected to the manual valve 29 of the range control means for forming a flow path corresponding to each range in conjunction with the operation of the shift lever, the manual valve 29 is a parking (P), It is comprised so that reverse (R), neutral (N), and running (D, 2, L) ranges can be selected.

The manual valve 29 is connected to the conduits 31 and 33 so as to supply hydraulic pressure to the regulator valve 5 when selecting the forward and backward directions so that the line pressure can be appropriately adjusted in each range.

The manual valve 29 is connected to the shift valve 35 of the shift control means and the conduit 37 so that the hydraulic pressure can be supplied / discharged by the shift control means and the hydraulic control means, and the first and second pressures of the hydraulic control means. It is connected to the control valves 39 and 41 by the conduit 43, and is connected by the NR control valve 45 and the conduit 47.

The shift control valve 35 is controlled by the first and second shift control solenoid valves 47 and 49 which operate according to the on / off control of the transmission control unit (TCU). It consists of a structure that can be supplied or discharged to the four-speed pipeline (51, 53, 55).

A third shift control solenoid valve 59 that is turned on and off by a transmission control unit (TCU) is installed in the pipeline 57 branched from the second speed pipeline 51.

Meanwhile, the first and second hydraulic control valves 39 and 41 and the NR control valve 45 are supplied with the reducing pressure reduced by the reducing valve 23 and are controlled by the first and second pressure control solenoid valves 61 and 63. It is connected to the conduit 65 so that it can be controlled.

The shift control valve 35 and the third shift control solenoid valve so that the hydraulic pressures controlled by the first and second input control valves 39 and 41 and the NR control valve 45 can supply / discharge the hydraulic pressure to the selected friction element. Hydraulic distribution means for forming a flow path by 69 is provided between the hydraulic control means and the friction element.

The hydraulic distribution means comprises a plurality of spool valves capable of changing the flow path.

Among them, the 1-2 shift valve 67 is connected to the second speed pipeline 51 and controlled by the second speed pressure to supply the hydraulic pressure supplied from the first pressure control valve 39 to a 2-3 / 4-3 shift valve ( 69) and the 4-2 shift valve 71 are connected to the conduits 73 and 75 to supply hydraulic pressure, and the hydraulic pressure supplied from the NR control valve 45 is supplied to or from the low-reverse brake 77. It is connected to the pipe (79, 81) to discharge the hydraulic pressure, it is made of a structure including a valve spool 83 that can be controlled as described above.

And the end clutch valve 85 is connected to the 2nd and 3rd speed pipelines 51 and 53 and controlled by 2nd speed to supply 3rd speed to the 4-2 shift valve 71 or to discharge the hydraulic pressure therefrom. It is connected to (87), it is composed of a structure including a valve spool (91) which is connected to the branch pipe (89) in the four-speed pressure pipe (55) to supply the hydraulic pressure to the shift failing pipe (89).

In addition, the 2-3 / 4-3 shift valve 69 is connected to the three-speed pipeline 53 and controlled by three-speed pressure to supply hydraulic pressure supplied to the pipeline 75 to the 4-2 shift valve 71. It is connected to the conduit 93 so as to discharge the hydraulic pressure therefrom, and has a structure including a valve spool 95 that can be controlled as described above.

On the other hand, the rear clutch discharge valve 97 is connected to the conduits 101 and 103 so that the hydraulic pressure supplied from the second hydraulic control valve 41 can be supplied to or discharged from the rear clutch 99. The hydraulic pressure supplied from the manual valve 29 is supplied to the 2-3 / 4-3 shift valve 69 to be connected to the pipelines 105, 107, and 109 so as to control the hydraulic pressure and supply the hydraulic pressure to the pipeline 93. It is composed of a structure including the first and second valve spools 113 and 115 connected to the pipeline 111 branched from the fourth speed pipeline 55 to discharge the hydraulic pressure supplied to the rear clutch 99 at the fourth speed. have.

