KR19990002028A - Parking Range Hydraulic Compensator for Automatic Transmission Hydraulic Control System - Google Patents

Abstract

To provide a torque range hydraulic compensator of an automatic transmission hydraulic control system capable of simultaneously supplying a torque converter and lubricating pressure in the P range and improving cold startability;

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; In the hydraulic control system of the automatic transmission comprising a hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements in each gear stage,

Provide a parking range hydraulic compensation device for an automatic transmission hydraulic control system, characterized in that the shuttle valve is arranged on the pipeline for communicating the pressure regulating valve and the high-low pressure valve, and the one branched passage is in communication with the manual valve. do.

Description

Parking Range Hydraulic Compensator for Automatic Transmission Hydraulic Control System

The present invention relates to a parking range hydraulic compensation device of an automatic transmission hydraulic control system that can simultaneously supply a torque converter and lubrication pressure in a P range, and can improve low temperature startability in a hydraulic control system applied to a vehicle automatic transmission. will be.

For example, an automatic transmission for a vehicle has a torque converter and a multi-speed 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.

Such a hydraulic control system generates and discharges a torque converter 2 that receives torque from an engine and converts torque to a transmission side, and generates oil required for the torque converter and shift stage control and oil for lubrication. It includes an oil pump (4).

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 hydraulic 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 these 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 which are controlled on / off by the transmission control unit in the pipeline 24 through which the hydraulic pressure flows when the manual valve 16 is in the travel D range. The shift control valve 26 which switches the flow path by the function of the () acts in communication and constitutes manual and automatic shift control means together with the manual valve 16 described above.

The shift control valve 26 is connected to the second speed pipe 28, the third speed pipe 30, and the fourth speed pipe 32 so as 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 34 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 the control pressure to the friction element during the shift control. The second pressure control valve 20 is formed with a flow path to supply the drive pressure to the rear clutch C1 acting as an input element of the first speed.

The second speed pipe 28 of the shift control valve 26 is supplied to the left end port of the 1-2 shift valve 36 to control the valve.

In addition, the three-speed pipeline 30 is branched into two pipelines 38 and 40 so that the first branch pipeline 38 is supplied to the left end port of the 2-3 / 4-3 shift valve 42. It is configured to control the valve, the second branch conduit 40 is configured so that the end is branched to supply the hydraulic pressure to the control switch valve 44 and the high-low pressure valve 46.

The four-speed pipe line 32 is configured to communicate with the left end port of the rear clutch release valve 48 and the right end of the 2-3 / 4-3 shift valve 42 to control these valves.

In addition, fail-safe operation of the transmission control unit or between the valves of the hydraulic distribution means and at least two friction elements occurs when the stick phenomenon occurs in each of the valves forming the hydraulic distribution means. A fail safe valve 50 is disposed as a safety means for performing a function.

In addition, the manual valve 16 is connected to the timing control conduit 52 so that the hydraulic pressure flowing along the conduit can be used as the control pressure of the control switch valve 44, which is on the timing control conduit 52. It is controlled by the fifth solenoid valve S5 disposed in the.

And when the manual valve 16 is in the reverse (R) range, the hydraulic pressure supplied to the reverse first control conduit 54 is passed through the rear clutch release valve 48 and the 2-3 / 4-3 shift valve 42. The low-pressure hydraulic pressure supplied to the reverse second control conduit 56 while acting as a reaction force element in the reverse shift stage via the 1-2 shift valve 36 while allowing the hydraulic pressure to be advanced by the front clutch C4. The hydraulic pressure is supplied to the reverse brake C5.

A part of the hydraulic pressure supplied to the front clutch C4 is configured to be simultaneously supplied to the release side chamber h2 of the kick-down servo C2.

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.

By the above configuration, each solenoid valve operates under the control of the transmission control unit according to the vehicle speed and the throttle opening angle, and the shift is automatically made while controlling the flow of hydraulic pressure.