In addition, the 4-2 shift valve 71 is a valve spool 117 which is operated by the third shift control solenoid valve 59 on / off controlling the hydraulic pressure supplied from the second speed pipeline 51 to the branched pipeline 57. Consists of a structure that includes.

The 4-2 shift valve 71 is connected to the pipeline 123 to supply hydraulic pressure to the servo application 121 of the kickdown band brake 119, and selectively supplies hydraulic pressure to the pipeline 123. It is connected to the pipe line (125) branched from the pipe line (75) and the second-pressure pipe line (51) to be able to.

In addition, the 4-2 shift valve 71 is connected to the pipeline 131 to supply or discharge the hydraulic pressure supplied to the pipeline 93 to the servo release 127 and the front clutch 129. Howler The conduit 31 is connected to control the end clutch valve 85 and the rear clutch discharge valve 97.

In addition, the 4-2 shift valve 71 is connected to the pipeline 135 so that the hydraulic pressure supplied from the pipeline 87 can be supplied to the end clutch 133 or the hydraulic pressure supplied can be discharged.

Furthermore, the 4-2 shift valve 71 is provided with a bypass conduit 137 to supply or block the hydraulic pressure supplied to the conduit 75 to the end clutch 133 connected to the conduit 135.

The hydraulic control system for an automatic transmission configured as described above is automatically operated as the transmission control unit (TCU) controls each solenoid valve on / off or duty according to the operation of the manual valve 29 and the vehicle speed and the opening degree of the throttle valve. The shift is realized.

When the engine is first started, the oil pressure generated by the oil pump 3 is controlled to a constant line pressure in the regulator valve 5, and is supplied to the line pressure pipeline 7 and to the torque converter control valve 9 at the same time.

In addition, the transmission control unit (TCU) controls the damper clutch control solenoid valve 25 on / off according to the driving state of the vehicle, thereby inactivating / acting the reducing pressure supplied from the reducing valve 23 to control the damper clutch. The valve 11 is controlled to operate / release the damper clutch by discharging / supplying or supplying / discharging hydraulic pressure to the conduits 17 and 19.

(1-2 shift)

Meanwhile, when the driving speed range is selected and the vehicle speed and the throttle valve opening rate increase while driving at the first speed, as shown in FIG. 1, the transmission control unit (TCU) is operated while the rear clutch 99 is operated. The 1 shift control solenoid valve 47 is controlled from on to off, the second shift control solenoid valve 49 is controlled to be on, and the third shift control solenoid valve 59 is controlled to be off to control the shift control valve ( The hydraulic pressure is supplied from the 35 to the second speed pipeline 51.

The hydraulic pressure supplied to the second speed pipeline 51 is supplied to the 1-2 shift valve 67 to move the valve spool 83 to the right as shown in the drawing to communicate the pipelines 73 and 75.

In addition, the valve spool 117 of the 4-2 seat valve 71 is moved upwardly as seen in the drawing by the hydraulic pressure supplied from the second-speed pipeline 51 to the branch 57, and the pipelines 75 and 123 communicate with each other. Let's do it.

At the same time, the transmission control unit (TCU) duty-controls the first pressure control solenoid valve 61 from on to off to operate the first pressure control valve 39, thereby controlling the hydraulic pressure supplied to the conduit 43 by duty control. By supplying to the servo application 121 through the connected conduits 73, 75 and 123, the kickdown band brake 119 is operated to realize the second speed.

(2-3 shifts)

When the vehicle speed and the throttle valve opening rate increase in the second speed state as described above, as shown in FIG. 2, the transmission control unit TCU in the state where the rear clutch 99 operates is operated by the first shift control solenoid valve. (47) is turned off and the second shift control solenoid valve 49 is controlled from on to off so that the hydraulic pressure is supplied from the shift control valve 35 to the 2nd and 3rd speed pipelines 51 and 53.

The hydraulic pressure supplied to the second speed pipeline 51 acts as in the second speed state, and the third speed pressure supplied to the third speed pipeline 53 is supplied to the 2-3 / 4-3 shift valve 69 to provide a valve thereof. The spool 95 is moved to the right as seen in the drawing to communicate the conduits 75 and 93.

Since the 4-2 shift valve 71 maintains the same state as in the second speed, the conduits 75 and 123 communicate with each other, and the conduits 93 and 131 also communicate with each other. Is in communication.

In addition, the transmission control unit (TCU) controls the first pressure control solenoid valve 61 from off to on to off to operate the first pressure control valve 39 so that the hydraulic pressure supplied to the conduit 43 is reduced. Duty control to supply to the servo application 121 through the connected conduits 73, 75, 123, and the servo release 127 and the front clutch 129 through the communicated conduits 75, 93, and 131. Is supplied to release the kickdown band brake 119 and operate the front clutch 129 to maintain the three speed state.

At this time, the pipeline 131 for supplying the hydraulic pressure to the front clutch 129 and the servo application 127 supplies the hydraulic pressure to the end clutch valve 85 to move the valve spool 91 to the left in the drawing. The conduits 53 and 87 are communicated.

Therefore, the hydraulic pressure supplied to the 3-speed pressure pipe line 53 is supplied to the end clutch 133 through the connected pipe lines 87 and 135 to operate it.

(3-4 shifts)

As shown in FIG. 3, when the vehicle speed and the throttle valve opening ratio increase in the third speed state as described above, the transmission control unit TCU in the state where the end clutch 133 operates is operated by the first shift control solenoid valve ( Control 47) from off to on, control second shift control solenoid valve 49 to off, control third shift control solenoid valve 59 to off, and shift control valve 35 to To supply hydraulic pressure to the four-speed pipelines (51, 53, 55).

The hydraulic pressure supplied to the second and third speed pipelines 51 and 53 is operated as in the third speed, and the fourth speed pressure supplied to the fourth speed pipeline 55 is supplied to the end clutch valve 85 through the pipeline 89. To continuously supply hydraulic pressure to the valve 85 and the fail-and-clutch 133, and to the rear clutch discharge valve 97 through the conduit 111, the valve spools 113 and 115 thereof are shown in the drawing. By moving to the right to communicate the pipelines (111, 107) and at the same time block the pipelines (103, 101).

The fourth speed pressure supplied to the communicating pipe lines 11 and 107 is supplied to a 2-3 / 4-3 shift valve 69 which operates at three speeds, and moves the valve spool 95 to the left side as seen in the drawing. Block (75, 93) and communicate with the conduit (93, 109).

Therefore, the hydraulic pressure which operated the rear clutch 99 is discharged through the conduit 103 and the rear clutch discharge valve 97, and the hydraulic pressure which acted on the front clutch 129 and the servo release 127 is the conduit 131, 93. ) And the rear clutch 99 and the front clutch 129 are released while being discharged to the manual valve 29 through the conduits 109 and 105 provided with the orifice.

At the same time, the transmission control unit TCU duty-controls the first pressure control solenoid valve 61 from off to on to off to operate the first pressure control valve 39 to supply hydraulic pressure to the conduit 43. Is supplied to the servo application 121 through the conduits 73 and 75 and the conduit 123 communicated by the 1-2 shift valve 67 to operate the kick-down band brake 119 to realize the fourth speed. .

(4-3 shift)

As shown in FIG. 4, when the vehicle speed and the throttle valve opening ratio decrease in the fourth speed state as described above, the transmission control unit TCU in the state where the end clutch 133 operates is operated by the first shift control solenoid valve ( 4) is controlled from on to off, the second shift control solenoid valve 49 is turned off, and the third shift control solenoid valve 59 is controlled off, thereby providing a four-speed pressure line from the shift control valve 35. Shut off the hydraulic pressure supplied to (55).