In the hydraulic control system as described above, referring to the conventional configuration of the line pressure variable device, as shown in FIG. 3, the pressure regulating valve 8 is a high-low means for varying the line pressure at the third and fourth speeds. It is in communication with the pressure valve 46 and the conduit 100, and the manual valve 16 is connected to the drive pressure control conduit 102 and the reverse pressure control conduit 104 as a line pressure variable means for forward and backward. Have

However, in the case of configuring the line pressure variable device as described above, there is no problem in controlling the line pressure at the 3rd speed and the 4th speed, and the forward and the reverse, but the hydraulic pressure supplied from the oil pump at the P range is supplied through the manual valve. By discharging all, line pressure control is not achieved at all.

As a result, the torque converter and the lubricating pressure are supplied at a high pressure, thereby increasing the load of the oil pump, thereby degrading startability, and in particular, startability is greatly reduced at low temperature startup.

Therefore, the present invention has been invented to solve the above problems, an object of the present invention is to provide a torque converter and lubrication pressure at the same time P range, and parking of the automatic transmission hydraulic control system that can improve low-temperature startability To provide a range hydraulic compensation device.

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; In the automatic transmission hydraulic control system comprising a hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements in each gear stage,

Provide a parking range hydraulic compensation device for an automatic transmission hydraulic control system, characterized in that the shuttle valve is arranged on the pipeline for communicating the pressure regulating valve and the high-low pressure valve, and the one branched passage is in communication with the manual valve. do.

1 is a view showing a parking (P) range hydraulic flow state of the hydraulic control system to which the present invention is applied.

2 is an enlarged view of main parts of the present invention;

3 is a view for explaining the prior art.

1 is a view showing a hydraulic control system to which the present invention is applied and shows a state when the select lever is in the neutral (N) range, the configuration of which is generated from the oil pump 4 as described above. Pressure adjusting means for adjusting hydraulic pressure; 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 the damper clutch of the torque converter 2; Comprising a plurality of shift valve is made to include a hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction element acting as input and reaction force element at each shift stage.

In this hydraulic control system, the present invention arranges the shuttle valve 62 on the conduit 60 for communicating the pressure regulating valve 8 and the high-low pressure valve 46, as shown in FIGS. 1 and 2. However, one side pipe 64 branched thereon was in communication with the manual valve 16.

Of course, the conduit 64 is arranged so that the hydraulic pressure can be supplied when the valve spool 66 of the manual valve 16 is in the P range, and the shuttle valve 62 has a built-in steel ball 68 with a high- The hydraulic pressure flowing back to the low pressure valve 46 is made to block.

When the shuttle valve 62 is applied as described above, the hydraulic pressure supplied from the high-low valve 46 is supplied to the pressure regulating valve 8 in the 3 and 4 as in the related art, thereby making it possible to vary the line pressure. .

When the select lever is positioned in the P range, the hydraulic pressure supplied from the oil pump 4 is supplied to the pressure regulating valve 8 through the conduit 64 as shown in FIGS. 1 and 2, and the line pressure is adjusted. By lowering the pressure, the driving load of the oil pump can be reduced.

As described above, according to the present invention, the torque converter and the lubrication pressure are supplied while the line pressure is adjusted in the P range, and the startability can be improved due to the deterioration of the driving force of the oil pump, and in particular, the start up is greatly improved at low temperatures. You will be able to.

Claims (2)

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; In the hydraulic control system of the automatic transmission comprising a hydraulic distribution means for supplying and distributing the appropriate hydraulic pressure to the friction elements acting as input and reaction force elements in each gear stage, A parking range hydraulic compensating device for an automatic transmission hydraulic control system, characterized in that a shuttle valve is disposed on a pipeline for communicating a pressure regulating valve and a high-low pressure valve. The pipeline of claim 1, wherein the conduit communicating with the manual valve is arranged such that hydraulic pressure can be supplied when the valve spool of the manual valve is in the P range, and the shuttle valve is high-low when the steel ball is supplied with hydraulic pressure from the manual valve. And stopping the hydraulic pressure flowing back to the pressure valve side and blocking the hydraulic pressure flowing back to the manual valve side when the hydraulic pressure is supplied from the high-low pressure valve.