Therefore, the hydraulic pressure supplied to the conduits 111, 89, 55 is discharged to the shift control valve 35, whereby the first valve spool 113 of the rear clutch discharge valve 97 moves to the left as seen in the drawing. The hydraulic pressure supplied to the conduit 107 is discharged to the manual valve 29 via the conduit 105 to move the valve spool 95 of the 2-3 / 4-3 shift valve 69 to the left in the drawing. The conduits 75 and 93 are communicated.

In this state, the transmission control unit (TCU) duty-controls the first pressure control solenoid valve 61 from off to on to off to operate the first pressure control valve 39 so as to communicate with each other. To release the kickdown band brake 119 by supplying hydraulic pressure to the servo application 121 and the servo release 127 through the 75, 123 and the conduits 93 and 131, and to the front clutch 129. Supply it to operate it.

The hydraulic pressure supplied to the front clutch 129 moves the second valve spool 115 of the rear clutch discharge valve 97 to the left side in the drawing to communicate the conduits 101 and 103.

In addition, the transmission control unit (TCU) controls the second pressure control solenoid valve 63 from on to off to operate the second pressure control valve 51 to communicate with the rear clutch through the communication lines 43, 101, and 103. The hydraulic pressure is supplied to 99 to operate it to achieve three speeds.

On the other hand, when the vehicle is stopped while driving, the second valve spool 115 of the rear clutch discharge valve 97 is turned to the left in the state in which the pipelines 43 and 101 are blocked by the operation of the second pressure control valve 41. After the shift is completed by supplying hydraulic pressure to the front clutch 129 and the servo release 127 in the moved state, the hydraulic pressure is supplied to the rear clutch 99 to operate it.

(3-2 shift)

When the vehicle speed and the throttle valve opening ratio are reduced in the three-speed state as described above, as shown in FIG. 5, the transmission control unit TCU in the state in which the rear clutch 99 operates is operated by the first shift control solenoid valve. Control the 47 to the off position, control the second shift control solenoid valve 49 from off to on, control the third shift control solenoid valve 59 to off, and perform the third speed pressure at the shift control valve 35. Shut off the hydraulic pressure supplied to the conduit 53.

Therefore, the hydraulic pressure supplied to the conduit 53 is discharged to the shift control valve 35, which causes the valve spool 95 of the 2-3 / 4-3 shift valve 69 to move to the left side as seen in the drawing. The pipes 93 and 109 communicate with each other while the blocks 75 and 93 are blocked.

Therefore, the hydraulic pressure that operated the front clutch 129 and the servo release 127 is discharged to the manual valve 29 via the pipelines 131, 93, and 109 and the pipeline 105 on which the orifice is mounted, so that the front clutch 129 Free)

And the hydraulic pressure to operate the end clutch 133 is discharged to the shift control valve 35 through the conduits 135, 87, 53 to release the end clutch 133.

At this time, the transmission control unit (TCU) duty-controls the first pressure control solenoid valve 61 from off to on to off to operate the first pressure control valve 39 to connect the communication pipe lines 43, 73, and 75. 2) by operating the kick-down band brake 119 by supplying the hydraulic pressure to the servo supply 121 through the pipe 123).

(2-1 shift)

When the vehicle speed and the throttle valve opening ratio decrease in the second speed state as described above, as shown in FIG. 6, the transmission control unit TCU in the state where the rear clutch 99 operates is operated by the first shift control solenoid valve. Control 47 from off to on, control second shift control solenoid valve 49 on, control third shift control solenoid valve 59 off, and at second speed control at shift control valve 35 Shut off the hydraulic pressure supplied to the pipe 51.

Therefore, the hydraulic pressure supplied to the conduit 51 is discharged to the shift control valve 35, whereby the valve spool 83 of the 1-2 shift valve 67 and the valve spool 91 of the end clutch valve 85 are discharged. As shown in the figure, the pipes 75 and 73 are blocked while moving to the left.

The transmission control unit TCU duty-controls the first pressure control solenoid valve 61 from off to on to operate the first pressure control valve 39 to block the conduits 73 and 43.

Therefore, the hydraulic pressure that operated the servo application 127 is discharged from the 1-2 shift valve 67 through the first pressure control valve 39 through the conduits 123 and 75 to release the kickdown band brake 119. To achieve the first speed.

(4-2 skip shifting)

When the opening ratio of the throttle valve is suddenly increased in order to obtain a large torque in the four-speed state as described above, the transmission control unit (TCU) turns on the first shift control solenoid valve 47 to realize a skip shift at two speeds. The control is turned off at, the second shift control solenoid valve 49 is controlled from off to on, and the third shift control solenoid valve 59 is controlled on during shifting and off after shifting.

Therefore, the valve spool 117 of the 4-2 shift valve 71 is moved to the lower side by the ON control of the third shift control solenoid valve 59 in the drawing.

Therefore, the pipeline 123 for supplying hydraulic pressure to the servo application 121 is cut off from the pipeline 75, and is continuously operated by the hydraulic pressure supplied from the second speed pipeline 51 in communication with the pipeline 125.

In addition, the pipeline 135 for supplying hydraulic pressure to the end clutch 133 is blocked from the pipeline 87, and communicated with the pipeline 75 by the pipeline 137 to control off of the first pressure control solenoid valve 61. The hydraulic pressure is supplied to the conduits 73, 75, and 123 through the first pressure control valve 39 operating along the same, and continuously operated.

As the 3 and 4 speed pressures are released, the rear clutch discharge valve 97 communicates the conduits 101 and 103, and the hydraulic pressure supplied to the conduit 87 is the end clutch valve 85 and the shift control valve 35. Emitted through.

In addition, since the transmission control unit (TCU) controls the second pressure control solenoid valve 63 from on to off to operate the second pressure control valve 41, the hydraulic pressure supplied to the conduit 43 is controlled by the conduit 101,. It is supplied to the rear clutch 99 via 103 to operate it.

In addition, the transmission control unit (TCU) duty-controls the first pressure control solenoid valve 61 from off to on to supply hydraulic pressure for operating the end clutch 133 through the conduits 135, 137, 75, and 73. The end clutch 133 is released by discharging it to the first pressure control valve 39.

Thereafter, the transmission control unit TCU controls the third pressure control solenoid valve 59 to be off and at the same time duty-controls the first pressure control solenoid valve 61 from on to off.

Therefore, the hydraulic pressure supplied to the conduit 57 acts on the 4-2 shift valve 71 to move the valve spool 117 upwards in the drawing to supply the hydraulic pressure to the servo application 121. To communicate with the conduit (75).

Therefore, the hydraulic pressure controlled by the first pressure control solenoid valve 61 is supplied to the servo application 121 through the communication lines 43, 73, 75, and 123 to operate the kickdown band brake 119. 4-2 Skip shifting.

As described above, the hydraulic control system for an automatic transmission according to the present invention controls the hydraulic distribution means by the hydraulic pressure according to the solenoid valve control of the shift control means to form a flow path, the hydraulic pressure according to the control of the solenoid valve of the hydraulic control means By supplying to the flow path formed by the distribution means to activate / release the friction element to realize automatic shift and to enable 4-2 skip shifting, it is possible to improve shift responsiveness and shifting feeling and increase durability of the friction element by improving the shifting feeling. Can be.

Claims (11)

A line pressure control means for adjusting the oil pressure supplied from the oil pressure generating means to line pressure, a damper clutch control means for supplying or discharging the oil pressure supplied from the line pressure control means to each lubrication part and a torque converter, and the line pressure control means. Reducing pressure control means for reducing the supplied hydraulic pressure to the reducing pressure, Range control means for supplying the hydraulic pressure supplied from the line pressure control means to the flow path corresponding to each range selection in conjunction with the operation of the shift lever, The range control Shift control means for supplying the hydraulic pressure supplied from the means to the respective shift pressures corresponding to the respective shift stages under the control of the transmission control unit (TCU), and for changing the flow path of the hydraulic pressure supplied to the specific friction element, from the range control means. Hydraulics supplied Hydraulic control means for controlling the friction element operating pressure according to the control of the transmission control unit (TCU), the flow path is formed by the hydraulic pressure and the shift control means supplied from the shift control means, the shift control means and the hydraulic A hydraulic control system for an automatic transmission comprising hydraulic distribution means for distributing hydraulic pressure supplied from the control means to a selected friction element. The shift control means according to claim 1, further comprising: a shift control valve for supplying 2, 3 and 4 speed pressures by first and second shift control solenoid valves which are operated on / off by a control signal of a transmission control unit (TCU); An automatic transmission comprising a third shift control solenoid valve actuating on / off by a control signal of a transmission control unit (TCU) to actuate / inactivate the second speed pressure supplied from the shift control valve to one valve of the hydraulic distribution means. Hydraulic control system. The hydraulic distribution means according to claim 1 is controlled by the second speed pressure supplied from the shift control means to supply the hydraulic pressure supplied from the first pressure valve of the pressure control means to another valve of the hydraulic distribution means or to discharge the supplied hydraulic pressure. It is composed of a structure for supplying the hydraulic pressure supplied from the NR control valve of the distribution means to the low reverse brake or discharged the supplied hydraulic pressure, 1-2 shift valve connected to the conduits, which is controlled by the second speed pressure supplied from the shift control means The third speed is supplied to the other valve of the hydraulic distribution means or to discharge the supplied hydraulic pressure, and the end clutch valve connected to the pipelines, and the four speed pressure and friction elements supplied from the shift control means to the front clutch and the servo release. Controlled by the hydraulic pressure being controlled by hydraulic control means It is configured to supply the supplied hydraulic pressure to the rear clutch or to discharge the supplied hydraulic pressure by the rear clutch discharge valve connected to the conduits, the four speed pressure supplied through the rear clutch discharge valve and the third speed pressure supplied from the shift control means. 2-3 / 4-3 shift valve, which is controlled to supply hydraulic pressure supplied from the 1-2 shift valve to another valve of the hydraulic distribution means or discharge the supplied hydraulic pressure and is connected to the conduits, from the shift control means. Since the third shift control valve controls the supplied second speed pressure, the hydraulic pressure supplied from the 1-shift valve is supplied to the servo application of the kickdown band brake, which is a friction element, or the supplied hydraulic pressure is discharged. 3 Supply the hydraulic pressure from the shift valve to the servo release and front clutch, or The pipelines are configured to discharge, supply or discharge the hydraulic pressure supplied from the end clutch valve to the end clutch, or supply the hydraulic pressure supplied from the 1-2 shift valve to the end clutch valve or discharge the supplied hydraulic pressure. Hydraulic control system for automatic transmission comprising a 4-2 shift valve connected to the. The transmission control unit (TCU) controls the solenoid valve of the shift control means on / off to supply the hydraulic pressure supplied from the line pressure control means to the hydraulic distribution means through the range control means to operate the hydraulic distribution means to form a flow path. The duty cycle control unit (TCU) controls the hydraulic pressure supplied from the range control means by duty and on / off control of the solenoid valve of the hydraulic control means and supplies / discharges the controlled hydraulic pressure to the flow path formed by the hydraulic distribution means. A control method of a hydraulic control system for an automatic transmission that realizes automatic transmission by operating / releasing friction elements. The transmission control unit (TCU) according to claim 4, wherein the transmission control unit (TCU) controls the solenoid valve of the shift control means from on to off, the other solenoid valve on, and the other solenoid valve off by the hydraulic control. The rear clutch operates by forming a flow path of the distribution means, duty control one solenoid valve of the hydraulic control means from on to off, and control the other solenoid valve off to supply the hydraulic pressure supplied from the range control means to the servo application. Control method of hydraulic control system for automatic transmission which realizes 2 speed by operating kickdown band brake in the state. The transmission control unit (TCU) according to claim 4, wherein the transmission control unit (TCU) controls the solenoid valve of the shift control means to be turned off, the other solenoid valve is turned on to off, and the other solenoid valve is turned off. The flow path of the distribution means is formed, the duty control of one solenoid valve of the hydraulic control means is turned from on to off, and the other solenoid valve is controlled off to control the hydraulic pressure supplied from the range control means to the servo application. , Supply the servo release and the front clutch to operate the front clutch while the rear clutch is in operation and release the kickdown band brake, and supply the hydraulic pressure from the shift control means to the end clutch to operate it Control method of hydraulic control system for automatic transmission. The transmission control unit (TCU) according to claim 4, wherein the transmission control unit (TCU) controls the solenoid valve of the shift control means from off to on, the other solenoid valve off, and the other solenoid valve off by hydraulic control. The flow path of the distribution means is formed to discharge the hydraulic pressure supplied to the rear clutch, the servo release, and the front clutch to release them, and the solenoid valve of the hydraulic control means is duty controlled from off to on to off, and the other solenoid valve The control method of the hydraulic control system for an automatic transmission which realizes four speeds by controlling to OFF, supplying the hydraulic pressure supplied from a range control means to a servo application, and operating a kickdown band brake in the state which an end clutch operates. 5. A transmission control unit (TCU) according to claim 4, wherein the transmission control unit (TCU) controls the solenoid valve of the shift control means from on to off, the other solenoid valve off, and the other solenoid valve off to control the hydraulic pressure. The hydraulic pressure supplied from the range control means is formed by forming a flow path of the distribution means, duty control of one solenoid valve of the hydraulic control means from on to off, and duty control of the other solenoid valve from on to off. The hydraulic control system for the automatic transmission that supplies the fly, servo release, front clutch, and rear clutch to operate the front clutch and the rear clutch while the end clutch is operating, and releases the kick-down band brake to achieve three speeds. Control method. The transmission control unit (TCU) according to claim 4, wherein the transmission control unit (TCU) controls the solenoid valve of the shift control means to be turned off, the other solenoid valve is turned off to on, and the other solenoid valve is turned off. The flow path of the distribution means is formed to discharge the hydraulic pressure supplied to the servo release, the front clutch and the end clutch to release them, and the solenoid valve of the hydraulic control means is duty controlled from off to on to off and the other solenoid valve To control the off position, supply the hydraulic pressure supplied from the range control means to the servo application, and operate the kick-down band brake while the rear clutch operates to realize the second speed. 5. A transmission control unit (TCU) according to claim 4, wherein during transmission 2-1, the transmission control unit (TCU) controls one solenoid valve of the shift control means from off to on, another solenoid valve on, and another solenoid valve off. The flow path of the distribution means is formed, and the solenoid valve of the hydraulic control means is duty controlled from the off state to the off state, and the other solenoid valve is controlled to the off position to discharge the hydraulic pressure supplied to the servo application while the rear clutch is operating. Control method of hydraulic control system for automatic transmission which releases and realizes 1 speed. The transmission control unit (TCU) according to claim 4, wherein the transmission control unit (TCU) turns the solenoid valve of the shift control means on to off, the other solenoid valve off to on, and the other solenoid valve is shifted during shifting. Control from on to off and after shifting, change the flow path of the hydraulic distribution means by changing from on to off, control one solenoid valve of the hydraulic control means from off to on, and control the other solenoid valve from off to on for range control A control method for a hydraulic control system for an automatic transmission, wherein the hydraulic pressure supplied from the means is supplied to the servo application and the rear clutch to release the end clutch and actuate the rear clutch and the kickdown band brake to realize two speeds.